A320PW11G-B12-0007.1, 70-72 PP Gen, R1 010217

Airbus A319/A320/A321 (IAE PW1100G) - "NEO"
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (Level 1, 2 & 3)
PW1100G ATA 70-72 Power Plant General

A320PW11G-B12-0007.1, Revision 1, 1st February 2017
A320 NEO PW1100 B1 & B2 ALL ATA 70-72 Engine & Interfaces
Engine
Airbus A319/A320/A321 (IAE PW1100G)

Part-66, Appendix III, Level 3 Training
These notes have been prepared by the Storm Aviation Training Centre to provide a source of reference during your period of training.
The information presented is as correct as possible at the time of production and is not subject to amendment action. These notes contain intellectual
copyrighted material and are for personal study purposes only. Unauthorised copying, distribution or publishing (including electronically) of any part of these
notes is strictly prohibited.
They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications (ATPs) must always be used when
you are actually working on the aircraft.
We always aim to ensure that these documents are as accurate as possible, however if you notice any items which require amending, please inform the
Training Manager or Instructor so that any amendments may be incorporated before the next course.
I trust your course with us will be informative and enjoyable.
Ben Greenaway, Training Manager, UK.147.0057
A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 2 of 136

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REVISION SUMMARY
Part-66, App III Revision and Date Summary of Revision

Level
3 R1, 01 Feb 2017 Initial Issue in new format.

Engine
Table of Contents
Revision Summary .................................................................................................................................................................................................... 3
POWER PLANT PW1100G - Level 1 ................................................................................................................................................................................ 8
ATA 70-72 INTRODUCTION ....................................................................................................................................................................................... 8
OVERVIEW .......................................................................................................................................................................................................... 10
INSTALLATION .................................................................................................................................................................................................... 12
MODULAR CONCEPT ............................................................................................................................................................................................ 14
LP ROTOR, HP ROTOR AND COMBUSTION CHAMBER ............................................................................................................................................. 18
BEARINGS ........................................................................................................................................................................................................... 20
TRANSFER & ACCESSORY GEARBOXES ................................................................................................................................................................. 22
ATA 73A PROPULSION CONTROL SYSTEM (PCS) ....................................................................................................................................................... 26
EIU ..................................................................................................................................................................................................................... 28
ATA 73 FUEL SYSTEM .............................................................................................................................................................................................. 30
ATA 78 THRUST REVERSER SYSTEM ........................................................................................................................................................................ 32
ATA 79 OIL SYSTEM ................................................................................................................................................................................................ 36
ATA 75 AIR SYSTEM DESCRIPTION/OPERATION........................................................................................................................................................ 38
GENERAL............................................................................................................................................................................................................. 38
ATA 74 & 80 IGNITION AND STARTING SYSTEMS ..................................................................................................................................................... 40
ATA 76 & 77 CONTROL AND INDICATING ................................................................................................................................................................. 44
CONTROL PANELS............................................................................................................................................................................................... 44
ECAM ENGINE ..................................................................................................................................................................................................... 46
MAINTENANCE/TEST FACILITIES ........................................................................................................................................................................ 48
SAFETY PRECAUTIONS ....................................................................................................................................................................................... 50

Engine
STORAGE AND PRESERVATION........................................................................................................................................................................... 52

POWER PLANT PW1100G COMPONENT LOCATION - Level 2 .......................................................................................................................................... 54
ENGINE GENERAL COMPONENT LOCATIONS ............................................................................................................................................................. 54
SYSTEM OVERVIEW ............................................................................................................................................................................................. 54
THRUST REVERSER SYSTEM................................................................................................................................................................................. 56
fadec COMPONENT LOCATIONS ............................................................................................................................................................................... 58
FADEC................................................................................................................................................................................................................. 58
IGNITION & STARTING ........................................................................................................................................................................................ 62
FUEL ................................................................................................................................................................................................................... 68
AIR ..................................................................................................................................................................................................................... 74
OIL ..................................................................................................................................................................................................................... 78
THRUST REVERSER ............................................................................................................................................................................................. 82
POWER PLANT DRAIN PRESENTATION - Level 2 ........................................................................................................................................................... 86
PYLON & ENGINE DRAINS ....................................................................................................................................................................................... 86
DRAIN MAST ..................................................................................................................................................................................................... 88
DRAIN MAST ..................................................................................................................................................................................................... 89
POWER PLANT INSTALLATION DESCRIPTION AND OPERATION - Level 3 ....................................................................................................................... 90
INLET COWL ........................................................................................................................................................................................................... 90
AIR INTAKE FUNCTIONS..................................................................................................................................................................................... 92
FAN COWL DOORS ............................................................................................................................................................................................. 94
FAN COWL DOORS - AFT LATCH ......................................................................................................................................................................... 98
FAN COWL DOORS - AFT LATCH ........................................................................................................................................................................... 99
THRUST REVERSER COWL DOORS.................................................................................................................................................................... 100

Engine
EXHAUST NOZZLE ............................................................................................................................................................................................ 102

EXHAUST NOZZLE ............................................................................................................................................................................................ 103
ENGINE MOUNTS ............................................................................................................................................................................................... 104
ENGINE CHARACTERISTICS ............................................................................................................................................................................... 106
ENGINE CONTROL ............................................................................................................................................................................................. 106
ENGINE MODULES ................................................................................................................................................................................................ 108
OVERVIEW ........................................................................................................................................................................................................ 108
FAN ROTOR AND FAN CASE .............................................................................................................................................................................. 112
FAN DRIVE GEAR SYSTEM (FDGS) AND FAN INTERMEDIATE CASE ........................................................................................................................... 114
FAN DRIVE GEAR SYSTEM (FDGS) .......................................................................................................................................................................... 116
LOW PRESSURE COMPRESSOR AND COMPRESSOR INTERMEDIATE CASE ................................................................................................................. 118
HIGH PRESSURE COMPRESSOR ROTOR .................................................................................................................................................................. 120
DIFFUSER AND COMBUSTION CHAMBER ASSEMBLY ................................................................................................................................................ 122
HIGH PRESSURE AND LOW PRESSURE TURBINES................................................................................................................................................... 124
TURBINE EXHAUST CASE (TEC).............................................................................................................................................................................. 126
ENGINE GEAR BOX................................................................................................................................................................................................ 128
AERODYNAMIC STATIONS AND BOROSCOPIC PORTS .............................................................................................................................................. 132
ENGINE BEARINGS ................................................................................................................................................................................................ 134

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INTENTIONALLY LEFT BLANK

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POWER PLANT PW1100G - Level 1

ATA 70-72 INTRODUCTION
The PW1100G engine is an axial flow, dual-rotor, geared fan, variable stator, ultra high bypass ratio power plant. The PW1100G engines power the A319,
A320 and A321 aircraft of the Single Aisle New Engine Option (NEO) family. PW1100G engines are available in several thrust ratings. The geared turbo fan
engine reduces fuel consumption, air pollution and noise.
Each engine comes with a Data Storage Unit (DSU) which is connected onto the Electronic Engine Control (EEC). It provides the EEC with engine
parameters, thus giving the possibility of changing the thrust rating.

Engine
INTRODUCTION
Not on A318
DSU - DATA STORAGE UNIT ///NOT CONVENTIONAL DATA ENTRY PLUG
Aircraft A/C Model Engine Model MTO
A319 A319-171 PW1124G-JM 24.5 Klbs
A319 A319-172 PW1122G-JM 22.9 Klbs
A319 A319-173 PW1127G-JM 26.8 Klbs
A320 A320-271 PW1124G-JM 26.8 Klbs
A320 A320-272 PW1124G-JM 24 Klbs
A321 A321-271 PW1133G-JM 32.7 Klbs
A321 A321-272 PW1130G-JM 29.7 Klbs

Engine
4-8 2-3
OVERVIEW
The PW1100G consists of an ultra high bypass ratio engine of 12:1. The fan rotor is driven by the N1 shaft via a reduction gearing system, the Fan Drive Gear
System (FDGS).
The stage breakdown is as follows:
• Fan - single stage

• Low Pressure Compressor (LPC) - 3 stages
• High Pressure Compressor (HPC) - 8 stages
• Low Pressure Turbine (LPT) - 2 stages HIGH
• High Pressure Turbine (HPT) - 3 stages LOW
Fan, low pressure and high pressure rotor speeds are known as NF, N1 and N2 respectively.

Engine
OVERVIEW
FAN LPC HPC HPT LPT
1 3 8 2 3

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INSTALLATION
The power plant installation includes the engine, the engine inlet cowl, the fan cowls, the thrust reverser assemblies and the exhaust nozzle and
centrebody.
The engine is attached to the pylon by forward and aft mounts to transmit the engine and thrust loads. The pylon connects the engine to the wing structure.
The forward engine mount is located on the Compressor Intermediate case. The rear engine mount is located on the Turbine Exhaust Case.
For reference purposes the location against the thrust reverser unit is shown.

Engine
INSTALLATION
AFT
MOUNT
FWD
MOUNT
THRUST INLET
REVERSER COWL
UNIT
FAN
COWLS

Engine
MODULAR CONCEPT
The PW1100G engine assembly modules are:
• Fan rotor
• Fan and Intermediate Case
• Fan Drive Gear System (FDGS)
• Low Pressure Compressor (LPC)
• Compressor Intermediate Case (CIC)
• High Pressure Compressor (HPC)
• Gearboxes under engine core
• Diffuser and combustor
• High Pressure Turbine (HPT)
• Turbine Intermediate Case (TIC)
• Low Pressure Turbine (LPT)
• Turbine Exhaust Case (TEC)

Engine
MODULES - 1
LOW PRESSURE
COMPRESSOR
(LPC)
FAN DRIVE
GEAR SYSTEM
(FDGS)
20 WIDE CHORD BLADES
INLET
CONE
COMPRESSOR
INTERMEDIATE
3 :1 REDUCTION CASE
FAN ROTOR ROTATES
(CIC)
CLOCKWISE FAN FWD MOUNT MOUNTED HERE
LP STAGE ANTI
CLOCKWISE INTERMEDIATE
HP STAGE CLOCKWISE CASE
SO THAT THE AIRFLOW IS (FIC)
STRAIGTENED
BYPASS RATIO 12:1

FAN CASE
PLANETARY GEARBOX IS CONNECTED TO LP ROTOR
FAN ROTOR

Engine

Engine
MODULES - 2
3 STAGES
2 STAGES
LOW PRESSURE TURBINE
HIGH PRESSURE
(LPT)
TURBINE (HPT) &
TURBINE INTERMEDIATE
CASE (TIC)
DIFFUSER/
COMBUSTER
ANNULAR
18 NOZZLES
HIGH PRESSURE
COMPRESSOR (HPC)
STRONGEST PART
TURBINE EXHAUST
CASE
(TEC)
MAIN GEARBOX (MGB)
ANGLE GEARBOX (AGB)

Engine
MODULAR CONCEPT (continued)
LP ROTOR, HP ROTOR AND COMBUSTION CHAMBER
The Low Pressure (LP) rotor comprises a fan driven by the FDGS, the Low Pressure compressor and the LP shaft, all driven by the LP turbine. The speed of
the LP rotor is indicated on the ECAM as N1.
The fan supplies most of the engine thrust. The air produced by the fan is known as secondary airflow or bypass airflow.
To improve the propulsive efficiency and fuel consumption, the FDGS reduces the fan speed thanks to reduction gear mechanism.
The 3-stage Low Pressure (LP) compressor supplies air to the engine core. This is primary airflow. The LP compressor rotates at the same speed as the 3
stage LP turbine.
The High Pressure (HP) rotor is made up of 8 stage HP compressor driven by two stage HP turbine. The speed of the HP rotor is indicated on the ECAM as
N2.
The annular combustion chamber is installed between the HP compressor and HP turbine.
It has ports for 18 fuel nozzles and 2 igniter plugs.

Engine
MAIN ASSEMBLIES
COMBUSTION
CHAMBER
FAN
STAGE
LP
TURBINE
HP
TURBINE
HP
FAN DRIVE COMPRESSOR
GEAR SYSTEM
(FDGS)
LP
COMPRESSOR

Engine
MODULAR CONCEPT (continued)
BEARINGS
The LP and the HP rotors are supported by 7 roller and ball bearings which are lubricated and cooled.

Engine
BEARINGS
FAN DRIVE BUFFER COOLING FOR BEARING

GEAR
#4
SYSTEM
FRONT
CENTRE MID TURBINE
BODY TURBINE EXHAUST
INTERMEDIATE FRAME FRAME
CASE
HIGH ROTOR
FAN
ROTOR
1 1.5
TAPERED 2 3 LOW ROTOR 4 5 6
ROLLER BALL BALL ROLLER

Engine
TRANSFER & ACCESSORY GEARBOXES
The accessory gearbox is installed under the core end is driven by the HP rotor through the Angle gearbox.
The fuel pumps, oil pumps, hydraulic pump, Integrated Drive Generator (IDG) and FADEC alternator are all driven by the gearbox. During engine starting,
the air turbine starter rotates the HP compressor through the gearboxes.

Engine
MAIN GEARBOX - AFT VIEW
MOUNTED VERTICALLY NOT HORIZONTALLY
ENGINE DRIVEN INTEGRATED

PUMP FUEL PUMP & CONTROL
(EDP) (IFPC)
3 FUEL PUMPS
- LP FUEL PUMP
-HP FUEL PUMP
-SERVO FUEL
PUMP
A
AIR COMPONENTS
HAVE THEIR OWN
SERVOING
BELOW THE CORE ENGINE
FUEL
MANIFOLD
MAIN FUEL
GEARBOX
FILTER

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Engine
MAIN GEARBOX - FORWARD VIEW
MOUNT
POINTS MAIN
GEARBOX
ANGLE
GEARBOX
(AGB)
LUBRICATION &
SCAVENGE OIL
A 1 PRESSURE PUMP
AND 6 SCAVENGE PUMPS
ONLY ONE OIL FILTER - PRIMARY

AND BACKUP FUEL/OIL
MANIFOLD
PERMANENT MOUNT
MAGNET POINT
ALTERNATOR
(PMA)
2 CHANNELS @ 10% N2

Engine
ATA 73A PROPULSION CONTROL SYSTEM (PCS)
The Propulsion Control System (PCS) regroups the following subsystems:
• The FADEC system consists of an Electronic Engine Control (EEC) and a Prognostic Health Monitoring Unit (PHMU),
• The Engine Interface Unit (EIU).
In order to increase engine reliability and efficiency, the FADEC gives the full range of engine control to achieve steady state and transient engine
performances when operated in combination with aircraft subsystems.
The EEC controls the operation of the following:
• Engine control for thrust setting in Manual and Auto thrust Modes,
• Thrust Control Malfunction protection,
• Engine airflow control,
• Combustor fuel metering valve,
• Control and monitoring sensing,
• Ignition and starting systems,
• Command and monitoring of the thrust reverser system,
• Fault detection, isolation, annunciation and transmission to the A/C (BITE).
When the engine is running, power for FADEC operation is supplied by a dedicated alternator driven by the gearbox.
The PHMU interfaces with the EEC. It monitors the Engine vibrations and the Oil debris.

Engine
PROPULSION CONTROL SYSTEM (PCS)

FADEC SYSTEM
Engine Interface Unit (EIU) Electronic Engine Control (EEC) and
Prognostic Health Monitoring Unit (PHMU)
ELECTRICAL
FUEL Ignition System,
Pumping, Metering PMA SERVO FUEL ACTUATION
Measurement, Distribution
Stator Vane Control,
Malfunction Accommodation,
Modulated Compressor Bleed,
Filter Delta-Pressure,
Turbine Clearance
Temp Limiting
Ecology System
ELECTRONIC
ENGINE CONTROL
AIR (EEC)
Engine Starter, ENGINE SENSING
Starter Air Valve, Speeds, Pressures,
Anti-ice, Buffer Air System Temperatures
PROGNOSTIC
HEALTH
MONITORING UNIT
(PHMU)
OIL
Oil Temp Control, AIRCRAFT ACTUATION
Quantity, Pressure, Thrust Reverser
Filter Delta-Pressure
DIAGNOSTICS/PROGNOSTICS
Oil Debris & Level,
Vibration,
Air Control Sensors

Engine
EIU
The EIU is an interface concentrator between the airframe and the corresponding engine. Two EIUs are installed in the A/C. EIU-1 interfaces with Engine
1and EIU-2 interfaces with Engine 2.
The main functions of the EIU are:
• To concentrate data from cockpit panels and different aircraft systems to the associated EEC on each engine,
• To ensure the segregation of the two engines,
• To give to the airframe the necessary logic and information from engine and to other systems (APU, ECS, Bleed Air, Maintenance),
• To give to the FADEC system some necessary logic and information from systems (example: flight/ground status).
The Fan Cowl latches of the A320 NEO are monitored by proximity switches which send their position signals to the EIU.
The EIU transfers signals to the FWC for associated cockpit warnings based on specific logic conditions.

Engine
ENGINE INTERFACE UNIT (EIU)

COCKPIT
FADEC SYSTEM
Engine
Interface
Unit
(EIU)
w w w .s tormaviation.c om
AIRCRAFT COMPUTERS
Engine
ATA 73 FUEL SYSTEM
The fuel system provides fuel to the engine. Fuel is also used for heat management and for servo purposes.
The main component is the IFPC (Integrated Fuel Pump & Control located on the right hand side of the engine core. It contains boost, main and servo fuel
pumps. The fuel is provided under pressure to the FDV (Flow Divider Valve) and onto the combustion chamber via 18 fuel nozzles (6 simplex, 12 duplex).

Engine
FUEL SYSTEM - OVERVIEW

FUEL FLOW
DIVIDER
FUEL
MANIFOLD
FUEL
FLOW TO PRIMARY
TRANSMITTER FUEL NOZZLE
PORTS
FUEL TO SECONDARY
MANIFOLD FUEL NOZZLE
PORTS
FUEL
MANIFOLD FUEL TUBE
FILTER (FL01)
INTEGRATED
FUEL PUMP
AND CONTROL FUEL / OIL FUEL / OIL
(IFPC) MANIFOLD HEAT
E XCHANGE R
FUE L
MAIN
MAIN BOOST PUMP
SUPPLY HOSE PUMP

Engine
ATA 78 THRUST REVERSER SYSTEM
The flight crew manually selects reverse thrust by lifting the latching levers on the throttle control levers.
The thrust reverser system comprises (per engine):
• 2 Translating sleeves,
• 10 blocker doors with cascade vanes
• Tertiary lock
The EEC in accordance with the EIU control valves inside the Hydraulic Control Unit (HCU) for deploy and stow sequences.
HCU supplies hydraulic power to operate thrust reverser actuators. The SEC computers authorize unlocking of the Tertiary Locks.
For maintenance or dispatch the reverser system can be inhibited. Reverse thrust is only available on the ground.

Engine
THRUST REVERSER SYSTEM
EWD
LGCIUs
EIU 1
1.4
1.2
1.6
THROTTLE REV
LEVERS 1 1. 96
TO T O
GA GA
FLX
MCT
CL 45 CL TERTIARY LOCK
40
A A
/ 35 /
T 30
T
H H
R 25 R
0 20 0
TRANSLATING
R 15 R
10
SLEEVE
5
RH
0
F F
EEC 1
HCU
TRANSLATING
SECs
SLEEVE
LH
RETURN
A/C HYD
POWER
SUPPLY
INHIBITION
LEVER

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Engine

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ATA 79 OIL SYSTEM
The oil system comprises of an Oil tank, oil pumps located within the Lubrication and Scavenge Oil Pump unit (LSOP), Oil Control Module (OCM), filters and
heat exchangers.
The oil is used to lubricate and cool the bearings, the Fan Drive Gear System (FDGS), gearboxes and accessories.
The supply oil, cooled oil and the return oil parameters are monitored for ECAM warnings and indications.
The oil tank is a 'hot' system and has a capacity of 40 quarts.
Oil quantity calculations are processed via the EEC.
Storm Maintenance Tip: Zero EWD quantity does not necessarily mean the tank is empty. It may have up to 20 quarts remaining.

Engine
OIL SYSTEM
OIL PRESSURE
TANK (LUBE) PUMP (x1)
LUBRICATION &
SCAVENGE OIL PUMP
(LSOP)
OIL CONTROL HEAT

MODULE EXCHANGERS
(OCM)
BEARINGS OIL PARAMETERS
OIL
F
1 1.5
D
G 2 3 4 5 6 14.0 QT
S
GEAR
BOXES
LUBRICATION & PSI

90
SCAVENGE OIL PUMP
(LSOP)
145 °C
SCAVENGE PUMPS
(x6)

Engine
ATA 75 AIR SYSTEM DESCRIPTION/OPERATION
GENERAL
The engine air system makes sure that the compressor airflow and turbine clearances are controlled.
The system also deals with the cooling, pressurizing and ventilation airflows.
External and internal tubing is used to achieve the various functions.
The main air sources are the:
• Fan discharge air,

• Low Pressure Compressor (LPC) discharge air,
• High Pressure Compressor (HPC) 3rd stage air and
• HPC 6th stage air.

Engine
GENERAL
HPC 6TH STAGE BLEED
LPC (2.5) BLEED
STARTER AIR
HPT ACC COOLING
LPT ACC COOLING
CUSTOMER BLEED
FAN DISCHARGE
HPC 3RD STAGE BLEED

Engine
ATA 74 & 80 IGNITION AND STARTING SYSTEMS
The Engine starting system is used for normal engine starts, in-flight restarts and ground monitoring.
The EEC controls the Starter Air Valve (SAV) to supply air to the Starter for initial N2 rotation.
Then the EEC controls the ignition for combustion starting. Parameters are displayed on the ECAM during the sequence.
Note: The SAV has a manual override function.
Storm Aviation Tip:
Due to rotor bow, or thermal bowing, due to asymmetrical cooling after shut-down on the previous flight, there is an extended start period to allow the
engine to evenly cool. All production standard engines now feature a damper on the third and fourth shaft bearings to help stiffen the shaft and data from
engines in service and under accelerated testing is expected to gradually reduce engine start times.
When the engine is started, the message 'COOLING' in green pulses on the EWD, indicating that the engine is performing a cooling start cycle.

Engine
IGNITION AND STARTING SYSTEMS - 1

AIR SUPPLY
IGNITER PLUG A
A
IGNITION
CABLES
C B
IGNITER PLUG B
AIR START
VALVE
IGNITION
EXCITER
B
EEC
A
STARTER
C

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Engine
IGNITION AND STARTING SYSTEM - 2
CLB
80.7%
5 10 5
N1 10
%
0. 0 0. 0
EGT
0.0 °C 0.0
0.0 N2 0.0
%
COOLING FF
0 KG/H 0
FOB : 2960 KG

Engine
ATA 76 & 77 CONTROL AND INDICATING
This section will highlight the control panels and indications for the engines.
CONTROL PANELS
The engines are controlled by throttle control levers which are installed on the centre pedestal. They can only be moved manually.
For reverse thrust operation, two latching levers let the throttle control levers move rearward into the reverse thrust section.
The A320 family aircraft normally operates in the auto thrust mode, when in flight.
The autothrust can be disconnected with an instinctive disconnect pushbutton (2 red buttons are installed on the outside of the lever). This lets the engines
be controlled in manual thrust mode.
The controls for engine starting and shutdown are installed on the centre pedestal immediately behind the throttle control levers.
The engine MAN START switches are installed on the overhead panel. These switches are used to start an engine during a manual start procedure. They are
also used during a dry or wet motoring procedure.

Engine
CONTROLS AND INDICATING - CONTROL PANELS

Engine
CONTROL AND INDICATING (continued)
ECAM ENGINE
The engine primary parameters are permanently displayed on the upper ECAM.
The engine secondary parameters are presented on the lower ECAM ENGINE page when selected or displayed automatically during engine start or a fault.
Some engine parameters are permanently displayed on the CRUISE page in flight.

Engine
CONTROLS AND INDICATING - ECAM ENGINE PAGE

Engine
MAINTENANCE/TEST FACILITIES
On the maintenance panel, the ENG FADEC GND PWR permits to supply the FADEC system for maintenance tasks, when the engines are not running.
The MCDU is used to do PCS tests and for trouble shooting monitored components (computers, sensors, actuators).

Engine
MAINTENANCE/TEST FACILITIES

Engine
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is an overview of main safety precautions related to the engines.
Make sure that all engine danger areas are as clear as possible to prevent damage to the engine, the aircraft or persons in the area.
Be careful: The entry corridor will be closed when the engine power is above the minimum.
Make sure that you have fire-fighting equipment available. Do not try to stop the fan from turning by hand.
After engine shutdown, let the oil tank pressure bleed off for a minimum of 5 minutes before you remove the tank filler cap. If you do not, pressurized oil
can flow out of the tank and cause dangerous bums.
The engine ignition system is an electrical system with high energy. You must be careful to prevent electrical shock. Injury or death can occur. Do not do
maintenance on the ignition system while the engine operates.
Make sure that the engine shutdown occurred more than 5 minutes ago before you continue with the maintenance procedure.
Make sure that the thrust reverser is deactivated during maintenance. If not, the thrust reverser can operate accidentally and cause injury to personnel
and/or damage to the reverser.
When opening the engine cowls:
• Respect the wind limitations and the opening/closing sequence, o Always secure cowls with the hold-open rods,
• Make sure that the slats are retracted and install a warning notice to prevent slat operation.

Engine
SAFETY PRECAUTIONS - PW1100G

Engine
STORAGE AND PRESERVATION
Storage and preservation procedures must be applied to engines which are not operated. The Preservation procedures protect the engine against corrosion,
liquid and debris entering the engine, and atmospheric conditions during period of inactivity.

Engine
STORAGE AND PRESERVATION

Engine
POWER PLANT PW1100G COMPONENT LOCATION - Level 2

ENGINE GENERAL COMPONENT LOCATIONS
SYSTEM OVERVIEW
The PW1100G engine is an axial flow, dual-rotor, geared fan, variable stator, ultra high bypass ratio power plant.
The PW1100G engines power the A319, A320 and A321 aircraft of the A320 NEO family. PW1100G engines are available in several thrust ratings.
The geared turbofan engine provides improved fuel efficiency and reduces engine noise. It also reduces the C02 and NOx emissions.
All the engines are basically the same. The Data Storage Unit (DSU) on the Electronic Engine Control (EEC) allows the thrust rating of the engine to
be changed.
The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the reverser assemblies. The pylon connects the
engine to the wing structure. The engine is attached to the pylon by FWD and AFT mounts.

Engine
SYSTEM OVERVIEW - ENGINE GENERAL
PYLON
FAN
COWL
THRUST
INLET
COWL REVERSER
FAN THRUST EXHAUST INLET
ENGINE
COWL REVERSER NOZZLE COWL

Engine
SYSTEM OVERVIEW (continued)
The thrust reverser system operated from the cockpit consists of 2 hydraulically operated translating sleeves.
When the translating sleeve moves aft during deployment, it lifts blocker doors that redirect the engine fan airflow.

Engine
SYSTEM OVERVIEW - THRUST REVERSER SYSTEM
ENGINE FAN AIRFLOW
ENGINE FAN AIRFLOW

TURBINE GASES
BLOCKER DOORS
FLIGHT MODE THRUST RE VE RSE R DE PLOYE D MO DE

(VIEW LOOKING DOWN) (VIEW LOOKING DOWN)

Engine
FADEC COMPONENT LOCATIONS
The engine system components are at the following locations.
FADEC
The EEC and Prognostics and Health Management Unit (PHMU) are on the RH side of the fan case.
The DSU is onto the top of the EEC on Channel Aside and connected to the engine case bracket by a lanyard.
The FADEC Permanent Magnet Alternator (PMA) is on the forward face of the main gearbox.

Engine
FADEC COMPONENT LOCATION - 1
MAIN
GEARBOX
ANGLE
GEARBOX
(AGB)
A
PERMANENT
MAGNET
ALTERNATOR
(PMA)

Engine
EEC AND PROGNOSTICS & HEALTH MANAGEMENT UNIT

(PHMU)
B

Engine
PROGNOSTICS & HEALTH

MANAGEMENT UNIT
(PHMU)
DATA
STORAGE
UNIT
(DSU)
EEC

Engine
COMPONENT LOCATION (continued)
IGNITION & STARTING
One ignition exciter box is on the RH side of the engine fan case at 5 o'clock. This serves both igniters A and B.
The air starter is at 3 o'clock aft of the main gearbox.
The air starter incorporates a speed sensor.

Engine
COMPONENT LOCATION - IGNITION & STARTING - 1
IGNITER PLUG A
STARTER DUCT
(REF).
A
B IGNITION
CABLES
FUEL
NOZZLE (REF).
IGNITER PLUG B
IGNITION
EXCITER
IGNITION
CABLE B
IGNITION FAN
CABLE A CASE

Engine
IGNITION EXCITOR (SINGLE UNIT)

Engine
COMPONENT LOCATION - IGNITION & STARTING - 2
A
B
MAIN GEARBOX
C S TARTE R

Engine

Engine
STARTER

Engine
FUEL
The primary components of the fuel system are on the RH side of the engine core.
The Integrated Fuel Pump and Control (IFPC) is attached with bolts to the fuel manifold on the right side of the main gearbox at the 3 o'clock position.
The main components include:
• Integrated Fuel Pump and Control (IFPC)

• Fuel Manifold
• Fuel Filter
• Flow Divider Valve (FDV)
• Fuel Nozzles (6 Simplex, 12 Duplex)
• Fuel Flow Transmitter
• Ecology (drains) Collector Tank
• Ejector Pump

Engine
COMPONENT LOCATION - FUEL - 1
INTEGRATED FUEL PUMP

& CONTROL
(IFPC)
FUEL FLOW
TRANSMITTER
ECOLOGY COLLECTOR
TANK
FLOW DIVIDER
VALVE
(FDV) FUEL
FILTER

Engine
LPC
A
INTEGRATED
FUEL PUMP &
CONTROL
(IFPC)
B
ECOLOGY
(DRAIN)
TANK LINE
FILTER
DIFF. FUEL MANIFOLD
PRESS.
FUEL DRAIN
SENSOR
PLUG CIC ECOLOGY
FUEL FIREWALL (DRAIN)
FILTER RECOVERY TANK
MGB
A C

Engine
FUEL FILTER (REF.)
FUEL FLOW
E TRANSMITTER
LPT
FLOW DIVIDER VALVE

(FDV)
E

Engine

Engine
FUEL SYSTEM COMPONENTS

Engine
AIR
To improve efficiency, the PW1100G is fitted with compressor airflow control and turbine case cooling systems.
Due to the FGS (Fan Gear System), the LP (N1) shaft rotates at a higher RPM (approximate maximum 10000 RPM). To protect the LPC (Low Pressure
Compressor) from stall during acceleration, a single, separately actuated, stage of variable vanes is installed before the LPC.
Systems include:
• LPC variable vanes system (single stage)

• HPC variable vanes system (four stages)
• LPC (2.5, or booster stage) bleed valve
• HPC bleed valves (one passive, one active)
• LPC ACC (Active Case Cooling)
• HPC ACC (Active Case Cooling)

Engine
COMPONENT LOCATION - AIR - LHS
LPC (2.5) BLEED

LPC (2.5) BLEED HPT TURBINE ACC
VALVE BELLCRANK HPC BLEED
VALVE ACTUATOR COOLING AIR
LPC (2.5) LINKAGE VALVE (PASSIVE) MANIFOLD
VALVE HPC BLEED VALVE
PRESSURE SENSOR
LPC VARIABLE VANES
LPC (2.5) BLEED

LPC
VARIABLE HPC VARIABLE VANES
VANES
SYSTEM HPT ACC COOLING
FWD LPT ACC COOLING
DIFFUSER
CASE TURBINE
HPC LPT TURBINE ACC
FAN COMPRESSOR EXHAUST
VARIABLE
INTERMEDIATE INTERMEDIATE HPC COOLING AIR CASE
VANES MANIFOLD
CASE CASE (CIC) LPC VARIABLE
SYSTEM
VARIABLE VANES
LOW PRESSURE VANES SECONDARY
COMPRESSOR (LPC) ACTUATOR ACTUATOR

Engine

Engine
COMPONENT LOCATION - AIR - RHS
LPT TURBINE ACC

COOLING AIR TURBINE ACTIVE HPC BLEED VALVE
MANIFOLD CASE COOLING PRESSURE SENSOR LPC (2.5)
VALVE VALVE
HPC BLEED
VALVE (PASSIVE)
LPC VARIABLE VANES
LPC (2.5) BLEED

LPC
VARIABLE
HPC VARIABLE VANES
VANES
SYSTEM
HPT ACC COOLING
FWD LPT ACC COOLING
DIFFUSER
CASE HPC
VARIABLE COMPRESSOR FAN
HPT TURBINE ACC INTERMEDIATE INTERMEDIATE
COOLING AIR VANES
PRIMARY HPC CASE (CIC) CASE
MANIFOLD HPC BLEED
VALVE (ACTIVE) ACTUATOR VARIABLE
VANES LOW PRESSURE
SYSTEM COMPRESSOR (LPC)

Engine
OIL
The engine oil tank is attached with frangible mounts to the fan case on the left hand side of the engine at the 9 o'clock position.
The Lubrication and Scavenge Oil Pump (LSOP) is attached to the rear of the main gearbox at the 6 o'clock position.

Engine
COMPONENT LOCATION - OIL - 1

AOHE
IDGFOHE
(AIR/OIL HEAT (IDG FUEL/OIL
VORV (& JOSV) EXCH.)
VARIABLE OIL REDUCTION HEAT EXCH.)
OIL CONTROL
VALVE (& JOURNAL OIL
MODULE
SHUTTLE VALVE
(MOUNTED ON OIL CONTROL
MANIFOLD)
FOHE
(FUEL/OIL
HEAT EXCH.)
IDGOOHE
IDG OIL/OIL
OIL TANK HEAT EXCH.)
LSOP
OIL FILTER (LUBRICATION &
COVER (ON LSOP) SCAVENGE OIL PUMP)

Engine

Engine
COMPONENT LOCATION - OIL - 2

Engine
THRUST REVERSER
Two translating sleeves are hydraulically operated. The Hydraulic Control Unit (HCU) is installed in the forward part of the pylon.
On the A320NEO PW1100G, the HCU consists of an Isolation Control Unit (ICU) and a Directional Control Valve (DCV) attached together. Reverser inhibition is
possible via a remote lever on the L/H fan case.
The remote lever is connected to the HCU via a cable assembly.
Due to the inclusion of a tertiary locking system, additional procedures are required for maintenance and/or MEL dispatch.
For maintenance on the core engine, once the thrust reverser has been inhibited, the reverser halves are opened via hydraulic actuators. Hydraulic pump
quick disconnect (QD) connections are installed on each half.
The translating sleeves may be wound open manually.
Storm Aviation Maintenance Tips:
The lockout lever is used for maintenance or for MEL dispatch.
The lockout pins for the two translating sleeves are located adjacent to the inhibition remote lever.

Engine
COMPONENT LOCATION - THRUST REVERSER - 1
A
MANUAL
INHIBITION
CABLE
FLIGHT LOCKS
(REF.)
HYDRAULIC
CONTROL UNIT LOCKING
(HCU) PIN
INHIBIT CABLE
HANDLE ASSEMBLY
HANDLE
(ACTIVE POSITION)
MANUAL
INHIBITION
A CABLE B

Engine

Engine
COMPONENT LOCATION - THRUST REVERSER - 2

Engine
POWER PLANT DRAIN PRESENTATION - Level 2

PYLON & ENGINE DRAINS
The drains from the engine and pylon exit the nacelle through a drain mast.
The drains system provides a controlled leak path exit to the 6 o'clock position of the nacelle for hydraulic, oil and fuel systems.
The drains system is comprised of the upper pylon drains hoses, lower drains through the nacelle bifurcation and the scupper drains assembly attached to
the fan case providing drainage for the oil reservoir.
At the lower bifurcation, lateral, core and aft support for the 10 drains tubes is provided through the mid-clamp support attached to the Nacelle Anti-Icing
(NAI) flag and through the latch beam seal interface.

Engine
PYLON & ENGINE DRAINS
PYLON
2.5 BLEED HPC
ACTUATOR SVA2
HPC HYD FUEL

LPC SVA SVA2 PUMP MANIFOLD
ECOLOGY STARTER
TANK
IDG
MAIN
DRAIN LUBE/ GEARBOX
MAST SCAVENGE
PUMP
PMA DEOILER
HPC: HIGH PRESSURE COMPRESSOR

IDG: INTEGRATED DRIVE GENERATOR
LPC: LOW PRESSURE COMPRESSOR
PMA: PERMANENT MAGNET ALTERNATOR
SVA: STATOR VANE ACTUATOR
LATCH ACCESS
DOOR
DRIP
DRAIN

Engine
DRAIN MAST
At the 6 o'clock position an aerodynamic drain mast protrudes below the nacelle surface. The drain mast also has exit holes on the sides and bottom
surface which are identified to enable trouble shooting of the leaking components.

Engine
DRAIN MAST
INTEGRATED
D RIV E GENERATOR
THRUST
2.5 BLEED RE V E RS E R
D OOR PYLON
A CT UATOR PYLON FUEL ST RUCT URE
ECOL OG Y
TA NK
DRAIN MAST
INTEGRATED
FUEL PUM P
A ND CONTROL
ENGINE DRIVEN
PU M P
H PC STATOR THRUST
VA NE A CTUATOR RE V E RS E R
L PC STATOR SECON D A RY D OOR
VA NE A CTUATOR DRAIN
M A ST DRAIN MAST
H PC STATOR
VA NE A CTUATOR (OTHER SIDE)
PRIM A RY

Engine
POWER PLANT INSTALLATION DESCRIPTION AND OPERATION - Level 3

INLET COWL
The inlet cowl is composed of an inner barrel, outer barrel, forward bulkhead, aft bulkhead and a nose lip.
The inner barrel has acoustic liners for noise suppression. It also accommodates the T2 probe.
The outer barrel has a small flush inlet vent scoop located at 12 o' clock position to provide ram air for fan compartment cooling. It also has Nacelle
Anti Ice Exhaust Ports at the 6 o' clock position.
The inner and outer barrels are made of composite material.
The forward and aft bulkhead provides support and rigidity to the structure.
The inlet lip is made of a single piece aluminium alloy for engine anti-ice purpose.
It includes installation of interphone jack for service interphone.
For removal and installation, the inlet cowl is attached to the engine at the attach ring with 40 bolts.

Engine
INLET COWL
LIP SKIN
HOIST
GROUND STRAP
INSERT (x2)
FAN COMPARTMENT
COOLING VENT
(AND NACA)
AFT BULKHEAD
WEB PANEL
T2 ACCESS
PANEL
ENGINE FAN
INNER BARREL CASE
PANEL ATTACH RING
ENGINE
FAN CASE
LH OUTER BARREL
PANEL GRO UND
STRAP
RH OUTER BARREL HEAT SHIELD THERMAL ANTI-ICE AFT BULKHEAD
PANEL (TAI) DUCT WEB PANEL

Engine
AIR INTAKE FUNCTIONS
The main function of the inlet cowl is to guide the airflow into the engine inlet and to permit an aerodynamic airflow over the outer surface of the
engine.
When the engine anti icing is selected to ON from the cockpit overhead panel, hot bleed air from the engine is ducted to the cowl nose lip to
prevent ice build-up. The hot air enters to the inlet lip through a dedicated duct at the 4 o' clock position in the outer bulkhead. The air then exhausts
overboard through a flush exit ports at the 6 o' clock position in the outer barrel.
The outer barrel has an impregnated copper screen layer for protection against lightning strike.

Engine
AIR INTAKE FUNCTIONS
INNER B A RREL
INNER DUCT w w w . stormavi ati on. com
SEAL
AFT BULKHEAD
A CCESS PA N EL FORWARD
BULKHEAD
OUTER DUCT
SEAL
INNER DUCT SWIRL
NOZZLE
OUTER DUCT

Engine
FAN COWL DOORS
There are two fan cowl doors to enclose the fan case and provide aerodynamic smoothness around the engine.
They are attached to the pylon by three hinges with hinge pins.
The door assembly is latched along the bottom centreline by three latches. These latches have a mounting mechanism and visual indicators to ensure that they
are properly secured.
Proximity sensors are installed on each latch which sends its position signal to the Engine Interface Unit (EIU) for generating flight deck messages
(memos or Level II cautions).
The door can be opened manually. Each door has a forward telescopic hold open rod and an aft fixed length hold open rod.
The fan cowl door rests on 4 axial locators, when closed.
It also has hoist points, for removal and installation.
Aerodynamic strakes are mounted on the fan cowls to improve aircraft performance during manoeuvres.
The access door on the LH side fan cowl door facilitates engine oil servicing and the Thrust Reverser Hydraulic Control Unit (HCU) de-activation without
opening the fan cowl.
A vent grill near the 6 o’clock position permits the air to escape out in case of damage of the anti-ice duct. This is also used to draining any fluids in and
around the fan case.
Storm Aviation Maintenance Tip:
During flight phases 1, 2 & 10 and with more than one of the latches open (two or more proximity sensors far) the Flight Warning Computer (FWC) generates
an amber memo message is in the flight compartment.
If the engine start switch is placed away from 'Normal' the message changes to a Level II "ENG 1 (2) FAN COWL NOT CLSD" amber caution. This can be
cancelled by closing the latches, or when takeoff power is applied.

Engine
FAN COWL DOORS - 1

HINGE (x3)
STRAKE
FORWARD
HOLD-OPEN
ROD
VENT
AFT HOLD-
OPEN ROD
RIGHT FAN LEFT FAN

LATCH AND
COWL DOOR COWL DOOR
LATCH HOUSING
WITH PROXIMITY SENSORS (x3)

Engine

Engine
FAN COWL DOORS - 2 - FORWARD HOLD OPEN RODS
R E LE AS E CO LLAR
GRE E N BAND
TURN
PULL
FORWARD HOLD OPEN ROD
(SHOWN IN EXTENDED AND LOCKED POSITION)
R E LE AS E CO LLAR
RED BAND
TURN
PULL
FORWARD HOLD OPEN ROD
(SHOWN IN RETRACTED POSITION)

Engine
FAN COWL DOORS - AFT LATCH
CAUTION: SPECIAL CARE MUST BE TAKEN WHEN OPENING THE FAN COWL DOORS. THE AFT LATCH MUST BE OPENED AND AT LEAST 90° BETWEEN THE
HOOK AND THE LATCH HANDLE. THIS IS TO PREVENT DAMAGE TO THE ENGINE OIL TUBE WHEN OPENING/CLOSING THE DOORS.

Engine
FAN COWL DOORS - AFT LATCH
NOTE: FAN COWL AFT LATCH (L3) HOOK

NOTE: FAN COWL AFT LATCH (L3) H OOK NOTE: FAN COWL AFT LATCH (L3) HOOK
DISENGAGED IN TH E INCORRECT POSITION
DISENGAGED IN TH E CORRECT POSITION. DISENGAGED IN TH E INCORRECT POSITION
AND WILL TOUCH THE ENGINE OIL TUBE AND
AND WILL TOUCH THE ENGINE OIL TUBE AND
CAU S E DAM AG E
CAU S E DAM AG E
NOTE:
1 MINIMUM 90 DEGREES

Engine
THRUST REVERSER COWL DOORS
The thrust reverser cowl doors (or "C" Ducts) are in two halves. Each half includes one translating sleeves, two actuators, five blockers doors and cascades.
The thrust reverser cowls provide a smooth air flow around the engine area and enclose the engine core components, gear boxes and pipelines. Each half
is supported by 3 hinges at the pylon. The assembly is latched along the bottom centreline by seven latches.
Each half is provided with:
• Hoist points to install a handling sling for removal and installation,

• 1 opening actuator operated externally using a hydraulic hand pump for opening the thrust reverser cowl for maintenance
• 1 hold open rod mounted on the fan case for opening.

Engine
THRUST REVERSER COWL DOORS

RIGHT
TRANSLATING SLEEVE
BLOCKER
DOORS
HYDRAULIC PUMP
QUICK DISCONNECT (QD)
INNER FIXED LEFT

STRUCTURE TRANSLATING
SLEEVE
CASCADES
THRUST REVERSER
ACTUATORS (x4)

Engine
EXHAUST NOZZLE
The exhaust nozzle is formed by the centre bodies and nozzle assembly. The annular passage between the exhaust nozzles and the centrebody provide a
smooth exit of the exhaust gas flow.
The fire seal fingers (turkey feathers) at the top of the exhaust nozzle prevents any flame from entering the core compartment area in the event of fire.
The centrebody also accommodates the drain outlet to expel hazardous fluids and vapours. These drains are located at the 6 o' clock position on the
forward and aft centre bodies.

Engine
EXHAUST NOZZLE
TURBINE EXHAUST REAR ENGINE MOUNT

CASE (TEC) (REF.)
FIRE SEAL
FINGERS
FWD
CENTREBODY
AFT
CENTREBODY
EXHAUST
NOZZLE

Engine
ENGINE MOUNTS
The engine is mounted to the pylon by the forward and aft mounts. They transfer the engine and thrust loads.
The forward mount assembly bears the engine thrust vertical and lateral loads. The forward mount is attached to the engine at the Com res or
Intermediate Case at 12 o' clock position. The forward mount is attached to the pylon by the help of four attachment bolts.
The thrust link assemblies attached to the forward mount take the lateral loads. They are attached to the forward mount through a balance beam.
They are attached to the Compressor Intermediate Case at 09:30 and 02:30 position.
The aft mount assembly bears the engine vertical and radial loads. It is attached to the engine at the Turbine Exhaust Case (TEC) at 12 o' clock
position. It is attached to the pylon by four bolts.

Engine
ENGINE MOUNTS
A
FORWARD MOUNT REAR MOUNT
B
THRUST
LINKS
A B
COMPRESSOR INTERMEDIATE TURBINE EXHAUST

CASE (CIC) CASE (TEC)

Engine
ENGINE CHARACTERISTICS
The Airbus A319, A320 and A321 aircrafts are powered by two PW1100G-JM turbofan engines.
This engine can produce a thrust from 22000 lbs (10000 kg) to 33000 lbs (14900 kg) depending on the aircraft version set by the Data Storage Unit (DSU)
which is connected to the Electronic Engine Control (EEC). The PW1100G-JM is a twin spool Ultra high bypass turbofan engine with the Fan Drive Gear
System (FDGS) which enables the fan and the Booster Compressor to rotate at different speed thus improving engine efficiency.
The bypass ratio of this engine is 12:1.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC) system consisting of the EEC with two independent channels, sensors, actuators and
other peripheral components on the engine. The FADEC system provides engine control, engine monitoring and help for maintenance and trouble shooting.

Engine
ENGINE CHARACTERISTICS - ENGINE CONTROL
A PROGNOSTICS & HEALTH

MANAGEMENT UNIT
(PHMU)
Aircraft A/C Model Engine Model MTO DATA

STORAGE
A319 A319-171 PW1124G-JM 24.5 Klbs UNIT
(DSU)
A319 A319-172 PW1122G-JM 22.9 Klbs
A319 A319-173 PW1127G-JM 26.8 Klbs

EEC
A320 A320-271 PW1124G-JM 26.8 Klbs
A320 A320-272 PW1124G-JM 24 Klbs
A321 A321-271 PW1133G-JM 32.7 Klbs

EEC AND PROGNOSTICS & HEALTH MANAGEMENT UNIT
A321 A321-272 PW1130G-JM 29.7 Klbs (PHMU)
A

Engine
ENGINE MODULES
OVERVIEW
The engine rotor comprises of a single stage fan rotor, 3 stage LP Compressor, 8 stage HP Compressor, 2 stage HP turbine and 3 stage LP turbine.
The engine is built on a modular concept.
The different modules are:
• Fan rotor,
• Fan case,
• FDGS,
• Fan Intermediate Case (FIC),
• Low Pressure Compressor (LPC),
• Compressor Intermediate Case (CIC),
• High Pressure Compressor (HPC),
• Diffuser and combustor,
• High Pressure Turbine (HP1),
• Turbine Intermediate Case (TIC),
• Low Pressure Turbine (LPT),
• Turbine Exhaust Case (TEC),
• Angle and Main Gear boxes.

Engine
ENGINE MODULES - 1
LOW PRESSURE
COMPRESSOR
(LPC)
FAN DRIVE
GEAR SYSTEM
(FDGS)
INLET
CONE
COMPRESSOR
INTERMEDIATE
CASE
(CIC)
FAN
INTERMEDIATE
CASE
(FIC)
FAN CASE
FAN ROTOR

Engine

Engine
ENGINE MODULES - 2

HIGH PRESSURE
(LPT)
TURBINE (HPT) &
TURBINE INTERMEDIATE
CASE (TIC)
DIFFUSER/
COMBUSTER
HIGH PRESSURE
COMPRESSOR (HPC)
TURBINE EXHAUST
CASE
(TEC)
MAIN GEARBOX (MGB)
ANGLE GEARBOX (AGB)

Engine
ENGINE MODULES (continued)
FAN ROTOR AND FAN CASE
The Fan rotor contributes to approximately 90% of the thrust.
The fan rotor comprises of the fan drive shaft, inlet cone and 20 wide chord fan blades. The fan blades are made of aluminium alloy honeycomb structure
and reinforced by Titanium leading edges.
The fan rotational speeds being lower helps in reducing rotational loads and bird strike fan damage.
The fan rotates in a clockwise direction as viewed from the aft looking forward.
The inlet cone is made of composite material and is anti-iced with a continuous airflow from of the 2.5 compressor stage.
The fan case provides an annular path for the bypass air flow.
The case is made of single piece composite material (Kevlar). It holds the outer edge of the Fan Exit Guide Vanes (FEGV).
The inner walls behind the fan blade area are provided with acoustic liners for noise reduction.
A rubberized strip along the fan blade area helps in minimizing the gap and prevents contact between the blades and the case.

Engine
FAN ROTOR AND FAN CASE

ICE
LINER
REINFORCED
FAN BLADE
LEADING
RUB STRIP
EDGE
FAN BLADE
(x20)
INLET
CONE
INLET
COVER
FAN EXIT GUIDE

VANES
ACCOUSTIC (FEGVs)
TREATMENT FAN CASE
INTEGRAL
FAIRINGS
FAN ROTOR
Engine
FAN DRIVE GEAR SYSTEM (FDGS) AND FAN INTERMEDIATE CASE
The FOGS allows the fan to be driven by the LP shaft at a lower speed. The FOGS is a reduction gear mechanism which comprises of a central sun gear and five
planetary gears arranged like a star.
It helps in reducing the fan rotating speed and permits the LPC to rotate at a higher speed. This helps in improving engine performance and efficiency.
The ratio of the LPC speed: fan speed is approximately 3:1. The LPC rotates in the opposite direction of the fan rotor.
The FIC supports the FDGS and the bearings No. 1, 1.5 and 2.
It also supports the inner edge of the Fan Exit Guide Vanes (FEGVs) and the support fairings.
It houses a single stage Variable Inlet Guide Vanes (VIGVs) which direct the air to the LP Compressor at the correct angle.
The VIGV's are controlled by the EEC.

Engine
FAN DRIVE GEAR SYSTEM (FDGS) AND FAN INTERMEDIATE CASE
FAN DRIVE
GEAR SYSTEM
(FDGS)
GE AR BO X
RING GEAR SHAFT
FDGS INPUT
COUPLING
FAN
SUN GEAR ROTATES INTERMEDIATE
(INPUT FROM LPT) FAN EXIT CASE
STATOR (FIC)
DIRECTION OF ROTATION:
COUNTE RCLOCKWISE SE E N FROM THE RE AR
CLOCKWISE SEEN FROM THE REAR
NOTE: MOUNT A ND CA RRIER REMOV ED

Engine
FAN DRIVE GEAR SYSTEM (FDGS)
The FGDS incorporates a windmill pump lubrication (in addition to being lubricated by the main oil system).
This maintains the correct lubrication of the FDGS when the engine is turning but not running.
The operation of the Journal Oil Shuttle Valve (JOSV), which controls the oil flow to the No.1 and No.1.5 bearings under windmill or negative G conditions is
discussed in the oil section
Storm Aviation Maintenance Tip:
Due to the 3:1 reduction, high winds acting on the fan will have a multiplying effect on the engine bearings and FDGS when the engine is not in operation
If the ground wind speed is expected to exceed 34.6 MPH (30 knots), it is necessary to protect the engine rotors from excessive rotational speed and the
bearings and fan drive gearbox from damage by installing a cover over the inlet cowl (AMM 71-00-00-860-816-A Prepare the Engine for High Wind Levels).

Engine
FAN DRIVE GEAR SYSTEM (FDGS)
NO. 1 BEARING
S UP P O RT
WINDMILL PUMP
DRIVE GEAR
PUMP DRIVE
GE AR OIL
P UM P

Engine
LOW PRESSURE COMPRESSOR AND COMPRESSOR INTERMEDIATE CASE
The LPC comprises of 3 stages of axial flow compressor with integrally bladed rotor, stators and the case.
It is connected to the FDGS to the front and the LP turbine shaft splines at the rear.
It rotates counter clockwise viewed from the rear.
It acts as a super charger to pressurize the air before it enters into the HPC.
It houses the 2.5 stage bleed valve at the rear which releases the air during engine operation to prevent surge and stall conditions.
The forward engine mounts are mounted on the CIC.
The CIC transmits the engine core airflow from the LPC to the HPC. It supports the bearing No.3 and also provides the ports for the 2.5 stage bleed
air flow to join the fan air flow.

Engine
• LOW PRESSURE COMPRESSOR (LCP) AND COMPRESSOR INTERMEDIATE CASE (CIC)
ENGINE
MOUNT REDUNDANT
MOUNT
A B
HPC INLET
THRUST VANES
MOUNT ASSEMBLY
LPC 2.5
BLEED
VALVE THRUST
MOUNT
NO. 3
BEARING &
LOW PRESSURE SUPPORT
COMPRESSOR
COMPRESSOR
INTERMEDIATE
(LPC)
A CASE B
(CIC)

Engine
HIGH PRESSURE COMPRESSOR ROTOR
The HPC comprises of eight stages axial flow compressor and the shaft which are driven by the HP turbine.
A single stage of Variable Inlet Guide Vane (VIGV) and the first three stages of Variable Stator Vanes (VSVs) of the HPC stators ensure a smooth entry of air
to the HPC. Each stage of the variable stators is connected by the unison rings.
The VIGVs and VSV stator vanes are operated by the primary and secondary actuators controlled by the EEC.
The HP Compressor supplies air from stage 3 and stage 6 to the aircraft systems.

Engine
HIGH PRESSURE COMPRESSOR (HPC) ROTOR
MASTER (PRIMARY)
ACTUATOR
A
STAGE 1
HPC FRONT
HUB
VARIABLE STATOR
VANES (VSV) (x3)
VARIABLE INLET
GUIDE VANE SLAVE (SECONDARY)
(VIGV) (x1) ACTUATOR
HIGH PRESSURE
COMPRESSOR (HPC) A

Engine
DIFFUSER AND COMBUSTION CHAMBER ASSEMBLY
The unit houses the diffuser, the annular combustion chamber and the turbine nozzle assembly. It also provides the brackets for mounting the Main
Gear Box (MGB).
The diffuser converts the kinetic energy of the air coming out of the HPC into pressure energy before it is fed into the combustion chamber. The
annular combustion chamber houses 18 fuel nozzles (6 Simplex and 12 Duplex) and 2 igniter plugs and supports effective combustion of the air/fuel
mixture.
The new technology high efficiency design of the combustion chamber also helps in reducing C02 and NOx emissions.

Engine
DIFFUSER AND COMBUSTION CHAMBER ASSEMBLY
REAR INNER
LINER SEGMENT x6
LINER SEGMENT x6
FRONT INNER
LINER SEGMENT
WITH HOLES
COMBUSTION
HOLE x72
BULKHEAD
FUEL SEGMENT x18
NOZZLES
x18 IGNITERS
(BORESCOPE
COMBUSTION ACCESS)
HOLE x54
RE AR O UTE R
PANEL ATTACHMENT
LINER SEGMENT x9
POST
FRONT OUTER
LINER SEGMENT x8
PANEL ATTACHMENT POST
INNER COMBUSTION OUTER COMBUSTION

DIFFUSER/ SECTIONS SECTIONS
COMBUSTER

Engine
HIGH PRESSURE AND LOW PRESSURE TURBINES
The HP Turbine is made of two stage axial flow turbine, two stage stator and turbine case.
The HP turbine unit has splines which attaches it to the HP Compressor shaft.
HP Turbine drives the HP Compressor.
Integrated in the HPT assembly is the TIC which directs the HP Turbine airflow to align with the LP Turbine. It supports the No.4 bearing.
The LP Turbine module comprises of three stage rotor assembly, LP rotor shaft, stators and the turbine case.
It drives the LP Compressor and the FDGS.
The HP and LP turbine cases have Active Case Cooling (ACC) cooling manifolds around to control blade tip clearance.

Engine
HIGH PRESSURE AND LOW PRESSURE TURBINES
ACTIVE CLEARANCE CONTROL

(ACC) MANIFOLDS
A
LPT
SHAFT

NO. 4 BEARING (LPT)
(3-STAGE)
(PART OF TIC)
HIGH PRESSURE TURBINE (HPT)

(2-STAGE) &
TURBINE INTERMEDIATE CASE (TIC)
A

Engine
TURBINE EXHAUST CASE (TEC)
The TEC permits an exit path for the gas flow coming out of the turbines.
It supports the rear roller bearings 5 and 6.
The TEC provides the attachment point for the rear engine mount.
It houses four Exhaust Gas Turbine (EGT) thermocouples.

Engine
TURBINE EXHAUST CASE (TEC)
SECONDARY REAR ENGINE

MOUNT ATTACHMENT POINT
A (FAILSAFE)
NO.5 BEARING
PRIMARY REAR ENGINE
ATTACHMENT POINT
(X2)
EGT PROBE
MOUNT (X4)
VANE
(AIRFLOW CONTROL)
TURBINE EXHAUST CASE

A
(TEC)

Engine
ENGINE GEAR BOX
The Engine Gear Box (EGB) comprises of two units: the MGB and the Angle Gear Box (AGB).
MGB is attached to the core engine at 4:00 and 9:00.
It provides the drive to the hydraulic pump, Fuel Pump, Integrated Drive Generator (IDG), Permanent Magnet Alternator (PMA) and de-oiler.
A crank pad to turn the HP rotor is located on the LH rear of the MGB. The Air Starter is mounted on the right side aft of the MGB. During engine start
the drive is transmitted through the MGB and AGB to drive the HP Compressor.
The AGB is located forward of the MGB in the core engine area. The MGB is connected to the AGB through a lay shaft.
The AGB is connected to the HP rotor by bevel gears and the tower shaft.

Engine
ENGINE GEAR BOX - FORWARD VIEW
MOUNT
POINTS MAIN
GEARBOX
ANGLE
GEARBOX
(AGB)
LUBRICATION &
SCAVENGE OIL
A PUMP
FUEL/OIL
MANIFOLD
PERMANENT MOUNT
MAGNET POINT
ALTERNATOR
A (PMA)

Engine

Engine
ENGINE GEAR BOX - AFT VIEW
ENGINE DRIVEN INTEGRATED

PUMP FUEL PUMP & CONTROL
(EDP) (IFPC)
FUEL
MANIFOLD
MAIN FUEL
GEARBOX
FILTER
A

Engine
AERODYNAMIC STATIONS AND BOROSCOPIC PORTS
Several boroscopic ports are provided for preliminary inspection of the gas path without engine disassembly.
Each stage of the rotor, both compressors and turbines has boroscopic ports located at different positions on the engine case.
Igniter plugs ports are used to inspect the combustion chamber liners, fuel nozzles and first stage nozzle guide vanes.
The main aerodynamic stations are identified in the gas path. Some stations have pressure and/or temperature sensors for engine monitoring.

Engine
BOROSCOPIC PORTS
LPC-2 LPC-1
LPC-3
LPT-2 LPT-1
HPC-8 HPC-4
TIC
DIFF-1 HPC-6 HPC-2
HPC-7 HPC-3
IGNITOR
HPT-1 PLUG HPC-5 HPC-1
PORTS

Engine
ENGINE BEARINGS
The engines bearings provide reduce rolling friction and supports the rotor axially and radically within the structure.
It bears the different loads of the rotating shaft.
There are five bearing compartments containing a total of seven bearing. No. 1and 1.5 are tapered roller bearing and are used to support the fan
rotor and FDGS.
No. 2 and 3 are ball bearings and support the front part of LP and HP rotor respectively.
No. 4 is roller bearing and support the rear of N2.
No.5 and 6 are roller bearing and support the rear of N1 rotor.
The bearing compartment are lubricated, cooled and cleaned by engine oil.
Bearing compartments are sealed using carbon seals to prevent oil leakage.

Engine
ENGINE BEARINGS
FAN DRIVE
GEAR
SYSTEM
FRONT
CENTRE MID TURBINE
BODY TURBINE EXHAUST
INTERMEDIATE FRAME FRAME
CASE
HIGH ROTOR
FAN
ROTOR
1 1.5
TAPERED 2 3 LOW ROTOR 4 5 6
ROLLER BALL BALL ROLLER
1 1.5 2 3 4 5 6
NOTE: BEARINGS ARE OIL DAMPED

BETWEEN OUTER PART OF BEARING AND
THE SUPPORT STRUCTURE TO ISOLATE TAPERED BALL ROLLER
VIBRATION (EXCEPT BEARINGS 1.5 & 5) ROLLER (1 & 1.5) (2 & 3) (4, 5, 6)

Engine

A320PW11G-B12-0007.1, 70-72 PP Gen, R1 010217

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Airbus A319/A320/A321 (IAE PW1100G) - "NEO"

TECHNICAL TRAINING MANUAL

PW1100G ATA 70-72 Power Plant General

Airbus A319/A320/A321 (IAE PW1100G)

I trust your course with us will be informative and enjoyable.

Ben Greenaway, Training Manager, UK.147.0057

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 2 of 136

Part-66, App III Revision and Date Summary of Revision

3 R1, 01 Feb 2017 Initial Issue in new format.

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 3 of 136

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 4 of 136

STORAGE AND PRESERVATION........................................................................................................................................................................... 52

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 5 of 136

EXHAUST NOZZLE ............................................................................................................................................................................................ 102

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 6 of 136

INTENTIONALLY LEFT BLANK

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 7 of 136

POWER PLANT PW1100G - Level 1

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 8 of 136

DSU - DATA STORAGE UNIT ///NOT CONVENTIONAL DATA ENTRY PLUG

Aircraft A/C Model Engine Model MTO

A319 A319-171 PW1124G-JM 24.5 Klbs

A319 A319-172 PW1122G-JM 22.9 Klbs

A319 A319-173 PW1127G-JM 26.8 Klbs

A320 A320-271 PW1124G-JM 26.8 Klbs

A320 A320-272 PW1124G-JM 24 Klbs

A321 A321-271 PW1133G-JM 32.7 Klbs

A321 A321-272 PW1130G-JM 29.7 Klbs

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 9 of 136

The stage breakdown is as follows:

• Fan - single stage

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 10 of 136

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 11 of 136

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 12 of 136

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 13 of 136

The PW1100G engine assembly modules are:

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 14 of 136

20 WIDE CHORD BLADES

BYPASS RATIO 12:1

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INTENTIONALLY LEFT BLANK

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 16 of 136

MAIN GEARBOX (MGB)

ANGLE GEARBOX (AGB)

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 17 of 136

MODULAR CONCEPT (continued)

LP ROTOR, HP ROTOR AND COMBUSTION CHAMBER

It has ports for 18 fuel nozzles and 2 igniter plugs.

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 18 of 136

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 19 of 136

MODULAR CONCEPT (continued)

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 20 of 136

FAN DRIVE BUFFER COOLING FOR BEARING

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 21 of 136

TRANSFER & ACCESSORY GEARBOXES

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 22 of 136

MAIN GEARBOX - AFT VIEW

MOUNTED VERTICALLY NOT HORIZONTALLY

ENGINE DRIVEN INTEGRATED

BELOW THE CORE ENGINE

A320PW11G-B12-0007.1 Revision 1, 1st February 2017 Page 23 of 136

INTENTIONALLY LEFT BLANK

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