ATA 76 PW1100 - Rev. 0 (16-12-19)

Training Manual Power Plant IAE PW1100G
Airbus A319/A320/A321 (IAE PW1100G) B1/B2

Issue date: 16-12-2019 Rev.: 0 76 – Engine Control
Airbus A319/A320/A321 (CFM56 / IAE V2500)

to
Airbus A319/A320/A321 (CFM IAE PW1100G)
Differences
Technical Training Level III (EASA Part 66) B1/B2
Brok-air Training Malta Ltd

EASA MT.147.06
(16-12-2019)
ATA 76 ENGINE CONTROLS
This document must be used for training purposes only

For training purposes use only.
All rights reserved. No parts of this training manual may be sold or

reproduced in any form without permission of:
Brok-air Training Malta Ltd.
Swatar Tower Business Centre,

2nd floor Tower Street,
Swatar,
Malta
Under no circumstances should this document be used

as a reference.
This manual can be updated only by authorized staff.
All rights reserved.
No part of this manual may be reproduced in any form,

by photphotostat, microfilm, retrieval system, or any
other means, without the prior written permission of
BROK-AIR TRAINING MALTA LTD.
For Training Purposes Only

Revision Record
Aircraft Model A319/320/321 (IAE PW1100G) ATA Chapter 76. Engine Controls
See Revision Incorporation Record page for details
Revision number Date Revision number Date Revision number Date

0 16-12-2019

Revision Incorporation Record
Revision number Date Revision details

0 16-12-2019 Original

Table of contents – Engine control

76-00 Engine Controls - General
General .................................................................................................... 1
System Description .................................................................................. 1
76-10 Power Control

General .................................................................................................. 10
Autothrust Modes .................................................................................. 12
Thrust Control Malfunction .................................................................... 19
Thrust Limit Modes ................................................................................ 21
N1 Limit.................................................................................................. 21
Predicted N1 .......................................................................................... 21
Actual N1 ............................................................................................... 23
N1 Command......................................................................................... 23
N1 Target ............................................................................................... 23
76-11 Throttle Control

General .................................................................................................. 25
Component Description ......................................................................... 25

ENGINE CONTROLS • the MAX CLIMB detent point set to 25ºTLA and
• the MAX CONTINUOUS/FLEX TAKE-OFF detent point set to 35ºTLA.
76-00 ENGINE CONTROLS – GENERAL
In the reverse thrust throttle range, there is one detent point at – 6ºTLA. This
General position agrees with the selection of the thrust reverser command and the
Reverse Idle setting.
The engine control system consists of:
In the middle throttle range (0º to 35ºTLA), the autothrust function can be active
• The throttle control lever. if engaged. This range agrees with the selection of MAX CLIMB or MAX
• The HP fuel shut-off valve control. CONTINUOUS thrust limit mode (in single operation).
• The LP fuel shut-off valve control.
If the autothrust is not engaged, the engine control is manual.
System Description
In the forward range (35º to 45ºTLA), the autothrust function cannot be activated
Throttle Control Lever (except in alpha floor condition).This range agrees with the selection of FLEX
TAKE-OFF/MAX TAKE-OFF Mode.
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 -20ºTLA (Reverser Full
Throttle stop) to +45ºTLA:
• -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 0º 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:
For Training Purposes Only 2



System Description (Cont’.)
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 1ºTLA = 1.9 TRA. The accuracy of the throttle control unit (error between
the input lever position and the resolver angle) is 0.5ºTRA.
The maximum discrepancy between the signals generated by two resolvers is

0.25ºTRA.
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 its electrical
excitation current (6 VAC) from the related FADEC channel (ECU / EEC).
The ECU considers a throttle resolver angle value:
• Less than -47.5ºTRA.

• Greater than 98.8ºTRA 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.


Bump Function
If an airline requests the bump function, this function is selected in the aircraft
by guarded pushbutton switch with TLA at TOGA position (one on each throttle
control lever).
With this switch, a signal can be sent to both FADEC units at the same time
through the Engine Interface Unit (EIU).
Thrust bump can be used to obtain additional thrust capability during takeoff. It
can be used either with two engines or in single engine operation.
With the throttle levers at TOGA and the Bump P/B pushed, 'B' appears on the
right side of the EPR/N1 dial on the EWD.


ENG/MASTER Control Switch
The ENG/MASTER control switch has an interface with:
• The Integrated Fuel Pump and Control (IFPC).

• The LP fuel shut-off valve.
• The Engine Interface Unit (EIU).
• The Engine Electronic Control (EEC).
• The G/Y hydraulic power transfer system.
It controls the closure of the fuel shut-off valve via the EEC.
A discrete signal informs the EEC of the position of the ENG/MASTER control
switch.
In parallel, a discrete signal informs the EIU of the position of the MASTER
control switch.
The EIU then transmits the information to the EEC in digital form.
The EEC uses the two MASTER control switch discrete signals to determine
the position of the MASTER lever switch.
If there is a disagreement between the two discrete signals, the EIU digital
signal is considered.
The EEC uses this information in addition to the ENG/MODE selector switch
position and manual start pushbutton switch to control the starting sequence
(See AMM D/O 80-11-00-00).
LP Fuel Shut-Off Valve Control
The LP fuel shut-off valve is electrically controlled:
• by the ENG/MASTER control switch on the ENG panel, or

• by the ENG FIRE pushbutton switch



76-10 POWER CONTROL

General
The engine thrust is controlled under the management of the Electronic

Engine Controller (EEC).
The engine thrust can be set:
• Manually from the throttle control lever.

• Automatically from the Auto Flight System (AFS).
The engine thrust parameters are displayed on the ECAM.
The main thrust monitoring parameter is the N1 speed (LP shaft).
The main thrust demand parameter is the engine Fuel Flow (FF).


Autothrust Modes
The A/THR function is engaged manually when the A/THR P/B is selected or
automatically at take-off power application.
Automatic Thrust Setting Mode (the autothrust function is active)
When engaged, the A/THR function becomes active when the throttle levers
are set to CLimb detent after take-off.
The N1 command is the FMGC N1 target.
The A/THR function is normally active when the throttle levers are set between
IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single engine
operation.
When the throttle levers are set between two detent points, the N1 command is
limited by the throttle lever position.
NOTE: Note: In case of Alpha Floor detection, the A/THR function becomes
active automatically and the N1 target is to TOGA.

Automatic Thrust Setting Mode (the autothrust function is active)

Autothrust Modes (Cont.’)
Automatic Thrust Setting Mode (the autothrust function is NOT active)
When engaged, the A/THR function becomes inactive when the throttle levers
are set above CLimb with both engines running.
In this case, the N1 command corresponds to the N1 throttle (TLA).
NOTE: The A/THR function is inactive above MCT in case of single engine
operation. The A/THR function is disengaged when the throttle levers are set at
IDLE stop.

Automatic Thrust Setting Mode (the autothrust function is NOT active)

Autothrust Modes (Cont.’)
Automatic Thrust Setting Mode (Manual Control Mode)
The engines are in manual control mode when the A/THR function is not
engaged or engaged and not active (throttle levers not in the A/THR operating
range and no Alpha Floor detected).

Automatic Thrust Setting Mode (Manual Control Mode)

Thrust Setting Modes – Block Diagram

Thrust Control Malfunction
The Thrust Control Malfunction (TCM) is a FADEC protection function against

un-commanded and uncontrollable excessive power excursion in which the
normal thrust control becomes inoperative.
NOTE: The FADEC logic uses TCM permission data from FMGCs to FCU to
automatically reduce engine thrust during flare.

Thrust Control Malfunction

Thrust Limit Modes
The throttle levers are used as thrust limit mode selectors.
Depending on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent will
determine the thrust limit mode.
An additional Soft Go-Around (SGA) mode is available.
It is automatically selected if during approach, the TOGA detent is set and the
thrust levers are then moved back to the FLX/MCT detent.
NOTE:
• On the ground with the engines running, the displayed N1 rate limit
corresponds to the TO/GA thrust limit whatever the thrust lever position
is.
• On the ground with the engines running and if FLEX mode is selected,
FLEX N1 is displayed whenever the thrust lever position is between
IDLE and FLX/MCT.
N1 Limit
For each thrust limit mode selection, an N1 rating limit is computed by the EEC
according to Thrust Lever Angle (TLA) and the air data parameters from the Air
Data Inertial and Reference Units (ADIRUs).
This indication is displayed in green on the upper ECAM display near the thrust
limit mode indication.
Predicted N1
The predicted N1 is indicated by a blue circle on the N1 indicator and

corresponds to the value determined by the TLA.

N1 limit and Predicted N1

Actual N1
The actual N1 is the actual value given by the N1 speed sensor and is used
as a reference for the engine thrust control loop.
This actual N1 is displayed in green on the N1 indicator.
N1 Command
The N1 command, used to regulate the fuel flow, is: N1 Target.
N1 Target
In A/THR mode, the FMGCs compute an N1 target according to the AFS

command, the air data and the engine parameters and send this demand to the
EECs.

Actual N1 – N1 Command & N1 Target

76-11 THROTTLE CONTROL In the forward thrust area, there are two detent points:
General • MAX CLIMB detent point set at 25º TLA.

• MAX CONTINUOUS/FLEX TAKE OFF detent point set at 35º TLA.
The throttle control system consists of:
In the reverse thrust throttle range, there is one detent point set at -6º TLA. This
• The throttle control lever. corresponds to the selection of the thrust reverser command and the Reverse
• The throttle control artificial feel unit. Idle setting. From -20º TLA to 0º TLA, the autothrust function cannot be
• The throttle control unit. activated.
• The electrical harness.
In the middle throttle range (0º to 35º TLA), the autothrust function can be active
In addition, each throttle control lever is fitted with an instinctive disconnect if engaged.
pushbutton switch. This pushbutton switch is used for the de-activation and
disengagement of the autothrust function. This range corresponds to the selection of MAX CLIMB or MAX CONTINUOUS
thrust limit mode, except the FLEX TAKE OFF mode.
The design of the throttle control is based upon a fixed throttle concept, this
means that the throttle control levers are not servo motorized. If the autothrust is not engaged, the engine control is manual.
Component Description In the forward range (35º to 45º TLA), the autothrust function cannot be
activated (except in alpha floor condition).
Throttle Control Lever
The range over 35º TLA corresponds to the selection of MAX TAKE OFF/GO
The throttle control handle comprises: AROUND mode.
• A throttle control lever which incorporates stop devices. The throttle control lever is linked to a mechanical rod. This rod drives the input
lever of the throttle control artificial feel unit.
• A graduated fixed sector.
• An autothrust instinctive disconnect pushbutton switch.
Throttle Control Artificial Feel Unit
• A reverse latching lever.
The Throttle control artificial feel unit is located below the cockpit center
The throttle control lever moves over a range of 65º from:
pedestal. This artificial feel unit is connected to engine 1(2) throttle control lever
and to the engine 1(2) throttle control unit by means of rods. The artificial feel
• -20º Throttle Lever Angle (TLA) (Full Reverser Throttle stop) to 45º TLA unit is a friction system which provides a load feedback to the throttle control
(Full Forward Throttle stop). lever.
An intermediate mechanical stop is fitted at 0º TLA. This artificial feel unit comprises two symmetrical casings, one left and one right.
Each casing contains an identical and independent mechanism.
This stop is overridden when the reverse latching lever is pulled up for selection Each mechanism is composed of:
of the reverse power. This idle stop is reset as soon as the lever is selected
back to forward thrust area.
• A friction brake assembly

• A gear assembly The accuracy of the throttle control unit (error between the input lever position
• A lever assembly and the resolver angle) is 0.5º TRA.
• A bell crank assembly
The maximum discrepancy between the signals generated by the two resolvers
Throttle lever travel is transmitted to the artificial feel unit and to the throttle is 0.25º TRA.
control unit.
The TLA resolver operates in two quadrants: the first quadrant serves for
The linear movement of the throttle levers is transformed into a rotary positive angles and the second quadrant for negative angles.
movement at the bell crank which turns about the friction brake assembly shaft.
This movement rotates a toothed quadrant integral with the shaft. Each resolver is dedicated to one channel of the EEC and receives its electrical
excitation from the EEC. The EEC considers a throttle resolver angle value:
This toothed quadrant causes inverse rotation of a gear equipped with a disk
which has four detent notches. Each notch corresponds to a throttle lever • Less than -41.0º TRA or
setting and is felt as a friction point at the throttle levers. • More than 88.0º TRA as resolver position signal failure.
Throttle Control Unit 8KS1, 8KS2 The EEC incorporates a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver position
A mechanical rod transmits the throttle control lever movement. signal.
It connects the throttle control artificial feel unit to the input lever of the throttle Electrical Harness
control unit. The throttle control unit comprises:
There is one independent electrical harness dedicated to each TLA signal with
• An input lever. its associated output connector.
• Mechanical stops which limit the angular range.
• 2 resolvers whose signals are dedicated to the EEC (one resolver per The electrical harness is a triplex twisted shielded pair of wires:
channel of the EEC).
• 6 potentiometers fitted three by three. Their signals are used by the • One pair for sine.
Spoiler Elevator Computer (SEC). • One pair for cosine.
• A device which drives the resolver and the potentiometer. • One pair for excitation.
• A pin device for rigging the resolvers and potentiometers.
• A safety device which leads the resolvers outside the normal operating
range in case of failure of the driving device.
• Two 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 resolver angle is linear
and: 1º TLA = 1.9 Throttle Resolver Angle (TRA).

Throttle Control Mechanical Parts

Throttle Control System

Throttle Control Artificial Feel Unit

Acquisition of the Autothrust Instinctive Disconnect

Signal by the EEC

Throttle Control Unit Interface

Control Unit - Mechanical Part

ATA 76 PW1100 - Rev. 0 (16-12-19)

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Training Manual Power Plant IAE PW1100G

Airbus A319/A320/A321 (IAE PW1100G) B1/B2

Airbus A319/A320/A321 (CFM56 / IAE V2500)

Technical Training Level III (EASA Part 66) B1/B2

Brok-air Training Malta Ltd

ATA 76 ENGINE CONTROLS

This document must be used for training purposes only

For training purposes use only.

All rights reserved. No parts of this training manual may be sold or

Brok-air Training Malta Ltd.

Swatar Tower Business Centre,

Under no circumstances should this document be used

This manual can be updated only by authorized staff.

All rights reserved.

No part of this manual may be reproduced in any form,

For Training Purposes Only

See Revision Incorporation Record page for details

Revision number Date Revision number Date Revision number Date

For Training Purposes Only

Revision Incorporation Record

Revision number Date Revision details

For Training Purposes Only

Table of contents – Engine control

76-10 Power Control

76-11 Throttle Control

For Training Purposes Only

• a throttle control lever which incorporates stop devices, autothrust

• -20 degrees TLA corresponds to Reverser Full Throttle stop.

An intermediate mechanical stop is set to 0º TLA. This stop is overridden when

In the forward thrust area, there are two detent points:

For Training Purposes Only 2

For Training Purposes Only 3

For Training Purposes Only 4

System Description (Cont’.)

Throttle Control Unit

The maximum discrepancy between the signals generated by two resolvers is

The ECU considers a throttle resolver angle value:

• Less than -47.5ºTRA.

For Training Purposes Only 5

For Training Purposes Only 6

System Description (Cont’.)

For Training Purposes Only 7

For Training Purposes Only 8

System Description (Cont’.)

ENG/MASTER Control Switch

The ENG/MASTER control switch has an interface with:

• The Integrated Fuel Pump and Control (IFPC).

LP Fuel Shut-Off Valve Control

The LP fuel shut-off valve is electrically controlled:

• by the ENG/MASTER control switch on the ENG panel, or

For Training Purposes Only 9

For Training Purposes Only 10

For Training Purposes Only 11

76-10 POWER CONTROL

The engine thrust is controlled under the management of the Electronic

The engine thrust can be set:

• Manually from the throttle control lever.

The engine thrust parameters are displayed on the ECAM.

The main thrust monitoring parameter is the N1 speed (LP shaft).

For Training Purposes Only 12

For Training Purposes Only 13

Automatic Thrust Setting Mode (the autothrust function is active)

The N1 command is the FMGC N1 target.