TRAINING MANUAL

Leap-1A

General Familiarization

DEC 2014
This CFM International publication is for Training Purposes Only. The information is accurate at
the time of compilation; however, no update service will be furnished to maintain accuracy. For
authorized maintenance practices and specifications, consult the relevant maintenance
publications.

The information (including technical data) contained in this document is the property of CFM
International (a joint company between GE and SNECMA). It is disclosed in confidence, and the
technical data therein is exported under a U.S. Government license and may be controlled by the
U.S. export control laws or any other applicable export control laws. Therefore, none of the
information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted,
transferred, re-exported or disclosed in any manner not provided for by the license without prior
written approval of notably both the U.S. Government and CFM International. Unauthorized export
is prohibited.

It is the property of GE or SNECMA or CFM and shall not be used, disclosed to others or
reproduced without the express written consent of GE or SNECMA or CFM (as applicable),
including, but without limitation, it is not to be used in the creation, manufacture, development or
derivation of any repairs, modifications, spare parts, design or configuration changes or to obtain
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in whole or in part, this notice shall appear in any such reproduction in whole or in part.

Copyright 2002 CFM International

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TABLE OF CONTENTS

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• POWERPLANT ...........................................................................................................................p 7

• BASIC ENGINE............................................................................................................................p 27

• ENGINE SYSTEMS......................................................................................................................p 55

• NACELLE.....................................................................................................................................p 119

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POWERPLANT

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Introduction LEAP-1A Family
Identify and Locate

The LEAP-1A is the CFM power source for the entire

A320 Airbus Neo family:
- A319,
- A320,
- A321.

The power range is 24 400 to 32 900 lbf of take-off

thrust.

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Introduction LEAP-1A Family

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General
Purpose

The powerplant provides:

- forward thrust to the A/C and reverse thrust to the A/C
only on ground,
- power to the following A/C systems: pneumatic system,
electrical system and hydraulic system,
- data to the A/C for operation and maintenance
purposes.

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General

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Airflow
Identify and Locate

Air is sucked into the intake by the fan blades and

separated into two flow paths, the primary airflow and
the secondary airflow.

The primary airflow passes through the inner portion of

the fan blades and is directed into a booster. The flow
path then enters the High Pressure Compressor (HPC)
and goes to the combustion chamber.
The air flow is mixed with fuel and ignited, then the gas
flow provides energy to the turbines.

The secondary airflow passes through the outer portion

of the fan blades, the Outlet Guide Vanes (OGVs) and
exits through the nacelle discharge duct to produce
thrust. This airflow also plays a role in the thrust reverser
system on ground.

The engine by-pass ratio is approximately 11:1.

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Airflow

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External Dimensions and Ground Clearance
Identify and Locate

For the whole powerplant, the external approximate

dimensions are :
- length: 210 inches (5,34 m),
- air inlet outer diameter: 83 inches (2,12 m),
- ground clearance: 18 inches (0,46 m).

The approximate powerplant weight has to be

confirmed.

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External Dimensions and Ground Clearance

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Hazard and Danger Areas
Identify and Locate

For safety purposes, hazard and danger areas have to

be defined. Personnel must be aware of these areas
when they perform engine run-ups for maintenance
purposes. The ground must be clean to avoid Foreign
Object Damage (FOD).
Danger areas: the air intake suction area, the exhaust
velocity and temperature areas. An entry corridor is
defined to access the engine in specific conditions.

Refer to the Aircraft Maintenance Manual (AMM) for

certified danger area dimensions.

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Hazard and Danger Areas

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Acoustical Hazard Areas
Identify and Locate

Engine noise can cause temporary and/or permanent

loss of hearing.

The following charts provide information distance to

engine with ear protection.

Note: The charts provide information about ear damage

even when wearing ear protection.

Refer to the Aircraft Maintenance Manual (AMM) for

certified values.

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Acoustical Hazard Areas

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Quick Engine Change and Cowls
Identify and Locate

The major components of the LEAP powerplant are:

- the Quick Engine Change (QEC),
- the fan cowl doors and thrust reverser cowl doors.

The QEC consists of the following components:

- the air inlet cowl,
- the Engine Build-Up (EBU),
- the exhaust nozzle and exhaust plug,
- the engine mounts and thrust bars.

Purpose

Quick Engine Change (QEC) means that the engine can

be removed/installed from/on the aircraft, using simple
connections at the nacelle/aircraft pylon interface.

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Quick Engine Change and Cowls

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Systems
Identify and Locate

The powerplant systems consist of engine systems and

nacelle/EBU systems.

The engine systems are:

- the fuel & control system,
- the starting & ignition system,
- the air system,
- the indicating system,
- the oil system.

The nacelle & EBU systems are:

- the electrical system,
- the hydraulic system,
- the pneumatic system,
- the anti-icing system,
- the thrust reverser system,
- the fire protection system,
- the drain system.

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Systems

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FADEC System
Purpose

The Full Authority Digital Electronic Control (FADEC)

system controls the engine in response to the thrust
command inputs from the aircraft and provides
information to the A/C for:
- cockpit indication,
- maintenance reporting,
- engine condition monitoring,
- trouble-shooting.

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FADEC System

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BASIC ENGINE

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Mechanical Arrangement
Identify and Locate

The LEAP engine consits of:

- the Low Pressure (LP) rotating system (N1 speed),
- the High Pressure (HP) rotating system (N2 speed),
- 5 bearings,
- 3 sumps,
- 3 structural frames,
- the accessory drives section.

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Mechanical Arrangement

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Main Shaft Bearings
Identify and Locate

The two engine rotors are supported by 5 bearings,

identified from N°1 (at the front) to N°5 (at the rear).

The No.1 roller bearing is located inside sump A, at the

front of the bearing No.1 and No.2 support assembly.

The No.2 ball bearing is located inside sump A, at the

rear of the bearing No.1 and No.2 support assembly.

The No.3 ball and roller bearings are located inside

sump A, in the Inlet GearBox (IGB).

The No.4 roller bearing is located inside sump B

between the Turbine Center Frame (TCF) hub and the
High Pressure Turbine (HPT) rear shaft.

The No.5 roller bearing is located inside sump C,

between the No.5 bearing support and the Low Pressure
Turbine (LPT) conical shaft.

Purpose

There are 2 categories of bearings:

- the ball bearings which take up axial and radial loads,
- the roller bearings which take up only radial loads.

The Low Pressure rotor (N1) is supported by two roller

bearings (No.1 and No.5) and one ball bearing (No.2).

The High Pressure rotor (N2) is supported by one roller

bearing and one ball bearing (No.3) and one more roller
bearing (No.4).

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Main Shaft Bearings

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Sumps
Identify and Locate

The LEAP engine has 3 sumps:

- the A sump (forward),
- the B sump,
- the C sumps (rear).

The A sump is located in the fan case hub area.

The B sump is located in the Turbine Center Frame

(TCF) hub area.

The C sump is located in the Turbine Rear Frame (TRF)

hub area.

Purpose

Each engine sump isolates the bearings and oil area

with a sealed device to avoid oil leaks to other engine
areas.

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Sumps

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Leading Particulars - Performances and Limits
Identify and Locate

The maximum rates and overspeed rates are:

- 100% N1 = 3851 rpm & Red Line = 101 %,
- 100% N2 = 16645 rpm & Red Line = 116.5 %.

The maximum temperature Exhaut Gas Temperature

(EGT) value is: 1060°C (To Be Confirmed).

Engine deterioration is directly related to engine hot

section time/temperature (EGT) operation. Rapid
temperature transients also increase the deterioration
rate of hot parts.

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Leading Particulars - Performances and Limits

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Maintenance Concept - On Condition
Identify and Locate

The engine uses a preventive maintenance concept

called "on-condition maintenance".
This primary maintenance concept provides repetitive
inspections or tests to determine the condition of units,
systems, or portions of structure with regard to
continued serviceability. This means that the engine has
no periodic overhaul schedule and can remain installed
until something important occurs, or when lifetime limits
of parts are reached.

The engine uses all modern maintenance techniques to

anticipate problems before a failure:
- borescopic inspection,
- particle analysis,
- engine health condition & performance trend
monitoring,
- engine vibration monitoring,
- built-in test troubleshooting analysis.

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Maintenance Concept - On Condition

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Maintenance - Borescope Inspection Ports
Identify and Locate - B20 at 1:00 o'clock,
- B21 at 3:00 o'clock,
The borescope ports are located on the engine external - B22 to B26 at 5:00 o’clock.
cases.
Most of the ports are located on the right side but some Purpose
are located on the left side (ALF). All ports are fitted with
self-locking plugs. There are 26 borescope ports identified B0 to B26 to
check the condition of engine internal parts.
Low Pressure Compressor (LPC):
The 2 ports (B01 and B02) are located at 4:00 o’clock
through the fan fairing, between two Outlet Guide Vanes
(OGV's).

High Pressure Compressor ( HPC):

The 11 ports for the compressor case are:
- B03 to B07 at 4 o'clock,
- B08 to B10 at 1 o'clock,
- B11 to B13 at 4 o'clock.

Combustion chamber:
The 4 ports for the combustion chamber are:
- B14 at 1:00 o’clock,
- B15 between 4 and 5 o'clock,
- B16 between 7 and 8 o'clock,
- B17 at 11:00 o’clock,
- left and right igniters.

High Pressure Turbine (HPT):

The 2 ports for the HPT are:
- B18 between 2 and 3 o'clock,
- B19 at 3:00 o’clock.

Low Pressure Turbine (LPT):

The 7 ports for the LPT are:

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Maintenance - Borescope Inspection Ports

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Mandatory Maintenance - Life Limited Parts
Identify and Locate

Air Transport Association (ATA) Chapter 05 identifies life

limits for rotating (spools, shafts and blisks) and static
(Combustor Diffuser Nozzle (CDN) case) critical engine
parts and the approved mandatory inspection intervals if
any.

The life of parts is given in flight cycles.

The cycles for each part serial number must be counted
continuously from its first entry into service.

A cycle is defined as:

- a flight which has a take-off and landing, or
- a touch-and-go landing and take-off used to train pilots.

It is the operator’s responsibility to maintain accurate

records of the total number of cycles operated and the
number of cycles remaining.

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Mandatory Maintenance - Life Limited Parts

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Modular Breakdown
Identify and Locate

The LEAP engine is a modular concept engine.

There are 3 Major Modules (MM):

- The fan major module,
- The core engine major module,
- The Low Pressure Turbine (LPT) major module,
and one accessory drive section.

The 3 Major Modules (MM) and the accessory drives

section are divided into 20 Minor modules (Mm).

Purpose

With this modular concept, it is possible to replace a

damaged minor or major module.

This allows a more efficient maintenance of the engine

and improves Turn Around Time (TAT).

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Modular Breakdown

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Fan Major Module
Identify and Locate

The fan major module is located behind the air inlet

cowl, at the front of the engine.

The fan major module consists of the following Minor

modules (Mm):
- fan and booster module,
- No.1 and No.2 bearings support module,
- Inlet GearBox (IGB) and No.3 bearing assembly,
- fan case module,
- fan frame module.

Purpose

The fan Major module main purposes are to:

- increase kinetic energy of the airflow,
- enclose the fan and booster,
- support the Low Pressure Compressor (LPC) rotor,
through the No.1 and No.2 bearing support,
- support the front of the High Pressure Compressor
(HPC) rotor through the No.3 bearing support,
- extract torque from the High Pressure (HP) rotor (N2)
through the Inlet GearBox (IGB),
- support the Accessory Gearbox (AGB)/Transfer
Gearbox (TGB) through engine mount fittings and links,
- transmit thrust to the aircraft through the engine thrust
bars,
- provide structural rigidity at the front of the engine,
- support various engine accessories,
- minimize fan area noise levels,
- support the fan inlet cowl,
- ensure fan blade containment.

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Fan Major Module

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Front Spinner, Fan Blades and Acoustic Panels
Identify and Locate

The front spinner is located at the front of the engine,

forward of the front platform shroud.

The 18 fan blades are installed behind the front spinner

at the front of the engine.

The 5 acoustic panels are attached on the inner surface

of the fan case and the inner surface of the fan frame.

Purpose

The purposes of the front spinner are:

- to provide a smooth aerodynamic airflow to the fan
blades (aerodynamic fairing),
- to prevent Foreign Object Damage (FOD) ingestion in
the primary airflow,
- to prevent icing phenomenon,
- to reduce noise level,
- to indicate engine operation.

The fan blades optimize aerodynamic performance to

increase kinetic energy to the airflow.

The purposes of the acoustic panels are:

- to provide an aerodynamic smooth surface for the
secondary airflow,
- to reduce noise.

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Front Spinner, Fan Blades and Acoustic Panels

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Core Major Module
Identify and Locate

The main components of the core engine are:

- the High Pressure Compressor (HPC) section,
- the combustion chamber section,
- the High Pressure Turbine (HPT) section,
- the Turbine Center Frame (TCF) and Low Pressure
Turbine (LPT) nozzle stage 1 assembly.

The core engine is located between the fan major

module and the Low Pressure Turbine (LPT) major
module.

Purpose

The core engine is a high pressure, high speed, gas

generator that:
- produces the power to drive the engine,
- provides torque for the accessories and bleed air for
engine and aircraft purposes.

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Core Major Module

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LPT Major Module
Identify and Locate

The Low Pressure Turbine (LPT) major module is

located at the rear of the engine behind the core engine
module under the thrust reverser cowls.

The LPT major module is made of the following minor

modules:

- The LPT module (rotor/stator),

- The LPT shaft module,
- The Turbine Rear Frame (TRF) module.

Purpose

The LPT module converts the energy of gases from

combustion into the necessary torque to drive the fan
and booster rotor.

The LPT shaft transmits torque from the LPT to the fan
and booster. It also encloses the center vent tube.

The Turbine Rear Frame (TRF) gives structural rigidity to

the rear of the engine and provides attachment of the
engine to the pylon.

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LPT Major Module

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Accessory Drives
Identify and Locate
The accessory drive section is located at the front of the
engine, on the fan frame shroud at 8 o'clock.
The accessory drive section consists of the following
components:
- the Inlet Gearbox (IGB) and No.3 bearing,
- the Transfer Gearbox (TGB),
- the Accessory Gearbox (AGB).
The Inlet Gearbox (IGB) and No.3 bearing are located in
the forward sump of the engine.
The TGB is located on the fan frame and on the rear
face of the AGB, near bottom of the engine at 8 o'clock.
transmits torque to HPC through the accessory drive
section and the IGB.
The AGB forward and rear face provide location to 6
engine and aircraft accessories:
- Pneumatic Air Starter (PAS) to enable engine starting,
- Engine Driven Pump (EDP) to provide hydraulic power
to the A/C,
- Lubrication Unit (LU) to lubricate bearings and gears,
- Permanent Magnet Alternator (PMA) to provide
electrical power to the FADEC,
- fuel pump to provide pressurized fuel to engine,
- Integrated Drive Generator (IDG) to provide electrical
power to the A/C.

The AGB is located on the fan frame near bottom of the

engine at the 8 o'clock position.

Purpose

The accessory drive section purposes are:

- in running mode: to provide engine and aircraft
rotational accessories,
- in starting mode: to provide rotational energy to the
High Pressure (HP) shaft from the Pneumatic Air Starter
(PAS).

In running mode, the IGB transmits torque from HPC to

the AGB through the Radial Drive Shaft (RDS), Transit
Gear Box (TGB), Transfer Shaft.
In starting mode, the Pneumatic Air Starter (PAS)

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Accessory Drives

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ENGINE SYSTEMS

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Fuel and Control Systems
Identify and Locate
The engine fuel and control system comprises
distribution, control and indicating components located:
- on the fan frame between 7 o'clock and 12 o'clock,
- on the fan case between 1 o'clock and 4 o'clock,
- at 6 o'clock on the engine core assembly,
- and all around the combustor case.
The engine fuel distribution components are:
- the Main Fuel Pump (MFP),
- the fuel filter cartridge,
- the Servo Fuel Heater (SFH),
- the Fuel Return Valve (FRV),
- the IDG oil cooler,
- the fuel manifold,
- the fuel nozzles.
The engine fuel indicating components are:
- the fuel filter delta pressure sensor,
- the fuel flow transmitter,
- the Fuel Strainer Delta Pressure Sensor (FSDP).
Purpose
The engine fuel and control system:
- calculates the quantity of fuel necessary to generate
the commanded thrust,
- meters and supply the fuel flow to the combustion
chamber,
- supplies the fuel flow to actuated valves and actuators,
- provides data for cockpit indication and engine control,
fault monitoring and diagnostic.

The engine fuel control components are:

- the Fuel Metering Unit (FMU),
- the Split Control Unit/ Servo Valve Assembly
(SCU/SVA),
- the T12 sensor,
- the T25 sensor,
- the T3 sensor,
- the fuel temperature sensor,
- the fuel manifold pressure transducer,
- the Permanent Magnet Alternator (PMA),
- the Pressure Sub-System (PSS) box,
- the rating plug,
- the Electronic Engine Control (EEC) separated in two
units one for each channel (A & B),
- the engine wiring harnesses.

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Fuel and Control Systems

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Fuel Distribution - Components 1/2
Identify and Locate

The Main Fuel Pump (MFP) is located on the aft side of

the Accessory Gearbox (AGB) at the 8:00 o'clock
position and secured with a V-Band clamp.

The main fuel filter assembly is located on the fan frame

at the 10 o'clock position, just behind the Integrated
Drive Generator (IDG) oil cooler.

The 19 fuel nozzles are equally distributed all around the

Combustion Diffuser Nozzle (CDN) case.
The number 1 fuel nozzle is located at the 12 o'clock
position, with number 2 on the right-hand side of number
1 (aft looking forward).

Purpose

The MFP pressurizes the fuel coming from the aircraft

fuel tanks and delivers it to the various engine fuel/oil
heat exchangers, the Fuel Metering Unit (FMU) and the
Split Control Unit/ Servo Valve Assembly (SCU/SVA).

In the main fuel filter assembly, a filter element

(cartridge) filters and collects any contaminant from the
fuel to protect downstream components.

The 19 fuel nozzles distribute the metered fuel into the

combustion chamber in a precise fuel spray pattern.
There are 19 indentical fuel nozzles, including 4
enriched by the SCU/SVA trough a specific pressure
line, located on both sides of the igniter plugs.

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Fuel Distribution - Components 1/2

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Fuel Distribution - Components 2/2
Identify and Locate

The Servo Fuel Heater (SFH) is mounted on the fan

frame at the 11 o'clock position, just above the Main
Heat Exchanger(MHX).

The Fuel Return Valve (FRV) is mounted on the fan

frame at the 11 o'clock position just behind the Servo
Fuel Heater (SFH).

The Integrated Drive Generator (IDG) oil cooler is

mounted on the fan frame at the 10 o'clock position, just
above the Fuel Metering Unit (FMU).

Purpose

The SFH heats fuel with scavenge oil to ensure positive

fuel temperature at the inlet of the FMU and Split Control
Unit/ Servo Valve Assembly (SCU/SVA) in cold
conditions.

The FRV and the Integrated Drive Generator (IDG) oil

cooler are used to control the IDG oil temperature:
- the FRV allows fuel returns to the aircraft tanks,
- the IDG oil cooler exchanges calories between hot IDG
oil and cold fuel.

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Fuel Distribution - Components 2/2

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Control - Components 1/3
Identify and Locate
The fuel temperature sensor is located on the fuel
supply manifold between the fuel flow transmitter and
the SCU/SVA at 4 o'clock.
The Pressure Sub-System (PSS) box is mounted on the
fan case at the 4 o'clock position.
The rating plug is attached to the engine via a lanyard
and mounted on the PSS box which is part of the Full
Authority Digital Electronic Control (FADEC) system.
The Electronic Engine Control (EEC) units are mounted
on the fan case at the 1 o'clock and 2 o'clock positions.
The EEC units are mounted on shock absorbers for
vibration damping. The EEC units are equipped with
electrical harness connection points, and an electrical
bonding strap.
The engine wiring harnesses are installed all around the
engine, connecting the EEC units to engine accessories,
sensors and to the aircraft through the pylon.
Purpose
The fuel temperature sensor transmits fuel temperature
to the EEC units, and allows a Twin Annular Premixing
Swirler (TAPS) combustor control.
The fuel temperature values are used for proper
modulation of the engine Surface Air Cooling Oil Cooler
(SACOC) by-pass valve by the EEC units in order to
adjust the fuel temperature to the combustion chamber
and thus improve efficiency.
The Pressure Sub-System (PSS) receives engine air
pressure measurements and converts them into
electrical signals to the EEC units for engine control,
fault monitoring and diagnostic/prognostic monitoring.
The PSS communicates the engine rating, thrust bump
settings, and N1 modifier from the engine rating plug
configuration.
The purpose of the rating plug is to supply the FADEC
system with the engine rated thrust, fan speed (N1)
modifier, hardware configuration, and High Pressure
Turbine (HPT) deterioration state.
The EEC units control the engine in response to the
thrust command inputs from the aircraft, and transmit
information to the aircraft for cockpit indication,
maintenance reporting and engine condition monitoring.
The EEC units are the main part of the FADEC system
that controls the operation, performance, and efficiency
characteristics of the engine through seven
sub-systems:
- fuel control,
- variable geometry control,
- active clearance control,
- fuel return to tank control,
- engine starting and ignition,
- thrust reverse control,
- engine vibration health monitoring.
The engine wiring harnesses transmit electrical signals
between the engine sensors, actuators and the EEC
units.
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Control - Components 1/3

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Control - Components 2/3
Identify and Locate

The Fuel Metering Unit (FMU) is mounted on the fan

frame at the 9 o'clock position, just above the Accessory
GearBox (AGB).

The Permanent Magnet Alternator (PMA) is mounted on

the aft side of the AGB at the 7 o'clock position.

The Split Control Unit/ Servo Valve Assembly

(SCU/SVA) is mounted on the engine core at the 8
o'clock position.

Purpose

The function of the FMU is to meter fuel flow to the

combustor.

The SCU/SVA splits the fuel flow and transmits fuel to:
- the fuel nozzles,
- the various servo valves and actuators.

To operate independently from aircraft power sources,

the PMA provides a dedicated electrical power to the
EEC units.

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Control - Components 2/3

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Control - Components 3/3
Identify and Locate control of the Twin Annular Premixing Swirler (TAPS),
and is used as a fuel shut-off signal for start system
The T12 sensor is located on the inlet cowl at the 12 logic control.
o’clock position, just before the engine fan case.

The T25 sensor is located at the 3 o'clock position in the

fan frame hub.

The T3 sensor is mounted on the forward High Pressure

Compressor (HPC) case at the 10 o'clock position.

The fuel manifold pressure sensor is attached to the

Split Control Unit / Servo Valves Assembly (SCU/SVA)
housing.
Note: The SCU/SVA is core engine mounted at the 8
o'clock position.

Purpose

The T12 sensor transmits the fan inlet air temperature to

the EEC units, which is used by the engine control
algorithms.

The T25 sensor transmits the total temperature between

the booster and High Pressure Compressor (HPC) to the
EEC units, which is used by the engine control
algorithms.

The T3 sensor transmits the HPC discharge airflow

temperature to the EEC units which is used by the
engine control algorithms.

The fuel manifold pressure sensor transmits the

SCU/SVA fuel output pressure to the EEC units. It allows

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Control - Components 3/3

DEC 2014
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Indicating - Components
Identify and Locate

The fuel flow transmitter is mounted on the engine core

at the 3 o'clock position. The fuel flow transmitter
includes a straight tube that enhances fuel flow
accuracy.

The fuel filter delta pressure sensor is mounted on the

fuel filter assembly housing which is installed on the fan
frame at the 10 o'clock position.

The Fuel Strainer Delta Pressure sensor (FSDP) is

mounted on the FMU forward face at the 9 o'clock
position.

Purpose

The fuel flow transmitter tranmits to the EEC units with a

measurement of the fuel flow mass used for combustion.
The EEC units transmits fuel flow rate and used fuel
information for flight deck indicating purposes.

The fuel filter delta pressure sensor transmits the

pressure drop across the fuel filter and is used to detect
fuel filter clogging and impending bypass for aircraft and
maintenance annunciation.

The Fuel Strainer Delta Pressure sensor (FSDP)

transmits the pressure drop across the fuel strainer to
the EEC units.
Both EEC units (channel A and channel B) use this
information to sense impending bypass of strainer due to
an increase in differential pressure.

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Indicating - Components

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Starting - Components
Identify and Locate
The PAS magnetic plug collects magnetic particles.
The starting system is located at the front of the During PAS maintenance inspection, the presence of
Accessory GearBox (AGB). magnetic particles on the magnetic plug means that the
PAS is damaged.
The starting system consists of:
- one Pneumatic Air Starter (PAS) mounted on the front
of the AGB,
- one PAS magnetic plug, installed on the outboard side
of the PAS,
- one Starter Air Valve (SAV) mounted on the inlet of the
PAS.

Purpose

The engine starting system purposes are:

- to rotate the engine up to self-sustaining operation
during starting sequence,
- to rotate the engine for leak-check,
- to conduct compressor wash cycles during
maintenance action.

The PAS purpose is to convert pressurized air supply

into a driving torque to rotate the engine.

The source of pressurized air can be:

- the Auxiliary Power Unit (APU),
- a ground cart,
- or the bleed air from the another engine.

The purpose of the SAV is to control the airflow directed

to the PAS.
In case of failure, a manual override allows to manually
open or close the SAV.

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Starting - Components

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Ignition - System
Identify and Locate

The engine ignition system is located on the core engine

at the 6 o'clock position.

The electrical power supply comes from the aircraft

through two different sources:

- A/C 115V AC normal source,

- A/C 115V AC battery as backup source.

The electrical supply components may be:

- the cross engine electrical supply,
- the APU,
- a ground equipment.

The ignition components are mounted at the 6 o’clock

position on the High Pressure Compressor (HPC) case
and on the Combustor Diffuser Nozzle (CDN) case at
the 6 and 7 o’clock positions.

The ignition distribution system consists of:

- two ignition exciters inside a cooling box,
- two ignition leads with cooling ports,
- two igniters (left & right).

Purpose

The ignition system generates high voltage pulses to

produce sparks and ignite the air/fuel mixture in the
combustion chamber.

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Ignition - System

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Ignition - Power Supply - Components
Identify and Locate

Two ignition exciters are mounted inside a cooling box,

at the 6 o’clock position on the High Pressure
Compressor (HPC) case.

Purpose

The ignition exciters provide high voltage impulses to

igniters through ignition leads.

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Ignition - Power Supply - Components

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Ignition - Distribution - Components
Identify and Locate

The two igniters, left and right, are located within the
Combustor Diffuser Nozzle (CDN) case, at the 6 o'clock
and 7 o'clock positions.

The two ignition leads are routed from the aft side of the
exciters at the 6 o’clock position to the two igniters (left
and right).

Purpose

The igniters send the electrical energy pulse delivered

by the exciters, through the ignition leads, to produce
sparks within the combustion chamber to ignite the air/
fuel mixture.

The purpose of the ignition leads is to send high voltage

from the exciters to the igniters.

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Ignition - Distribution - Components

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Air Systems
Identify and Locate

The engine air system consists of the following

sub-systems:
- engine anti-icing,
- engine cooling,
- compressor control.

The engine anti-icing system consists of:

- the Booster Anti-Icing (BAI) system.

The engine cooling system consists of:

- the High Pressure Turbine Active Clearance Control
(HPTACC) system,
- the Low Pressure Turbine Active Clearance Control
(LPTACC) system,
- the Modulated Turbine Cooling (MTC) system,
- the Electronic Engine Control (EEC) cooling system.

The compressor control system consists of:

- the Variable Bleed Valve (VBV) system,
- the Variable Stator Vane (VSV) system,
- the Transient Bleed Valve (TBV) system.

Purpose

The engine air system regulates air circuits throughout

the engine for:
- cooling,
- engine anti-icing,
- compressor control,
- clearance control.

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Air Systems

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Anti Icing - Booster Splitter Ainti-Icing Valve
Identify and Locate

The Booster Anti Icing (BAI) valve is a common valve

with the Start Bleed Valve( SBV).The SBV/BAI valve is
located on the core engine at the 3 o'clock position.

Purpose

On cockpit request in icing conditions , the SBV/ BAI

valve sends hot air from the HPC (7th stage) around the
flow splitter to prevent ice formation.

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Anti Icing - Booster Splitter Ainti-Icing Valve

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Cooling - HPTACC & LPTACC Valves
Identify and Locate

The High Pressure Turbine Active Clearance Control

(HPTACC) and the Low Pressure Turbine Active
Clearance Control (LPTACC) valves are located on the
core engine at the 9 o'clock position.

Purpose

The HPTACC valve regulates fan airflow to cool the

outer case of the High Pressure Turbine (HPT) in order
to improve the efficiency of the HPT.

The LPTACC valve regulates fan airflow to cool the outer

case of the Low Pressure Turbine (LPT) in order to
improve the efficiency of the LPT.

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Cooling - HPTACC & LPTACC Valves

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Cooling - Modulated Turbine Cooling
Identify and Locate

The Modulated Turbine Cooling (MTC) actuators are

located on the Combustor Diffuser Nozzle (CDN) case
at the 3 and 9 o’clock positions.

Purpose

The MTC valve allows Compressor Discharge Pressure

(CDP) airflow to flow through a Combustor Diffuser
Nozzle (CDN) internal manifold, beneath the combustion
chamber inner liner, to the forward side of the High
Pressure Turbine (HPT) stage one disk and into the HPT
stage 1 turbine blades to cool the HPT blades and assist
the HPTACC clearance control system.

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Cooling - Modulated Turbine Cooling

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Cooling - EEC Cooling Blowers and Duct
Identify and Locate

Two Electronic Engine Control (EEC) cooling blowers

are installed on the fan case at the 1 o'clock position.

The EEC cooling duct is located between the engine

inlet cowls and the EEC units at the fan location
between the 1 & 3 o'clock positions.

Purpose

The EEC cooling blowers provide cooling air to cool both

EEC units when:
- the aircraft speed is low,
- the internal EEC units temperature is above a limit,
- the aircraft is on ground.

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Cooling - EEC Cooling Blowers and Duct

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Compressor Contol - VBV Actuators
Identify and Locate

Two Variable Bleed Valves (VBV) actuators are located

on the aft side of the fan frame hub at the 3 and 9
o'clock positions.

Purpose

The two VBV actuators work in pairs to position the 8

variable bypass scoops in order to increase booster
surge margin.

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Compressor Contol - VBV Actuators

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Compressor Control - VSV Actuators
Identify and Locate

The two Variable Stator Vanes (VSVs) actuators are

located on each side of the forward compressor case at
the 3 and 9 o’clock positions.

Purpose

The purpose of the VSV actuators is to position the

VSVs and Inlet Guide Vanes (IGVs) to control the
amount of airflow through the HPC, in order to provide
optimum compressor performance.

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Compressor Control - VSV Actuators

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Compressor Control - Transient Bleed Valve
Identify and Locate

The Transient Bleed Valve (TBV) is located on the

Combustion Diffusser Nozzle (CDN) case at the 1
o'clock position.

Purpose

The purpose of the TBV is to bleed compressor

discharge (10th stage) air to unload the compressor
during engine transient phases and increase stall
margin.

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Compressor Control - Transient Bleed Valve

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Indicating Systems
Identify and Locate

The engine indicating system consists of the:

- power indicating system (N1 and N2 sensors),
- Exhaust Gas Temperature system (EGT) sensors,
- Core Compartment Temperature (CCT) system sensor,
- vibration analyzers (No.1 bearing, Turbine Center
Frame).

Purpose

The engine indicating system provides engine rotors

speed, temperature and vibration parameter signals to
Electronic Engine Control (EEC) units for regulation and
maintenance purposes.

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Indicating Systems

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Power - N1 and N2 Sensors
Identify and Locate

The fan speed sensor (N1) assembly is integrated within

the 4 o'clock strut of the fan frame.

The core speed sensor (N2) is located on the transfer

shaft housing, between the Accessory Gearbox (AGB)
and Transfer Gearbox (TGB).

Purpose

The fan speed (N1) sensor purpose is to transmit

measure a redundant Low Pressure Compressor (LPC)
rotor speed (N1) signal to both EEC units.

The core speed (N2) sensor function is to transmit a

redundant High Pressure Compressor (HPC) rotor
speed (N2) signal to both EEC units.

These speed signals are used for engine control and

vibration monitoring.

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Power - N1 and N2 Sensors

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Temperature - EGT and CCT Sensors
Identify and Locate

The 8 Exhaust Gas Temperature (EGT) sensors are

installed equally spaced around the Turbine Center
Frame (TCF) at the inlet of the Low Pressure Turbine
(LPT).

T48 harness No.1 is located on the right side of the core,

at the Turbine Center Frame location (TCF).
T48 harness No.2 is located on the left side of the core,
at the Turbine Center Frame location (TCF).

The Core Compartment Temperature (CCT) sensor is

bracket mounted on the forward High Pressure
Compressor (HPC) case at the 2 o'clock position.

Purpose

The EGT sensors measure the temperature of the

exhaust air for flight deck display and engine condition
health monitoring.

The purpose of T48 harnesses No.1 and No.2 is to

connect the Exhaust Gas Temperature (EGT) sensors to
the two EEC Harnesses Channel A (No.2) and Channel
B (No.1).

The Core Compartment Temperature (CCT) sensor

transmits the under cowl temperature to enable an air
leak detection in air ducts and air valves.

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Temperature - EGT and CCT Sensors

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Analyzers - Vibration Sensors
Identify and Locate

There are two vibration sensors:

- the No.1 bearing accelerometer, located on the No.1
bearing housing flange,
- the Turbine Center Frame (TCF) accelerometer,
located on the core engine.

Purpose

The No.1 bearing accelerometer transmits signals that

are used to indicate the engine vibration condition. The
accelerometer output is processed in channel B of EEC.

The Turbine Centrer Frame (TCF) accelerometer

transmits signals that are used to indicate the engine
vibration condition. The accelerometer output is
processed in channel A of EEC.

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Analyzers - Vibration Sensors

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Oil System
Identify and Locate distribution system.

Oil system components are mainly located on the right The oil distribution system is composed of three different
and left sides of the fan frame. circuits:
The oil system is composed of 3 sub-systems: - a supply circuit to supply lubricating oil to the engine,
- storage, AGB, TGB and IGB,
- distribution, - a scavenge circuit to recover, filter and deliver the oil
- indicating. back to the oil tank,
- a vent circuit to balance the internal air pressures in the
The oil storage system consists of the oil tank, located oil system.
on the right side of the fan frame.
The purpose of the oil indicating system is to provide oil
The oil distribution system is mainly located on the left system data to the EEC units and A/C cockpit for
side of the engine. It is composed of: monitoring.
- the oil Lubrication Unit (LU),
- the main heat exchanger (MHX),
- the engine Surface-Air-Cooling Air Cooler (SACOC),
- the eductor valve,
- the Non-Return Valve (NRV).

The oil indicating system is composed of:

- the Oil Level Sensor (OLS),
- the Oil Pressure and Temperature Sensor (OPTS),
- the Oil Filter Delta Pressure Sensor (OFDPS),
- the Oil Debris Monitoring System (ODMS) sensor,
- the Oil Debris Monitoring System (ODMS) unit.

Purpose

The purpose of the oil system is to cool down and

lubricate engine bearings and gears.

The purpose of the oil storage system is to keep a

sufficient quantity of oil to continuously supply the oil

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Oil System

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Storage - Oil Tank
Identify and Locate

The oil tank is installed on the RH side of the fan frame

at the 4 o’clock position.

Purpose

The purpose of the oil tank is to store the engine oil.

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Storage - Oil Tank

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Distribution - Components 1/3
Identify and Locate

The Main Heat Exchanger (MHX) is fan frame mounted

at the 10 o’clock position, just above the Integrated Drive
Generator (IDG) oil cooler.

The engine Surface Air Cooling Oil Cooler (SACOC) is

composed of 2 segments symmetrically installed on the
inner surface of the Fan Frame rear side at the 9 o’clock
and 3 o’clock positions.

Purpose

The MHX cools the engine scavenge oil with cold low
pressure fuel.

The SACOC cools the engine oil with secondary airflow

as a cooling medium. Each sub-assembly is designed to
cool half of the oil flow and operate in parallel to give the
required cooling.

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Distribution - Components 1/3

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Distribution - Components 2/3
Identify and Locate

The oil Lubrication Unit (LU) is mounted on the

Accessory Gearbox (AGB) rear face, at the 7 o'clock
position.

The eductor valve is mounted at the 9 o’clock position

on the Turbine Centrer Frame (TCF).

The Non-Return Valve (NRV) is installed in the oil supply

line downstream of the lubrication unit and upstream of
the Servo Fuel Heater (SFH), at the 8 o'clock position on
the fan frame.

Purpose

The LU, filters, supplies/scavenges oil to/from:

- the engine sumps,
- the AGB,
- the TGB.

The eductor valve controls engine FWD sump

pressurization by providing primary air from the High
Pressure Compressor (HPC) and increase the Delta
Pressure (Delta P) across the engine FWD sump seals
at low engine speed.

The NRV prevents the MHX oil from draining and

siphoning oil out of the Accessory Gearbox (AGB) when
the engine is shutdown.

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Distribution - Components 2/3

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Distribution - Components 3/3
Identify and Locate

The oil filter cartridge is located within the oil Lubrication

Unit (LU) inside the oil filter housing at 7 o’clock on the
rear side of the Accessory Gearbox (AGB).

Two scavenge screen plugs are located on the rear face

of the LU at 7 o'clock on the AGB.

Two magnetic bars are installed within the LU, inside the
scavenge screen plugs.

Purpose

The oil filter cartridge blocks debris and contaminants

from the engine oil supply line.

The scavenge screen plugs protect the engine oil

system by collecting debris suspended in the oil
scavenge line before it enters the LU.

For troubleshooting purposes, the magnetic bars collect

magnetic particles suspended in the oil, in order to
determine which engine sumps and components are
degrading.

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Distribution - Components 3/3

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Indicating - Oil Level Sensor
Identify and Locate

The Oil Level Sensor (OLS) is mounted on the oil tank,

located on the right-hand side of the fan case at the 4
o’clock position.

Purpose

The OLS measures the quantity of oil in the oil tank and
transmits the information to EEC Channel A.

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Indicating - Oil Level Sensor

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Indicating - OPTS and OFDPS
Identify and Locate

The Oil Pressure and Temperature Sensor (OPTS) is

located at the 9 o'clock position on the front face of the
AGB.

The oil filter clogging warning system is composed of

one Oil Filter Delta Pressure Sensor (OFDPS) located
on the LU supply filter housing, which is mounted on the
AGB at the 7 o'clock position.

Purpose

The OPTS transmits the engine oil temperature and

pressure to the EEC units.

The Oil Filter Delta pressure Sensor (OFDPS)

transmists the oil filter impending bypass indication to
the EEC units. This signal is used for fault logic &
cockpit display.

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Indicating - OPTS and OFDPS

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Indicating - Oil Debris Monitoring System
Identify and Locate

The Oil Debris Monitoring System (ODMS) is composed

of:
- an air/oil separator located on the fan frame at the 3
o'clock position, on the scavenge line just above the oil
tank,
- an ODMS sensor mounted on the air/oil separator,
- an ODMS unit mounted on the fan case at the 4 o'clock
position with its harness.

Purpose

The purpose of the ODMS is to alert the Electronic

Engine Control (EEC) of any magnetic contamination in
the engine oil system.

The air/oil separator removes air from the oil in the

scavenge line before redistributing it to the oil supply
circuit.

The ODMS sensor sends an electrical signal to the

ODMS unit in case of oil contamination with magnetic
particles.
Above a defined threshold, the ODMS unit sends an
electrical signal to EEC channel B.

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Indicating - Oil Debris Monitoring System

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NACELLE

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Components
Identify and Locate - to house the Nacelle Anti-Ice (NAI) system.

The nacelle of the LEAP- 1A engine consists of 4 The purposes of the FCD(s) are:
assemblies: - to ensure a continuous aerodynamic shapping around
- the air intake cowl, the nacelle,
- the Fan Cowl Doors (FCD), - to protect the fan,
- the Thrust Reverser (T/R), - to enable access for maintenance,
- the collector/nozzle. - to provide fire containment,
- to reduce noises,
The air intake cowl is an interchangeable aerodynamic - to reduce lightning effect.
cowl installed on the forward face of the engine fan
case. The purposes of T/R are:
- to enclose the engie core,
The R/H and L/H FCD(s) are curved composite panels - to enable access for maintenance,
which cover the engine fan area from the aft end of the - to provide the aerodynamic flow duct for the secondary
air inlet cowl to the forward end of the T/R. airflow and contribute to engine thrust,
- to deflect and redirect the secondary airflow forward to
The T/R consists of two C-ducts that enclose the engine obtain a reverse thrust,
core and the LPT. - after landing, the reverse mode improves the aircraft
braking capacity by redirecting forward, through
The collector / nozzle system is an aerodynamic cascades, the secondary aiflow thrust from the fan. In
structure at the rear of the engine and it consists of 2 this phase, the blocker doors obstruct the stream of the
major components: secondary airflow, and divert it forward towards the front
- the exhaust nozzle, of the Nacelle, generating a counter-thrust which is
- the exhaust plug. added to the wheel brake system.

Purpose The collector/ nozzle duct the primary flow and the
secondary flow.
The air intake has 4 main functions: The collector/ nozzle system is designed to sustain and
- to supply the engine with optimum air distribution provide fire protection.
whatever the aircraft altitude,
- to provide a smooth aerodynamic surface to the
airflow,
- to provide engine noise reduction,

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Components

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Air Intake Cowl Access Doors
Identify and Locate

On the air intake cowl, there are two maintenance

access doors:
- the T12 access door, located on the air inlet outer
surface at 1 o'clock,
- the Nacelle Anti-Ice (NAI) access door, located on the
air inlet outer surface at 5 o'clock.

Purpose

The T12 access door provides an access to the T12

sensor for maintenance activities.

The purpose of the NAI door is to provide an access to

the NAI ducts for maintenance activities.

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Air Intake Cowl Access Doors

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Left Hand Side Fan Cowl Door
Identify and Locate
The starter manual override access door allows
On the L/H Fan Cowl Door (FCD), there are: mechanics to manually open or close the starter air
- a starter manual override access door located at 9 valve.
o'clock,
- three fan cowl keepers located at 6 o'clock, The IDG access door allows:
- three fan cowl proximity sensors located at 6 o'clock - a visual inspection of the IDG oil level,
(one in each keeper housing), - IDG oil servicing.
- an Integrated Drive Generator (IDG) access door
located at 7 o'clock,
- a latch detection red flag.

Purpose

The purpose of the three keepers is to fasten the FCD(s)

halves together during flight.

To prevent the cowlings unlatched configuration, there

are two Cowl Lost Prevention (CLP) systems:
- a electrical system,
- a mechanical system.

The electrical CLP consists of three fan cowl keeper

proximity sensors (one sensor per keeper housing) to
provide FCD open/close signal for cockpit indication.

The mechanical CLP is only installed on latch No.1.

To signal unlatched configuration of latch No.1, the
mechanical CLP consists of:
- one red flag,
- one teleflex,
- one mechanical detection on latch No.1.
This flag is positioned higher to avoid personnel injuries
and is visible during pre-flight walk-around inspection.

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Left Hand Side Fan Cowl Door

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Right Hand Side Fan Cowl Door
Identify and Locate

On the fan cowl doors (LH & RH), there are:

- 4 Hold-Open Rods (HOR) (two on each door) attached
on the inner surface of the FCD,
- three fan cowl latch assemblies located at 6 o'clock,
- a ventilation grid located at 5 o'clock,
- an oil tank access door located at 3 o'clock,
- two fan cowl strakes located at 2 and 10 o'clock.

Purpose

The fan cowl latches fasten the two fan cowl door halves
(RH & LH) together.

The 4 fan cowl door hold-open rods hold the fan cowl
doors in an open position to provide access for engine
maintenance.

The oil tank access door enbales to check oil tank level
and perform servicing.

The purpose of the ventilation grid is to prevent

flammable vapours and fluids accumulation.

The purpose of the fan cowl strakes is to prevent

turbulent airflow at the engine/wing interface.

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Right Hand Side Fan Cowl Door

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T/R - Control and Indicating Components
Identify and Locate flow to the actuators.

To operate the Thrust Reverser (T/R), there are 4 The hydraulic filter assembly filters the hydraulic fluid
actuators located at 2, 5, 7 and 10 o'clock: coming in from the aircraft supply.
- two (R/H & L/H) Synchronized Locking Feedback
Actuators (SFLA),
- one Synchronized Manual Locking Actuator (SMLA),
- one Synchronized Non-Locking Actuator (SNLA).

Each SFLA has proximity sensors as primary and

secondary lock.

The Isolation Control Unit (ICU) is located at 12 o'clock.

The hydraulic filter assembly is upstream of the ICU at

12 o'clock.

The Direction Control Unit (DCU) is located at 11

o'clock.

Purpose

The four thrust reverser actuators use hydraulic fluid to

deploy the T/R transcowls.

The purpose of the primary lock proximity sensor is to

prevent T/R system inadvertent deployment.

The Isolation Control Unit (ICU) controls the hydraulic

pressure input to the Thrust Reverser Actuation System
(TRAS).

The Direction Control Unit (DCU) controls the hydraulic

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T/R - Control and Indicating Components

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T/R - Structure Components 1/2
Identify and Locate

The Thrust Reverser (T/R) structure consists of:

- two half cowls,
- two T/R cascades, which are a part of the Outer Fixed
Structure (OFS),
- ten blocker doors attached on the inner surface of the
OFS,
- two latch access doors,
- two slat panels attached on the OFS at 12 o'clock on
both sides of the pylon.

Purpose

The T/R structure is a conventional cascade type and

consists of:
- a fixed structure which provides support for the
cascades and the actuation system,
- two half cowls making a duct around the engine,
- ten blocker doors and two cascades to redirect the
secondary airflow outward and forward.

The slat clearance panel ensures the aerodynamic

surface between the pylon and the transcowl on both
sides (LH & RH).

To operate latches, there are 2 latch access panels:

- one latch access panel for latch No.2,
- one latch access panel for latches No.3-1 and 3-2.

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T/R - Structure Components 1/2

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T/R - Structure Components 2/2
Identify and Locate

The transcowl pressure seals are installed on the

transcowl in three different areas: forward bulb seals,
upper aft seals, lower aft seals and block rail seals.

Thermal blankets are located in the inner part of the

Inner Fixed Structure (IFS).

The IFS seal is fixed on the upper and forwad flange of

the IFS.

Purpose

Transcowl pressure seals prevent air ingression into the

cavity between the transcowl inner and outer
bondments, and prevent loss of aerodynamic efficiency.

The thermal blankets provide the thermal and fire

protection of the cowls.

The Inner Fixed Structure (IFS) seal provides the fire

zone integrity between the different parts of the T/R
assembly.

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T/R - Structure Components 2/2

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T/R - Cowl Opening Mechanism Components
Identify and Locate

The Thrust Reverser (T/R) cowls opening system

consists of:
- six latches located at 6 o’clock,
- two Hold-Open Rods (HOR) located between the fan
case and the T/R at 3 and 9 o'clock (one T/R HOR per
half T/R cowl),
- two cowl opening actuators located at 2 and 10 o'clock.

Purpose

The purposes of the T/R cowl latches are:

- to connect the T/R halves together,
- to ensure the hoop load,
- to allow T/R halves opening during maintenance.

The purpose of the T/R cowl opening actuator is to

open/close the T/R cowl doors.

The purpose of the HOR is to hold the T/R in open

position for maintenance access.

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T/R - Cowl Opening Mechanism Components

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T/R - Cowl Opening Mechanism Components
Identify and Locate

The T/R independent locking system consists of an

Electrical Tertiary Lock (ETL).

The ETL consists of:

- a tertiary lock valve mounted on the left-hand T/R latch
beam at 6 o’clock,
- two tertiary lock proximity sensors,
- a tertiary lock harness located on the left-hand T/R
latch beam at 6 o’clock.

Purpose

The T/R independent locking system prevents

inadvertent transcowl deployment.

The ETL is an electro-mechanical lock for the TRAS. It

provides the third line of defense against inadvertent T/R
transcowl deployment.

The proximity sensors provide ETL status (locked or

unlocked) to both EEC channels through the tertiary lock
harness.

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T/R - Cowl Opening Mechanism Components

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Exhaust - Components
Identify and Locate

The exhaust nozzle and the exhaust plug are located at

the rear of the engine.

The Central Ventilation Tube (CVT) is linked to the

support exhaust tube.

Purpose

The main functions of the exhaust nozzle are:

- to provide surfaces to guide the primary airflow,
- to ensure core ventilation,
- to provide a fire barrier,
- to limit air coming from the fan air flow to cross in the
cavity between the aft pylon fairing and the exhaust
nozzle for aerodynamic performance.

The exhaust plug supports the CVT and the CVT

provides the ventilation of the engine.

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Exhaust - Components

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Engine Air Intake Ice Protection System
Identify and Locate

The engine air intake ice protection system is located on

the engine core and the fan case. It consists of :
- two Pressure Regulating Shut-Off Valves (PRSOV),
- two Pressure Transducers (PT).
- some air ducts and tubes located between 12 and 6
o'clock.

Purpose

To operate the engine fan efficiently, the engine air

intake ice protection system prevents ice formation on
the air intake cowl leading edge.

The air ducts carry the 7th stage compressor bleed air to
the air intake cowl aft bulkhead.

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Engine Air Intake Ice Protection System

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Engine Air Intake Ice Protection Components
Identify and Locate

The Two Pressure Regulating Shut-Off Valves (PRSOV)

are located between 10 and 11 o'clock on the engine
core.

The Two Pressure Transducers (PT) are located:

- in the lower bifurcation for PT1,
- in the fan compartment for PT2.

Purpose

The PRSOV functions are:

- to regulate the 7th stage compressor air,
- to shut-off the engine air intake ice protection system,
- to isolate the engine air intake ice protection system
against a burst duct in the fan zone.

The purpose of the PT(s) is to provide the dynamic

pressure feedback at the lower bifurcation and fan
compartment to the EEC units for PRSOV control.

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Engine Air Intake Ice Protection Components

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