A320 Ramp and Transit Ata 70 - Powerplant PW6000

A318
TECHNICAL TRAINING MANUAL
M35 LINE MECHANICS (PW 6000) (Lvl 2&3)
POWER PLANT PW 6000
This document must be used for training purposes only
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It will not be updated.
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A318 TECHNICAL TRAINING MANUAL
POWER PLANT PW 6000

Power Plant System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . . . 2
Power Plant General (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Engine (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Fuel Distribution & Control (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
FADEC
EEC Interface (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
EIU Interface (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
EEC Electrical Power Supply (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
Compressor Airflow Control (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
Ignition (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Throttle Control System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
Engine Controls & Indicating Presentation (Me) (3) . . . . . . . . . . . . 192
Engine Controls & Indicating Presentation (US) (3) . . . . . . . . . . . . 198
Oil (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
Engine servicing (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
Starting (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
Nacelle / Thrust Reverser (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
Ground Operation (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
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M35 LINE MECHANICS (PW 6000) (Lvl 2&3) TABLE OF CONTENTS Nov 27, 2009
70 - POWER PLANT PW 6000 Page 1
POWER PLANT SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW
The PW 6000 engine is a two spool, axial flow, high bypass ratio turbo
fan power engine. The PW 6000 powers the A318 aircraft and produces
22.100 to 23.800 lbs of thrust..
All the engines are basically the same. A programming plug on the
Electronic Engine Control (EEC) changes the available thrust.
The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon connects
the engine to the wing structure. The engine is attached to the pylon by
FWD and AFT mounts.
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SYSTEM OVERVIEW

SYSTEM OVERVIEW (continued)
THRUST REVERSER SYSTEM
Reverse thrust is controlled by the EEC. Reverse is manually selected
by the flight crew by lifting the latching levers on the throttle control
levers. The reverse thrust command is sent to the EEC and the Engine
Interface Unit (EIU). The DEPLOY command from the EEC is routed
through the EIU as a second level of protection against inadvertent
deployment.
The thrust reverser system is a hydraulically actuated (by the actuators)
and electrically controlled (by the EEC) pivoting door system. Two
Primary Locks (PLs) retain each door closed and safetied. These PLs
are actuated through a Directional Control Valve (DCV). Two Tertiary
Locks (TLs) are actuated through a Tertiary Lock Valve (TLV). The
Isolated Control Unit (ICU) is designed to isolate the thrust reverser
from the aircraft hydraulic system.
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SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

ENGINE OIL SERVICING
CAUTION: THE ENGINE SHOULD BE SHUT DOWN FOR AT

LEAST 5 MINUTES PRIOR TO OIL SERVICING. THIS
LETS THE RESIDUAL PRESSURE IN THE OIL TANK
DECREASE. IF YOU OPEN THE FILLER CAP WHEN
THERE IS PRESSURE IN THE TANK THE HOT OIL
CAN SPRAY OUT AND BURN YOU.
NOTE: If possible, the engine oil should be checked and serviced within
5 to 60 minutes after shutdown.
If the engine was stopped between 1 to 10 hours, do an idle run
for at least 3 minutes prior to servicing to make sure that the
oil level indicated on the sightglass is correct.
If the engine was stopped for more than 10 hours, dry crank
the engine followed by a start and idle run for a least 3 minutes
before servicing to make sure that the oil level indicated on the
sight glass is correct.
- open engine oil service door on the left fan cowl,
- check oil level on the sightglass on the oil tank,
- turn the cap handle at 45 degrees clockwise to the CLOSE position and
by pressing down on the handle activates the lock,
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- turn the oil filler cap to remove it,

- add oil as much as necessary up to the FULL mark on the sight gage,
- install oil filler cap - make sure to LOCK the cap.
NOTE: It is also possible to Pressure Fill the engine oil. Two ports are
installed on the oil tank, one for pressure and one for overflow.
See AMM for procedure.
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ENGINE OIL SERVICING

MASTER MAGNETIC CHIP COLLECTOR CHECK
The master magnetic chip collector is installed at the bottom of the oil
tank attached to the right hand side of the fan cases. The probe will collect
any magnetic particles in the oil system. To check for contamination,
remove the master magnetic chip collector first:
- open the fan cowl door,
- push in and turn the master magnetic chip collector plug
counterclockwise,
- check the AMM for examples of NORMAL and ABNORMAL
contamination
NOTE: NO CONTAMINATION on master magnetic chip collector -

No maintenance required.
CONTAMINATION on master magnetic chip collector -
Inspect ALL other master magnetic chip collectors.
- clean the master magnetic chip collector,
- if necessary, replace the packings.
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(continued)
ADDITIONAL CHIP COLLECTORS
Additional magnetic chip collectors are installed in the oil system to
isolate the source of metallic debris.
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MASTER MAGNETIC CHIP COLLECTOR CHECK - ADDITIONAL CHIP COLLECTORS

MEL/DEACTIVATION
FUEL FILTER CLOGGING
In case of a failure of the FUEL CLOG warning on the ECAM, the
aircraft may be dispatched per MEL as long as the fuel filter is changed
once each day. The filter housing is part of the fuel cooled oil cooler
on the fan case LH side. Procedure:
- Full Authority Digital Engine Control GrounND PoWeR selected
OFF,
- open fan cowl doors,
- drain residual fuel using drain plug,
- open filter cover to remove and replace fuel filter element and
packing,
- replace filter cover. Check AMM for correct torque value for filter
cover bolts,
- do minimum idle check for leaks,
- close fan cowl doors.
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MEL/DEACTIVATION - FUEL FILTER CLOGGING

MEL/DEACTIVATION (continued)
T/R DEACTIVATION AND LOCKOUT
Per the MEL, one or both thrust reversers may be deactivated in the
STOWED position for dispatch. There are two locations when the
thrust reverser system must be locked out for safety. The ICU
hydraulically locks the system and the inhibition bolts, which
mechanically lock the system. The ICU has a manual inhibition lever
that moves the ICU valve, which stops hydraulic pressure to supply
the Thrust Reverser Actuation System (TRAS). The lever is moved
manually and held in place by an inhibition pin, which is stowed in
the ICU inhibition lever. The left and right pivoting doors have a
mechanism to lock mechanically the pivoting doors. Two inhibition
bolts are put in the lockout assembly through the pivoting doors,
engaging the fixed structure of the two half thrust reverser so that it
prevents movement of the pivoting door.
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MEL/DEACTIVATION - T/R DEACTIVATION AND LOCKOUT

MEL/DEACTIVATION (continued)
START VALVE MANUAL OPERATION
In case of an electrical failure of the start valve, the valve may be
operated manually to start the engine. The aircraft may be dispatched
per the MEL with the valve INOP closed.
NOTE: Do not operate the valve unless the starter system is

pressurized. Damage to the valve can occur.
- open the start valve access door on the RH cowl,
- establish communications with the cockpit (Interphone jack on engine
inlet cowl),
- on command from the cockpit, Use a 3/8" square drive to move the
start valve manual handle to the OPEN position.
NOTE: Make sure that you maintain pressure against the spring
tension to keep the valve open.
- after engine start, on command from the cockpit, move start valve
manual handle to CLOSED. Make sure that the start valve is fully
closed.
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MEL/DEACTIVATION - START VALVE MANUAL OPERATION

MAINTENANCE TIPS
The power plant drain system collects fluids from leak of engine
components and nacelle cavities and discharges them overboard. These
fluids are fuel, engine oil, Integrated Drive Generator (IDG) oil, hydraulic
fluid, and water. For troubleshooting and leak isolation the drain mast
system has separate drains identified.
If fluid leaks are found during transit operations, run the engine at idle
for 5 minutes. If the leak stops, the A/C may be dispatched without
maintenance action. If leaks continue after 5 minutes, consult the AMM
(71-00-00-910-802) for maximum permitted leakage limits for all of the
drains. There is limit for each drain. If the limit is exceeded, the A/C may
be dispatched and can continue to operate for a maximum of 25 hours or
10 flights. Here are some examples of engine drains with leakage limits.
See the AMM for complete list.
NOTE: Over the limits for the hydraulic pump, a one-time flyback limit
of 120 drops/minute to the nearest maintenance base capable
of replacing the component.
Over limits for IDG and hydraulic pump, oil leakage of 6
drops/min or less is permitted and maintenance is not necessary.
Oil leakage can be greater than 6 drops/min at one gearbox seal
drain. The engine can continue in service to the next layover
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at a maintenance station if you obey conditions, see the AMM

for more explanations.
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MAINTENANCE TIPS

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
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ENVIRONMENTAL PRECAUTIONS
POWER PLANT GENERAL (2)

OVERVIEW
PURPOSE
The engine supplies:
- thrust for the aircraft,
- pressurized air for aircraft bleed air,
- power for the aircraft electrical and hydraulic systems.
DESCRIPTION
The A318 aircraft is powered by two PW6000 turbo fan engines used
for subsonic commercial airline service. The power plant hangs from
a pylon that extends below and forward of the wing leading edge. The
engines and nacelles are interchangeable.
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OVERVIEW - PURPOSE & DESCRIPTION

OVERVIEW (continued)
MAJOR COMPONENTS
The A318 PW6000 power plant has 5 major components:
- the intake cowl,
- the fan cowl,
- the thrust reverser (T/R),
- the engine,
- the common nozzle assembly.
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OVERVIEW - MAJOR COMPONENTS

NACELLE AND ENGINE SYSTEMS
The engine systems are composed of:
- Integrated Drive Generator (IDG) system (ATA chapter 24),
- engine fire and overheat detection (ATA chapter 26),
- green main hydraulic power (ATA chapter 29),
- yellow main hydraulic power (ATA chapter 29),
- engine air intake ice protection (ATA chapter 30,
- engine bleed air supply system (ATA chapter 36),
- cowling (ATA chapter 54),
- engine (ATA chapter 72),
- engine fuel and control (ATA chapter 73),
- engine ignition (ATA chapter 74),
- engine air (ATA chapter 75),
- engine controls (ATA chapter 76),
- engine indicating (ATA chapter 77),
- exhaust (ATA chapter 78),
- engine oil (ATA chapter 79),
- engine starting (ATA chapter 80).
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OVERVIEW - NACELLE AND ENGINE SYSTEMS

REMOVABLE POWER PLANT
The removable parts of power plant are the intake cowl, the engine,
the turbine exhaust mixer, the duct and cone. As well as all engine
and aircraft support system components can be removed from and
installed on the pylon as one unit during an engine change.
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OVERVIEW - REMOVABLE POWER PLANT

DOORS AND PANELS - LEFT SIDE
The doors and panels of the left engine give access to power plant
components and vent air:
- the inlet cowl includes a P2T2 access panel and an anti-ice exhaust,
- the fan cowl door has an air/oil heat exchanger vent, a hydraulic
filter access door, and a nacelle ventilation,
- the T/R door has a pivoting T/R.
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OVERVIEW - DOORS AND PANELS - LEFT SIDE

DOORS AND PANELS - RIGHT HAND SIDE
The doors and panels of the engine left hand side also give access to
the power plant components:
- the inlet cowl includes a ventilation scoop for nacelle cooling air, a
maintenance interphone jack and anti-ice duct access/pressure relief
door,
- the fan cowl door has an oil tank and starter override access door, a
master chip collector access door and an IDG access door,
- the T/R door has a pivoting T/R door.
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OVERVIEW - DOORS AND PANELS - RIGHT HAND SIDE

DOORS AND PANELS - BOTTOM
At the bottom part of the power plant:
- the inlet cowl has a drain hole,
- the fan cowl doors have a forward drain mast and aft drain mast,
and an oil breather (de-oiler),
- the T/R doors have a core ventilation exhaust/pressure relief door.
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OVERVIEW - DOORS AND PANELS - BOTTOM

ENGINE MOUNTS
Each engine is attached to the pylon with two mounts, one at the front
and one at the rear of the engine. The mounts assemblies transmit
loads from the engine to the aircraft structure. Spherical bearings in
each mount permit thermal expansion and some movement between
the engine and the pylon. Both mounts are made to be fail-safe and
have a tolerance to damage. The mounts for each engine are:
- the forward mount assembly,
- the aft mount assembly.
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OVERVIEW - ENGINE MOUNTS

FORWARD MOUNT
The engine forward mount attaches the engine to the aircraft and
transfers thrust, vertical, and side loads to the pylon. The forward
mount is installed at the top center of the engine intermediate case.
The forward mount assembly has:
- a forward dual beam,
- a cross beam,
- a bearing housing,
- a left thrust link,
- a right thrust link,
- five pylon bolts.
The thrust of the engine is transmitted through the thrust links, the
cross beam, and the forward dual beam to the aircraft. Vertical and
side loads are transmitted through the bearing housing to the forward
dual beam and then to the aircraft pylon. The bearing housing permits
the engine to turn so that torsion loads are not transmitted to the aircraft
structure. The forward dual beam is aligned on the aircraft pylon with
two shear pins and attached with five bolts. The forward dual beam
snout fits into a spherical monoball bearing, which is part of the
bearing housing assembly. The bearing housing assembly is attached
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to the engine-fan aft case with eight bolts. The thrust links are attached
at one end to the spherical bearings of the cross beam, and at the other
end to the spherical bearings of the engine mount brackets on the
engine intermediate case using pins.The forward mount is made to be
fail-safe:
- if one of the two thrust links or the cross beam should fail, the thrust
loads are transmitted through the bearing housing assembly and the
beam assembly. The thrust is then transmitted to the pylon structure,
- if one half beam fails, the vertical and side loads are transmitted by
the other half beam.
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OVERVIEW - FORWARD MOUNT

AFT MOUNT
The aft mount attaches the engine to the aircraft and transfers torsion,
vertical, and side loads to the pylon. The aft mount is installed at the
top center of the engine turbine exhaust case. The aft mount assembly
has:
- a rear dual beam,
- a link assembly,
- a boomerang link,
- two shear pins,
- a fail-safe lug,
- four pylon bolt assemblies.
The link and the boomerang of the rear beam assembly transmit the
side and vertical loads to the pylon. The boomerang transmits the
torsion loads to the aircraft pylon. The aft mount is made to be
fail-safe:
- the rear dual beam is made of two parts, which are attached together
to make one unit. If one part of the rear dual beam should fail, the
remaining part will transmit the loads to the pylon,
- if the link or the boomerang should fail, the loads will be transmitted
through the fail-safe lug of the rear beam assembly to the aircraft
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pylon.
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OVERVIEW - AFT MOUNT

FLUID DISCONNECT PANEL
The fluid disconnect panel gives the fluid connection between engine
and pylon. It is installed on the LH side of the fan-case upper part.
The fluid connection lines for the fuel system are:
- main fuel supply,
- scavenge fuel.
The fluid connection lines for the hydraulic system are:
- hydraulic suction,
- hydraulic pressure delivery,
- hydraulic case drain.
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OVERVIEW - FLUID DISCONNECT PANEL

FAN ELECTRICAL CONNECTOR PANEL
The fan electrical connector panel carries out the interface between
the fan electrical harnesses and the pylon.
It is installed on the RH side of the fan-case upper part.
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OVERVIEW - FAN ELECTRICAL CONNECTOR PANEL

CORE ELECTRICAL JUNCTION BOX
The core electrical junction box carries out the interface between the
core electrical harnesses and the pylon.
It is installed in the FWD mount zone.
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OVERVIEW - CORE ELECTRICAL JUNCTION BOX

BOOTSTRAP SYSTEM INSTALLATION
The removal and installation of the engine requires the installation of a
bootstrap system on the aircraft pylon. The bootstrap system is composed
of two elements, to be installed at the front and at the rear of the pylon.
Each element permits to attach at its ends the chain pulley
blocks assembly and dynamometers that are used to lower or to lift the
transportation stand attached to the engine.
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ENGINE TRANSPORTATION STAND ATTACHMENT
POINTS
The engine transportation stand, which is used for engine removal and
installation, can be fixed to the engine by means of four trunnions:
- two front trunnions fixed on the LP compressor case, LH side and RH
side,
- two rear trunnions fixed on the LP turbine case, LH side and RH side.
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ENGINE TRANSPORTATION STAND ATTACHMENT POINTS

GENERAL MAINTENANCE PRECAUTIONS WARNING: AFTER THE ENGINE STARTS, STAY AWAY FROM
THE DANGER AREAS. DO NOT GO NEAR THE
NOTATION AND EXAMPLE INTAKE COWL FORWARD EDGE. IF YOU DO NOT
Warning: Calls attention to the use of material, procedures, methods OBEY THESE INSTRUCTIONS AND ALL THE
or limits that must be followed precisely to stop injury or death to OTHER STANDARD SAFETY WARNINGS, INJURY
persons. OR DEATH CAN OCCUR.
BE CAREFUL WHEN YOU DO WORK ON THE
WARNING: STAY AWAY FROM THE DANGER AREAS AT THE ENGINE AFTER SHUTDOWN. THE ENGINE CAN
FRONT AND THE SIDES OF THE ENGINE DURING STAY HOT FOR A LONG TIME AFTER
OPERATION. THE SUCTION IS SUFFICIENT AT SHUTDOWN.
THE AIR INTAKE COWL TO PULL A PERSON INTO
(IN PART OR FULLY) THE ENGINE. THIS CAN CAUTION: DO NOT LET FUEL OR OIL SPILL ON THE ENGINE.
KILL A PERSON OR CAUSE A BAD INJURY. YOU MUST IMMEDIATELY REMOVE UNWANTED
Caution: Calls attention to methods and procedures that must be FUEL OR OIL WITH A CLOTH. THE FUEL OR OIL
followed to stop damage to equipment. CAN CAUSE DAMAGE TO SOME ENGINE PARTS.
USE THE CORRECT ASSEMBLY PROCEDURE AND
CAUTION: REMOVE OR MAKE SAFE ALL LOOSE ITEMS TOOLS FOR THE HARNESS CONNECTOR
BEFORE YOU DO WORK AROUND AN ENGINE INSTALLATION. IF YOU DO NOT, A DAMAGED
THAT OPERATES. THE SUCTION IS SUFFICIENT OR LOOSE CONNECTOR CAN OCCUR. A LOOSE
AT THE AIR INTAKE COWL TO PULL HATS, CONNECTOR CAN CAUSE UNSATISFACTORY
LOOSE CLOTHING, GLASSES, AND WORK RAGS ENGINE OPERATION, DECREASED LIGHTING
FROM YOUR POCKETS INTO THE ENGINE. PROTECTION, AND CAUSE A POSSIBLE
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Note: Calls attention to methods that make the job easier or give IN-FLIGHT SHUTDOWN.
supplementary or explanatory information. REMOVE THE PROTECTION COVERS FROM THE
OPENINGS AS NECESSARY TO PREVENT ENGINE
NOTE: Reverser thrust engine operation is not recommended when DAMAGE.
the aircraft is parked (stopped). The reverser thrust air can INSTALL PROTECTION COVERS ON ALL
go into the engine again with unwanted objects (from the OPENINGS IMMEDIATELY TO PREVENT ENGINE
ground) and cause gas path damage and a stall. DAMAGE.
SAFETY PRECAUTIONS YOU MUST USE THE WRENCH FLATS ON THE
MATING PARTS WHEN YOU LOOSEN OR
Make sure that the engine shutdown occurred no less than five minutes
TIGHTEN THE TUBE NUTS. IF YOU DO NOT, YOU
before you do this procedure.
CAN TWIST OR DAMAGE THE TUBES.
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GENERAL MAINTENANCE PRECAUTIONS - NOTATION AND EXAMPLE & SAFETY PRECAUTIONS
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GENERAL MAINTENANCE PRECAUTIONS - NOTATION AND EXAMPLE & SAFETY PRECAUTIONS

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ENGINE (3)
GENERAL
The PW6000 engine is a two spool, axial flow, high bypass ratio turbo
fan power engine. The A318 PW6000 typical specifications are the
following.
Axial flow, high bypass ratio turbofan:
- bypass ratio: 4.8:1,
- compressor pressure ratio: 28.2:1,
- compressor stages: 11,
- turbine stages: 4.
Diameter:
- inlet: 79.0 in (200.8 cm),
- fan: 56.5 in (143.5 cm).
Length:
- engine: 108 in (274 cm),
- dismantle powerplant: 207 in (528.1 cm).
Weight:
- non-QEC wet: 5042 lbs (2287 kg),
- dismantled: 7306 lbs (3314 kg).
Takeoff Thrust:
- PW6122A: 22,100 lbs,
- PW6124A: 23,800 lbs.
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Thrust Specific Fuel Consumption (TSFC):

- takeoff: 0.4096,
- cruise: 0.6517.
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GENERAL
ENGINE (3)
CONSTRUCTION FEATURES
ENGINE FLANGES & CASES
The engine is composed of 16 flanges:
- A: inlet cowl attachment,
- A1, B, B1 and C1: stiffness and bracket attachments,
- C: fan case to intermediate case,
- D: "V" ring groove,
- E: intermediate case to High Pressure Compressor (HPC) front case,
- H: HPC front case to HPC rear case,
- K: HPC Rear case to diffuser case,
- M: diffuser case to Low Pressure Turbine (LPT) case,
- P: LPT case to turbine exhaust,
- R and S: aft mount attachment and ground handling provision,
- T: mixer attachment,
- T1: exhaust plug attachment.
The engine has 7 cases:
- the fan case,
- the intermediate case,
- the HPC front case,
- the HPC rear case,
- the diffuser case,
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- the LPT case,

- the turbine exhaust case.
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CONSTRUCTION FEATURES - ENGINE FLANGES & CASES
ENGINE (3)
CONSTRUCTION FEATURES (continued)
GASPATH CONFIGURATION & STATIONS
The gaspath configuration is composed of:
- the Low Pressure Compressor (LPC),
- the HPC,
- the combustion chamber,
- the High Pressure Turbine (HPT),
- the LPT,
- the Turbine Exhaust Case (TEC).
The gaspath stations are divided into 5 parts:
- 2.0: engine inlet,
- 2.5: LPC exit,
- 3.0: HPC exit,
- 3.5: diffuser,
- 4.95: LPT exit.
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CONSTRUCTION FEATURES - GASPATH CONFIGURATION & STATIONS
ENGINE (3)
TYPICAL TEMPERATURES AND PRESSURES
The table shows the typical temperatures and pressures for gaspath
stations at different engine conditions.
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CONSTRUCTION FEATURES - TYPICAL TEMPERATURES AND PRESSURES
ENGINE (3)
MAIN ENGINE BEARINGS
The engine is composed of 5 main bearings.
The No.1 roller bearing:
- gives forward radial support to the low speed rotor (N1),
- supported by the intermediate case,
- oil damped.
The No.2 ball bearing:
- gives forward axial and radial support to the N1 rotor shaft,
- supported by the intermediate case
The No.3 ball bearing:
- gives forward axial and radial support to the high speed rotor (N2),
- supported by the intermediate case,
- oil damped.
- gives aft radial support to the N2 rotor,
- supported by the diffuser case.
- gives aft radial support to the N1 rotor,
- supported by the turbine exhaust case,
- oil damped.
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CONSTRUCTION FEATURES - MAIN ENGINE BEARINGS
ENGINE (3)
ENGINE SECTIONS
The engine is composed of 4 different sections:
- a compressor section,
- a combustion section,
- a turbine section,
- an accessory drive section.
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ENGINE SECTIONS
ENGINE (3)
ENGINE SECTIONS (continued)
COMPRESSOR SECTION
The compressor section supplies compressed air to the diffuser, for
aircraft services and for bypass thrust. The compressor section is
composed of:
- a LPC,
- a LPC turbine shaft and bearing support,
- a fan case,
- an intermediate case,
- a HPC.
The LPC is a five-stage rotor (1 fan and 4 primary stages) and
four-stage stator assembly and supports the inlet cone.
The LPC drive turbine shaft and bearing support assembly connects
the LPC to the LPT. The turbine shaft is supported and aligned in the
radial and axial directions with the use of the No.1 and No.2 bearings,
which are located at the forward end of the shaft. The No.5 bearing,
located at the rear end of the shaft, provides radial support at the rear
end of the shaft.
The fan case assembly is located between the inlet cowl and the
intermediate case. The fan case assembly contains the fan exit guide
vanes and the 2.5 bleed valve and linkage.
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The intermediate case assembly supports the No.1, 2 and 3 engine

bearings and supports the front engine mount.
The HPC rotor and stator group is composed of:
- the 6th through 11th stage rotors,
- the Inlet Guide Vanes (IGVs),
- the 6th through 10th stage stators and cases.
The 6th, 7th and 8th stage are integrally bladed rotors. The compressor
case has 8th and 9th stage air bleed ports for engine and aircraft service.
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ENGINE SECTIONS - COMPRESSOR SECTION
ENGINE (3)
COMBUSTION SECTION
The combustion section allows the compressed airflow to expand and
accelerate rearward to drive the HPT and LPT and produce thrust at
the exhaust nozzle. The combustion section is composed of:
- the diffuser case,
- the combustion chamber and turbine nozzle.
The diffuser section is composed of a diffuser case, 18 fuel injectors,
2 igniter bosses, 5 borescope ports, 2 A/C service bleed bosses and
the No. 4 bearing compartment.
The combustion chamber assembly and turbine nozzle are composed
of an inner chamber liner assembly, outer chamber liner assembly
and the 1st-stage turbine vanes. The 1st-stage turbine vanes are
positioned at the rear of the combustion chamber between the inner
and outer combustion chamber liners.
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ENGINE SECTIONS - COMBUSTION SECTION
ENGINE (3)
TURBINE SECTION
The turbine section generates power for thrust, and to run the high
and low compressor shafts. The turbine section is composed of:
- the HPT,
- the LPT,
- the Turbine Exhaust Case (TEC).
The HPT has a 1st-stage rotor assembly and a Turbine Case Cooling
(TCC) manifolds.
The LPT has 3 rotor stages and 3 stator vane stages, TCC manifolds,
6 cooling air bosses and 2 borescope bosses.
The TEC has attachment points for aft engine mount and ground
handling. The TEC supports the No.5 bearing and the turbine exhaust
cone. The TEC also has 5 instrumentation bosses: 1 P4.9 probes and
4 T4.9 probes. The No. 4 bearing drain boss is at the 6 o'clock position.
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ENGINE SECTIONS - TURBINE SECTION
ENGINE (3)
ACCESSORY DRIVE SECTION
The accessory drive section transmits power from the HPC shaft to
the components mounted on the gearbox pads. The accessory drive
section is composed of:
- the angle gearbox,
- the main gearbox.
The angle gearbox is mounted at the rear of the main gearbox and
transmits power between the HPC shaft and the main gearbox.
The main gearbox is located at the bottom of the outer fan case and
is attached to the engine with a four-point mount system. It provides
drive pads for several components:
- the Integrated Drive Generator (IDG),
- the air turbine starter,
- the N2 crank pad,
- the engine hydraulic pump,
- the fuel manifold,
- the fuel pump,
- the Fuel Metering Unit (FMU),
- the lubrication and scavenge oil pump,
- the de-oiler,
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- the Permanent Magnet Alternator (PMA).

The main gearbox also provides accessory mount pad overboard drains
for the IDG, starter, hydraulic pump and fuel pump.
NOTE: Aircraft components are mounted on the front of the main

gearbox. Engine components are mounted at the rear of the
main gearbox.
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ENGINE SECTIONS - ACCESSORY DRIVE SECTION
ENGINE (3)
- a No.4 bearing compartment buffer air,
SECONDARY AIRFLOW
- a 1st turbine disk and blade cooling.
The secondary airflow system supplies air for: The 11th stage and the HPC discharge includes the No.4 bearing
- performance improvement, compartment carbon seal pressurization.
- cooling, The combined 9th, 11th stage and HPC discharge is composed of a HPT
- sealing, and LPT cooling.
- muscle pressure,
- A/C bleed,
- signal pressure.
The fan air is composed of:
- TCC system,
- A/C Environmental Control System (ECS).
The core air has:
- the 5th stage,
- the 8th stage,
- the 9th stage,
- the11th stage and HPC discharge.
The 5th stage has
- an inlet cone anti-ice,
- a No.1, No2, No.3 and No.5 bearing compartment carbon seal
pressurization,
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- a cooling part (buffer air, LPC drive turbine shaft, No.4 bearing
compartment, turbine exhaust case).
The 8th stage has:
- an A/C bleed,
- a No.1, No.2 and No.3 bearing compartment carbon seal pressurization.
The 9th stage is composed of a LPT and HPC Inside Diameter (ID)
cooling.
The 11th stage has a high rotor thrust balance.
The HPC discharge has:
- a muscle pressure,
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SECONDARY AIRFLOW
ENGINE (3)
MAINTENANCE SUMMARY
The table gives a list of maintenance actions.
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MAINTENANCE SUMMARY
ENGINE (3)
TEST AFTER REPAIR SUMMARY
The table shows a list of tests required after repair.
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ENGINE (3)
MAINTENANCE PRECAUTIONS SUMMARY
The table gives a list of safety precautions during maintenance procedure.
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ENGINE (3)
TIME LIMITED DISPATCH CRITERIA-TIME LIMITS
Pratt & Whitney Report PWA-7959 summarizes the dispatch categories
for each control system faults. This report has no copyright. Copies can
be obtained from Pratt & Whitney Customer Technical Services.
NOTE: The time limitations specified in table 801 may only be changed
with the approval of the FAA engine Type Certificate Holding
Office (TCHO).
Time limited dispatch criteria for level A.
NOTE: In the A318 PW6000 installation, several flight deck messages

are used to alert the maintenance crew of the presence of a no
dispatch fault.
Time limited dispatch criteria for level B.
NOTE: In the A318 PW6000 installation the Minimum Equipment List

(MEL) maintenance approach is used for the short-term dispatch
category. The flight deck status message "ENG x FADEC" is
typically used to alert the maintenance crew of the presence of
a short time fault condition(s). In certain cases, when the Master
Minimum Equipment List (MMEL) action may be required,
other messages may be used. The short time dispatch faults
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must be repaired within 150 flight hours from the time the flight
deck status message is set.
Time limited dispatch criteria for level C.
NOTE: In the A318 PW6000 installation, a periodic inspection/repair

maintenance approach is used. If inspection is accomplished
at the maximum 600 flight hours interval, then all faults found
at the time of inspection must be repaired prior to dispatch.
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ENGINE (3)
MAINTENANCE INTERVALS-TIME LIMITS
The table gives a list of specific abbreviation for maintenance intervals.
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MAINTENANCE INTERVALS-TIME LIMITS
ENGINE (3)
(if equipped) was used. For further clarification see section 70-30,
MAINTENANCE INTERVALS-TIME LIMITS (continued) standard practices manual, PN 585005.
- time (hours) is defined as that accumulated time from the moment
MAINTENANCE REQUIREMENTS
an aircraft leaves the surface of the earth until it touches it on the next
Maintenance requirements for PW6000 series engines are established point of landing (flight time). For further clarification see standard
as part of the aircraft certification program. The maintenance program practices manual, PN 585005.
requirements for PW6000 powered A318 aircraft are provided in the - day, weeks and months are defined as the calendar time related to
PW6000 engine manual, and are also published in the Maintenance those periods.
Review Board (MRB) report. Copies of this report may be obtained For parts that cannot be visually inspected on wing or in an assembled
from Airbus. Maintenance intervals, Section 05-10-04, is not a FAA engine without disassembly, or are not specifically listed in Table 801
mandated section of chapter 5 of the PW6000 engine manual. These through Table 815, refer to PW6000 series engine manual, PN
tasks are PW recommendations to help operators in defining a 5407764, introduction, inspection requirements for engines not
maintenance program. These recommendations do not replace the inducted into an engine repair facility, and minimum inspection
requirements of the MRB, FAA Airworthiness Directives, requirements for engines inducted into an engine repair facility. Those
airworthiness limitations section 05-10-01 of the PW6000 engine parts not scheduled do not need to be serviced other than inspection
manual, time limited dispatch section 05-10-03 of the PW6000 engine when exposed.
manual, PW Service Bulletins, or any other FAA mandated The table gives the maintenance intervals for:
maintenance tasks required for continued airworthiness. - the LPC,
MAINTENANCE TASKS - the LPC turbine drive shaft,
- the fan case.
Operators must comply with all airworthiness limitations section,
05-10-01 of the PW6000 engine manual , time limited dispatch section, NOTE: The Maintenance Planning Document (MPD) requirement
05-10-03 of the PW6000 engine manual, FAA Airworthiness has been set at 750 FC/600 FH. However, Pratt & Whitney
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Directives, the MRB, and any other FAA mandated maintenance tasks recommends an inspection interval of 425 FC/600 FH.
required for continued airworthiness. The PW6000 series engines The table gives the maintenance intervals for:
must be maintained in accordance with the PW6000 applicable Aircraft - the intermediate case,
Maintenance Manual (AMM), engine manual, cleaning and inspection - the HPC,
manual, repair manual, standard practices manual, and PW Service - the diffuser, combustor and turbine nozzle group,
Bulletins and special Instructions (if applicable), unless otherwise - the HPT,
approved by the FAA. - the LPT.
Complete the maintenance tasks at the intervals specified: The table gives the maintenance intervals for:
- the cycles are defined as any flight consisting of one takeoff and - the fuel distribution system,
landing regardless of length of flight or whether or not thrust reverser - the FADEC system,
- the compressor bleed system,
- the turbine exhaust,
- the engine oil indicating,
- the engine starting system.
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MAINTENANCE INTERVALS-TIME LIMITS - MAINTENANCE REQUIREMENTS & MAINTENANCE TASKS
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FUEL DISTRIBUTION & CONTROL (3)

OVERVIEW
The engine fuel and control system is used to schedule and meter the
flow of fuel to the fuel injectors for all operating conditions. The system
provides servo fuel to the:
- the stator vane actuator,
- the 2.5 compressor bleed actuator,
- the turbine case cooling actuator,
- the air-oil cooler valve.
The engine fuel and control system is also used to heat the fuel and to
cool engine oil and Integrated Drive Generator (IDG) oil, and to supply
diagnostic information for engine troubleshooting. The engine fuel and
control system is the primary interface between the engine and the aircraft.
The system is composed of the following subsystems:
- the fuel distribution system,
- the Full Authority Digital Engine Control (FADEC) system.
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OVERVIEW

- the fuel flow transmitter,
FUEL DISTRIBUTION SYSTEM - the fuel distribution valve,
- the fuel distribution valve strainer,
GENERAL
- the fuel supply manifolds,
The fuel distribution system supplies ice-free filtered fuel at the - the fuel injectors.
pressures and flow rates necessary to meet all engine-operating
requirements. The system also supplies servo fuel pressure to operate
engine component actuators.
The system is composed of the following components:
- the main fuel supply line, mounted on the left side of the fan exit
case,
- the fuel pump, mounted on the rear left side of the Main Gear Box
(MGB),
- the main fuel filter, located on the fuel/oil cooler at the 9 o'clock
position,
- the Fuel Oil/Cooler (FOC), located on the fan exit outer case at the
9 o'clock position,
- the Fuel Metering Unit (FMU), installed on the rear left side of the
MGB,
- the fuel flow transmitter, mounted on the left side of the fan exit
case at the 7 o'clock position,
- the fuel distribution valve, attached to the High Pressure Compressor
(HPC) rear case at the 7 o'clock position,
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- the fuel distribution valve strainer, located in the fuel distribution

valve,
- the fuel supply manifolds, located around the diffuser case,
- the fuel injectors, located around the diffuser case.
The fuel distribution system is composed of the following Line
Replaceable Units (LRUs):
- the main fuel supply line,
- the fuel pump,
- the main fuel filter,
- the fuel/oil cooler,
- the FMU,
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FUEL DISTRIBUTION SYSTEM - GENERAL

FUEL DISTRIBUTION SYSTEM (continued)
DESCRIPTION AND OPERATION
Fuel from the aircraft flows through the main fuel supply line to the
engine main fuel pump boost inlet port. The boost stage pumps fuel
at LP through the fuel manifold to the FOC. The fuel is heated, deiced,
and filtered by the FOC and then flows to the gear stage inlet port of
the main fuel pump. The gear stage pump sends HP fuel through the
fuel manifold to FMU. The FMU supplies filtered fuel to the metering
valve inside the FMU. The FADEC commands the metering valve
position to supply the correct amount of fuel for engine operation.
The metered primary fuel flows from the FMU through the fuel flow
transmitter to a fuel distribution valve. The fuel flow is divided into
six ports. Fuel flows from each port to a fuel injector supply manifold.
Each supply manifold supplies fuel to three injectors that atomize the
fuel for combustion. A total of 6 manifolds and 18 injectors are
supplied with fuel.
Fuel not used by the metering valve is bypassed back to the FOC or
fuel tank by the directional control/return to tank valve. The FMU
also supplies fine filtered, pressurized fuel for the actuators on the
engine. The actuator pressure fuel flows from the FMU to the external
components through hydraulic supply lines. Fuel returning from the
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actuators flows through return lines and is sent to the FOC upstream
of the engine FOC.
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FUEL DISTRIBUTION SYSTEM - DESCRIPTION AND OPERATION

- the PMA,
FADEC SYSTEM - the fan case wiring harnesses (9),
- the engine core wiring harnesses (3),
GENERAL
- the fuel pump filter differential pressure SW,
The FADEC system is the primary interface between the engine and - the fuel temperature sensor,
the aircraft. The FADEC system is used to: - the P4.9 probe,
- automatically regulate engine power settings from the cockpit, - the P4.9 sensor,
- supply diagnostic component data used for engine troubleshooting - the P2T2 probe,
to improve maintenance schedules. The aircraft and engine component - the ERU.
data is collected and transmitted by the FADEC dual channel
Electronic Engine Control (EEC).
The FADEC system is composed of:
- the EEC, installed on the fan case at the 2 o'clock position,
- the EEC programming plug, installed on the top of EEC (channel A
side),
- the Permanent Magnet Alternator (PMA), installed on the rear of
the MGB at the 5 o'clock position,
- the fan case wiring harnesses, located around the fan case,
- the engine core wiring harnesses, located along the core of the engine
from the intermediate case to the exhaust case,
- the fuel pump filter differential pressure SW, installed to the rear of
the FOC,
- the fuel temperature sensor, installed to the rear of the FOC,
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- the P4.9 probe, attached to the turbine exhaust case at the 4 o'clock
position,
- the P4.9 sensor, bracket mounted on the HPC case at the 2 o'clock
position (aft of flange E),
- the P2T2 probe, attached to the air intake cowl at the 11 o'clock
position,
- the Engine Relay Unit (ERU), attached to the fan case at the 10
o'clock position.
The FADEC system is composed of the following LRUs:
- the EEC,
- the EEC programming plug,
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FADEC SYSTEM - GENERAL

- fault Isolation,
FADEC SYSTEM (continued) - interactive mode.
The EEC protects the engine by limiting critical N1 and N2 speeds,
burner pressure, and by detecting and correcting for high Exhaust Gas
The EEC is used for basic engine control functions: Temperature (EGT) and compressor surge.
- starting,
- idle,
- acceleration,
- deceleration,
- stability,
- thrust control,
- intake anti-ice,
- thrust reverse,
- overspeed/overthrust protection.
The EEC makes engine efficiency better by controlling:
- the compressor bleeds,
- the variable stator vanes,
- the turbine cooling airflows,
- the engine oil cooling,
- the IDG oil cooling,
- the fuel heating.
The EEC makes the operational reliability of the engine better by
using:
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- two channel control, which provides automatic N1 control and

automatic agreement between the throttle lever position and the engine
thrust,
- automatic fault detection,
- automatic fault compensation,
- redundant inputs and outputs,
- Self Tuning Onboard Realtime Modeling (STORM), for engine
health monitoring.
The EEC makes engine maintenance easier by using engine system:
- Engine Condition Monitoring (ECM),
- self-tests,
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FADEC SYSTEM - DESCRIPTION AND OPERATION

FUEL DISTRIBUTION OPERATIONAL SUMMARY
The table shows the FMU fuel flow delivery at different engine states.
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FUEL DISTRIBUTION OPERATIONAL SUMMARY

FADEC OPERATIONAL SUMMARY
The table describes the FADEC system states according to engine
operating state.
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FADEC OPERATIONAL SUMMARY

FUEL DISTRIBUTION MAINTENANCE SUMMARY
The table gives the list of maintenance actions on the fuel distribution
system.
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FUEL DISTRIBUTION MAINTENANCE SUMMARY

FADEC MAINTENANCE SUMMARY
The table gives the list of maintenance actions on the FADEC system.
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FADEC MAINTENANCE SUMMARY

FUEL DISTRIBUTION TEST AFTER REPAIR SUMMARY
The table shows the list of tests required after repair on the fuel
distribution system.
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FUEL DISTRIBUTION TEST AFTER REPAIR SUMMARY

FADEC TEST AFTER REPAIR SUMMARY
The table gives the list of tests required after repair on the FADEC system.
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FADEC TEST AFTER REPAIR SUMMARY

FUEL DISTRIBUTION MAINTENANCE PRECAUTIONS
SUMMARY
The table describes the safety precautions during a fuel distribution
maintenance procedure.
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FUEL DISTRIBUTION MAINTENANCE PRECAUTIONS SUMMARY
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FUEL DISTRIBUTION MAINTENANCE PRECAUTIONS SUMMARY

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FADEC MAINTENANCE PRECAUTIONS SUMMARY
The following tables describe the safety precautions during a FADEC
maintenance procedure.
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EEC INTERFACE (3)

FADEC PRINCIPLE
The Full Authority Digital Engine Control (FADEC) controls and
monitors the engine system. It includes the Electronic Engine Control
(EEC) which is a dual channel computer, and a set of peripherals (control
components, sensors) directly connected to it.
The FADEC also uses information from some aircraft systems, centralized
by an interface computer called the Engine Interface Unit (EIU).
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FADEC PRINCIPLE
EEC INTERFACE (3)

- engine control parameters,
GENERAL - engine condition monitoring parameters,
- EEC status and fault indication,
In order to give a full range of engine control and monitoring, the
- engine rating parameters,
Electronic Engine Control (EEC) interfaces with the following sub
- Full Authority Digital Engine Control (FADEC) system maintenance
systems:
data.
- air data computers, which transmit air data for engine control,
The EEC transmits outputs continuously on all buses in normal operation,
- Engine Interface Unit (EIU), which concentrates A/C signals and
irrespective of whether the given channel is in active control or not. The
transmits them to the EEC,
parameter values on the 2 output buses are normally identical as long as
- for cockpit indication and control, and autothrust control, the EEC sends
the cross channel data link is functioning.
signals to computers,
- engine sensors and controls.
NOTE: Channel switchover does not affect the output data of the EEC.
DIGITAL INPUTS DISCRETE/ANALOG SIGNALS
Inputs of each channel are isolated in order to prevent failure propagation.
The EEC receives the Throttle Resolver Angle (TRA) signals, the
Each channel receives inputs for both the Air Data/Inertial Reference
autothrust instinctive disconnect SW signals and engine sensor signals.
Units (ADIRUs) and the EIU. The EEC detects a fault on its input
They are validated by the EEC. The EEC also sends signals to the engine
parameters by determining if they are valid. This check is made by
controls. The resolvers of the Throttle Control Unit (TCU) receive an
applying a range of tests to each input. Faults detected by the EEC are
excitation current from the EEC. The EEC checks the range limits, the
annunciated and recorded for maintenance or crew action, if required.
rate limits and does an interface fault detection test.
The ADIRUs send air data parameters to the EEC for engine control. The
EEC performs validation tests and selection logic between air data signals NOTE: 1 degree TLA agrees with 1.9 degree TRA.
from the ADIRUs and the engine sensors. ADIRU data is preferred over
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engine data. The air data used to validate Altitude (P0), Total Air
Temperature (TAT), TOTal PRESSure, mach number for the power
management and engine controls are:
- TAT, TOT PRESS, P0, mach number, from the ADIRUs,
- P2, T2, P2.5, T2.5, P4.9, T4.9, T3 and P0 from engine sensors.
DIGITAL OUTPUTS
Each channel has 2 output ports and each bus has a separated line driver,
i.e. A1, A2, B1, B2, in such a way that propagation of failures is
prevented. The EEC output buses give:
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GENERAL ... DISCRETE/ANALOG SIGNALS
EEC INTERFACE (3)

BLOCK DIAGRAM
Here are the interfaces between the EEC and the A/C in the shape of a
block diagram.
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BLOCK DIAGRAM
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BLOCK DIAGRAM

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EIU INTERFACE (3)

- digital inputs on ARINC 429 lines.
GENERAL
OUTPUTS
There are 2 Engine Interface Units (EIUs), one for each engine. The EIU
is an interface concentrator between the A/C and the Full Authority Digital The EIU sends the following:
Engine Control (FADEC) system. The main functions of the EIU are: - digital output signals on ARINC 429 buses,
- to concentrate data from the cockpit panels, - discrete signals which are of the 28V DC/open circuit or ground/open
- to do the segregation of the 2 engines, circuit types.
- to supply the Electronic Engine Control (EEC) with an electrical power
supply, EEC INTERFACE
- to give the necessary logic and information from the engine to the
The EIU receives 2 ARINC 429 output data buses from EEC channels
aircraft systems.
A and B and it uses data from the channel in control. If some data is not
EIU COMPOSITION available from the control channel, data from the other channel is used.
The EIU is composed of 5 main parts: The EIU looks at particular engine data on the EEC digital data flow to
- discrete and analog inputs, interface this with other aircraft computers and with cockpit panels for
- digital inputs, control and monitoring. The EIU sends information, coming from all
- digital outputs, aircraft computers, which have to communicate with the EEC, through
- discrete outputs, an output ARINC 429 data bus. The EIU does not deal with Air
- power supply switching. Data/Inertial Reference Unit (ADIRU) and thrust lever information as
they communicate directly with the EEC.
EIU FUNCTIONS
The EIU has the following functions: NOTE: Note: There is no data flow during the EIU internal test or
- acquisition of information, initialization.
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- transmission of messages,
- logics for Low Oil Pressure (LOP) and APU boost,
ECS INTERFACE
- fault detection logic carried out by an internal BITE and transmission The EIU receives two input buses from the Environmental Control System
of the result to the Centralized Fault Display System (CFDS). (ECS) primary and secondary computers. The ECS determines the various
air bleed configurations according to logics of the air conditioning, wing
INPUTS
anti-ice and nacelle anti-ice. This information is transmitted by the EIU
The EIU receives the following signals: to the EEC to compute the bleed air demand required at the engine
- discrete signals which are of the ground/open circuit type, customer bleed ports.
- analog inputs which are of the differential type with a working range
of 1 to 9 volts,
M35 LINE MECHANICS (PW 6000) (Lvl 2&3) EIU INTERFACE (3) Nov 27, 2009
ENGINE START CONTROL - 28V DC for its own power supply and for the FADEC power supply,
- 115V AC for engine ignition system power supply.
The EIU receives and generates all starting signals from the cockpit
engine panels. Therefore engine starting is not possible in case of EIU NOTE: Note: In case of EIU failure, the power supply for FADEC and
failure. The control panels give to the EIU the following signals: ignition is preserved (fail safe position).
- engine start mode selector position,
- master lever position,
- manual start P/B.
The EIU sends all starting signals to the EEC and to the ENGine start
panel FAULT light.
CFDS INTERFACE
The Centralized Fault Display Interface Unit (CFDIU) communicates
with the BITE memory of the EIU and with the BITE memory of the
EEC via the EIU. The EIU interfaces with the CFDIU to generate the
EIU and the FADEC fault messages on the MCDU. To get access to the
FADEC menu function, the CFDS interrogates the EEC BITE memory
through the EIU.
BMC INTERFACE
There is an interface between the EIU and the pneumatic system Bleed
Monitoring Computer (BMC) for engines 1 and 2. During engine start,
the EIU generates a ground signal for the BMC when the start valve
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moves away from the closed position. On receipt of this ground signal,
the BMC closes the pneumatic system Pressure Regulating Valve (PRV).
OTHER INTERFACES
The EIU also receives other signals from various aircraft systems for
control and monitoring functions. The EIU also generates signals for
various aircraft systems.
POWER SUPPLY
The EIU receives the following power supply:
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GENERAL ... POWER SUPPLY

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EIU INTERFACE (3)

FMGS
The Flight Management and Guidance System (FMGS) gives the
AutoTHRust (A/THR) function. Therefore, the FMGS sends all command
signals for engine power management via the Flight Control Unit (FCU)
and both EIUs.
The FMGS has the following functions given below:
- AP,
- Flight Director (FD),
- A/THR,
- flight management which includes navigation, performance and
processing of displays.
FEEDBACK
The EEC directly sends specific feedback outputs to the FMGS without
going through the EIU. The EIU also receives this data but does not
transmit it to FMGS. The EEC feedback output data to the Flight
Management and Guidance Computer (FMGC) is as follows:
- Thrust Resolver Angle (TRA),
- thrust mode,
- Fuel Flow (FF),
- bleed configuration in feedback,
- engine rating identification,
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- flexible temperature in feedback.
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FMGS - FEEDBACK
EEC ELECTRICAL POWER SUPPLY (3)

- 5 min after A/C power-up,
GENERAL - 5 min after engine shutdown.
The Electronic Engine Control (EEC) is electrically supplied by:
NOTE: An action on the ENGine FIRE P/B cuts off the EEC power
- the A/C network when high pressure rotor speed (N2) is below 7% or
from the A/C network.
when the dedicated generator has failed,
- the Permanent Magnet Alternator (PMA) when N2 is above 7%. MANUAL REPOWERING
POWERING N2 < 7% For maintenance tasks and MCDU engine tests, the maintenance panel
on the overhead panel, lets FADEC power supply be restored on the
The EEC is supplied by the A/C electrical power network when N2 is
ground with engines shutdown. When the related ENG FADEC GND
below 7% Each channel is independently supplied by the A/C 28V DC
PWR P/B is pressed ON the EEC recovers its power supply.
through the Engine Interface Unit (EIU). The aircraft 28V DC supplies:
- automatic ground check of the Full Authority Digital Engine Control NOTE: The FADEC is also repowered as soon as the engine start
(FADEC) system before the engine is running, that is to say FADEC selector is in IGN/START or CRANK position, or the MASTER
GrouND PoWeR ON, lever is selected ON.
- engine starting: MASTER lever ON or mode selector on IGNition or
CRANK,
- power to the EEC while the engine reaches 7% of N2.
NOTE: Note: the EIU takes its power from the same bus bar as the
EEC.
POWERING N2 > 7%
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As soon as the engine is running above 7% of N2, the PMA directly

supplies the EEC. The PMA supplies each channel with three-phase AC.
Two transformer rectifiers supply 28V DC power to channels A and B.
The Switching between the A/C 28V DC supply and the PMA is done
automatically by the EEC.
AUTO DEPOWERING
The FADEC is automatically depowered on the ground, through the EIU,
after engine shutdown. The EEC automatic depowering occurs on the
ground:
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GENERAL ... MANUAL REPOWERING
M35 LINE MECHANICS (PW 6000) (Lvl 2&3) EEC ELECTRICAL POWER SUPPLY (3) Nov 27, 2009
COMPRESSOR AIRFLOW CONTROL (3)

OVERVIEW
The compressor control system gives a better compressor stability during
engine start, transient and reverse thrust operations.
The system is composed of the following subsystems:
- a compressor stator vane control system,
- a compressor bleed control system.
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M35 LINE MECHANICS (PW 6000) (Lvl 2&3) COMPRESSOR AIRFLOW CONTROL (3) Nov 27, 2009
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OVERVIEW

COMPRESSOR STATOR VANE CONTROL SYSTEM
DESCRIPTION
The compressor stator vane control system adjusts the HP compressor
airflow for optimum engine performance during engine operation.
The stator vane control system has:
- the Inlet Guide Vane (IGV) and the 6th and 7th variable stator vane
stages, which are mounted at the front of the High Pressure
Compressor (HPC) case,
- the Stator Vane Actuator (SVA) attached to the HPC case at the 7
o'clock position.
The positioning of the variable stator vanes stages is controlled by
fixed linkage moved by the SVA piston. The movement of the actuator
piston is transmitted to the variable vanes through a bellcrank, linkage
rods and unison rings. The Electronic Engine Control (EEC) controls
the movement of the actuator piston. The stator vane control system
is composed of the following Line Replaceable Units (LRUs):
- a stator vane actuator,
- linkage rods,
- a bellcrank.
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COMPRESSOR STATOR VANE CONTROL SYSTEM - DESCRIPTION

COMPRESSOR STATOR VANE CONTROL SYSTEM
(continued)
OPERATION
The EEC controls the variable vane system to a schedule determined
by:
- low rotor speed (N1),
- high rotor speed (N2),
- engine inlet temperature (T2),
- synthesized T2.5.
The movement of the actuator piston is controlled by the EEC
electrical signal to the SVA dual coil, and torque motor. The feedback
of actuator piston position is sent to the EEC by dual Linear Variable
Differential Transducers (LVDTs) located in the SVA. At low engine
rpm, the variable vanes are moved to the closed direction to permit
minimum airflow. At high engine rpm, the variable vanes are open
to let a maximum of air flow through the compressor. If the electrical
signal to the actuator is lost, the compressor stator vane control system
will automatically open the vanes.
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COMPRESSOR STATOR VANE CONTROL SYSTEM - OPERATION

COMPRESSOR BLEED CONROL SYSTEM
LPC BLEED SYSTEM DESCRIPTION
The compressor bleed control system improves compressor stability
during engine starting, transient and reverse thrust operations. The
Low Pressure Compressor (LPC) bleed system is composed of:
- a LPC bleed valve, attached to the inner fan exit case,
- a LPC bleed valve actuator, attached to the rear of the intermediate
case at the 10 o'clock position.
The LPC bleed valve controls 5th stage bleed airflow into the fan
airstream. The LPC bleed valve actuator sets the LPC bleed valve.
The linear movement of the LPC bleed valve actuator piston is
transmitted by mechanical linkage to set the LPC bleed valve. The
LPC bleed valve actuator is an LRU.
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COMPRESSOR BLEED CONROL SYSTEM - LPC BLEED SYSTEM DESCRIPTION

COMPRESSOR BLEED CONROL SYSTEM (continued)
LPC BLEED VALVE OPERATION
The EEC controls the LPC bleed system to a schedule determined by:
- the Throttle Lever Angle (TLA),
- N1,
- N2,
- T2,
- the mach number,
- the altitude.
During engine start, the LPC bleed valve is moved to the full open
position. The LPC bleed valve stays fully open at engine idle. As
engine power is increased, the LPC bleed valve actuator modulates
the LPC bleed valve to its fully closed position. The LPC bleed valve
is fully moved open during rapid engine deceleration, reverse thrust
operation, or if a surge is sensed. If the electrical signal to the actuator
is lost, the LPC bleed valve will failsafe to the full open position.
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COMPRESSOR BLEED CONROL SYSTEM - LPC BLEED VALVE OPERATION

HPC BLEED SYSTEM DESCRIPTION
The HPC bleed system improves compressor stability during engine
start and transient operations. The HPC bleed system is composed of:
- a right HPC bleed valve (A - stability), attached to the HPC case at
the 2 o'clock position,
- a left HPC bleed valve (C - start), attached to the HPC case at the 9
o'clock position,
- a HPC bleed valve controller, attached to the rear of the intermediate
case at the 3 o'clock position,
- a HPC bleed valve bellows seals, attached to the HPC bleed valves.
The HPC bleed valves control the 8th stage bleed airflow into the fan
airstream. The two HPC bleed valves have two positions, fully open
or fully closed. The HPC bleed valves are spring-loaded open and
pneumatically (Ps3) closed. The HPC bleed valve controller is operated
by the EEC and supplies Ps3 muscle pressure to the HPC bleed valves.
The HPC bleed valve controller has a cleanable filter. If the EEC
electrical signal to the controller is lost, the HPC bleed valves failsafe
open.
The system is composed of the following LRUs:
- HPC bleed valves,
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- HPC bleed valve bellows seals,

- HPC bleed valve controller,
- HPC bleed valve controller filter.
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COMPRESSOR BLEED CONROL SYSTEM - HPC BLEED SYSTEM DESCRIPTION

HPC BLEED VALVES OPERATION
The EEC controls the HPC bleed valve controllers to a schedule based
on:
- N2,
- T2,
- synthesized T2.5.
The HPC bleed valves are open during engine start. The EEC energizes
or de-energizes the HPC bleed valve controllers to close and open the
HPC bleed valves. When the HPC bleed valve controllers are
energized, Ps3 flows to HPC valve controller and closes the HPC
bleed valves. The HPC bleed valve A (stability) is controlled by the
upper left controller valve (one), and solenoid 1. The HPC bleed valve
C (start) is controlled by the upper right controller valve (two),
solenoid 2.
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COMPRESSOR BLEED CONROL SYSTEM - HPC BLEED VALVES OPERATION

OPERATIONAL SUMMARY
The table gives a list of operational summary on compressor airflow
control system at different engine operating states.
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OPERATIONAL SUMMARY

MAINTENANCE SUMMARY
The table shows a list of maintenance actions on compressor airflow
control system.
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MAINTENANCE SUMMARY

The table gives a list tests required after repair.
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The table shows a list of safety precautions.
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IGNITION (3)
OVERVIEW
The ignition system supplies high-energy spark to ignite the fuel/air
mixture. The system is composed of the following subsystems:
- the ignition power supply system,
- the high voltage distribution system.
The system is designed for continuous duty operation. It is used during
engine start on the ground and in the air, for both manual and auto start.
An automatic relight system will energize both igniter systems if a
flameout is detected by the Electronic Engine Control (EEC).
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M35 LINE MECHANICS (PW 6000) (Lvl 2&3) IGNITION (3) Nov 27, 2009
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OVERVIEW
IGNITION (3)
IGNITION POWER SUPPLY SYSTEM
The ignition power supply system changes 115V AC aircraft electrical
power to the high voltage necessary for igniter plug operation. The system
is composed of an igniter exciter box. The ignition exciter box is attached
to the fan case at the 5 o'clock position, using anti-shock mounts. The
ignition exciter is an electronic capacitor discharge type, with a dual
channel hermetically sealed assembly that contains independent,
electrically isolated relays and exciters. Each exciter supplies 15.000 to
20.000 Volts to the igniter plugs to ignite the fuel/air mixture in the
combustor. The exciter box has 1.2 joules/channel continuous duty rating.
The convection is cooled by fan air. The igniter box is a Line Replaceable
Unit (LRU).
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IGNITION POWER SUPPLY SYSTEM
IGNITION (3)
HIGH VOLTAGE DISTRIBUTION SYSTEM
The ignition distribution system transmits high-energy ignition exciter
output to ignite the fuel/air mixture in the combustor. The system is
composed of the following components:
- the ignition leads, which are connected at one end to the ignition exciter
and at the other end to the igniter plugs,
- the igniter plugs attached to the diffuser case at the 7 o'clock and 8
o'clock positions.
The ignition leads transmit 15.000 to 20.000 V from the ignition exciters
to the igniter plugs. The igniter plugs use the high-energy ignition exciter
output to arc across the plug-firing gap. The spark is used to ignite the
fuel/air mixture. The ignition leads and the igniter plugs are cooled by
fan air. Classified spacers, installed under the mounting insert, control
the plug tip immersion depth. The system is composed of the following
LRUs:
- the ignition leads,
- the igniter plugs,
- the cooling shields,
- the mounting insert,
- the classified spacer.
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HIGH VOLTAGE DISTRIBUTION SYSTEM
IGNITION (3)
POWER SUPPLY AND HIGH VOLTAGE DISTRIBUTION
OPERATION
Each engine has two independent ignition systems (system 1 and system
2). Each system can be used at the same time or alternately. 115V AC
aircraft power is sent to the ignition exciter. Ignition system control is
integrated into the starter and engine fuel shutoff control to let automatic
start sequencing be managed by the EEC. The EEC sends command
voltage (13,5 to 36V DC) to the selected relay that activates the ignition
exciter. Each EEC channel can command either or both igniters. During
an auto start on the ground, the exciters are alternated during every other
start event, which allows the EEC to test every igniter circuit every four
starts.
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POWER SUPPLY AND HIGH VOLTAGE DISTRIBUTION OPERATION
IGNITION (3)
FLIGHT DECK CONTROL AND DISPLAY
The ENGine MANual START P/B is located on the overhead panel. The
ENG MODE selector is located on the center pedestal. The engine
parameters are displayed on the EWD and on the SD (ENGINE page)
Displays Units.
There are three operational modes:
- the automatic ignition,
- the manual ignition,
- The automatic relight.
In the automatic start mode, the EEC has full control of the ignition
system. Only one ignition system (n°1 or n°2) is used for engine start. In
the manual start mode, the crew initiates ignition by placing the master
switch in the ON position. Both igniters are energized. If a flameout is
detected by the EEC, an automatic relight occurs and the EEC will
energize the ignition system within 2 seconds of flameout detection. Both
igniters are energized.
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FLIGHT DECK CONTROL AND DISPLAY
IGNITION (3)
OPERATIONAL DATA
The table gives a list of some ignition system state with the related engine
state.
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OPERATIONAL DATA
IGNITION (3)
MAINTENANCE SUMMARY
The table shows a list of maintenance actions.
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MAINTENANCE SUMMARY
IGNITION (3)
The table gives a list of tests required after repair.
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IGNITION (3)
The table shows a list of safety precautions during maintenance procedure.
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THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
- a throttle control lever which incorporates stop devices, autothrust
instinctive disconnect pushbutton switch
- a graduated fixed sector
- a reverse latching lever.
The throttle control lever is linked to a mechanical rod. This rod drives
the input lever of the throttle control artificial feel unit.
The throttle control lever moves over a range from -20 deg. TLA
(Reverser Full Throttle stop) to +45 deg. TLA:
- -20 degrees TLA corresponds to Reverser Full Throttle stop
- +45 degrees TLA corresponds to Forward Full Throttle stop
An intermediate mechanical stop is set to 0 deg.TLA. This stop is
overridden when the reverse latching lever is pulled up for selection of
the reverse power. This stop is reset as soon as the throttle control lever
is selected back to forward thrust area.
In the forward thrust area, there are two detent points, the MAX CLIMB
detent point set to 25 deg.TLA and the MAX CONTINUOUS/FLEX
TAKE-OFF detent point set to 35 deg.TLA.
In the reverse thrust throttle range, there is one detent point at - 6
deg.TLA. This position agrees with the selection of the thrust reverser
command and the Reverse Idle setting.
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In the middle throttle range (0deg. To 35 deg.TLA), the autothrust

function can be active if engaged. This range agrees with the selection
of MAX CLIMB or MAX CONTINUOUS thrust limit mode (in single
operation). If the autothrust is not engaged, the engine control is manual.
In the forward range (35 deg. To 45 deg.TLA), the autothrust function
cannot be activated (except in alpha floor condition).This range agrees
with the selection of FLEX TAKE-OFF/MAX TAKE-OFF Mode.
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THROTTLE CONTROL LEVER
THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL UNIT
A mechanical rod transmits the throttle control lever movement. It
connects the throttle artificial feel unit to the input lever of the throttle
control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range
-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and the potentiometer
-A pin device for rigging the resolver and potentiometers
-1 switch whose signal is dedicated to the EIU
-2 output electrical connectors
The input lever drives two gear sectors assembled face to face. Each
sector drives itself a set of one resolver and three potentiometers. The
relationship between the throttle lever angle and throttle resolver angle
(TRA) IS LINEAR AND 1 DEG.TLA = 1.9 TRA. The accuracy of the
throttle control unit (error between the input lever position and the resolver
angle) is 0.5 deg.TRA. The maximum discrepancy between the signals
generated by two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is used
for positive angles and the second quadrant for negative angles. Each
resolver is dedicated to one FADEC channel (ECU / EEC) and receives
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its electrical excitation current (6 VAC) from the related FADEC channel
(ECU / EEC)
The ECU considers a throttle resolver angle value:
- less than -47.5 deg.TRA
or
- greater than 98.8 deg.TRA as resolver position signal failure.
The ECU includes a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver
position signal.
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THROTTLE CONTROL UNIT
ENGINE CONTROLS & INDICATING PRESENTATION (ME) (3)

GENERAL
The engine controls are located on the overhead panel and on the center
pedestal. The indications are given on the ECAM displays.
THROTTLE LEVERS
The throttle levers are installed on the center pedestal. The throttle lever
positions are transmitted by electrical signals to the Full Authority Digital
Engine Control (FADEC) systems. Each throttle lever is fitted with a
reverse thrust latching lever and an auto-thrust instinctive disconnect
P/B. The throttle quadrant is graduated from 0 to 45°. Idle is at 0°, the
lever is moved in FWD sector for thrust and in the aft sector for reverse
thrust. The throttle lever has three detents marked CLimb, FLeXible
take-off or Maximun Continuous Thrust, Take-Off Go-Around. In the
aft sector, the throttle lever also has a detent at the beginning of the
REVerse zone and a stop marked FULL (FULL reverse) at the end of
this zone.
NOTE: The MCT position is also used for FLX, which is a reduced
power setting.
In manual thrust control mode the throttle lever acts exactly like a throttle
on traditional aircraft. So thrust increases as you move the lever regardless
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of the detents. In autothrust control mode, the N1 is commanded by the

Electronic Engine Control (EEC) according to the thrust target demand
from the Flight Management and Guidance Computer (FMGC). The
throttle levers are used as a limit mode selector device. In automatic
thrust, the throttle levers do not move.
M35 LINE MECHANICS (PW 6000) (Lvl 2&3) ENGINE CONTROLS & INDICATING PRESENTATION (ME) (3) Nov 27, 2009
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GENERAL & THROTTLE LEVERS

ENGINE START PANEL
On the center pedestal an ENGine start panel is provided to control the
engine start sequences. Two ENG MASTER SWs with two positions,
ON or OFF, are provided to open or close the ENG 1(2) High Pressure
(HP) fuel Shut-Off Valve (SOV) and command and reset the FADEC
functions. The rotary selector initiates either an IGNition START
sequence or a CRANK sequence. The start sequence is achieved, in
automatic mode, when the ENG MASTER SW is set to ON with the IGN
START selected. After the start or crank sequence, the selector is set
back to the MODE NORMal position. The red FIRE indicator light is
activated in case of fire detected and the amber indicator FAULT light
is activated in case of aborted start.
ENGINE MANUAL START PANEL

The ENG MANual START panel has two guarded P/Bs to operate the
related start valves in the manual start mode or during an engine cranking.
FADEC GROUND POWER PANEL

The FADEC is normally supplied with power by a dedicated generator
driven by the gearbox, when the engine is running. At engine shut-down,
the FADEC is still supplied from the aircraft network during 5 minutes.
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After 5 minutes the FADEC is automatically de-powered and can be

re-powered for maintenance tasks by using the FADEC GrouND PoWeR
P/B.
ENGINE 1 (2) FIRE PANEL

When the ENG FIRE P/B is released out, for isolation purposes, the Low
Pressure (LP) fuel SOV is closed, and the Engine Interface Unit (EIU)
cuts off the aircraft electrical supply to the FADEC system.
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ENGINE START PANEL ... ENGINE 1 (2) FIRE PANEL

INDICATING
The engine primary parameters are permanently displayed on the ECAM
EWD. The screen shows the various indications and their arrangement.
The secondary parameters are displayed on the ENGINE page of the
ECAM SD. In case of pressure loss across the fuel filter or the main
scavenge oil filter, some additional indications appear. During the starting
sequence, nacelle temperature is no longer displayed, start valve position,
and selected igniter and bleed pressure indications appear. Fuel used, oil
quantity and vibration indications are also displayed on the ECAM
CRUISE page.
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INDICATING
ENGINE CONTROLS & INDICATING PRESENTATION (US) (3)

GENERAL
The engine controls are located on the overhead panel and on the center
pedestal. The indications are given on the ECAM displays.
THROTTLE LEVERS
The throttle levers are installed on the center pedestal. The throttle lever
positions are transmitted by electrical signals to the Full Authority Digital
Engine Control (FADEC) systems. Each throttle lever is fitted with a
reverse thrust latching lever and an auto-thrust instinctive disconnect
P/B. The throttle quadrant is graduated from 0 to 45°. Idle is at 0°, the
lever is moved in FWD sector for thrust and in the aft sector for reverse
thrust. The throttle lever has three detents marked CLimb, FLeXible
take-off or Maximun Continuous Thrust, Take-Off Go-Around. In the
aft sector, the throttle lever also has a detent at the beginning of the
REVerse zone and a stop marked FULL (FULL reverse) at the end of
this zone.
NOTE: The MCT position is also used for FLX, which is a reduced
power setting.
In manual thrust control mode the throttle lever acts exactly like a throttle
on traditional aircraft. So thrust increases as you move the lever regardless
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of the detents. In autothrust control mode, the N1 is commanded by the

Electronic Engine Control (EEC) according to the thrust target demand
from the Flight Management and Guidance Computer (FMGC). The
throttle levers are used as a limit mode selector device. In automatic
thrust, the throttle levers do not move.
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GENERAL & THROTTLE LEVERS

ENGINE START PANEL
On the center pedestal an ENGine start panel is provided to control the
engine start sequences. Two ENG MASTER SWs with two positions,
ON or OFF, are provided to open or close the ENG 1(2) High Pressure
(HP) fuel Shut-Off Valve (SOV) and command and reset the FADEC
functions. The rotary selector initiates either an IGNition START
sequence or a CRANK sequence. The start sequence is achieved, in
automatic mode, when the ENG MASTER SW is set to ON with the IGN
START selected. After the start or crank sequence, the selector is set
back to the MODE NORMal position. The red FIRE indicator light is
activated in case of fire detected and the amber indicator FAULT light
is activated in case of aborted start.
ENGINE MANUAL START PANEL

The ENG MANual START panel has two guarded P/Bs to operate the
related start valves in the manual start mode or during an engine cranking.
FADEC GROUND POWER PANEL

The FADEC is normally supplied with power by a dedicated generator
driven by the gearbox, when the engine is running. At engine shut-down,
the FADEC is still supplied from the aircraft network during 5 minutes.
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After 5 minutes the FADEC is automatically de-powered and can be

re-powered for maintenance tasks by using the FADEC GrouND PoWeR
P/B.
ENGINE 1 (2) FIRE PANEL

When the ENG FIRE P/B is released out, for isolation purposes, the Low
Pressure (LP) fuel SOV is closed, and the Engine Interface Unit (EIU)
cuts off the aircraft electrical supply to the FADEC system.
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ENGINE START PANEL ... ENGINE 1 (2) FIRE PANEL

INDICATING
The engine primary parameters are permanently displayed on the ECAM
EWD. The screen shows the various indications and their arrangement.
The secondary parameters are displayed on the ENGINE page of the
ECAM SD. In case of pressure loss across the fuel filter or the main
scavenge oil filter, some additional indications appear. During the starting
sequence, nacelle temperature is no longer displayed, start valve position,
and selected igniter and bleed pressure indications appear. Fuel used, oil
quantity and vibration indications are also displayed on the ECAM
CRUISE page.
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INDICATING
OIL (3)
OVERVIEW
The engine oil system has three separate systems used to:
- store the oil,
- supply pressurized, filtered, cooled oil to lubricate, clean and cool the
engine bearings, gears and accessory drives,
- return the oil to the storage tank,
- heat the engine fuel.
The engine oil system has the following subsystems:
- the storage system,
- the distribution system composed of distribution, scavenge and breather,
- the indication/warning system.
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M35 LINE MECHANICS (PW 6000) (Lvl 2&3) OIL (3) Nov 27, 2009
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OVERVIEW
OIL (3)
STORAGE SYSTEM
Storage of the engine oil supply is provided by the engine oil tank.
The oil tank is attached to the fan exit case at the 4 o'clock position. The
engine oil storage system is referred as a "hot tank" oil system because
hot scavenge oil is sent to the oil tank. The tank capacity is approximately
5.58 gallons (21.12 liters). The oil tank is serviced through the use of the
following components:
- a hinged cap,
- an internal flapper valve in the manual fill port to prevent rapid oil loss
if the oil tank cap is not correctly installed,
- ports for attaching pressure fill and overfill plugs for remote servicing,
- an oil tank sightglass,
- an oil quantity transmitter.
The oil tank drain plug is located at the bottom of the tank.
The storage system has seven Line Replaceable Units (LRUs):
- the oil tank,
- the oil tank cap,
- the oil tank sightglass,
- the master magnetic chip collector,
- the pressure fill port plug,
- the overfill port plug,
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- the oil tank drain plug.
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STORAGE SYSTEM
OIL (3)
DISTRIBUTION SYSTEM
ENGINE RIGHT SIDE
The distribution system supplies pressurized, filtered, cooled oil to
lubricate, clean and cool the engine bearings, gears and accessory
drives. The distribution system also heats the engine fuel to prevent
the fuel from icing.
The oil pressure and the scavenge oil pump are attached to the rear
side of the Main Gear Box (MGB) at the 6 o'clock position. The No.
4 bearing oil pressure sensor is located on the fireseal at the 6 o'clock
position. The distribution system has two LRUs:
- the No. 4 bearing oil pressure sensor.
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DISTRIBUTION SYSTEM - ENGINE RIGHT SIDE
OIL (3)
- the last chance strainers.
DISTRIBUTION SYSTEM (continued)
ENGINE LEFT SIDE
The main oil filter element is found in the main oil filter housing,
which is attached to the fan exit case just above the Fuel/Oil Cooler
(FOC). The engine Air/Oil Heat eXchanger (AOHX) valve is attached
to the intermediate case at the 10 o'clock position. The engine AOHX
valve actuator is mounted to the AOHX valve. The engine AOHX is
mounted to the AOHX valve. The FOC is attached to the fan case at
the 8 o'clock position.
The No. 1, 2 and 3 bearing last chance oil strainers are located on the
High Pressure Compressor (HPC) rear case at the 7 o'clock position.
The No. 4 bearing last chance strainer is located in the diffuser case
at the 7 o'clock position. The No. 5 bearing last chance strainer is
located in the turbine exhaust case at the 7 o'clock position.
The MGB, the hydraulic pump drive and the Accessory GearBox
(AGB) last strainer are located on the left hand side of the MGB at
the 7 o'clock position. The tower shaft mid bearing last chance strainer
is located at the 6 o'clock position in the oil pressure tube that goes
to the intermediate case. The main oil filter differential pressure sensor
is attached to the main oil filter housing. The low oil pressure switch
is attached to the oil filter outlet manifold. The oil pressure transmitter
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is attached to an oil pressure port on the side of the FOC.

The left part of the distribution system has ten LRUs:
- the oil filter housing,
- the main oil filter,
- the main oil filter differential pressure sensor,
- the low oil pressure switch,
- the oil pressure transmitter,
- the engine AOHX valve,
- the engine AOHX valve actuator,
- the engine AOHX,
- the FOC,
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DISTRIBUTION SYSTEM - ENGINE LEFT SIDE
OIL (3)
Before reaching the heat exchangers, some oil is diverted to pressurize
DISTRIBUTION SYSTEM (continued) the No. 3 bearing damper. The damper oil flow is controlled by the
No. 3 bearing oil damper Shut-Off Valve (SOV). The lubrication and
scavenge oil pump No. 4 bearing compartment boost pump increases
Oil flow from the pressurized oil tank is sent to the lubrication pressure the oil pressure to the No. 4 bearing area. The No. 4 oil pressure sensor
stage in the lubrication and scavenge oil pump. The lubrication and generates a signal to the Electronic Engine Control (EEC) A and B
scavenge oil pump lubrication stage pressurizes the oil and sends it channels. If the EEC senses the No. 4 pressure sensor has failed it
to the dual element main oil filter. A lubrication stage discharge will send a maintenance fault message to the ECAM system.
pressure of approximately 225 psi will cause the high pressure relief
valve to open, allowing some of the high pressure oil to return to the
lubrication stage inlet. If the main oil filter primary element is partially
clogged, a filter bypass valve opens to let the oil bypass the primary
element.
An oil filter differential pressure sensor measures the pressure
differential across the main oil filter to detect a clogged element and
generate an ECAM message. A low oil pressure switch measures main
oil filter discharge pressure. Oil pressure less than 25 psi will cause
it to generate an ECAM message. From the main oil filter, most oil
flows to the engine AOHX and the fuel/oil heat exchanger for fuel
and oil temperature control. An oil pressure transmitter mounted on
the FOC generates an ECAM signal.
The pressurized, filtered, cooled oil flows to the:
- No. 1, 2 and 3 bearing compartment,
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- No. 4 bearing compartment boost pump,

- No. 5 bearing compartment,
- MGB,
- AGB (internally via the MGB).
The following last chance oil strainers protect the bearing
compartments and the gearboxes from large contamination:
- No. 1, 2 and 3 bearing oil strainer,
- No. 4 bearing oil strainer,
- No. 5 bearing oil strainer,
- MGB, front hydraulic drive and AGB oil strainer.
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DISTRIBUTION SYSTEM - DESCRIPTION AND OPERATION
OIL (3)
SCAVENGE SUB-SYSTEM
GENERAL
The scavenge system returns the hot oil to the tank. The lubrication
and scavenge oil pump is attached to the rear side of the MGB at 6
the o'clock position. The magnetic chip collectors are composed of:
- a master chip collector, installed at the bottom of the oil tank at the
2 o'clock position,
- a No. 4 bearing chip collector in the de-oiler housing at the 5 o'clock
position,
- an AGB chip collector in the lubrication and scavenge oil pump at
the 6 o'clock position,
- a No. 1, 2, 3 bearing chip collector in the lubrication and scavenge
oil pump at the 6 o'clock position,
- a No. 5 bearing chip collector in the lubrication and scavenge oil
pump at the 6 o'clock position,
- a No. 4 bearing compartment oil scavenge valve attached to the
de-oiler housing at the 5 o'clock position.
The scavenge system has seven LRUs:
- the master chip collector,
- the No. 4 bearing chip collector,
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- the AGB chip collector,

- the No. 1, 2, 3 bearing chip collector,
- the No. 5 bearing chip collector,
- the No. 4 bearing compartment scavenge valve.
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SCAVENGE SUB-SYSTEM - GENERAL
OIL (3)
SCAVENGE SUB-SYSTEM (continued)
The No. 1, 2, 3 and No. 5 bearing compartments, MGB, and AGB
scavenge oil is returned to the oil tank by the four scavenge pump
stages in the lubrication and scavenge oil pump. The four scavenge
pump stages send the scavenge oil to the de-aerator in the oil tank
where air is separated from the oil. The No. 4 bearing compartment
oil/air mix (scavenge oil/breather air) scavenges to the de-oiler where
oil is separated from the air. The oil is drained to the MGB where it
is mixed with MGB scavenge oil. The No. 4 bearing compartment
scavenge valve:
- is positioned by Ps3,
- holds a higher pressure in the No. 4 bearing compartment during
high power settings to make sure that optimum carbon seal
performance is reached and to reduce wear,
- reduces pressure in the No. 4 bearing compartment during engine
deceleration to prevent oil leakage.
The main oil temperature sensor measures oil temperature before the
oil goes into the oil tank. The engine oil scavenge system has six
magnetic chip collectors, which catch ferrous particles that might exist
in the scavenge and supply oil. The collectors are located at the:
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- inlet of each of the scavenge pump stages,

- bottom of the de-oiler,
- oil tank.
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SCAVENGE SUB-SYSTEM - DESCRIPTION AND OPERATION
OIL (3)
BREATHER SUB-SYSTEM
GENERAL
The engine oil breather system is used to remove air from the bearing
compartments and gearboxes, separates air from the breather air/oil
mixture, and vent the air overboard. The engine oil breather system
has a de-oiler, which is attached to the right rear side of the MGB at
the 5 o'clock position. The deoiler vent duct attached to the de-oiler.
The de-oiler vent duct is a LRU.
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BREATHER SUB-SYSTEM - GENERAL
OIL (3)
BREATHER SUB-SYSTEM (continued)
The No. 1, No. 2 and No. 3 bearing compartment breather air flows
to the MGB. The No. 5 bearing compartment breather air is returned
to the oil tank with the scavenge oil. The breather air and scavenge
oil from the No. 4 bearing compartment flows to the No. 4 scavenge
valve.
From the No. 4 scavenge valve, the mixed air and oil goes to the
de-oiler. The MGB breather air also flows to the de-oiler. The de-oiler
separates the oil from the air:
- the air is sent overboard,
- the oil drains to the MGB through an internal opening.
In the MGB, the de-aerated scavenge oil mixes with MGB scavenge
oil and is sent back to the oil tank. The oil tank de-aerator separates
the air from the air/oil mixture that is returned to the tank. When the
tank breather pressure reaches 6 psi, the oil check valve mounted on
the oil tank will open and send the excess pressure to the MGB.
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BREATHER SUB-SYSTEM - DESCRIPTION AND OPERATION
OIL (3)
INDICATION/WARNING SYSTEM
GENERAL
The engine oil systems parameters and warnings are displayed on the
ECAM Display Units (DU). The indicating system monitors the oil
system conditions, and alerts the flight crew of potential oil system
problems.
The indicating/warning system has the following components:
- the oil quantity transmitter, attached to the top of the oil tank,
- the oil temperature sensor, attached to the oil scavenge return tube
that is connected to the oil tank at the 2 o'clock position,
- the oil pressure transmitter, attached to an oil pressure port on the
side of the FOC,
-the low oil pressure switch, attached to the oil filter outlet manifold,
The main oil filter differential pressure sensor, attached to the main
oil filter housing,
- the No. 4 bearing oil pressure sensor, attached to the fire seal at the
6 o'clock position.
These six components are LRUs.
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INDICATION/WARNING SYSTEM - GENERAL
OIL (3)
INDICATION/WARNING SYSTEM (continued)
DESCRIPTION
The indication/warning system components send signals to the EEC.
The EEC sends signals to the ECAM system.
NOTE: The low oil pressure switch sends directly a signal to the
ECAM.
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INDICATION/WARNING SYSTEM - DESCRIPTION
OIL (3)
OPERATIONAL SUMMARY
The table shows an operational summary at different engine operating
states.
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OPERATIONAL SUMMARY
OIL (3)
MAINTENANCE SUMMARY
The table gives a list of maintenance actions on the engine oil system.
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MAINTENANCE SUMMARY
OIL (3)
The table shows a list of tests required after repair.
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OIL (3)
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ENGINE SERVICING (3)

OVERVIEW
The engine servicing is used to make sure that the components have the
correct fluid levels. The components to service are:
- the starter,
- the Integrated Drive Generator (IDG),
- the engine oil tank.
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OVERVIEW

STARTER
The engine starting servicing is used to make sure that the starter has the
correct fluid level. The starter is mounted at the front center of the Main
GearBox (MGB). The engine starter servicing has two procedures:
- the oil replenishment,
- the oil change.
The starter has two plugs used during oil replenishment:
- the fill plug,
- the overflow plug.
The starter has three plugs used during oil change:
- the fill plug,
- the overflow plug,
- the magnetic chip collector.
The engine starting system is composed of the following Line Replaceable
Units (LRUs):
- the starter,
- the fill plug,
- the overflow plug,
- the magnetic chip collector.
Oil replenishment is accomplished by putting oil in the fill plug port until
oil drips from the overflow plug port. Oil change is accomplished by:
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- first removing the magnetic chip collector probe and then the magnetic
chip collector valve,
- draining the starter oil,
- installing the magnetic chip collector valve and magnetic chip collector
probe and,
- doing starter oil replenishment.
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STARTER
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STARTER

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- connecting pressure fill service cart hoses to the pressure fill valve and
IDG overflow drain valve,
- new oil is added until the color of the oil discharging from the oil drain
The IDG servicing is used to make sure that the IDG has the correct fluid
port (case drain) is the color of the new oil,
level. The IDG is mounted on the left at the front of the MGB. The IDG
- IDG charge filter and scavenge filters are replaced, and the IDG oil is
servicing has two procedures:
replenished until one quart of oil drains from the overflow drain hose,
- the oil replenishment,
- disconnect the pressure hose and let the oil from the overflow drain
- the oil change.
hose decreases to single drops.
The IDG has one visual indicator and two valves that are used during oil
replenishment:
- the oil level sight glass,
- the pressure fill valve,
- the overflow drain valve.
The IDG has one plug and two valves that are used during oil change:
- the drain plug,
- the overflow drain valve.
NOTE: The IDG oil change procedure also requires the replacement
of the IDG oil filters.
The IDG system is composed of the following LRUs:
- the IDG,
- the drain plug,
- the overflow drain valve,
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- the IDG oil filters.
Oil replenishment:
- the oil level is checked by visually observing the oil level through the
oil level sight glass,
- the oil is added by connecting pressure fill service cart hoses to the IDG
pressure fill valve and overflow drain valve, and adding oil until it drips
from the overflow drain hose.
Oil change is accomplished by:
- removing the oil drain plug,
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IDG
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IDG
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IDG

Oil change:
ENGINE OIL TANK - oil change is accomplished by removing the oil tank drain plug, the oil
tank magnetic chip collector probe and magnetic chip collector valve,
The engine oil tank servicing is used to make sure that the engine has the
the MGB drain plug, the oil filter, all engine oil system magnetic chip
correct fluid level. The engine oil tank is mounted on the fan case at the
collector probes and magnetic chip collector valves, and doing the oil
2:30 o'clock position. The engine oil tank servicing has three procedures:
replenishment procedure.
- oil replenishment,
Oil sampling:
- oil change,
- oil sampling is accomplished by inserting a plastic tube through the oil
- oil sample.
tank filler neck to siphon oil from the bottom of the engine oil tank.
The engine oil tank has one visual indicator and one manual fill port used
during oil replenishment:
NOTE: You must use sampling equipment that is sterile and has no
- oil tank sight glass,
chemical action with oil or fuel.
- oil tank cap.
The engine oil tank has:
- one visual indicator (sight glass),
- one manual fill port,
- one drain plug,
- a magnetic chip collector and,
- a magnetic chip collector valve used during an oil change:
- oil tank cap,
- drain plug,
- magnetic chip collector probe,
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- magnetic chip collector valve.

The engine oil tank is composed of the following LRUs:
- oil tank cap,
- drain plug,
- magnetic chip collector probe,
- magnetic chip collector valve.
Oil replenishment:
- oil level is checked by visually observing the oil level through the oil
tank sight glass,
- oil is added at the oil tank filler neck.
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ENGINE OIL TANK

OPERATIONAL DATA
The table gives a list of some engine data with the related engine operating
state.
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OPERATIONAL DATA

MAINTENANCE SUMMARY
The table shows a list of maintenance actions.
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MAINTENANCE SUMMARY

The table gives a list of test required after repair.
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STARTING (3)
OVERVIEW
The starting system turns the high rotor during an engine start to get
sufficient air/fuel mixture and positive acceleration of the high rotor for
ground and in-flight starts.
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OVERVIEW
STARTING (3)
DUCTS, STARTER AIR VALVE AND STARTER
DESCRIPTION
The starter air supply ducts, the starter air valve and the starter supply
control pneumatic airflow during engine start.
The starter air supply ducts are attached to the right side of the fan
case at flange A between the 12 and 6 o'clock positions. The starter
Air Valve (SAV) is attached to the fan case at the 4 o'clock position.
The starter is attached to the starter Quick-Attach-Detach (QAD) ring
on the front of the Main GearBox (MGB) at the 6 o'clock position.
The starter speed sensor is attached to the starter transmission housing.
Air flows through the first starter air supply duct to the SAV. The
SAV controls the air flow through the second starter air supply duct
to the starter. The SAV can be manually opened and closed. The starter
speed sensor sends starter speed to the Electronic Engine Control
(EEC).
The starting system is composed of the following Line Replaceable
Units (LRUs):
- the starter air supply ducts,
- the SAV,
- the starter,
- the starter QAD ring,
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- the starter speed sensor.
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DUCTS, STARTER AIR VALVE AND STARTER - DESCRIPTION
STARTING (3)
DUCTS, STARTER AIR VALVE AND STARTER (continued)
OPERATION
Engine start is usually done using EEC automatic start sequencing
logic. A manual start function permits the start sequence to be
controlled by the pilot:
- during engine start, the supply of air to the starter is controlled by
the SAV. The SAV is opened and closed automatically by the EEC
or manually by the flight/maintenance crew,
- if an electrical or mechanical failure occurs, the SAV can be manually
opened and closed on the ground by maintenance crew.
The starter speed sensor sends a starter speed signal to the EEC. The
signal is used for SAV position detection and fault monitoring. The
EEC also uses the speed signal to determine if the starter is free
running (starter speeds greater than or equal to 50% of N2) and will
close the SAV if it detects this condition. SAV failsafe operation:
- loss of electrical power while the engine is operating, the valve will
close,
- loss of air pressure, the valve will close.
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DUCTS, STARTER AIR VALVE AND STARTER - OPERATION
STARTING (3)
OPERATIONAL SUMMARY
The table gives an operational summary at different engine operating
state.
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OPERATIONAL SUMMARY
STARTING (3)
MAINTENANCE SUMMARY
The table shows a list of maintenance actions on the engine starting
system.
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MAINTENANCE SUMMARY
STARTING (3)
The table gives a list of tests required after repair.
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STARTING (3)
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NACELLE / THRUST REVERSER (3)

OVERVIEW
The nacelle is the aerodynamic structure around the engine. The nacelle
is composed of:
- the air intake cowl, the fan cowl doors,
- the Thrust Reverser (T/R) cowl doors,
- the Thrust Reverser Actuation System (TRAS),
- the Common Nozzle Assembly (CNA).
The primary functions of the nacelle is to:
- make sure that air flows smoothly around and into the engine,
- protect the engine and the engine accessories,
- supply engine noise attenuation,
- give access to the engine and its components for servicing and
maintenance,
- supply ventilation of the engine fan and core zones,
- improve engine load distribution (load sharing),
- reverse engine fan flow after landing to brake the A/C.
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OVERVIEW

- anti-ice duct,
AIR INTAKE COWL - anti-ice exhaust panel,
- P2/T2 access panel.
GENERAL
The air intake cowl controls the airflow into the engine fan.
The air intake cowl is composed of the following structure
components:
- lip (aluminum alloy),
- forward bulkhead,
- anti-ice and P2/T2 access panels,
- nacelle cooling air scoop,
- outer barrel upper and lower (composite),
- inner barrel (acoustic composite)
- aft bulkhead (titanium).
The air intake cowl is composed of the following system components:
- anti-ice ducting,
- interphone jack (only on the right hand side),
- P2/T2 probe, P2 tube and T2 harness.
The function of the air intake cowl is to provide:
- smooth and sufficient air flow to the engine,
- smooth air flow over the nacelle outer surfaces,
- engine noise attenuation by using acoustic materials.
The air intake cowl contains the ice protection system. The air intake
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cowl includes the interphone jack and the engine P2/T2 probe. Panels
are installed on the air intake cowl to give quick access to the internal
components. The weight of the air intake cowl is approximately 125
kg (275 lbs).
The air intake cowl is composed of the following Line Replaceable
Units (LRUs):
- air intake cowl,
- P2/T2 probe,
- P2 tube,
- T2 harness,
- interphone jack,
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AIR INTAKE COWL - GENERAL

AIR INTAKE COWL (continued)
ANTI-ICE
Hot engine air is supplied through the anti-ice duct and through a
piccolo tube inside the lip. The anti-ice duct is located inside the air
intake cowl at the 5 o'clock position, and is accessible through the
relief door and deflector. The system is composed of:
- an anti-ice duct,
- a relief door and deflector,
- an anti-ice exhaust grid.
The hot air flows inside the lip and is released overboard through the
exhaust grid that is connected to the forward bulkhead with the exhaust
duct. The anti-icing system can operate in all flight and ground
conditions.
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AIR INTAKE COWL - ANTI-ICE

AIR INTAKE COWL (continued)
P2/T2 PROBE
The P2/T2 probe is a sensor, which gives the temperature and the
pressure of the air that enters in the air intake cowl. The P2/T2 probe
is located inside the air intake cowl at the 12 o'clock position.
The P2/T2 probe is composed of the following elements:
- the P2/T2 access panel,
- the P2/T2 probe,
- the T2 harness,
- the P2 pipe.
The probe is given by the engine manufacturer. The information of
the probe is sent to the Electronic Engine Control (EEC). The T2
harness and the P2 tube are mounted on the P2/T2 probe. A panel on
the outer barrel at the 1 o'clock position gives access to the P2/T2
probe.
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AIR INTAKE COWL - P2/T2 PROBE

- the HOR,
FAN COWL DOORS - the air/oil cooler grid,
- the ventilation grids,
GENERAL
- the access panels,
The fan cowl doors protect the fan case. The installation of the fan - the floating rod.
cowl doors is around the engine fan case between the air intake cowl
and the T/R cowl doors.
The fan cowl doors are composed of the following elements:
- hinge fittings,
- floating rod,
- Hold Open Rods (HOR),
- latches and keepers,
- axial locators,
- hoisting points,
- strakes,
- restrainers,
- ventilation grid,
- oil tank and starter valve access door,
- mastership collector access door,
- air/oil cooler grid,
- hydraulic filter access door,
- Integrated Drive Generator (IDG) servicing access door,
- U-arrestor.
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The fan cowl assembly has two semicircular panels, the left fan cowl
door and the right fan cowl door. Each fan cowl door is hinged to the
aircraft pylon with three hinges. One other hinge is connected to a
floating beam, which connects the two fan cowl doors together. The
fan cowl doors are latched together along the bottom split line with
three tension hook latches. Each fan cowl door opens manually and
is maintained in the open position by two HORs. The weight of a fan
cowl door is approximately 47 kg (105 lbs).
The following items are LRUs:
- the fan cowl doors,
- the latches and keepers,
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FAN COWL DOORS - GENERAL

FAN COWL DOORS (continued)
HOLD OPEN RODS (HOR)
Each fan cowl door opens and is maintained in the open position by
two telescopic HOR for ground maintenance tasks. The HORs are
stored inside the fan cowl door. One side is permanently attached to
the fan cowl door. The other side is manually attached to the engine
case once fan cowl door is unlatched. The HORs lock automatically
in the open position. The HORs are unlocked manually for fan cowl
door closing.
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FAN COWL DOORS - HOLD OPEN RODS (HOR)

- Pivoting door actuators,
THRUST REVERSER COWL DOORS - Primary Locks (PLs) and sensors,
- Tertiary Locks (TLs) and sensors,
GENERAL
- Rotary Variable Differential Transducer (RVDT),
The main function of the T/R is to contribute to the aircraft braking - tubes and harnesses.
at landing. The T/R assembly is located between the fan cowl doors
and the exhaust. The T/R assembly is composed of two cowl doors
including:
- the main structure with pivoting door,
- the cowl door opening actuation system,
- the control and indicating: the TRAS.
The T/R assembly encloses the engine core with an aerodynamic flow
path, and includes a fan exhaust duct and common nozzle area exit.
The T/R assembly is a butterfly® concept T/R with one pivoting door
per cowl. It is composed of two halves that make a duct around the
engine core. Each half has a fixed structure, which holds the TRAS
and a pivoting door. The T/R halves open at the 6 o'clock position
and rotate around the 12 o'clock position hinge beam to give access
to the engine during maintenance operations. It is attached to the wing
pylon by three hinges. One other hinge is attached to a floating rod.
The weight of a T/R cowl door is approximately 300 kg (650 lbs).
The T/R system is composed of the following LRUs:
- T/R cowl doors,
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- pivoting door,
- Turbine Case Cooling (TCC) seal,
- Thrust Recovery Nozzle (TRN),
- access panels,
- latches and keepers L1 to L4-2,
- cowl door opening actuator,
- HORs,
- Isolation Control Unit (ICU),
- isolation control unit filter,
- Tertiary Lock Valve (TLV),
- Directional Control Valve (DCV),
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THRUST REVERSER COWL DOORS - GENERAL

THRUST REVERSER COWL DOORS (continued)
OUTER AND INNER FIXED STRUCTURE
The T/R structure is composed of a fixed structure (outer and inner
structures) and the pivoting door. The outer fixed structure assembly
is composed of the following components:
- the torque box with the J-ring, forward and aft frames,
- the upper and lower boxes,
- the outer panel.
The inner fixed structure assembly is composed of the following
components:
- the 12 o'clock hinge beam,
- the 6 o'clock latch beam,
- the Inner Fixed Structure (IFS).
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THRUST REVERSER COWL DOORS - OUTER AND INNER FIXED STRUCTURE

INNER FIXED STRUCTURE
The inner fixed structure is located around the engine core and gives
an aerodynamic inner surface for the fan duct flows.
The inner fixed structure is a continuous structure having several
cut-outs to let bleed air discharge and fan exit air inlet for various
systems:
- inlets for bleed air pre-cooler and the TCC,
- cut-outs for the engine handling bleed valves and buffer cooler
exhausts.
There are three upper and three lower bumpers per T/R cowl door.
The inner surfaces have thermal blankets. There is acoustical treatment.
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THRUST REVERSER COWL DOORS - INNER FIXED STRUCTURE

THRUST RECOVERY NOZZLE (TRN) AND BLOW-OUT
DOOR
The TRN and blow-out door supply pressure relief in case of
over-pressure (burst duct) in the core compartment. It gives protection
and access to the latches L3-1 and L3-2. This door is installed on the
right hand side at the 6 o'clock position.
The TRN and blow-out door are composed of the following
components:
- the TRN,
- 2 hinge goosenecks,
- 2 latches,
- 2 retaining cables.
The TRN is a blow-out door. It supplies cooling and aerodynamic
surface of the nacelle. Two retaining cables are installed to hold the
latch access door in case of over-pressure and to prevent it from
flapping. There are two hinges and two latches on the TRN.
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THRUST REVERSER COWL DOORS - THRUST RECOVERY NOZZLE (TRN) AND BLOW-OUT DOOR

LATCHES
The latches maintain closed the halves together. Latch handle L1 is
located on the right forward frame. Latches L2, L3-1, L3-2, L4-1 and
L4-2 are located at the bottom split line.
The latches system is composed of the following components:
- latch, hook and keeper L1,
- latch keeper L2,
- latch keeper L3-1,
- latch keeper L4-2.
L1 is a 3-points contact latch. L2, L3-1 and L4 are classical tension
hook latches.
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THRUST REVERSER COWL DOORS - LATCHES

OPENING SYSTEM
The function of the T/R cowl opening system is to open and close the
T/R cowl doors to gain access for maintenance and servicing. The
opening system is composed of the following components:
- the TRN,
- latches L1, L2, L3-1 ,L3-2, L4-1 and L4-2,
- the cowl door opening actuator,
- the hydraulic actuator,
- the HORs.
The latches L1, L2, L3-1, L4-1 and L4-2 maintain closed the halves
together. To have access to the latches L3-1 and L3-2, it is necessary
to open the 6 o'clock TRN. On each forward frame, there is one cowl
door opening actuator and one HOR.
The hydraulic opening actuator opens the cowl door to the 45°
opening. Each T/R cowl door is maintained in the opened position by
one HOR. The opening actuator is connected on the fan case and on
the thrust reverser forward frame. The HORs are stored on the forward
frame in the closed position. In the opened position, the HOR are
attached to a fitting on the T/R cowl door forward frame and to a
bracket on the engine.
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The deployment of actuator is made through a hydraulic pump or a

hand pump (Ground Support Equipment). Cowl door actuator acts as
a secondary load path in case of HORs failure.
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THRUST REVERSER COWL DOORS - OPENING SYSTEM

- two PL (independent),
THRUST REVERSER ACTUATION SYSTEM (TRAS) - one TL system (one upper and one lower linked TL).
The TRAS gives a manual release interface to deploy or stow the T/R
GENERAL
pivoting doors manually for maintenance operation.
The TRAS allows the deploying and stowing of pivoting doors, in
response to electrical commands from the EEC and the A/C (secured
by 2 channels). The DCV is located on the T/R forward frame. The
Tertiary Lock Valve (TLV) is located on the T/R forward frame. The
Primary Locks (PLs) are located in the torque box. The Tertiary Locks
(TLs) are located in the 6 o'clock and 12 o'clock boxes. The RVDT
is located on the lower pivoting door axis. The actuator is located
behind the pivoting door. The ICU is located behind the pylon on the
fan case area.
The TRAS is composed of the following components:
- the ICU and sensors,
- the ICU filter,
- the TLV,
- the DCV,
- two actuators,
- 4 PLs and sensors,
- 4 TLs and sensors,
- a RVDT,
- tubes and harnesses.
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The TRAS is a hydraulic system that actuates and locks the pivoting
door. The TRAS transmits to the EEC the T/R state, pivoting doors
positions, primary and tertiary lock positions, hydraulic pressure and
inhibition lever position. The system is designed for two-position
operation:
- fully stowed and locked,
- fully deployed.
Pivoting door deployment and stowage is done with actuators driven
by a DCV for the PL and the TLV for TL. In flight, the TRAS securely
retains both pivoting doors stowed and locked by three lines of
defence:
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - GENERAL

THRUST REVERSER ACTUATION SYSTEM (TRAS)
(continued)
ISOLATION CONTROL UNIT (ICU)
The function of the ICU is to isolate the hydraulic supply of the T/R
system for maintenance. The ICU hydraulically supplies the TRAS.
The ICU is mounted under the pylon in the fan case area.
There is a deactivation lever with two stable positions: 'enabled' or
'deactivated'. This position is monitored by two proximity sensors.
The 'deactivated' position is pinned in two situations:
- 'In-flight' using the ICU mounted deactivation pin,
- 'Maintenance" using a deactivation pin (red flag).
A pop-out indicates if the filter is plugged. The filter can be changed
by removing the filter bowl.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - ISOLATION CONTROL UNIT (ICU)

(continued)
TERTIARY LOCK VALVE (TLV)
The TLV controls the hydraulic supply to the TL. The TLV is mounted
on the left T/R forward frame. The TLV is composed of a third
independent locking system against inadvertent deployment, which
is controlled by the A/C (independent from the EEC).
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - TERTIARY LOCK VALVE (TLV)

(continued)
DIRECTIONAL CONTROL VALVE (DCV)
The function of the DCV is to control the stow/deploy sequence. The
DCV is mounted on the right T/R forward frame. The DCV is
connected to the 4th PL, to the 2 pivoting actuators and is controlled
by the EEC.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - DIRECTIONAL CONTROL VALVE (DCV)

(continued)
PIVOTING DOOR ACTUATOR
The function of the pivoting door actuator is to open the pivoting door
(opened position) and to close the pivoting door (stowed position).
One actuator per pivoting door is mounted behind the pivoting door.
The pivoting door actuator is connected to the DCV. The pivoting
door actuator is a two-way actuator.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - PIVOTING DOOR ACTUATOR

(continued)
PRIMARY LOCKS (PL)
The PL locks the T/R when stowed to prevent an inadvertent
deployment of the T/R in flight. The PL is mounted on the aft frame
in the torque box.
There are 2 PLs per pivoting door. The PLs give the first and second
independent locking system against deployment. A manual release
allows the manual unlocking/locking of the locks to open and close
the pivoting door. The PL is composed of the following components:
- the lock body,
- the lock mechanism,
- two proximity sensors,
- the manual release.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - PRIMARY LOCKS (PL)

(continued)
TERTIARY LOCKS (TL)
The function of the TLs is to lock the T/R when stowed in order to
prevent an inadvertent deployment of the T/R in flight. The TL is
mounted in the upper and lower boxes on the beams.
The TL system is an independent locking system against inadvertent
deployment: it is the third line of defense. Only loaded in case of
failure of both PLs. 2 TLs per pivoting door. A manual release allows
the manual unlocking with a deactivation pin (GSE) of the locks to
open the pivoting door. The TL is composed of the following
components:
- the lock body,
- the lock mechanism,
- the two proximity sensors,
- the manual release.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - TERTIARY LOCKS (TL)

(continued)
ROTARY VARIABLE DIFFERENTIAL TRANSDUCERS
(RVDT)
The two channels of each RVDT transmit angular position of the
pivoting door to the EEC (A and B channels). The RVDT is located
on the lower pivot beam, in contact with the lower pivoting door head
axis. It is necessary to rig this sensor after removal/installation.
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THRUST REVERSER ACTUATION SYSTEM (TRAS) - ROTARY VARIABLE DIFFERENTIAL TRANSDUCERS (RVDT)

COMMON NOZZLE ASSEMBLY (CNA)
The CNA makes the outer contour of the engine primary exhaust annulus,
and the inner flow path of the fan airstream. The CNA is located at the
rear of the T/R cowl doors. The CNA is composed of the following
components:
- the CNA,
- two Fan Blade Out (FBO) brackets,
- two hanging axis.
The CNA is a LRU.
It is an acoustically treated structure that gives flow contour for engine
exhaust gas. It has:
- two acoustic sandwich panels,
- two hanging brackets and a 6 o'clock strut to maintain the CNA in
position with the T/R cowl doors opened.
- two hanging brackets,
- a V-groove ring,
- two FBO brackets,
- a lower strut,
- metal & silicon transversal seals.
The weight of the CNA is approximately 125 kg (275 lbs).
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COMMON NOZZLE ASSEMBLY (CNA)

FAN COWL DOOR
OPENING/CLOSING
You need to manually open/close the fan cowl doors to get access to
the fan compartment for maintenance or servicing.
During the opening of the fan cowl doors, make sure the area around
the engine is clear. Then open the three fan cowl door latches. Respect
the latches opening sequence: L3 - L1 - L2.
WARNING: DO NOT GO UNDER THE FAN COWL DOOR

BEFORE MAKING SURE THAT BOTH HOLD OPEN
RODS (HOR) ARE LOCKED.
Open the fan cowl door to get access to one HOR. Take it out of its
storage position and attach it to the engine. Access the other HOR.
Take it out of its storage position and attach it to the engine. Fully
open the fan cowl door.
During the closing fan cowl doors, unlock both HORs lower blocking
devices. Lower the fan cowl door to its intermediate position. Remove
one HOR at its engine attachment point. Unlock the upper blocking
device, compress and store the HOR. Remove the second HOR at its
engine attachment point. Unlock the upper blocking device, compress
and store the HOR. Close the fan cowl door. Push on the U-arrestor.
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The latches closing sequence is: L2 - L1 - L3.
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FAN COWL DOOR - OPENING/CLOSING

FAN COWL DOOR (continued)
LACTHES RIGGING
During the fan cowl latches rigging, check that all latches are fully
closed. Open the latch. Measure the applied force to close the latch
with a push gage. The force needed to close the latches must be
between 8 and 8.9 daN (18 and 20 lbf).
If the force is not correct, adjust the latch tension as follows:
- open the latch,
- push the keeper to disengage the tension nut from the locking pin,
- turn the tension nut clockwise to increase the tension and
counter-clockwise to decrease the tension,
- check the force to close the latch with a push gage.
Repeat this procedure to get the required tension on the latch handle.
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FAN COWL DOOR - LACTHES RIGGING

THRUST REVERSER COWL DOORS
ACTIVATION/DEACTIVATION
For any maintenance operation, it is necessary to deactivate the T/R.
The deactivation lever is on the ICU. It is a hydraulic deactivation of
the complete T/R system. There is a lever with two positions:
"INHIBITED" and "ACTIVE". A ball pin secures the position of the
lever. The ball pin is attached with a cable. After the maintenance
operation, the T/R must be activated.
During the deactivation for maintenance, remove the ball pin. Put the
lever at the "INHIBITED" position. Install the ball pin to secure the
"INHIBITED" position. Install the maintenance pin with red flag in
the lever.
During the activation after maintenance, remove the maintenance pin.
Remove the ball pin. Move the lever to the "ACTIVE" position. Install
the ball pin to secure the lever in the "ACTIVE" position.
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THRUST REVERSER COWL DOORS - ACTIVATION/DEACTIVATION

OPENING/CLOSING
You need to open/close the T/R cowl doors to get access to the core
compartment for maintenance or servicing. There is one opening angle
position: 45°.
During the opening of the T/R cowl doors, make sure that the area
around the engine is clear. Fully open the fan cowl doors (50°).
Deactivate the ICU. Open the 6 o'clock Thrust Recovery Nozzle
(TRN). Open the latches following the latches opening sequence: L2
- L3.1 - L3.2 - L4.1 - L4.2 - L1. Connect the hand pump on the opening
actuator and activate the pump to open the cowl. At fully opened
position, put the HOR on the HORs engine fitting. Release the pressure
on the pump to release the loads onto the opening actuator, and to
hold the T/R cowl door on the HORs.
WARNING: DO NOT GO UNDER THE T/R COWL DOORS

BEFORE MAKING SURE THAT THE HOLD OPEN
RODS (HOR) ARE LOCKED (GREEN FLAG).
During the closing of the T/R cowl doors, make sure that the area
around the engine is clear. Connect the hydraulic hand pump to the
opening actuator and activate the pump to fully open the cowl door.
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Put the HOR on the HOR storage fitting on the forward frame. Release
the pressure of the hydraulic hand pump until the cowl door is
completely closed.
CAUTION: MAKE SURE THAT THE COMMON NOZZLE AREA

(CNA) AND ENGINE V-GROOVE/V-BLADE ARE
ENGAGED.
Close the latches following the latches closing sequence: L1 - L4.2 -
L4.1 - L3.1 - L3.2 - L2. Close the TRN, activate the ICU and close
the fan cowl doors.
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THRUST REVERSER COWL DOORS - OPENING/CLOSING

LATCHES RIGGING
During the T/R cowl doors latches rigging, open the TRN for the L3-1
and L3-2 latches. Check that all the latches are fully closed. Open the
latch. Measure the applied force to close the latch with a push gage.
The force needed to close the latches L1 must be between 6.7 and
11.1daN (15 and 25 lbf). The force needed to close the latches L2
must be between 11.1 and 13.3 daN (25 and 30 lbf). The force needed
to close the latches L3 and L4 must be between 15.6 and 17.8 daN
(35 and 40 lbf). If the force is not correct, adjust the latch tension as
follows:
- open the latch,
- push the keeper to disengage the tension nut from the locking pin,
- turn the tension nut clockwise to increase the tension and
counter-clockwise to decrease the tension,
- check the force to close the latch with a push gage,
Repeat this procedure to get the required tension on the latch handle.
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THRUST REVERSER COWL DOORS - LATCHES RIGGING

MANUAL DEPLOY/STOW
To do maintenance operations in the T/R flow path, it is necessary to
manually deploy/stow the pivoting doors. The following examples
give two maintenance operations:
- removal/installation of the pivoting door or pivoting door actuator,
- inspection of the inner fixed structure, pivoting door internal surfaces,
or pivoting door actuator.
The ICU is located on the top at 12 o' clock position.
During the deployment of the pivoting door, the manipulation is done
on the PLs, TLs and on the pivoting door. Open the fan cowl doors.
Deactivate the ICU. Remove the 2 TLs access doors. Unlock the 2
TLs with the ratchet wrench, shallow socket and TL inhibition pins.
Open the 2 PLs access doors. Unlock the 2 PLs with ratchet wrench
and long socket. Manually open the door. Install the safety sleeve on
the actuator.
During the stowage of the pivoting door, remove the safety sleeve
from the actuator. Manually close the door. Do the mechanical
inhibition of the T/R to fully close the PLs. Do the mechanical
reactivation of the T/R. Check that the PLs are fully locked
("LOCKED" position). Remove the TL inhibition pins with a ratchet
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wrench and shallow socket to lock the two TLs. Install the two TLs
access doors. Close the two PLs access doors. Reactivate the ICU.
Close the fan cowl door.
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THRUST REVERSER COWL DOORS - MANUAL DEPLOY/STOW

DEACTIVATION OF T/R FOR FLIGHT
The T/R must be deactivated for flight in case of failure of the T/R
system. Deactivation pins with their dedicated lockplates are stored
on the left forward frame. The deactivation pins are mounted on the
door on two positions: the 6 o'clock and 12 o'clock position, the long
one goes up, the short one goes down.
The deactivation of T/R for flight is a mechanical deactivation. Open
the left fan cowl door and deactivate the ICU. Remove the lockplates
and the deactivation pins from the forward frame storage fitting.
Remove the covers of the pivoting doors (6 o'clock and 12 o'clock).
Install the deactivation pins: the long one goes up, the short one goes
down. Torque between 20.4 and 24.8 Nm. Make sure that the Pls are
locked. Install the lockplates on the pivoting doors. Install the covers
on the forward frame storage fitting. Close the left fan cowl door.
During the activation of T/R after flight, open the left fan cowl door.
Remove the lockplates and the deactivation pins from the pivoting
doors. Remove the covers from the forward frame storage fitting.
Install the lockplates and the deactivation pins covers on the forward
frame storage fitting. Install the covers on the pivoting doors (6 o'clock
and 12 o'clock). Activate the ICU and close the left fan cowl door.
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THRUST REVERSER COWL DOORS - DEACTIVATION OF T/R FOR FLIGHT
GROUND OPERATION (3)

- engine hot section/exhaust section.
OVERVIEW Fuel and oil:
- fire hazard,
GENERAL
- toxic, avoid skin contact,
The engine is run on the ground to: - slippery when on ground or equipment.
- determine satisfactory engine operation after component
repair/replacement,
- confirm engine problems,
- help in troubleshooting.
The test after repair hierarchies are:
- selective,
- sequential.
The test after repair modes are:
- static,
- motoring, (dry and/or wet method),
- running.
SAFETY PRECAUTIONS
List of safety precautions:
Inlet:
- High suction area to avoid during operation,
- Foreign Object Damage (FOD).
Exhaust:
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- high temperature/pressure/velocity gases,

- toxicity.
Noise:
- wear ear protection,
- observe time/distance restrictions.
Ignition:
- make sure that the system is off before doing maintenance task, and
during all maintenance ground runs.
Avoid hot engine parts:
- fuel/oil tubes/components,
- pneumatic tubes/components,
M35 LINE MECHANICS (PW 6000) (Lvl 2&3) GROUND OPERATION (3) Nov 27, 2009
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OVERVIEW - GENERAL & SAFETY PRECAUTIONS

ATMOSPHERIC CONDITIONS
Ambient temperature and pressure:
- determined prior to test and every 30 minutes during test.
Wind direction and velocity:
- tail winds adversely affect engine ground operation,
- can cause excessive Exhaust Gas Temperature (EGT) during starting,
idle and low power operations,
- can cause compressor stall at high power settings.
Preferred wind direction, engine ground test:
- wind velocity stated for steady wind conditions, reduce maximum limit
5 knots for gusty wind conditions,
- discontinue engine maintenance run if N1 becomes unstable or if inlet
noise characteristic suddenly changes to a blowtorch type of sound.
Reduce power to idle and check relative wind direction and speed.
Reposition airplane into wind, if required, before completion of
maintenance run.
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ATMOSPHERIC CONDITIONS

TYPICAL OPERATING DATA
The table gives a list of typical operating data.
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TYPICAL OPERATING DATA

TEST REQUIREMENTS AFTER
ENGINE/MODULE/COMPONENT REPAIR OR
REPLACEMENT
This part gives a list of tests that are necessary after a part or module is
repaired or replaced. The test requirements in the section must be followed
after the repair or replacement of a part, component or module. This will
make sure that the engine operation is satisfactory and the engine is
serviceable. The engine must be removed for any module change except
the Main GearBox (MGB).
The necessary tests after the repair or replacement for each component
or part are listed in Table 503. If there is a selection of tests (example: 3
or 2), the first test listed is the recommended test. If more than one test
is listed (example: 2, 3, 8, and 4) all the tests are necessary and must be
done in the sequence shown.
If a tube, manifold or electrical connector is removed or disconnected,
the tests that follow are necessary:
- for a fuel tube or manifold, test 3 is necessary,
- for a oil tube or manifold, test 3 is necessary,
- for an electrical harness, the Full Authority Digital Engine Control
(FADEC) system test is necessary. Refer to table 503.
If a part is not listed, it is not necessary to do an engine test, except for
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the tubes, manifolds, and electrical harnesses).
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TEST REQUIREMENTS AFTER ENGINE/MODULE/COMPONENT REPAIR OR REPLACEMENT

ENGINE STARTING
The indications of the engine starting system are displayed on the ECAM
Display Units (DUs). The starting and ignition indications are displayed
on the ECAM SD ENGINE page. The EWD shows the ignition system
display for engine starting, and the warning messages in the event of an
abnormal start.
NOTE: In a configuration other than starting, the engine bleed pressure

and ignition indications are replaced by the NAC temperature
indication.
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ENGINE STARTING

ENGINE STARTING (continued)
SWITCHES AND INDICATION
Engine start is usually done using the Electronic Engine Control (EEC)
automatic start sequencing logic. There is also a manual start function
that lets the start sequence be controlled by the pilot. During engine
start, the supply of air to the starter is controlled automatically by the
EEC or manually by the flight crew.
The pneumatically operated Starter Air Valve (SAV) is controlled by
the SAV solenoid. The EEC controls electrically the SAV solenoid.
If an electrical failure occurs, the maintenance staff can mechanically
open the valve on the ground.
A normal start sequence stops when the High Pressure (HP) rotor
speed is 50% N2. The EEC will command the SAV closed and ignition
will stop. The starter will automatically be disengaged by centrifugal
force when N2 is more than 50%. Reengagement of the starter for a
ground start is possible when N2 is less than 20%. The same procedure
is used for an in-flight restart. Re-engagement of the starter during an
in-flight restart is controlled by the EEC and is possible when N2 is
less than 50%.
NOTE: The starter is also used to turn the engine when wet motoring
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or dry motoring is necessary.
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ENGINE STARTING - SWITCHES AND INDICATION

ENGINE STARTING (continued)
AUTOMATIC STARTING SEQUENCE
The sequence of events during an automatic start is controlled by the
EEC. The EEC sends commands to the SAV, ignition system and
Fuel Metering Unit (FMU) fuel ON solenoid.
During automatic starting on the ground, the EEC gives:
- the fault announcement with specific ECAM messages,
- the starter re-engagement protection,
- the detection of hot start, hung start, surge, no light-up (no EGT
rise), or low N1.
- the automatic start abort: FMU fuel valve closure, starter air valve
closure, ignition stop, automatic engine dry crank for 30 seconds after
start abort, one more automatic start attempt by the EEC after dry
cranking,
NOTE: If this start attempt fails, no further automatic start attempts

will be made.
In-flight, the EEC identifies the wind milling or starter-assisted air
start conditions according to engine and flight parameters.
NOTE: The automatic starting sequence may be stopped at any time

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by moving the ENGine MASTER switch to off.
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ENGINE STARTING - AUTOMATIC STARTING SEQUENCE

position. In wet mode, use the dry cranking procedure and turn the
ENGINE STARTING (continued) ENG MASTER lever in the ON position.
MANUAL STARTING SEQUENCE
During manual starting, the EEC controls:
- the start valve opening when the ENG MODE rotary selector is set
to IGNition/START and the ENG MANual START P/BSW is
depressed,
- the FMU fuel valve and the operation of both igniters when the ENG
MASTER lever is set in the ON position,
- start valve closure and (on the ground) ignition cut-off when N2 is
between 43% and 48%.
The manual starting sequence may be interrupted (stopped):
- before the ENG MASTER lever is set in the ON position by selecting
the ENG MAN START P/BSW to off,
- after the ENG MASTER lever is set in the ON position by selecting
it to OFF,
When the ENG MASTER lever is set in the ON position, selecting
ENG MAN START to off has no effect. In flight, the EEC commands
starter engagement unless the N2 speed is above the starter engagement
speed.
ENGINE MOTORING
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The crew should dry crank the engine on the ground to remove fuel
vapors after an aborted start.
In dry mode, the engine motoring can be manually started by:
- setting the ENG MODE rotary selector to the CRANK position,
- setting the ENG MAN START P/BSW to ON (engine MASTER
switch OFF).
Cranking can be manually stopped by setting the ENG MAN START
P/BSW to OFF or setting the ENG MODE rotary selector to the
NORMal position. A manual start sequence can be done immediately
following a dry crank sequence by setting the ENG MODE rotary
selector to IGN/START and the ENG MASTER lever in the ON
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ENGINE STARTING - MANUAL STARTING SEQUENCE & ENGINE MOTORING

ENGINE PRESERVATION/DEPRESERVATION
The function of the engine preservation is to prepare the engine for storage
to prevent corrosion to engine parts. The following table describes the
preservation time periods. There are two preservation time periods:
- a period for 60 days or less,
- a period for more than 60 days.
The function of the de-preservation is to prepare the engine for return
into service after preservation. The following table describes the
de-preservation time periods for 60 days or less, or for more than 60 days.
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AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE P0E09471
NOVEMBER 2009
PRINTED IN FRANCE
AIRBUS S.A.S. 2009
ALL RIGHTS RESERVED
AN EADS COMPANY

A320 Ramp and Transit Ata 70 - Powerplant PW6000

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AIRBUS Environmental Recommendation

POWER PLANT PW 6000

POWER PLANT SYSTEM LINE MAINTENANCE (2)

POWER PLANT SYSTEM LINE MAINTENANCE (2)

SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

POWER PLANT SYSTEM LINE MAINTENANCE (2)

CAUTION: THE ENGINE SHOULD BE SHUT DOWN FOR AT

- turn the oil filler cap to remove it,

ENGINE OIL SERVICING

POWER PLANT SYSTEM LINE MAINTENANCE (2)

NOTE: NO CONTAMINATION on master magnetic chip collector -

MASTER MAGNETIC CHIP COLLECTOR CHECK

POWER PLANT SYSTEM LINE MAINTENANCE (2)

MASTER MAGNETIC CHIP COLLECTOR CHECK - ADDITIONAL CHIP COLLECTORS

POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION - FUEL FILTER CLOGGING

POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION - T/R DEACTIVATION AND LOCKOUT

POWER PLANT SYSTEM LINE MAINTENANCE (2)

NOTE: Do not operate the valve unless the starter system is

MEL/DEACTIVATION - START VALVE MANUAL OPERATION

POWER PLANT SYSTEM LINE MAINTENANCE (2)

at a maintenance station if you obey conditions, see the AMM

POWER PLANT SYSTEM LINE MAINTENANCE (2)

POWER PLANT GENERAL (2)

OVERVIEW - PURPOSE & DESCRIPTION

POWER PLANT GENERAL (2)

OVERVIEW - MAJOR COMPONENTS

POWER PLANT GENERAL (2)

OVERVIEW - NACELLE AND ENGINE SYSTEMS

POWER PLANT GENERAL (2)

OVERVIEW - REMOVABLE POWER PLANT

POWER PLANT GENERAL (2)

OVERVIEW - DOORS AND PANELS - LEFT SIDE

POWER PLANT GENERAL (2)

OVERVIEW - DOORS AND PANELS - RIGHT HAND SIDE

POWER PLANT GENERAL (2)

OVERVIEW - DOORS AND PANELS - BOTTOM

POWER PLANT GENERAL (2)

OVERVIEW - ENGINE MOUNTS

POWER PLANT GENERAL (2)

OVERVIEW - FORWARD MOUNT

POWER PLANT GENERAL (2)

OVERVIEW - AFT MOUNT

POWER PLANT GENERAL (2)

OVERVIEW - FLUID DISCONNECT PANEL

POWER PLANT GENERAL (2)

OVERVIEW - FAN ELECTRICAL CONNECTOR PANEL

POWER PLANT GENERAL (2)

OVERVIEW - CORE ELECTRICAL JUNCTION BOX

POWER PLANT GENERAL (2)

BOOTSTRAP SYSTEM INSTALLATION

BOOTSTRAP SYSTEM INSTALLATION

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POWER PLANT GENERAL (2)

ENGINE TRANSPORTATION STAND ATTACHMENT POINTS

POWER PLANT GENERAL (2)

GENERAL MAINTENANCE PRECAUTIONS - NOTATION AND EXAMPLE & SAFETY PRECAUTIONS

GENERAL MAINTENANCE PRECAUTIONS - NOTATION AND EXAMPLE & SAFETY PRECAUTIONS

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