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Differences V2500 To CFM56-5B: A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training
Differences V2500 To CFM56-5B: A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training
DIFF IAE V2500 / Cat B1 School Notes - For Training Purposes Only
DIFFERENCES V2500 TO
CFM56-5B
TEMPERATURE ............................................................................ 294 FAN AND THRUST REVERSER COWL DOORS CLOSING .................. 376
POWER ....................................................................................... 298 THRUST REVERSER COWL DOORS CLOSING ................................. 376
DEDICATED ALTERNATOR (PMA) ................................................. 304 FAN COWL DOORS CLOSING ........................................................ 378
ANALYZERS ................................................................................. 306 THRUST REVERSER DEACTIVATION AND LOCKOUT ...................... 380
ENGINE WARNINGS (3)............................................... 312 PRECAUTIONS ............................................................................. 382
THRUST REVERSER SYSTEM PRESENTATION (3) ........ 316 MANUAL DEPLOYMENT AND STOWAGE PROCEDURE ..................... 384
REVERSER DESIGN ...................................................................... 316 PRECAUTIONS ............................................................................. 386
HYDRAULIC SUPPLY .................................................................... 318 ENGINE REMOVAL AND INSTALLATION (3) ................ 388
ACTUATION ................................................................................ 318 BOOTSTRAP SYSTEM INSTALLATION ............................................ 388
REVERSER CONTROL ................................................................... 318 ENGINE TRANSPORTATION STAND ATTACHMENT POINTS ............ 392
REVERSER INDICATING ............................................................... 318 ENGINE REMOVAL ....................................................................... 394
MAINTENANCE PRACTICES .......................................................... 320 ENGINE INSTALLATION................................................................ 396
THRUST REVERSER MANAGEMENT (3) ........................ 322 FAN COWL DOOR REMOVAL/INSTALLATION ................................. 398
GENERAL .................................................................................... 322 THRUST REVERSER COWL DOOR REMOVAL/INSTALLATION .......... 402
THRUST REVERSER ACTUATION .................................................. 324 COMMON NOZZLE ASSEMBLY REMOVAL/INSTALLATION ................ 406
THRUST REVERSER CONTROL ...................................................... 324 AIR INTAKE COWL - REMOVAL/INSTALLATION ............................. 408
THRUST REVERSER INDICATION .................................................. 328 FAN BLADE - REMOVAL/INSTALLATION ........................................ 410
CFDS INTERFACE......................................................................... 328 FAN MODULE - REMOVAL/INSTALLATION ..................................... 412
INITIAL CONDITIONS .................................................................. 330 ENGINE BORESCOPE - INSPECTION/CHECK .................................. 414
DEPLOY SEQUENCE ..................................................................... 332 AIR STARTER - REMOVAL/INSTALLATION ..................................... 416
STOW SEQUENCE ........................................................................ 334 IDG - REMOVAL/INSTALLATION ................................................... 418
COMMAND LIMITATION ............................................................... 338 IDG - SERVICING ......................................................................... 420
SERVICING, MAINTENANCE AND MEL ITEMS ............. 340
ENGINE OIL SERVICING ............................................................... 340
MASTER CHIP DETECTOR CHECK ................................................. 342
MEL / DEACTIVATION .................................................................. 346
MAINTENANCE TIPS .................................................................... 354
ENVIRONMENTAL PRECAUTIONS ................................................. 356
OPENING & CLOSING OF ENGINE COWL DOORS (3) .. 358
FAN AND THRUST REVERSER COWL DOORS OPENING .................. 358
FAN COWL DOORS OPENING ....................................................... 358
THRUST REVERSER COWL DOORS ............................................... 362
THRUST REVERSER COWL DOORS OPENING ................................ 374
GENERAL
INTRODUCTION
It is produced by International Aero Engines (IAE) corporation. This
corporation consists of the following companies:
CORPORATION MEMBERS
SYSTEM OVERVIEW
POWERPLANT DESCRIPTION
The V2530-A5 engine is a two spool, axial flow, high bypass ratio
turbofan engine.
• 80% of the thrust is produced by the fan.
• 20% of thrust is produced by the engine core.
Its compression system features a single stage fan, a four-stage
booster, and a ten-stage high pressure compressor. The LP
compressor is driven by a five-stage low pressure turbine and the HP
compressor by a two stage HP turbine. The HP turbine also drives a
gearbox, which in turn, drives the engine and aircraft mounted
accessories. The two shafts are supported by five main bearings. The
V2500 incorporates a full authority digital Electronic Engine Control
(EEC). The control system governs all engine functions, including
power management. Reverse thrust is obtained by deflecting the fan
airstream via a hydraulic operated thrust reverser.
POWERPLANT DESCRIPTION
ENGINE CHARACTERISTICS
The Airbus A319/A320/A321 are powered by two International Aero
Engines (IAE) V2500- A5 turbofan engines. These engines can produce
a thrust ranging from 22,000 lbs (9,980 kg) to 33,000 lbs (14,970 kg)
depending on the aircraft version set by the engine data-programming
plug.
PYLON
The engines are attached to the lower surface of the wings by pylons.
The pylons supply an interface between the engine and the aircraft for
electrics and fluids.
NACELLE
The engine is enclosed in the nacelle, which supplies aerodynamic
airflow around the engine and ensures protection for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC),
which supplies engine control, engine monitoring and help for
maintenance and trouble shooting.
N1 MODE. P/B
ENGINE CONTROL P/B'S AND SWITCHES Position ON:
ENGINE MODE SELECTOR • switches EEC from EPR Mode to N1 Mode
Position CRANK:
• selects FADEC power.
• allows dry and wet motoring (ignition is not available)
Position IGNITION/ START:
• selects FADEC power
• allows engine starting (manual and auto).
Position NORM:
• FADEC power selected OFF (Engine not running)
ENGINE MASTER LEVER
Position OFF:
• closes the HP fuel valve in the FMU and the LP fuel valve and
resets the EEC.
Position ON:
• starts the engine in automatic mode (when the mode selector
is in IGNITION / START).
• selects fuel and ignition on during manual start procedure.
MANUAL START P/B
controls the start valve (when the mode selector is in
IGNITION/ START or CRANK position).
FADEC GND PWR P/B B POSITION ON :
• selects FADEC power
ENGINE PARAMETERS
GENERAL
The power plant drain system collects fluids which can leak from the
pylon, the engine accessories and drives. The fluids collected from the
power plant can be fuel, oil, hydraulic or water. They are discharged
overboard through the pylon drains and the engine drains.
GENERAL
PYLON DRAINS
The engine pylon is divided into 7 compartments; various systems are
routed through these areas. Any leakage from fluid lines is drained
overboard through separate lines in the rear of the pylon.
PYLON DRAINS
ENGINE DRAINS
Fluid drained from the oil tank scupper, fuel diverter valve and gear
box mounted accessories, is independently routed to the drain mast.
The fuel drains from the core engine accessories, are routed through a
separate drain line which passes through the bifurcation panel.
ENGINE DRAINS
EXHAUST CONE
The exhaust cone supplies the inner contour of the common exhaust
stream flow. It is attached to the inner flange of the turbine exhaust
case. 13 bolts attach the exhaust cone to the inner LP turbine frame.
FWD MOUNT
The FWD mount transmits the engine thrust, vertical and side loads. It
is installed on the intermediate case, at the top center of the LP
compressor, with the FWD support shaft of the engine. The FWD
mount is made of 4 main parts:
• two thrust link assemblies,
• a beam assembly,
• a cross beam assembly,
• a support bearing assembly. The FWD mount is made to be
fail-safe. 4 bolts and self-locking nuts link it to the pylon FWD
part.
AFT MOUNT
The aft mount transmits the engine torque, vertical and side loads. It
is free in FWD and aft directions to let engine thermal expand. It is
installed on the case lugs of the turbine exhaust. The aft mount is
made of 3 main parts:
• a beam assembly,
• two side link assemblies,
• a center link assembly. The aft mount is made to be fail-safe. 4
bolts link it to the pylon aft part.
AERODYNAMIC STATIONS
Here are the main aerodynamic stations corresponding to the pressure
and temperature sensors installed on the engine:
• STA 1: intake /engine inlet interfaces,
• STA 2: fan inlet,
• STA 12.5: fan exit,
• STA 2.5: LP compressor exit,
• STA 3: HP compressor exit,
• STA 4: combustion section exit,
• STA 4.5: HP turbine exit,
• STA 4.9: LP turbine exit.
Here is the compressor stage numbering:
• Stage 1.fan,
• Stages 1.5 to 2.5: booster (LP compressor),
• Stages 3 to 12: HP compressor.
Here is the turbine stage numbering:
• Stages 1 and 2: HP turbine,
• Stages 3 to 7: LP turbine.
AERODYNAMIC STATIONS
ENGINE BEARINGS
The No.1, 2 and 3 (front) bearing compartment is built into the case
module and contains the support bearings for the low spool and high
spool stubshafts. The No.4 bearing compartment is part of the
diffuser/combustor module and the No 5 is located on the exhaust
case.
ENGINE BEARINGS - NO.1 AND NO.2 BEARINGS ... NO.4 AND NO.5 BEARINGS
the rods and any radial movement is dampened by oil pressure fed to
FRONT BEARING COMPARTMENT
an annulus around the bearing outer race. The gearbox drive gear is
The bearings No. 1, 2 and 3 are located in the front bearing splined onto the HP shaft and retained by No.3 bearing nut.
compartment, which is at the center of the intermediate module 32.
The compartment is sealed using air supported carbon seals, and oil
filled (hydraulic) seal between the two shafts. This seal is supported by
8th stage air.
Adequate pressure drops across the seals to ensure satisfactory
sealing. This is achieved by venting the compartment, by an external
tube, to the de-oiler.
GEARBOX DRIVE
The HP stubshaft, which is located, axially by No 3 bearing, has at its
front end a bevel drive gear, which provides the drive for the main
accessory gearbox, through the tower shaft. The HP stubshaft
separates from the HP compressor module at the curvic coupling and
remains as part of the intermediate case module.
DESCRIPTION
The drawing below shows details of No.2 and No.3 bearings.
A phonic wheel is fitted to the LP stubshaft, this interacts with speed
probes to provide LP shaft Speed signals (N1) to the EEC and the
Engine Vibration Monitoring Unit (EVMU), which is aircraft mounted.
The hydraulic seal prevents oil leakage from the compartment passing
rearwards between the HP and LP shafts.
No.3 bearing is hydraulically damped. The oil flow to the No.3 bearing
damper is maintained at the full oil feed pressure whilst the rest of the
flow passes through a restrictor to drop the pressure. This allows
larger jet diameters to facilitate flow tolerance control. The outer race
is supported by a series of eighteen spring rods which allow some,
slight radial movement of the bearing. The bearing is centralised by
COMPRESSOR
The compressor section includes three modules:
• LPC (fan) module assembly,
• LPC/intermediate case module,
• HPC module.
COMPRESSOR
FAN MODULE
Module 31 is the complete Fan assembly and comprises:
22 wide-cord titanium shroudless hollow fan blades
22 annulus fillers
the titanium fan disc
the front and rear blade retaining rings
The blades are retained in the disc radially by the dovetail root. Axial
retention is provided by the front and rear blade retaining rings. Blade
removal/ replacement is achieved by removing the front blade
retaining ring, and sliding the blade along the dovetail slot in the disc.
The fan inner annulus is formed by 22 annulus fillers.
FAN DISC
NOSE CONE The fan disk is driven through a curvic coupling, which attaches it to
The class-fibre cone smoothes the airflow into the fan. It is secured to the LP stub shaft. The curvic coupling radially locates and drives the
the front blade retaining ring by 18 bolts. fan disk. During manufacture of the fan disk, it is dynamically balanced
The nose cone is balanced during manufacture by applying weights to by removal of metal from a land on the disk.
its inside surface. The nose cone is unheated. lce protection is
INTERMEDIATE CASE
provided by a soft rubber cone tip. The nose cone retaining bolt flange
is faired by a titanium fairing, which is secured by 6 bolts.
FAN CASE
The fan case provides a titanium shroud around the fan rotor and
NOTE: BE CAREFUL WHEN REMOVING THE NOSE CONE
forms the outer annulus of the cold stream duct.
RETAINING BOLTS. BALANCE WEIGHTS MAY BE FITTED TO
SOME OF THE BOLTS. THE POSITION, OF THE WEIGHTS MUST
BE MARKED BEFORE REMOVAL TO ENSURE THEY ARE LP COMPRESSOR OUTLET GUIDE VANES
REFITTED IN THE SAME POSITION. Aerodynamic control air flow within the cold air steam duct is achieved
by 60 vanes manufactured in aluminium. The vanes consist of 20
segments, each containing 3 vanes. Both sides of the vanes are
ANNULUS FILLERS attached to the outer and inner platforms. The outer platform is bolted
The blades do not have integral platforms to form the gas-path inner to the fan case and the inner platform is pinned to the outer shroud
annulus boundary. This function is fulfilled by annulus fillers, which are ring of the LP compressor stage 2.5 stator assembly.
located between neighbouring pairs of blades. The material of the
fillers is aluminium. Each annulus filler has a hooked trunnion at the
BOOSTER STAGE BLEED VALVE (BSBV)
rear and a dowel pin and a pin at the front. The rear trunnion is
inserted in a hole in the rear blade retaining ring. The front pins are The bleed valve mechanism is supported by the intermediate structure
inserted in holes in the front blade retaining ring. The fillers are and the outer ring of the stage 2.5 vanes. Two actuating rods, which
radially located by the front and rear blade retaining rings. Each filler is are each motivated by actuators, allow an axial motion to the valve
secured to the front blade retaining ring by a bolt. In order to minimize ring via 2 power arms.
the leakage of air between the fillers and the aerofoils, there is a
rubber seal bonded to each side of each filler.
HP COMPRESSOR
The HP compressor has 10 stages. It utilises variable inlet guide vanes
at the inlet to stage 3 and variable stator vanes at stages 3, 4 and 5.
The front casing, which houses stages 3 to 6, is made in two halves
which bolt together along horizontal flanges. It is bolted to the
intermediate casing (module 32) at the front and to the outer casing at
the rear.
The rear compressor casing has inner and outer casings as shown.
Flanges on the inner case form annular manifolds, which provide 7 and
10 stage air offtakes.
COMPRESSOR OPERATION
Rotation of the fan rotor causes air to be ingested into the front of the
engine and to be compressed. Compressed air is then divided into two
separate airflows:
• a large portion is delivered to the exhaust nozzle,
• the remainder is compressed in the booster before being
compressed again by the HPC.
The fan outlet inner vane assembly, compressor stage 1.5, 2, 2.3 and
2.5 assemblies and compressor stage 2.5 vanes compress the air
progressively. Then the air is delivered at a suitable pressure to the
HPC. Then the HPC accepts air from the LPC and booster system,
further compress it, and direct the air to the diffuser/combustion.
LPC bleed valve and actuating mechanism are incorporated into the
bleed air system. The modulated bleed makes sure that the booster
has an adequate surge margin under all operating conditions.
Due to the compression ratio that supports each stage, the airflow
tries to expand in counter direction. If the entire compressor is not
capable to compress the airflow.
Stall is a local effect where the airflow is not compressed. Stall effects
can bring the compressor to surge. To prevent the compressor surge
the stall effects are controlled through the methods of airflow control.
COMPRESSOR OPERATION
COMBUSTION SECTION
The diameter of the diffuser section is larger at the rear than at the
front. This diametral difference decreases the speed of the air and
changes the energy of the speed into pressure.
The combustion section includes primarily the diffuser case,
combustor, fuel injector and igniters. The high compressor exit guide
vanes, the turbine nozzle assembly and the No.4 bearing compartment
are also part of the module.
The diffuser case has twenty mounting pads, where the fuel injectors
are installed and two mounting pads where the igniter plugs are
installed and six borescope bosses located around the case. The
combustor is an annular type combustor, which includes an outer liner
assembly and an inner liner assembly.
COMBUSTION SECTION
TURBINE SECTION
The turbine section includes the HPT and LPT modules. The HPT is a
two stages turbine and drives the HPC and the accessory gearbox.
The LPT is a five stages module attached at the rear flange of the HPT
module.
HP TURBINE
PURPOSE
The make up air discharges into the area around No 4 bearing
housing and supplements the normal airflows in this area and
increases the cooling flow passing to the H.P. turbine, stage 2. All of
the HPT airfoils are cooled by secondary air flow. The first stage HPT
blades are cooled by the HPC discharge air, which flows through the
fist stage HPT duct assembly. The second stage vane clusters are
permanent cooled by 10th stage compressor air mixed with thrust
balance seal vent air supplied externally. The 10th stage air is supplied
through 4 tubes (2 tubes on each engine side). Second stage HPT TURBINE COOLING
cooling air is a mixture of HPC discharge air and 10th stage
compressor (make up air). This air moves through holes in the first
stage HPT air seal and the turbine front hub into the area between the
hubs. The air then goes into the second blade root and out the cooling
holes,
INTRODUCTION
The make up air discharges into the area around No4 bearing housing
and supplements the normal airflows in this area and increases the
cooling flow passing to the H.P. turbine, stage 2. The cooling air used
is taken from the 10th stage manifold, and is controlled by a two
position pneumatically operated valve. The valve position is controlled
by the E.E.C. as a function of corrected N2 and altitude.
OPERATION
Signals from the E.E.C. will energize/ deenergize the solenoid control
valve. This directs pneumatic servo supplies to position the 10th stage
air valve to the open/ close position. In the open position (solenoid
deenergized) the valve allows 10th stage air to flow through two
outlet tubes down the left and right hand side of the diffuser case and
then pass into the engine across the diffuser area. The air then
discharges into the area around No 4 bearing housing.
NOTE: THE E.E.C. WILL KEEP THE AIR VALVE OPEN AT ALL
ENGINE OPERATING PHASES EXCEPT CRUISE. THE VALVE
INCORPORATES 2 MICRO SWITCHES FOR TRANSMITTING
VALVE POSITION TO THE E.E.C CHANNELS A & B.
HPT SECTION
The HPT rotor and stator assembly includes stage 1 turbine rotor
assembly; a HPT case and vane assembly; a stage 2 HPT airseal; and
a stage 2 turbine rotor assembly.
LPT ROTOR
The LPT rotor is a bolted configuration including five disks and
associated blades and rotating air seals.
LPT SHAFT
The LPT Shaft joins the LPT assembly with the LPC and the Fan. The
shaft is bolted to the LPT at the LPT rotor disk stage 6 and extends
forward through the engine.
TURBINE SECTION - HPT SECTION ... ACTIVE CLEARANCE CONTROL SYSTEM (ACC)
FEATURES:
FRONT FACE
Individually replaceable drive units
Magnetic chip detectors
Main gearbox 2 magnetic chip detectors
Angle gearbox 1 magnetic chip detector
De-oiler
Pneumatic starter
Dedicated generator/ alternator
Hydraulic pump
Oil Pressure pump
REAR FACE
Fuel pumps (and Fuel Metering Unit FMU)
Oil scavenge pumps unit
Integrated Drive Generator System (I.D.G.)
BORESCOPE PORTS
Several ports are provided on the engine for borescope inspection.
BORESCOPE PORTS
COMPONENT ARRANGEMENT
EEC CONTROL
The EEC controls the operation of the FMU TM servo valves, the fuel
diverter and return valve, the ACOC actuator, the actuators of the
booster stage bleed valve, VSV and ACC systems. The EEC performs
control functions and fault analysis required to regulate the fuel and to
maintain the engine operation in all conditions. In the event of loss of
control functions on both channels, each servo valve and actuator has
a fail-safe position.
FUEL INDICATION
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GENERAL
The fuel distribution valve (FDV) subdivides scheduled engine fuel
flow from the fuel metering unit (FMU) equally to ten fuel manifolds,
each of which in turn feeds two nozzles.
DESCRIPTION
The fuel distribution valve is installed at the 4:00 o'clock location, at
the front flange of the diffuser case. The fuel distribution valve
receives fuel through a fuel line from the fuel metering unit. The fuel
goes through a 200 micron strainer, and then into ten internal
discharge ports. The ten discharge ports are connected to the ten fuel
manifolds. Eight of the ten internal discharge ports in the valve are
connected after an engine shutdown. Eight of the fuel manifolds are
drained into the engine through the lowest fuel nozzle.
The two fuel manifolds, which remain full, held supply fuel for the
next engine start.
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FUEL NOZZLE
GENERAL
The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles
mix the fuel with air, and send the mixture into the combustion
chamber in a controlled pattern.
DESCRIPTION/OPERATION
There are 20 fuel nozzles equally spaced around the diffuser case
assembly. The fuel nozzles are installed through the wall of the case,
and each nozzle is held, in position by three bolts. The fuel nozzles
carry the fuel through a single orifice. The fuel is vaporized by high-
velocity air as it enters the combustion chamber. The fuel nozzle
forms the atomized mixture of fuel and air into the correct pattern for
satisfactory combustion. The design of the fuel nozzle results in fast
vaporization of the fuel through the full range of operation. This
results in decreased emissions, high combustion efficiency, and good
start quality. The high-velocity flow of fuel prevents formation of coke
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FUEL NOZZLES
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IDG FUEL COOLED OIL COOLER AND IDG OIL TEMP. THERMOCOUPLE
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The overspeed valve under the control of the EEC, provides overspeed
FUEL PUMP
protection for the LP (N1) and HP (N2) rotors. The Pressure Raising and
General The LP 1 HP fuel pumps are housed in a single pump unit, Shut Off Valve provides isolation of the fuel supplies at engine stop
which is driven by a common gearbox output shaft. A low pressure
(LP) stage and a high pressure (HP) stage provide fuel at the flows
and pressures required for operation of hydromechanical components NOTE: THERE ARE NO MECHANICAL INPUTS TO, OR OUTPUTS
and for combustion in the burner. The unit consists of a LP centrifugal FROM THE FMU.
boost stage which feeds an HP single stage, two gear pump. The
housing has provision for mounting the fuel metering unit (FMU)
The LP stage receives fuel from aircraft tanks through the aircraft
pumps. The LP pump is designed to provide fuel to the HP gear stage
with the aircraft pumps inoperative. After passing through the LP
boost stage, fuel proceeds through the fuel filter to the HP gear stage.
A coarse mesh strainer is provided at the inlet to the HP gear stage.
This stage is protected from overpressure by a relief valve. Exceeding
flow from the gearstage pump is recirculated through the FMU bypass
loop to the low pressure side of the PUMP.
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To shut down the engine is the only way to release the hydraulic ONE LP - FUEL SHUT OFF VALVE, ON THE FRONT WING SPAR.
latching.
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FMU OPERATION
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MONITORING
The pressure raising and SOV is monitored by two microswitches,
which send signals to the EEC and then to the Engine Interface Unit
(EIU). In case of disagreement between control and position, an ECAM
warning is triggered and the FAULT light comes on.
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MONITORING
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• a valve spindle
ENGINE LP FUEL SHUT-OFF VALVE CONTROL (3)
• a mounting flange.
The LP fuel - valve actuator has two electrical motors, which drive the
GENERAL same differential - gear to turn the ball valve through 90 deg. The limit
The LP fuel - valve 12QM (13QM) is in the fuel supply line to its related switches in the actuator control this 90 deg. movement and set the
engine. The LP fuel - valve is usually open and in this configuration electrical circuit for the next operation. One of the two motors can
let’s fuel through to its related engine. When one of the LP fuel - open or close the valve if the other motor does not operate. The
valves is closed, the fuel is isolated from that LP fuel valve's related actuator drive shaft has a see/ feel indicator where it goes through the
engine. The LP fuel - valve is installed between the engine pylon and actuator body. The see/ feel indicator gives an indication of the valve
the front face of the wing front spar (between RIB8 and RIB 9) position without removal of the fuel LP fuel valve.
Each LP valve has an actuator 9QG (10 QG). The interface between
the actuator and the LP valve is a valve spindle. When the actuator is
energized, it moves the LP valve to the open or closed position. A V -
band clamp 80QM(81QM) attaches the actuator to the LP valve.
Each actuator has two motors, which get their power supply from
different sources :
• the 28VDC BATT BUS supplies, the motor
• the 28VDC BUS 2 supplies the motor 2.
If damage occurs to the electrical circuit, it is necessary to make sure
that the valve can still operate. Thus the electrical supply to each
motor goes through a different routing. The routing for motor 1 is
along the front spar. The routing for motor 2 is along the rear spar
and then forward through the flap track fairing at RIB 6.
The actuators send position data to the System Data Acquisition
Concentrators (SDAC1 and SDAC2). The SDACs process the data and
send it to the ECAM, which shows the information on the FUEL page.
COMPONENT DESCRIPTION
The LP fuel - valve has:
• a valve body
• a ball valve
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GENERAL
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COMPONENTS LOCATION
Bolted to the outlet face of the air/oil heat exchanger.
ACOC MODULATING VALVE
Oil heated by the engine passes through the ACOC and then to the FEATURES
fuel cooled oil cooler. The ACOC modulating valve regulates a bleed
•fire seal forms an air tight seal between the unit outlet and the
part of fan airflow crossing the ACOC to maintain both oil and fuel
cowling orifices
temperatures within acceptable minimum and maximum limits.
• controlled by either channel A or B of EEC
FUEL DIVERTER AND RETURN TO TANK VALVE • valve positioned by fuel servo pressure acting on a control
piston
The fuel diverter valve and the return to tank valve are enclosed in the
• valve position feed back signal via LVDT to each channel of EEC
same housing. The fuel diverter valve and the return to tank valve
• fuel servo pressure directed by the Electro - Hydraulic Servo
maintain fuel, engine oil and IDG oil temperatures within limits by
Valve assembly which incorporates a Torque motor
minimizing ACOC cooling air usage. The two-position diverter valve
FAIL SAVE POSITION: AIR VALVE SPRING LOADED FULLY OPEN
works by managing the fuel recirculation inside the engine fuel system.
(maximum cooling position)
The return to tank valve will divert a modulated proportion of the LP
fuel back to the aircraft tanks. In case of malfunction the warning
“ENG 1 (2) AIR EXCHANGER FAULT” is displayed on the ECAM E/ WD.
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CONTROL
The EEC controls the heat management system through 4 modes of
operation taking into account 3 parameters of temperature:
• engine fuel,
• engine oil,
• IDG oil.
The temperature of the aircraft fuel tanks and the engine power
setting are parameters used for inhibition of fuel return to aircraft
tanks.
MODE 1
Normal return to tank mode: When the engine is not at high power
setting, some of the fuel is returned to the tank. The heat is absorbed
and dissipated within the tank. The ACOC modulating valve is fully
closed.
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CONTROL - MODE 1
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MODE 4
Mode selected when in normal mode, i.e. mode 1, there is a high
engine fuel temperature. In this mode the oil system is used to
achieve a supplemental cooling of the fuel. The ACOC modulating
valve is fully open.
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CONTROL - MODE 4
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MODE 3
Engine at high power setting: In this condition all the heat is absorbed
by the burned fuel. If however the fuel flow is too low to provide
adequate cooling the ACOC valve could be modulated.
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CONTROL - MODE 3
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MODE 5
Mode selected when system condition demand as in mode 3 but this is
not permitted because IDG oil temperature is excessive or return to
tank is not permissible due to the high return fuel temperature. The
ACOC valve is fully open.
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CONTROL - MODE 5
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GENERAL
The engine air system makes sure that the compressor airflow and
turbine clearances are controlled. The system also deals with the
cooling and pressurizing airflows.
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GENERAL
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VSV SYSTEM
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STEADY STATE
It can be seen that the valve will be commanded closed at stabilised
min idle, 8600 N2, and will not be opened again in Steady state.
TRANSIENT
The valve will be commanded open during engine acceleration
whenever N2 is below the transient closing speed. Thus during an
acceleration from min “idle to max” speed the valve will be opened
and will remain open until the speed passes the transient closing
speed. If the acceleration is to a speed below the transient closing
speed the valve will remain open until the acceleration timer expires
(30 seconds).
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Take - off
HPT/ LPT ACTIVE CLEARANCE CONTROL (HPT/ LPT ACC).
The active clearance control (ACC) system ensures the blade tip During take - off, the position of the actuator piston is at point C. At
clearances of the turbines for better performance. The HPT/ LPT ACC this point:
valve modulates fan air flow to the HP and LP turbine cases. The EEC The control valve for the HP turbine ACC is closed.
controls the valve position as a function of thrust level and altitude. The control valve for the LP turbine ACC is not less than 70 per
The LVDT's transmit the valve position to the EEC. cent opened.
HP TURBINE (10TH STAGE) COOLING AIR CONTROL NOTE: THE ACTUATOR POSITION BETWEEN POINT C AND
POINT E DEPENDS ON ALTITUDE.
The HP turbine cooling air valve (make up air valve) supplies
supplemental air (from HP compressor 10th stage) to cool the 2nd
stage vanes, hubs and discs of the HP. The, valve operates as a FAIL SAFE:
function of high rotor speed and altitude and incorporates a 2 -
When there is no torque motor current or no fuel servo pressure, the
position switch to provide a feedback signal to the EEC (channels A
actuator piston moves to point A. LP valve will be partially open (-44
and B). During cruise the valve is closed.
deg). The actuator piston remains at this point at all defective
conditions. (HP valve closed)
OPERATING SCHEDULE
The graph shown below shows control valve position, and actuator
position related to operation points A to E.
Engine Stopped
With the engine stopped, the position of the actuator piston is point A.
At this point:
The control valve for the HP turbine ACC is closed.
The control valve for the LP turbine ACC is not less than 44
percent opened.
Engine Operation
During engine operation, the EEC controls the position of the actuator
piston between point B and point E.
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NACELLE VENTILATION
Ventilation is provided for the fan compartment Zone 1, and the core
compartment Zone 2 to:
prevent accessory and component overheating
prevent the accumulation of flammable vapours.
ZONE 1 VENTILATION
Ram air enters the zone through an inlet located on the upper L.H.
side of the air intake cowl. The air circulates through the fan
compartment and exits at the exhaust located an the bottom rear
centre line of the fan cowl doors.
ZONE 2 VENTILATION
The ventilation of Zone 2 is provided by air exhausting from the active
clearance control (A.C.C.) system around the turbine area. The air
circulates through the core compartment and exits through the lower
bifurcation of the “C” ducts.
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NACELLE TEMPERATURE
GENERAL
The Nacelle Temperature Sensor has a Measurement Range of –54°C
to 330°C
This Signal is fed to the EIU, which transforms the Information to
digital Form.
The EW Transmits the Data to the ECAM System.
The nacelle temperature is displayed if the system is not in engine
starting mode and one of the two temperatures reaches the advisory
threshold. A advisory indication will be created on the engine system
page when the temperature reaches approx. 300 – 320°C.
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NACELLE TEMPERATURE
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FADEC BENEFITS
FADEC PRESENTATION (3) The application of a FADEC system provides multiple benefits:
• it saves weight and fuel by a full range control of the gas
PURPOSE generator,
The Full Authority Digital Engine Control (FADEC) system provides full • it reduces pilot workload and maintenance cost,
range engine control throughout all flight and operational phases. It • it allows the optimum adaptation of thrust rating schedules to
consists of a dual channel Electronic Engine Control (EEC) and its the A/C needs.
peripheral components and sensors.
POWER SUPPLY
The FADEC system is self-powered by a dedicated Permanent Magnet
FADEC FUNCTIONS
Alternator (PMA) when N2 is greater than 10%. The EEC is powered
The FADEC provides the engine system regulation and scheduling to by the aircraft 28 VDC electrical network for starting, as a backup and
control the thrust and optimize the engine operation. for testing with the engine not running. 115 VAC is used for the power
The FADEC provides: supply of the ignition system and the P2/T2 probe heating.
• power setting with EPR or N1 back-up mode,
• P2/T2 heating,
• acceleration and deceleration times,
• idle speed governing,
• overspeed limits for N1 and N2,
• Fuel Flow (FF) control,
• Variable Stator Vane system (VSV) control,
• compressor handling bleed valves control,
• booster stage bleed valve system control,
• High Pressure (HP)/Low Pressure (LP) turbine Active Clearance
Control (ACC),
• automatic and manual engine starting,
• thrust reverser control,
• oil and fuel temperature management through the heat
management system.
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CONTROL UNIT
COMPONENT FAIL SAFE STATES
COMPONENTS: FAIL SAFE STATE:
NOTE: IF THERE IS A FAILURE OF THE THRUST REVERSER
METERING VALVE MIN FLOW HYDRAULIC CONTROL UNIT DIRECTIONAL
VALVE WHILE THE REVERSER IS DEPLOYED, THE REVERSER
VARIABLE STATOR VANES OPEN
WILL REMAIN DEPLOYED.
VANE ACTUATOR
2.6 BLEED ACTUATOR BLEED OPEN
(BSBV)
7TH STAGE HANDLING BLEED OPEN
BLEED VALVES
10TH STAGE HANDLING BLEED OPEN
BLEED VALVE
HPT ACC VALVE VALVE CLOSED
LPT ACC VALVE VALVE PARTIALLY OPEN - 45%
ACOC AIR VALVE OPEN
10TH STAGE "MAKEUP" OPEN
AIR VALVE
FUEL DIVERTER VALVE FMU RETURN FLOW THROUGH FCOC
(MODE 4 OR 5) SOLENOID
DE-ENERGIZED
RETURN TO TANK CLOSED (MODE 3 OR 4)
VALVE
IGNITION ON
STARTER AIR VALVE CLOSED
P2/ T2 PROBE HEAT ON
THRUST REVERSER REVERSER STOWED
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MAIN INTERFACES
To perform all its tasks, the EEC interfaces with A/C computers, either
directly or via the Engine Interface Unit (EIU), which is an interface
concentrator between the A/C systems and the FADEC system. There
is one EIU for each engine, located in the avionics bay.
EEC INPUTS
The EEC receives inputs from:
• the Landing Gear Control and Interface Unit (LGCIU),
• the Air Data Inertial Reference Units (ADIRUs),
• the Flight Control Unit (FCU),
• the Environmental Control System (ECS) computers,
• the Centralized Fault Display Interface Unit (CFDIU),
• the cockpit engine controls including TLA, fire and anti-ice
systems.
EEC OUPUTS
The EEC sends outputs to:
• the Bleed air Monitoring Computers (BMCs),
• the Electronic Control Box (ECB),
• the Flight Warning Computers (FWCs),
• the Display Management Computers (DMCs),
• the Flight Management and Guidance Computers (FMGCs),
• the CFDIU,
• the Data Management Unit (DMU), in option.
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THRUST REVERSER
The FADEC supervises the thrust reverser operation entirely. In case of
inadvertent deployment, the FADEC will command the automatic
restowing sequence.
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DIGITAL OUTPUTS
EEC INTERFACES (3) 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.
GENERAL
In order to provide a full range of engine control and monitoring, the The EEC output buses provide:
Electronic Engine Control (EEC) interfaces with the following sub • engine control parameters,
systems: • engine condition monitoring parameters,
• air data computers, which transmit air data for engine control, • EEC status and fault indication,
• Engine Interface Unit (EIU), which concentrates A/C signals • engine rating parameters,
and transmits them to the EEC, • Full Authority Digital Engine Control (FADEC) system
• for cockpit indication and control, and autothrust control, the maintenance data. ´
EEC sends signals to computers, The EEC transmits outputs continuously on all buses in normal
• engine sensors and controls. operation, irrespective of whether the given channel is in active control
or not. The parameter values on the 2 output buses are normally
DIGITAL INPUTS identical as long as the cross channel data link is functioning.
Inputs of each channel are isolated in order to prevent failure
propagation. Each channel receives inputs for both the Air NOTE: CHANNEL SWITCHOVER DOES NOT AFFECT THE
Data/Inertial Reference Units (ADIRUs) and the EIU. The EEC performs OUTPUT DATA OF THE EEC.
a fault detection on its input parameters by determining if they are
valid. This check is made by applying a range of tests to each input.
Faults detected by the EEC are annunciated and recorded for DISCRETE/ANALOG SIGNALS
maintenance or crew action, if required. The ADIRUs send air data The EEC receives the Throttle Resolver Angle (TRA) signals, the
parameters to the EEC for engine control. The EEC performs validation autothrust instinctive disconnect switch signals and engine sensor
tests and selection logic between air data signals from the ADIRUs and signals. They are validated by the EEC. The EEC also sends signals to
the engine sensors. ADIRU data is preferred over engine data. The air the engine controls. The resolvers of the Throttle Control Unit (TCU)
data used to validate Altitude (P0), Total Air Temperature (TAT), receive an excitation current from the EEC. The EEC checks the range
TOTal PRESSure, mach for the power management and engine limits, the rate limits and performs an interface fault detection test.
controls are:
• TAT, TOTal PRESSure, P0, mach number, from the ADIRUs, NOTE: 1 DEGREE TLA CORRESPONDS TO 1.9 DEGREE TRA.
• P2, T2 and P0 from engine sensors.
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BLOCK DIAGRAM
Here are the interfaces between the EEC and the A/C in the form of a
block diagram.
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BLOCK DIAGRAM
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DESCRIPTION
The DEP links the coded data inputs through the EEC by the use of
shorting jumper leads which are used to select the plug pins in a
unique combination.
During a life of an engine, it may be necessary to change the DEP
configuration either during incorporation of Service Bulletins or after
engine overhaul , when the EPR modifier code may need to be
changed. This is accomplished by changing the configuration of the
jumper leads in accordance with the relevant instructions.
During removal/ replacement of the DEP it is necessary to use an EEC
Harness Wrench as it is imperative that the connectors are fight. On
fitment of the DEP to the EEC align the main key of the connector with
the EEC and hand tighten the connector. Then using the EEC Harness
Wrench torque tighten the DEP connector to 32 lbf in.
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ELECTRICAL CONNECTIONS
FRONT FACE
Harness Connector Plug Identification
J1 E.B.U. 4000 KSA
J2 Engine D202P
J3 Engine D203P
J4 Engine D204P
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FADEC SENSORS
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OVERSPEED
FAILURES AND REDUNDANCY
Overspeed protection logic consists of overspeed limiting loops, for
Improved reliability is achieved by utilising dual sensors dual feedback.
both the low and high speed rotors, which act directly upon the fuel
Dual sensors are used to supply all EEC inputs except flow command. Supplementary electronic circuitry for overspeed
pressures, (single pressure transducers within the EEC provide protection is also incorporated in the EEC. Trip signals for hardware
signals to each channel -A and B) . and software are combined to activate a torque motor, which drives a
The EEC uses identical software in each of the two channels. separate overspeed valve in the fuel metering unit to reduce fuel flow
Each channel has its own power supply, processor, programme to a minimum value. The engine can be shut down to reset the
memory and input/ output functions. The mode of operation overspeed system to allow a restart if desired.
and the selection of the channel in control is decided by the
availability of input signal and output controls.
ENGINE SURGE
Each channel normally uses its own input signals but each
channel can also use input signals from the other channel if Engine surge is detected by a rapid decrease, in burner pressure or
required i.e. if it recognises faulty or suspect inputs. the value of rate of change of burner pressure, which indicates that
An output fault in one channel will cause switchover to control surge varies with engine power level. Once detected, the EEC will reset
from the other channel. the stator vanes by several degrees in the closed direction, open the
In the event of faults in both channels a pre-determined booster 7th and 10th stage bleeds, and lower the maximum Wf/ Pb
hierarchy decides, which channel is more capable of control schedule. Recovery of burner pressure to its steady state level or the
and utilises that channel. elapse of a timer will release the resets on the schedules and allow the
In the event of loss of both channels, or loss of electrical bleeds to close.
power, the systems are designed to go to their failsafe
positions.
ENGINE LIMITS PROTECTION
GENERAL
The FADEC prevents inadvertent overboosting of the expected rating
(EPR limit and EPR target) during power setting. It also prevents
exceedance of rotor speeds (N1 and N2) and burner pressure limits. In
addition, the FADEC unit monitors EGT and sends an appropriate
indication to the cockpit display in case of exceedance of the limit. The
FADEC unit also provides surge recovery.
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GENERAL INPUTS
There are 2 Engine Interface Units (EIUs), one for each engine. The The EIU receives the following:
EIU is an interface concentrator between the A/C and the Full
Authority Digital Engine Control (FADEC) system. • discrete signals which are of the ground/open circuit type,
• analog inputs which are of the differential type with a working
The main functions of the EIU are: range of 1 to 9 volts,
• to concentrate data from the cockpit panels, • digital inputs on ARINC 429 lines.
• to ensure the segregation of the 2 engines,
• to provide the Electronic Engine Control (EEC) with an electrical OUTPUTS
power supply, The EIU sends the following:
• to give the necessary logic and information from the engine to
• digital output signals on ARINC 429 buses,
the aircraft systems.
• discrete signals which are of the 28V DC/open circuit or
ground/open circuit types.
EIU COMPOSITION
The EIU is composed of 5 main parts: EEC INTERFACE
• discrete and analog inputs, The EIU receives 2 ARINC 429 output data buses from EEC channels A
• digital inputs, and B and it uses data from the channel in control. If some data is not
• digital outputs, available from the control channel, data from the other channel is
• discrete outputs, used. The EIU looks at particular engine data on the EEC digital data
• power supply switching. flow to interface this with other aircraft computers and with cockpit
panels for control and monitoring. The EIU sends information, coming
EIU FUNCTIONS from all aircraft computers, which have to communicate with the EEC,
The EIU performs the following: through an output ARINC 429 data bus. The EIU does not deal with Air
Data/Inertial Reference Unit (ADIRU) and thrust lever information as
• acquisition of information, they communicate directly with the EEC.
• transmission of messages,
• logics for Low Oil Pressure (LOP) and Auxiliary Power Unit
(APU) boost, NOTE: THERE IS NO DATA FLOW DURING THE EIU INTERNAL
TEST OR INITIALIZATION.
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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 access 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 moves away from the closed position. On receipt of this ground
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FMGS
The AutoTHRust (A/THR) function is provided by the Flight
Management and Guidance System (FMGS). Therefore, the FMGS
sends all command signals for engine power management via the
Flight Control Unit (FCU) and both EIUs.
The FMGS assumes the following functions:
• computation of Engine Pressure Ratio (EPR) target,
• selection of A/THR modes,
• alpha floor protection,
• flexible takeoff,
• A/THR engagement.
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 Flight
Management and Guidance Computer (FMGC) is as follows:
• Thrust Resolver Angle (TRA),
• EPR command,
• EPR actual,
• EPR target in feedback,
• EPR limit,
• EPR max,
• EPR reference throttle,
• thrust mode,
• Fuel Flow (FF),
• bleed configuration in feedback,
• engine rating identification,
• flexible temperature in feedback.
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FMGS - FEEDBACK
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SIMULATION: “FAULT”
To simulate a disagree between the position and the command of the
HP fuel valve through the WDU the line key adjacent to FAULT discrete
output status is must be pushed. The FAULT becomes “1” and the
FAULT legend of the 5KS1(2) annunciator light comes on.
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status FUEL PN becomes “1” and the zone controller 8HK will receive
SIMULATION: “LOP GND 2”
the HP FUEL VALVE 1(2) open condition.
To simulate "OIL LOW PRESS & GND" for the following systems
through the MCDU:
NOTE: THE ZONE CONTROLLER USES THE HP FUEL VALVE
Blue/ yellow main hydraulic pressure power warning indicating WHC2, POSITION TO ELABORATE THE BLEED STATUS ON LABEL 061
PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2. AND SENDS IT TO THE EEC THROUGH THE EIU (LABEL 030).
When the line key adjacent to LOP "LOP GND 2 " discrete output THE BLEED STATUS CAN ONLY BE MODIFIED BY THIS INPUT
status becomes GND2 "0". IF THE PRV OPENS (ENGINE RUNNING).
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Push the line key adjacent to N2. N2 > IDLE DISCRETE OUTPUT
becomes “1”> IDLE.
The electric pump of the blue hydraulic system start and the blue
hydraulic system is pressurized (approximately 3000PSI)
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BASIC INFORMATION
Some basic information about engine thrust management is shown in
this module.
PREDICTED EPR
The predicted Engine Pressure Ratio (EPR) is indicated by a white
circle on the EPR indicator and corresponds to the value determined by
the Throttle Lever Angle (TLA).
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EPR
The EEC uses closed loop control based on EPR or, if EPR is
unobtainable, on N1.
Under EPR control, the EPR target is compared to the actual EPR to
determine the EPR error.
The EPR error is converted to a rate controlled Fuel Flow command
(FF) which is summed with the measured fuel flow (FF actual) to
produce the FF error.
The FF error is converted to a current (I), which is sent to the dual
torque motor. The torque motor repositions the Fuel Metering Valve
(FMV) to change the fuel flow.
The inputs required for EPR control are:
Ambient temperature (Tamb)
Engine air inlet temperature (T2 - Altitude (ALT)
Mach number (Mn)
Throttle Resolver Angle (TRA)
Service Bleeds
It is possible to re-select the primary control mode (EPR) through the
N1 mode P/B switch following an automatic reversion to rated or
unrated N1 mode. If the fault is still present, the EEC will remain in its
current thrust setting mode. If the fault is no longer present, the EEC
will switch to the primary control mode (EPR). If the fault later
reoccurs, reversion back to N1 mode (rated or unrated) will result.
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EPR SETTING
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EPR LIMIT
For each thrust limit mode selection, an EPR limit is computed
according to the Air Data Reference (ADR) and appears on the upper
ECAM display beside the thrust limit mode indication.
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EPR TARGET
For its auto thrust function, the Flight Management and Guidance
System (FMGS) computes an EPR target according to ADR and engine
parameters and sends it to the Electronic Engine Control (EEC).
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EPR COMMAND
The EPR command, used to regulate the fuel flow, is the Flight
Management and Guidance Computer (FMGC) EPR target when the
auto thrust function is active. When the auto thrust function is not
active, the EPR command is the EPR corresponding to the TLA. EPR
command is either:
• EPR target,
• EPR corresponding to TLA.
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ACTUAL EPR
The actual EPR is the actual value given by the ratio of the LP turbine
exhaust pressure (P4.9) to the engine inlet pressure (P2). The actual
EPR is displayed in green on the EPR indicator. The actual EPR signal
is also compared to the EPR command.
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BACK-UP N1 MODE
Here are presented two back-up N1 modes:
• rated N1 mode,
• unrated N1 mode.
RATED N1 MODE
In case of EPR sensor failure, i.e. P2 or P4.9, the EEC automatically
reverts to the rated N1 mode. On the ECAM, the EPR indicator is
crossed amber. The EEC uses TLA, ADR and T2. T2 is used in N1 rated
mode to limit the engine thrust. To select N1 mode on both engines,
the Engine N1 MODE P/Bs must be pressed in.
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UNRATED N1 MODE
T2 is no longer available; the EEC reverts from the EPR mode to the
unrated N1 mode. In this case the N1 limitation is no longer
computed. The N1 command is directly related to the TLA.
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IDLE CONTROL
Minimum idle (56 % - 60% N2) is corrected for ambient temp
>30°C, then N2 will increase.
Approach idle (approx. 70% N2)
It varies as a function of Total Air Temperature (TAT) and
altitude. This idle speed is selected to ensure sufficiently short
acceleration time to go around thrust and is set when the
aircraft is in an approach configuration. (Flap Lever Position-
“NOT UP”)
Reverse Idle (approx. 70% N2) = Approach Idle + 1000 RPM
FADEC sets the engine speed at reverse idle when the throttle
is set in the reverse idle detent position
Bleed Idle = Bleed demand.
Bleed Idle command will set the fuel flow requested for
ensuring correct aircraft ECS system pressurization wing ant ice
and engine ant ice pressurization (P/B-“ON” or valves not
closed)
HMS Idle (Min Idle - Approach Idle)
For conditions where the compensated fuel temperature is
greater than 140 deg. C, the heat management control logic
calculates raised idle speed. (in flight and on ground!)
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IDLE SETTINGS
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the throttle control lever A mechanical cam design is provided to allow reverse thrust selection
the throttle control artificial feet unit (Mechanical Box) when thrust lever is at forward idle position.
the thrust control unit The thrust lever has 3 stops at the pedestal and 3 detents in the
the electrical harness. artificial feel unit:
The design of the throttle control is based upon a fixed throttle
concept this means that the throttle control levers are not servo 0° STOP = FWD IDLE THRUST
motorized. 20° STOP = FULL REVERSE THRUST
45 STOP = MAX.TAKE OFF THRUST
THRUST CONTROL UNIT
The Thrust Control Unit contains two resolvers, each of whom sends DETENT 1 = (REVERSE) IDLE THRUST
the thrust lever position to the Electronic, Engine Control The DETENT 2 = MAX.CLIMB (ALSO CRUISE SELECTION)
extraction current for the resolvers is provided by the EEC. DETENT 3 = MAX. CONTINOUS (FLEX TAKE OFF THRUST)
THRUSTLEVERS
GENERAL
The thrust levers comprises
a thrust lever which incorporates stop devices and autothrust
instinctive disconnect pushbutton switch
a graduated fixed sector
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points as the oil pressure sensor. This allows for cockpit monitoring of
OIL SYSTEM D/O (3) low oil pressure. The engine oil temperature is measured in the
combined scavenge line to the oil tank.
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As the engine power increases, the P10 pressure rises. When this
VENT CIRCUIT pressure exceeds 150 psi, the valve moves away from the max flow
Air drawn in with the scavenge oil is separated in the tank by a de- stop. This is due to the pressure acting on the differential areas of the
aerator and is vented to a de-oiler. The No.4 bearing scavenge line is valve and overcoming the spring load. The valve moves towards the
connected to the de-oiler through the scavenge valve. The de-oiler min flow or high power setting. As the valve moves towards the
separates the oil still in the air and discharges this air overboard. Oil peripheral ports in the seat, totally closing these ports, the flow
and air from the No.4 bearing compartment is scavenged through a through the valve is now restricted to one central port in the valve
common line. A pressure transducer, installed on this line, monitors seat. Full travel is achieved at P10 pressure of approximately 210 psi.
the No.4 bearing scavenge pressure. The No.4 bearing scavenge valve As the valve moves away from the max flow stop, the influence of the
maintains the compartment differential pressure to ensure adequate magnets on the reed switch decreases and the reed switch opens. The
sealing. circuit is broken, indicating that the valve has moved.
The No.4 bearing scavenge valve maintains No.4 bearing compartment As the engine power decreases, the spring load overcomes the
seal differential pressure by controlling the venting of the de-oiler decreasing P10 pressure. The valve moves towards the max flow or
compartment air/oil mixture. It is a pneumatically operated two- low power position, uncovering the ports in the valve seat and
position valve which uses stage 10 compressor air pressure as servo restoring maximum flow through the valve. As the valve approaches
air. The valve is fully open at low engine speeds and closed to the maximum flow stop, the influence of the magnets on the reed
minimum-flow position at high engine speeds. switch increases.
NO.4 BEAR. SCAV. VALVE DESCRIPTION The reed switch closes, completing the circuit and indicating the valve
position.
OPERATION
There are two basic operating positions, low power and high power. In
where the compressor 10th stage pressure (P10) is less, than 150 PSI,
the valve is held spring loaded in the fully open position the low-power
position,. The bearing compartment scavenge flow passes through the
valve, restricted only by the porting in the valve seat.
The valve operates in the following manner. There are two basic
operating positions, low power and high power. In the low-power
position, where the compressor 10th stage pressure (P10) is less than
150 PSI, the valve is held spring loaded in the fully open position. The
bearing compartment scavenge flow passes through the valve,
restricted only by the porting in the valve seat.
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differential pressure of the oil pressure feed line, and the scavenge
NO.4 BEARING SCAVENGE VALVE INDICATING
line). The No. 4 compartment scavenge oil pressure range is 0 to 160
The EIU incorporates three logics allowing the monitoring of the PSI. Normal operating pressure is 0-145 PSI after three minutes of
scavenge valve operation as well as a No.4 bearing carbon - seal stabilization at idle speed.
failure
LOW POWER SETTING:
At engine low power, the bearing scavenge valve is open and the reed
switch on the valve closes providing a ground signal for the EIU logic.
HIGH POWER SETTING:
At engine high power, the bearing scavenge valve closes (to maintain
the No.4 bearing pressure ratio in the bearing compartment) and the
reed switch on the valve opens.
The No.4 bearing internal pressure is measured by the No.4 bearing
pressure XMTR in the oil return line to the de-oiler. The transducer
supplies a pressure signal to one of the three EIU logics.
Two EIU logics provide a warning message to the ECAM: ENG 1 (2)
BEARING 4 OIL SYS. (class 2) and a CFDS message, when the valve is
not in the correct position according to the sensed burner pressure.
One EIU logic provides a message on the lower ECAM: ENG.1 (2)
BEARING (class 2) and a fault message is set on the CFDS (EIU menu)
when the No. 4 bearing compartment pressure is to high according to
the valve position and a high burner press. (possible Carbon seal
failure)
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MANUAL START
IGNITION & STARTING SYSTEM During a manual start, the start valve opens when the engine MANual
PRESENTATION (3) START P/B is pressed in, then the ignition system is energized when
the MASTER control lever is set to the ON position.
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When the air supply to the starter is cut off, the pawls overrun the
STARTING COMPONENTS gear train hub ratchet teeth allowing the turbine to coast to a stop
while the engine H.P. turbine compressor assembly and, therefore, the
STARTER MOTOR external gearbox and starter output drive shaft continue to rotate.
The pneumatic starter motor is mounted on the forward face of the When the starter output drive shaft rotational speed increases above a
external gearbox and provides the drive to rotate the H.P. compressor predetermined r.p.m., centrifugal force overcomes the tension of the
to a speed at which light up can occur. clutch leaf springs, allowing the pawls to be pulled clear of the
A V-clamp adaptor does attachment to the gearbox.
Ducting to the aircraft pneumatic system connects the starter motor. MAINTENANCE PRACTICES
To increase A/C dispatch, the start valve is equipped with a manual
The starter motor gears and bearings are lubricated by an integral
override. For this manual operation, the mechanic has to be aware of
lubrication system.
the engine safety zones.
Servicing features include:
oil level sight glass
oil fill plug
oil drain plug with magnetic chip detector
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GENERAL
The Electronic Engine Control (EEC) controls and monitors the start
sequence either in automatic or in manual mode.
The start sequence is aborted below 50% N2 in case of:
• starter valve failure,
• ignition failure,
• pressure raising Shut-Off Valve (SOV) failure,
• hot start,
• hung start,
The system consists of a starter valve, a pneumatic starter, a relay
box, two ignition exciters and igniters A and B. The starter valve is
fitted with a manual override for mechanic operation on ground.
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GENERAL
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AUTO START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGNition START, the EEC
is armed for the start sequence. After checking indications and
obtaining Ground Clearance, set the ENG/MASTER control switch to
ON.
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AUTO START
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MASTER SWITCH ON
As soon as the MASTER switch is set to ON, the Low Pressure (LP) fuel
SOV opens and the EEC opens the starter valve:
• N2 increases,
• the pressure raising and SOV solenoid is de-energized because
the MASTER switch is ON.
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AFTER 30 SECONDS
After 30 seconds and together with the ignition, the EEC opens the
Fuel Metering Valve (FMV) and the resulting fuel flow opens the
pressure raising and SOV. In case of malfunction, the EEC
automatically shuts down the engine and performs a dry motoring
sequence.
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N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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After engine start the MODE selector is set to NORMal with the engine
running.
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MANUAL START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGN START, the EEC is
armed for the start sequence. Action on the ENG MANual START P/B
opens the starter valve, via the EEC. After 30 seconds dry crank, set
the ENG/MASTER control switch to ON.
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MANUAL START
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N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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After engine start the MODE selector is set to NORM with the engine
running.
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IGNITION DURING ALTERNATE START SEQUENCE (MANUAL IGNITION SYSTEM CIRCUIT BREAKERS
START PROCEDURE)
There are 5 ignition CB's installed in the cockpit. 49VU and 121 VU
When a manual start sequence has been activated by the EEC
(ENG/MODE selector switch in IGN/START position and the ENG/MAN
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CONTINUOUS RELIGHT
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NORM SELECTION
When NORM is restored, the continuous relight is cut off.
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ENGINE CRANK
In aircraft configuration:
• the APU is running and APU bleed air is available,
• both engines are shut down.
When CRANK is selected on the ground, the ignition is inhibited. Action
on the ENG MAN START P/B provides opening of the starter valve via
the EEC. During the crank sequence, the starter limitations should be
observed. If the starter operation time is exceeded, a warning
message is displayed on the ECAM, but there is no automatic abort.
The starter limitations when performing a dry crank are:
• a maximum of 3 consecutive cycles; 2 minutes on, 15 seconds
off up 2 times and one minute on, then 30 minutes off for
cooling,
• or 4 continuous minutes on, then 30 minutes off for cooling.
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ENGINE CRANK
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MASTER LEVER ON
To perform a wet crank, allow N2 to increase to 20% RPM before
setting the MASTER lever to ON. When the MASTER lever is set in the
ON position, the LP and pressure raising SOVs open.
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DRY CRANK
After wet cranking, the MASTER lever should be set to OFF, and dry
cranking will continue to eliminate fuel vapors from the engine. The
pressure raising and SOV is closed. Continue to dry crank for at least
60 seconds.
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ENGINE PARAMETERS
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EPR INDICATION
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P4.9 SENSORS
The P4.9 sensor and manifold has three probes, which measure the
total pressure of the exhaust gas stream.
Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing
point contains eight radial pressure sensing ports which are combined
to yield an average pressure. The resulting average radial pressure
value from each strut is then plumbed into a manifold which provides
an overall turbine exhaust pressure average (P4.9). A tube from this
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P2/ T2 HEATER
Aircraft Power which is used for the heater, is switched on and off by
the EEC, via the relay box. The heater and the heating Circuit can be
tested using the FADEC WDS Test menu.
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TEMPERATURE
EGT INDICATION
EGT INDICATOR
ACTUAL EGT
Normally displayed in green. Pulses amber up to MCT when EGT ≥
610°C. Pulses red when EGT ≥ 650°C.
MAX EGT
Thicker amber mark is set at ≥ 610°C, it is the max EGT value up to
MCT thrust. It is not displayed during:
Engine start up, instead a amber mark is placed at 635°C
Take Off sequence.
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EGT INDICATION
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The EGT probes are located at engine station 4.95 (LPT exhaust case
EGT PROBES strut), at 9.5, 7.5, 4.5 and 2 o'Clock.
The measurement channel for the exhaust gas temperature consist of: The thermocouples are connected, in parallel, to the junction box for
Four probe assemblies, each comprizing 2 thermocouples. each channel, from where two independent signals are send to the
EEC. Each signal is an average of the four probes.
four thermocouples (one from each probe assembly) are used
to form an averaged signal send to the channel "A" of the EEC.
the remaining four thermocouples (one from each probe
assembly) are used to form an averaged signal, send to
channel "B" of the EEC.
The EEC uses the Exhaust Gas Temperature in the engine start control
logic and also transmits the EGT signal to the ECAM.
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• N1 MODE switches
POWER • ON: - Thrust control reverts from EPR mode to N1 rated mode.
Following an automatic reversion to N1 rated or unrated mode,
N1, AND N2 INDICATION pressing the P/B switch to confirm the mode.
ON, it illuminates blue
N1 INDICATION • OFF: - If available, EPR mode is selected
The low pressure rotor speed signal is used in the EEC for engine
control computation and for ECAM visual display.
• Actual N1
Displayed normally in green.
Pulses red if N1 exceeds 100%.
Pulses amber when N1 exceeds the N1 rating limit, in N1 MODE.
• Max permissible N1
is 100 %. At 100 % a red band begins.
If the RPM exceeds 100 % index and numeric value pulses red.
• Red cross line
is set at the max N1 over speed value achieved during the last
leg.
• White circle
N1 command corresponding to the thrust lever (angle) position
(predict N1) appears when in rated N1 mode. N1 rated MODE
can activated automatically or by switching the N1 MODE switch
at the overhead panel (close to the ENG MAN START switches).
Both engine just-be in the same MODE, rated or unrated. Not
displayed in unrated N1 MODE. Auto thrust is not active in rated
N1 mode.
General: A failure title will be displayed on E/ WD in the MEMO display.
• CHECK
appears for EPR, EGT, N1, N2 and FF, if the displayed value
compared by the DMC' s with the actual value from the EEC
differs and the last digit from the value shown will be XX ed.
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N2 INDICATION
The signal fore the HP rotor speed is originated from the dedicated
alternator to the EEC for use in engine control computation and to the
ECAM for visual display on ECAM. A separate signal goes to the engine
vibration monitoring unit (EVMU) for use in processing engine vibration
data.
• Actual N2
Digital indication normally green.
It is overbrightness and grey boxed during engine start sequence
up to 43% (starter cut out).
Turns red if N2 exceeds 100 % and a red “X” appears. The red
“X” will disappear through corresponding DMC's - MCDU action
or by the next
T/ O.
General: A failure title will be displayed on E/ WD on the MEMO
display.
If a failure occurs on any indication displayed amber crosses replace
the analog indication, the analog indicator and the marks on the circle
disappear, the circle becomes amber.
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N2 INDICATION
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N1 INDICATION COMPONENTS
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N2 INDICATION COMPONENTS
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INTERFACES
ANALYZERS The EVMU interfaces with the ECAM, with the Centralized Fault Display
System (CFDS) and the Aircraft Integrated Data System (AIDS). CFDS
DUAL ACCELEROMETER
interface: maintenance fault messages and vibration data analysis.
A dual accelerometer is installed on each engine. It provides the AIDS interface: performance data reports.
analog signals of N1 and N2 vibration frequencies. Only one sensor, A
or B, of the dual accelerometer is used at a time and during one flight.
It is automatically selected by the Engine Vibration Monitoring Unit NOTE: THERE IS NO INTERFACE WITH THE ELECTRONIC
(EVMU) at each flight, the second one is in back-up mode in case of ENGINE CONTROL (EEC).
failure. These accelerometers are also used for fan trim balance.
EVMU
An EVMU monitors the N1 and N2 vibration levels of both engines. The
EVMU determines for each engine, the N1 and N2 vibration levels by
analyzing:
• N1 and N2 speeds,
• dual accelerometer frequency signals.
The EVMU also computes the position and amplitude of the unbalance
and is capable of on-board fan trim balancing.
VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines are displayed on
the ENGINE and CRUISE pages. The maximum value that can be
displayed is of 10 units. 1 unit for N1 or N2 rotor corresponds to
0.3IPS (Inch Per Second).
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the CFDIU
ENGINE VIBRATION MONITORING UNIT (EVMU)
the DMU
and printer (if installed) for maintenance purposes.
DESCRIPTION
The signal conditioner is composed of: POWER SUPPLY MODULE
2 channel modules The power supply module receives the 115 VAC/400Hz power. It
1 balancing module provides the other modules with the necessary voltages.
1 data processing module
1 power supply module. POWER SUPPLY
These modules are removable parts from the signal conditioner and
The EVMU is supplied with 115W400Hz by the busbar 101 XPA,
are repairable subassemblies.
through the circuit breaker 1EV.
CHANNEL MODULES
BUILT IN TEST EQUIPMENT (BITE) MAINTENANCE AND FAULT
Each channel module processes the signals from the two engine INFORMATION
accelerometers and from the two speed signals N1 and N2: this
The equipment contains a BITE system to detect internal and external
enables the extraction from the overall vibration signal of a component
failure.
due to rotor first order unbalance.
During the execution of the cyclic BITE sequence, the following parts
The N1 and N2 signals are used to:
of the EVMU are checked:
drive the tracking filters, and
the non-volatile memory
slave their center frequencies at the shaft rotational speed.
the timers
The accelerometer signals pass through these tracking filters, which
the analog-to-digital converter
extract the N1 and N2, related fundamental vibration. The acceleration
the ARINC 429 transmitter and receivers
signal is then integrated in order to express the vibration in velocity
the tacho generators.
terms.
During the power-up sequence of the BITE, the following parts of the
The EVMU receives analog signals from: EVMU system are checked:
the 2 engine accelerometers (1 per engine) N1 and N2 NB velocity
and the N1 and N2 speed sensors of each engine. unbalance data
It also receives digital input from CFDS through ARINC 429 data bus. N1 and N2 tacho frequencies
The EVMU sends signals through the digital ARINC 429 data bus to: accelerometer signals.
Any detected failure is stored in the non-volatile memory with GMT,
SDAC1 and 2 for cockpit indication
the date and other reference parameters.
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EVMU
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COMPONENTS
The vibration transducer including two indipendent channels is
installed on the fan case at the top left side of the engine.
The EVMU is located in the Avionics compartment 86VU.
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REVERSER DESIGN
The thrust reverser system is of the aerodynamic blockage type. It
consists of two translating sleeves, blocker doors and cascade vanes to
redirect fan discharge airflow. The thrust reverser system is designed
for use on the ground only to reduce aircraft landing roll.
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REVERSER DESIGN
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(EPR) dial. The signals come from the lock sensor and the Linear
HYDRAULIC SUPPLY Variable Differential Transducer (LVDT).
The thrust reverser system is hydraulically actuated utilizing the
aircraft hydraulic pressure from the corresponding engine. The thrust
reverser system is isolated from the hydraulic supply by a Shut-Off
Valve (SOV).
ACTUATION
Each translating sleeve is operated by two hydraulic actuators. The
actuators receive fluid from the Hydraulic Control Unit (HCU), which is
controlled by the Electronic Engine Control (EEC). When the deploy
sequence is commanded the pressure in the lower actuators releases
the locks as the four actuator pistons move rearward to deploy the
reverser. The actuators are linked together by a synchronizing system.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the EEC from
the two reverser latching levers located on the throttle control levers.
The HCU has an isolation valve and a directional valve to select deploy
or stow mode. The directional valve is operated to deploy only. For
third defense line purposes, the Spoiler Elevator Computers (SECs)
have previously opened the SOV and the hydraulic pressure is supplied
to the HCU. Then, the Engine Interface Unit (EIU) permits reverser
deployment by energizing of the inhibition relay, so the directional
valve can be opened by the EEC. To command the thrust reverser, the
EEC needs an "aircraft on ground" signal supplied by the Landing Gear
Control and Interface Units (LGCIUs).
REVERSER INDICATING
The actual state of the thrust reverser is shown on the upper ECAM,
REV indication appears in the middle of the Engine Pressure Ratio
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MAINTENANCE PRACTICES
To help trouble shooting, a reverser test can be performed through the
MCDU. For maintenance purposes or to increase aircraft dispatch, the
HCU is fitted with a manual deactivation lever to inhibit the thrust
reverser system. In case of an inoperative thrust reverser, lockout pins
stowed on the translating sleeves have to be installed to complete the
deactivation procedure.
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MAINTENANCE PRACTICES
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GENERAL
The thrust reverser system is controlled independently for each engine
by the associated Full Authority Digital Engine Control (FADEC) system.
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GENERAL
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CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces with the EIU to
provide thrust reverser fault diagnostics. For maintenance purposes, a
thrust reverser test can be performed through the MCDU menus. In
this case the Centralized Fault Display Unit (CFDIU) simulates an
engine running, i.e. the N2 condition, to permit the thrust reverser
deployment.
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INITIAL CONDITIONS
Hydraulic pressure is available upstream of the Shut-Off Valve (SOV)
to isolate the Hydraulic Control Unit (HCU). Inside the HCU, the
isolation valve is in the closed position. The control solenoids are de-
energized. The directional control valve is in the stow position. The
control solenoids are de-energized. The thrust reverser is maintained
in the FWD thrust position by mechanical locks, which are an integral
part of the lower actuators. The actuators are not yet pressurized.
Hydraulic supply:
• green system for engine 1,
• yellow system for engine 2.
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INITIAL CONDITIONS
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DEPLOY SEQUENCE
The selection of reverse thrust will provide signals to open the SOV
independently following the third defense line logic and through the
Electronic Engine Control (EEC), to energize the isolation valve so that
it moves to the open position. The EEC then energizes the directional
valve through the inhibition relay so that it moves to the deploy
position. The pressure switch provides signals to the EEC to indicate
that the hydraulic pressure downstream of the isolation valve is
sufficient. Hydraulic pressure is then applied on both sides of the
actuators but, due to differential piston areas, the actuators will extend
to move the translating sleeves to the deploy position. Tine locks
within the lower actuators are hydraulically released before translating
sleeve movement occurs.
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DEPLOY SEQUENCE
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STOW SEQUENCE
Selection of FWD thrust will de-energize the directional control valve,
through the EEC, to allow the valve to move to the stow position. The
isolation valve remains energized providing hydraulic pressure to the
stow side of the actuators. The extend side of the actuators is opened
via the directional control valve to the hydraulic return.
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STOW SEQUENCE
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The EEC will de-energize the isolation valve 5 seconds after the
translating sleeves reach the fully stowed position to ensure full lock
engagement. Then the SOV is independently closed following the third
defense line logic.
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STOW SEQUENCE
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COMMAND LIMITATION
If the Linear Variable Differential Transducers (LVDTs) sense an
uncommanded movement of the thrust reverser:
From the stowed position, the EEC commands an automatic stowage
From the full deployed position, the EEC commands an automatic
deployment.
AUTO-RESTOW
In FWD thrust, if the EEC detects any uncommanded movement
greater than 10% from stow, it commands an auto-re stow of the
thrust reverser. Following auto-re stow, the isolation valve in the HCU
remains energized for the rest of the flight. In FWD thrust, if the EEC
detects any uncommanded movement greater than 15% from stow, it
commands engine idle power.
AUTO-REDEPLOY
In reverse thrust, if the EEC detects any un commanded movement
greater than 10% from full deploy, it commands an auto-re deploy of
the thrust reverser. When auto-re deploy is initiated to counteract
inadvertent stow, the EEC will command the isolation valve to close
and maintain it closed until FWD thrust has been reselected. The air
aerodynamic load on the translating sleeves will normally be sufficient
to redeploy the thrust reverser. In reverse thrust, if the EEC detects
any un commanded movement greater than 22% from full deploy, it
commands engine idle power.
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ITEMS
• RAISE FILLER CAP HANDLE TO VERTICAL (UNLOCKED
POSITION),
ENGINE OIL SERVICING
CAUTION: THE ENGINE SHOULD BE SHUT DOWN FOR AT • TURN THE OIL FILLER CAP TO REMOVE,
LEAST 5 MINUTES PRIOR TO OIL SERVICING. THIS ALLOWS
THE RESIDUAL PRESSURE IN THE OIL TANK TO DECREASE. IF
YOU OPEN THE FILLER CAP WHEN THERE IS PRESSURE IN • ADD OIL AS NECESSARY UP TO THE FULL MARK ON THE
THE TANK THE HOT OIL CAN SPRAY OUT AND BURN YOU. SIGHT GAGE,
NOTE: IF POSSIBLE, THE ENGINE OIL SHOULD BE CHECKED • INSTALL OIL FILLER CAP - MAKE SURE TO LOCK THE
AND SERVICED WITHIN 5 TO 60 MINUTES AFTER CAP.
SHUTDOWN.
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• NO MAINTENANCE REQUIRED.
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MEL / DEACTIVATION
FUEL FILTER CLOGGING
In case of a failure of the FUEL CLOG warning on 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:
• FADEC GND PWR selected OFF,
• open LH fan cowl,
• drain residual fuel using drain plug,
• open filter cover to remove and replace fuel filter element and
o-rings,
• replace filter cover. Check AMM for correct torque value for
filter cover bolts,
• perform minimum idle check for leaks,
• close fan cowl.
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MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil,
water and hydraulic fluid from engine systems and accessories and
discharge them overboard through the engine drain mast and the
pylon drain tubes. For troubleshooting and leak isolation the drain
mast body has separate drains identified and visible with the cowls
closed. The pylon drain tubes collect fluids from individual pylon
chambers, also for leak isolation. If fluid leaks are found during transit
operations, run the engine at idle for 5 minutes. If the leak stops, the
aircraft may be dispatched without maintenance action. If leaks
continue after 5 minutes, consult the AMM (ATA 71-70) for maximum
permitted leakage limits for all of the drains. There are 2 limits for
each drain. If the first limit is exceeded, the aircraft may be dispatched
and can continue to operate for a maximum of 25 hours or 10 flights
as long as the second limit is not exceeded. Here are some examples
of engine drains with both leakage limits. See the AMM for complete
list.
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MAINTENANCE TIPS
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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
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CAUTION:
BEFORE OPENING:
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CAUTION:
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WARNING
BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE “C”
DUCTS IN THE OPEN POSITION. THE V DUCTS WEIGH
APPROX 578 LBS EACH. SERIOUS INJURY TO PERSONNEL
WORKING UNDER THE “C” DUCTS CAN OCCUR IF THE V DUCT
IS SUDDENLY RELEASED.
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PRECAUTIONS
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PRECAUTIONS
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WARNING: THE THRUST REVERSER SYSTEM SHOULD BE Make sure that the A/C is in the same configuration as for the manual
DEACTIVATED USING THE HYDRAULIC CONTROL UNIT (HCU) deploying task.
LEVER, BEFORE WORKING ON THE SYSTEM OR ON THE
ENGINE. IF NOT THE THRUST REVERSER CAN ACCIDENTLY
OPERATE AND CAUSE SERIOUS INJURIES TO PERSONNEL
AND/OR DAMAGE TO THE REVERSER.
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PRECAUTIONS
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PRECAUTIONS
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ENGINE REMOVAL
Before the removal operation the engine systems must be deactivated
and isolated from the aircraft, and all the connections disconnected
from the pylon interfaces. To support the cowl doors during the
operation hold-open braces are installed. Then the engine trolley and
cradle are placed under the engine. To support the engine during
removal and transportation fixtures are installed at handling points on
the fan case and also on the turbine rear frame. On the FWD engine
mount, each bolt is loosened and retorqued to the maximum force an
operator using a standard wrench can apply. The center hinge clamp
of the FWD bootstrap is then fixed on the pyramid where hinge arms
will be installed. The rear beam of the bootstrap equipment is fixed on
the pylon lower part, then the dynamometers and chain pulley blocks
are installed. Disconnect the engine cradle from the trolley and raise
the cradle to the engine using the four chain pulley blocks. When the
cradle reaches the engine handling points secure the supports on the
front and on the rear parts. Loosen and remove the bolts of the FWD
mount, then the bolts of the aft mount through an access provided
when the hinge access panel is removed. Make sure that no lines or
unions remain connected to the pylon and lower the engine using the
four chain pulley blocks, also check that the engine mounts disengage
correctly from their attaches. Slowly continue the descent until the
cradle touches the trolley. Then secure and lock it. Remove the chain
hoists and the FWD hinge arms, then the chain pulley blocks and
dynamometers from the rear beam. Now push forward the engine
from under the pylon, making sure that nothing catches. With the
engine removed it is now possible to see the aft and FWD mounts in
more detail and also the front hinge clamp and the rear beam
installation. Notice the hold-open brace which holds the thrust reverser
cowl door in the open position.
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Engine Removal.wmv
ENGINE REMOVAL
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ENGINE INSTALLATION
All the equipment is re-installed to provide the engine lifting. Start the
lifting using the pulley levers and check that the dynamometers show
the correct load. Raise the engine cradle gradually. As the engine
reaches the pylon take care that the FWD and rear mounts engage
correctly. Then install the bolts to both mounts and tighten them. Note
that you never use the same bolts. Always change them for new or
inspected ones. When the engine cradle is on the trolley remove the
four chain pulley blocks and dynamometers, then the bootstrap
equipment. Reconnect all lines and electrical harnesses to the pylon
interfaces. Finally lock the cradle to the trolley. Push the trolley out
from under the engine and remove the hold-open braces from the
cowls. The engine can now be put back in serviceable condition.
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Engine Installation.wmv
ENGINE INSTALLATION
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REMOVAL
Make sure that the A/C is prepared for the removal task. First open the
fan cowl door and install the hoisting sling. Disengage and store the
hold-open rods. Lift the door with the hoist and gain access to the
hinges. Remove the four hinge bolts and nuts. Make a note of the
position of the bolts because they must be put at the same place
during the installation. Finally remove and lift the door over to the
transit stand.
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INSTALLATION
We will now see a fan cowl door installation. First of all, prepare the
A/C for maintenance tasks on the engine. On the transit stand attach
the hoisting sling to the lower part of the fan cowl door and secure it.
Then on the opposite side attach the sling to the upper hoisting points
and secure it. Remove the fan cowl door from the fan cowl transit
stand with the sling and the hoist and carefully install the door.
Examine the fan cowl hinges and the pylon hinges and make sure that
they are not damaged before aligning them. Install the bolts and nuts.
Make sure that the bolts are installed in the same positions noted
during removal. Deploy the hold-open rods and engage them on their
attach brackets on the fan case. Finally remove the sling and return to
the initial A/C configuration as defined in the close-up subtasks.
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the weight of the thrust reverser cowl door, and after having removed
THRUST REVERSER COWL DOOR the hinge access panel from the pylon, attach the last hoisting fixture
REMOVAL/INSTALLATION to the thrust reverser hinge upper beam. Next, disconnect the
hydraulic manifold from the thrust reverser cowl door opening
WARNING: DO NOT GET HYDRAULIC FLUID ON YOUR SKIN, actuator. Install the protective caps, and remove the actuator. On the
IN YOUR MOUTH OR IN YOUR EYES. HYDRAULIC FLUID IS thrust reverser system disconnect the electrical connector from the
POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO electrical receptacle, and disconnect the deploy and retract hoses from
YOUR BODY. FLUSH HYDRAULIC FLUID FROM YOUR MOUTH the upper actuator, then gain access to the pylon hinges and remove
OR YOUR EYES AND GET MEDICAL AID. BE CAREFUL DURING the four hinge bolts and nuts. Carefully lift and disengage the thrust
THE REMOVAL OR INSTALLATION OF THE THRUST REVERSER reverser cowl door from the pylon hinges. Remove the cowl door
"C" DUCT, IT WEIGHS 580 LBS (263 KG). taking care that it does not hit against the slat surfaces. Finally lower it
onto its dolly.
REMOVAL
First of all prepare the A/C for the removal task and deactivate the
thrust reverser system. Install the thrust reverser sling to the sling
points. First at the two lower hoisting points. Using the hoist hold up
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deploy hose. Use a container to collect the drained hydraulic fluid, then
INSTALLATION
insert the reverser flexible shaft into the deploy hose, and connect the
Make sure that the A/C is in same configuration as for the removal deploy hose to the thrust reverser upper actuator. In the same way,
task with the thrust reverser system deactivated. On the dolly, attach connect the thrust reverser retract hose. On the thrust reverser system
the thrust reverser hoisting sling to the three sling points on the thrust electrical receptacle, reconnect the electrical connector. On the pylon
reverser half. First, attach the sling to the hoisting fixture provided on area, reinstall the hinge access panel, and the pylon fairings. Finally,
the thrust reverser hinge upper beam. Then attach the sling to the return the A/C to the initial configuration as defined in the close-up
lower hoisting points of the cowl door. Lift the cowl door from the subtasks.
dolly, and carefully position the cowl door onto the pylon. Align the
thrust reverser cowl door hinges with the hinges on the crossover
beams of the pylon, and install the four hinge bolts, first at position
four, then at positions one, two and three. Next, remove the hoisting
fixture from the hinge upper beam and keep the lower two sling points
attached. Using the hoist, lift the door to the maximum open position.
Extend the rear and FWD hold-open rods and make sure that they are
correctly engaged. Remove the thrust reverser sling from the lower
hoisting points. After that, remove the dust cover from the quick
disconnect and connect the hydraulic hose from a hand pump or
service unit. Inside the thrust reverser half gain access to the
mounting bracket of the thrust reverser cowl door opening actuator.
Position the cowl door opening actuator, and attach it to its mounting
bracket on the thrust reverser cowl door. Then remove the protective
cap from the opening actuator hydraulic connector, and connect the
hydraulic manifolds. Using the hydraulic service units or hand pump
pressurize the actuator to bleed the air. When finished, tighten and
torque the hydraulic manifold connector. Then reinstall the protective
shroud. On the opposite side of the engine, gain access to the opening
actuator hinge beam on the pylon, and using the hydraulic service
units, extend the opening actuator rod to the hinge beam. Align and
attach it. Next close the thrust reverser cowl door by operating the
hydraulic service unit. On the engine bottom centerline, engage and
latch correctly both thrust reverser halves together. On the pylon area,
finish tightening the hinge bolts and torque them at all positions. On
the thrust reverser system, remove the dust cover of the hydraulic
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To remove the air inlet cowl, the fan cowl doors must be opened.
Connect the special sling to a hoist, and attach the sling to the air inlet
cowl hoisting points. Using the hoist, hold up the weight of the cowl
and remove the bolts, then disconnect the pressure tube and electrical
connectors of the P2/T2 sensor and remove the coupling at the anti-
ice duct connection. Move the air inlet cowl FWD to disengage it. Then
carry up and lower it on to its support. The air inlet cowl installation is
the reverse procedure. During the installation take care that the inlet
cowl locating pins engage correctly to the front engine flange. Then
install and tighten the bolts. Finally, reconnect everything up and
remove the sling equipment.
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CAUTION: DO NOT LET TOOLS, PARTS OR UNWANTED the bottom face of the blade root. For the installation, align the
MATERIALS FALL ON THE AIR INTAKE COWL SURFACE WHEN replacement blade with the disk dovetail and install the two annulus
YOU USE THE WORK MAT. TO PREVENT THIS, SEAL THE fillers to their initial position. Reinstall the front blade retaining ring
EDGES OF THE WORK MAT WITH TAPE BEFORE YOU USE IT. and secure it. Next install the 22 bolts which fix the annulus filler.
BE CAREFUL DURING THE REMOVAL OF THE FRONT BLADE Finally, reinstall the inlet cone and leave the work area making certain
RETAINING RING AND THE STAGE 1 FAN BLADE, THEY EACH that it is clean and clear of tools and other items.
WEIGH APPROXIMATELY 10 LBS (4.5 KG). DO NOT PUT ANY
TOOLS OR PARTS THAT ARE REMOVED IN THE STAGE 1 FAN
DISK INNER SURFACE. BE CAREFUL DURING THE
INSTALLATION OF THE FRONT BLADE RETAINING RING AND
THE STAGE 1 FAN B LA D E , THEY EACH WEIGH
APPROXIMATELY 10 LBS (4.5 KG).
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Before removing the IDG, the engine must be shut down for at least 5
IDG - REMOVAL/INSTALLATION minutes to prevent burns because the oil stays hot for a few minutes.
First of all, the IDG must be drained and the oil tubes disconnected
WARNING: BE CAREFUL DURING THE REMOVAL OR THE and removed. Also remove the banjo couplings and note their initial
INSTALLATION OF THE INTEGRATED DRIVE GENERATOR positions. Then disconnect the three electrical connectors from the
(IDG), IT WEIGHS 124 LBS (60 KG). DO NOT LET ENGINE OIL IDG. Remove the cover plate of the IDG terminal box and disconnect
ON YOUR SKIN FOR A LONG TIME, THE OIL IS POISONOUS the output cables. Next place the special dolly in position and raise it
AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. up to the IDG. When the IDG is on the dolly, release the quick-
DO NOT TOUCH THE FUEL OR OIL SYSTEM COMPONENTS FOR attach/detach coupling then pull the IDG FWD to disengage it. Let's
A SHORT TIME AFTER THE ENGINE SHUTDOWN, THE ENGINE now see the IDG installation. Using the dolly, lift the IDG up to its
COMPONENTS STAY HOT FOR SOME TIME AND CAN CAUSE position and align the open marks on the quick-attach/detach
INJURY. coupling. When the IDG is engaged, tighten the coupling sufficiently to
secure it, then remove the dolly, reconnect the electrical connectors
and reinstall the oil tubes.
CAUTION: DO NOT LET ENGINE OIL FALL ON THE ENGINE,
UNWANTED OIL MUST BE REMOVED IMMEDIATELY. THE OIL
CAN CAUSE DAMAGE TO THE SURFACE PROTECTION AND TO
SOME PARTS. HELP THE IDG OUT IN A STRAIGHT LINE, THE
INPUT SHAFT CAN CATCH AND CAUSE DAMAGE TO THE INPUT
SEAL. DO NOT USE EXTERNAL PARTS OR TOOLS TO PULL THE
IDG FROM THE GEARBOX, THEY CAN CAUSE DAMAGE. DO NOT
APPLY SIDE LOADS WHICH COULD BEND THE SPLINED DRIVE
SHAFT DURING THE INSTALLATION OF THE IDG. A BENT
SPLINED DRIVE SHAFT WILL PREVENT CORRECT
INSTALLATION OF THE IDG AND DAMAGE IT IN OPERATION.
MAKE SURE THAT YOU DO NOT DAMAGE THE INPUT SEAL
DURING THE INSTALLATION OF THE IDG. MAKE SURE THAT
THE TUBES ARE NOT STRESSED, THIS CAN CAUSE DAMAGE.
THE SQUARE WASHERS MUST BE INSTALLED BETWEEN THE
PHASE CABLES AND THE TERMINAL BLOCK ON THE IDG TO
PREVENT THE TERMINAL BLOCK BECOMING HOT AND
CAUSING DAMAGE TO THE IDG.
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WARNING: DO NOT LET ENGINE OIL STAY ON YOUR SKIN Do not touch the IDG system components for a short time after the
FOR A LONG TIME, THE OIL IS POISONOUS AND CAN GO engine is shut down. The engine components stay hot for some time
THROUGH YOUR SKIN AND INTO YOUR BODY. YOU MUST PUT and can cause injury. If the oil is below the minimum level, the green
THE DRAIN HOSE INTO A CONTAINER BEFORE YOU CONNECT band, add oil to the IDG. Now prepare the IDG for servicing. Remove
THE DRAIN HOSE TO THE OVERFLOW DRAIN VALVE. MAKE the caps from the overflow drain and pressure fill valves. First connect
SURE THAT THE DRAIN HOSE HANGS DOWN VERTICALLY AND a drain hose to the overflow drain valve then connect the pressure fill
THE END OF THE HOSE IS ABOVE THE OIL LEVEL IN THE hose from a service unit to the pressure fill valve. Using the service
CONTAINER. WHEN YOU CONNECT THE DRAIN HOSE TO THE units, add oil, until the level reaches the full mark and the oil overflows
IDG, YOU RELEASE THE OIL PRESSURE AND OIL WILL SPRAY through the drain hose. Drain oil until the oil level moves down to the
FROM THE DRAIN HOSE. YOU MUST PUT THE DRAIN HOSE ON green band. Remove the drain and pressure fill hoses from connectors
THE OVERFLOW DRAIN VALVE BEFORE YOU REMOVE THE and reinstall the caps. Finally perform a leak test. Do another check of
CASE DRAIN PLUG. THE INSTALLATION OF THE DRAIN HOSE the oil level 5 minutes later.
RELEASES THE PRESSURE IN THE IDG OIL SYSTEM. YOU
MUST PUT THE DRAIN HOSE ONTO THE OVERFLOW DRAIN NOTE: THIS PROCEDURE IS TO LET THE AIR ESCAPE FROM
VALVE BEFORE YOU REMOVE THE CASE DRAIN PLUG. THE THE IDG OIL SYSTEM AND TO LET THE OIL FLOW AROUND
INSTALLATION OF THE DRAIN HOSE RELEASES THE THE SYSTEM.
PRESSURE IN THE IDG OIL SYSTEM.
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IDG Servicing.wmv
IDG - SERVICING
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