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V2500 Description and Operation
V2500 Description and Operation
V2500 Description and Operation
AND OPERATION
OF A320 ENGINE
(IAE V2500)
MANUFACTURERS:
Pratt & Whitney of U.S.A,
Rolls Royce of UK,
Japanese Aero Engine,
Fiat Aviazone of Italy
Motor Turbine Union (MTU) of Germany.
BY
M PINAKINI-06951A2125
B ADITYA REDDY-06951A2101
CERTIFICATES
ACKNOWLEDGEMENT
The concept of Jet propulsion Engine has started in 150-BC by Hero through his
Aeolipile based on Newton’s laws. After various inventions and developments
numerous types of jet engines have been introduced in aviation for commercial, military
and space research applications. Now a days, engines are being designed which are
more reliable and efficient. Further developments are being made to travel faster,
higher, quite, and smoother.
A turboprop engine includes an engine nacelle and at least one bleed air line on
the low-pressure compressor and at least one ejector formed by a cooling air duct and a
nozzle to create a cooling air flow within the engine nacelle during critical ground idle
operation (controlled or uncontrolled), and without undesirably increasing fuel
consumption or disturbing the work cycle of the engine. The ejector is arranged within
the engine nacelle in the forward part of the turboprop engine , with the cooling air duct
appertaining to the ejector connecting at least one air intake disposed on the periphery
of the engine nacelle with the interior of the engine nacelle , and with the at least one
nozzle being arranged in the cooling air duct .
INDEX
1. POWERPLANT
2. ENGINE
4. IGNITION
5. AIR
6. ENGINE CONTROL
7. ENGINE INDICATING
8. EXHAUST
9. OIL
10. STARTING
INTRODUCTION
Most of the IAE V2500 engine's advanced features are the result of its
heritage. The V2500 traces its pedigree through partner company engines such as the
Rolls-Royce RB211 and the Pratt and Whitney PW4000.
One of the most noticeable features of the V2500 are its unique fan blades, a
good example of the advanced, proven technology contributed by the IAE partners.
The V2500 uses wide chord, shroudless, hollow blades designed and
developed by Rolls-Royce. These are manufactured by placing a 3D-machined piece of
honey-comb material between two sheets of pre-machined titanium. At high
temperatures a diffusion bond is formed between these three piece of materials such that
the finished blade is effectively a single piece, hollow structure. This lightweight blade
is then extremely strong with a leading edge that is robust and can resist damage due to
foreign object impact. In addition, the wide chord nature of the blade centrifuges
runway debris and dust into the bypass duct reducing engine removals due to Foreign
Object Damage (FOD) by a factor of four when measured against conventional narrow
blades.
When the V2500 entered service this unique blade had accumulated five
years of in-service experience of Rolls-Royce RB211 series engines. To date, hollow
wide-chord fan blades have achieved over 50 million hours in-service experience
worldwide.
ROLLS ROYCE decided to team up with Pratt & Whitney, along with MTU
engines of Germany, Fiat of Italy & Japan Aero engines to form "I.A.E." and build a
mid-range high by-pass two-stage turbofan, the "V2500" series.
The initial "V2500-AI" engine variant was introduced in 1989 for airbus
A320 twin jet airliner and featured a single-fan and four-associated Low pressure
compressor stages; a 10 stage High pressure compressors and an annular combustor
with 20 fuel injectors, a 2-stage air cooled High pressure turbine; a 5-stage uncooled
Low pressure turbine. The engine features a FADEC and the turbines have active
clearance control. It provides a maximum take off thrust of 111 kN (11,335 kgf or
25,000 lbf).
The fan and compressor are derived from ROLLS ROYCE technology, while
the turbines, gearbox and FADEC (Full Authority Digital Engine Control ) are derived
from Pratt and Whitney technology. The V2500 series has been used on the Airbus
A321 and A320 twin jet airliners as well as the McDonnel Douglas MD-90 (now
Boeing 717) twin jet airliners.
FAN-TYPE SINGLE-STAGE
LOW PRESSUE COMPRESSOR 3 STAGES
HIGH PRESSURE COMPRESSOR 10 STAGES
COMBUSTOR ANNULAR, 20 FUEL INJECTORS
HIGH PRESSURE TURBINE 2 STAGES, air cooled
LOW PRESSURE TURBINE ACC 5 STAGES, air cooled
GENERAL:
0.1.1 General
The aircraft is powered by two IAE V2500 turbo fan engines designed
for subsonic commercial airline service. Each engine is housed in a
nacelle suspended from a pylon attached below the wing. The right
and left power plants are interchangeable except for the thrust
reverser C ducts.
0.1.2 Description
A. Engine
The V2500 is a two spool, axial flow, high by-pass ratio turbo fan
engine. The design and configuration of the engine are based on
obtaining long life high reliability and easy access for line
maintenance. The V2500 incorporates a Full Authority Digital Engine
Control (FADEC).The control system governs all engine control
functions including power plant management.
The main modules of the engine are: the Low Pressure (LP) compressor (fan and
booster) assembly, the LP compressor/intermediate case, the No. 4 bearing and
combustion section, the High Pressure (HP) compressor, the HP turbine section, the LP
turbine section and the accessory drives(gearbox).
B. Cowling
The cowling assembly consists of:
• the air intake cowl,
• the fan cowl 437AL, 438AR, 447AL, 448AR,
• the thrust reverser 451AL, 452AR, 461AL, 462AR,
• the Common Nozzle Assembly (CNA).
The hinged fan reverser and fan cowls are attached to the pylon. The
fan cowls are hinged at the upper part by four hinges. They are held
open by hold-open rods providing access to the engine for:
D. Attachment Fittings
The attachment fittings and support brackets ensure the attachment
on the
• engine of:
• components,
• ducts,
• pipes,
• electrical cables.
The attachment fittings and support brackets are attached on:
• the engine core,
• the fan case,
• the accessories,
• the accessory gearbox.
E. Fire Seals
The fire walls and fire seals provide fire protection (to a fire proof
standard) between the power plant designated fire zones (fan and
core compartments).
F. Electrical Harness
The engine electrical harness:
• distributes the power required by the aircraft electrical system,
• supplies the 115VAC and 28VAC power to the engine and
nacelle systems.
• transmits signals for:
- nacelle sub-systems
- engine control
- monitoring functions
G. Engine Drains
The drain and vent system consists of lines collecting and carrying
waste fluids and vapors overboard through the system drain mast.
This system drains the gearbox mounted accessories and engine
components
0.2.1 General
The cowls enclose the periphery of the engine so as to form the
engine Nacelle. The nacelle ensures airflow around the engine during
its operation and also provides protection for the engine and
accessories. This section is a description of the following cowls:
• engine air intake,
• fan cowl,
• the thrust reversers and the common nozzle assembly
NOTE : Fan cowls and thrust reversers are not removed for an engine
change since they are hinged to the pylon.
Fig.1.2 Nacelle Component
0.3 COWL - AIR INTAKE - DESCRIPTION AND OPERATION
0.3.1 General
The air intake cowl structure is an interchangeable aerodynamically
faired assembly which is mounted on the front of the engine fan case.
The assembly is composed of:
• an inner and outer barrel,
• a nose lip,
• a forward and aft bulkhead.
The assembly also includes installation of:
• the anti-icing ducting,
• the phone jack,
• the P2/T2 probe,
• hoisting provisions,
• a drainage provision,
• air intake collecting atmospheric air to ventilate the fan case
compartment
0.3.2 Description
A. Air Intake Cowl Configuration
• The outer skin assembly of the intake cowl is constructed of a
carbon fiber composite solid laminate.
• The inner barrel consists of acoustically treated carbon
fibercomposite/Nomex honeycomb which is bolted to the
engine fan casing front flange.
The aft bulkhead and nose lip/forward bulkhead assembly connect the
outer
barrel to the inner barrel.
B. Air Intake Cowl Anti-Icing
A piccolo tube is mounted in the air intake cowl lip and distributes
anti-icing air into the lip inner surface. The anti-icing air is supplied to
the piccolo tube by a supply tube that penetrates the forward and aft
bulkheads
Fig1.3 Air Intake Assembly Details
0.4.1 General
The left and right fan cowl assemblies enclose the engine fan case
between the air intake cowl and the thrust reverser. Each door is
interchangeable from one engine to the other and is attached to the
pylon by three hinges. A fourth hinge at the forward end of each door
connects to a common tie link between each door. The doors are
latched together along the bottom centre line by four adjustable
tension hook latches. Each inboard fan cowl has a strake attached to
it. The strake helps give smooth airflow between the cowl and the
fuselage to decrease turbulence. The strakes are attached to the cowl
with Hi-Loks and jointing compound.
0.4.2 Description
The fan cowl doors are constructed from a sandwich of carbon fibre
composite skins and an aluminium honeycomb core. Both doors are
supported on land formed in the air intake cowl at the front and in
the thrust reverser at the rear. The forward land incorporates
alignment fittings.
Two hold-open rods engage into brackets on the engine fan case to support the fan cowl
doors in the 55 degrees open position for ground maintenance only. A pressure relief
door is located in the right fan cowl door to limit fan case compartment pressure.
0.5 MOUNTS - DESCRIPTION AND OPERATION
0.5.1 General
The engine is attached to the aircraft pylon by two mount assemblies,
one at the front and one at the rear of the engine. The mount
assemblies transmit loads from the engine to the aircraft structure.
Spherical bearings in each mount permit thermal expansion and some
movement between the engine and the pylon. Both mounts are made
to be fail-safe and have a tolerance to damage.
0.5.4 Operation
0.6.1 General
The engine electrical harnesses connect the electrical components
installed in the nacelle to the aircraft electrical systems. The
harnesses have two primary assemblies. The fan zone harness and
the core zone harness. Each of these primary assemblies has smaller
harness assemblies . The core zone harnesses are connected to the
fan zone harnesses at the bifurcation panel. The harnesses are
installed around the engine and go up to the pylon break points. Here
they interface with the aircraft electrical systems. The harnesses are
attached to the engine with brackets, raceways, clips and clamps.
0.6.2 Description
A. The harness assemblies
• that are part of the fan zone harness are:
- The Electronic Engine Control (EEC) harness.
- The EEC and ignition supply harness.
- The general supply harness.
• These harness assemblies are connected to the following
engine components:
- The EDA.
- The ACOC modulating valve.
- The stage 10 solenoid valve.
- The pneumatic starter valve.
- The stage 7 solenoid valves.
- The ACOC oil temperature thermocouple.
- The relay box.
- The EEC.
- The Fuel Metering Unit (FMU).
- The fuel flow transmitter.
- The Integrated Drive Generator (IDG) fuel temperature
thermocouple.
- The FCOC fuel temperature thermocouple.
- The fuel diverter and return valve.
• that are part of the core zone harness are:
- The fire detection (System A), cabin services and nacelle
over temperature harness.
- The fire detection (System B) harness.
- The EEC harness.
- The EEC link harness.
- The Exhaust Gas Temperature (EGT) harness.
- The ignition harness.
• These harness assemblies are connected to the following
engine components:
- The Active Clearance Control (ACC) actuator.
- The Variable Stator Vane (VSV) actuator.
- The Low Pressure Control (LPC) bleed master actuator.
- The T2.5 CM terminal.
- The terminal block.
- The igniter boxes.
- The 10th stage valve.
- The T3 sensor.
- The EGT thermocouples.
0.6.3 Operation
The engine electrical harness supply the power that is necessary for
the electrical systems. They also transmit the signals for the nacelle
sub-systems and the engine control and monitoring functions.
0.7 POWER PLANT DRAINS - DESCRIPTION AND OPERATION
0.7.1 General
The power plant drain system collects fluids that may leak from some
of the
engine accessories and drives. The fluids collected from the power
plant are
discharged overboard through the drain mast.
1.1.1 General
Fig.2.2Component Location
A. Fan Module
It consists of a single stage, wide-chord, shroudless fan and hub.
B. Intercase Module
It consists of the fan containment case, fan Exit Guide Vanes (EGV),
intermediate case, booster, low spool stub shaft, the accessory
gearbox tower shaft drive assembly, high spool stub shaft and the
station 2.5 bleed valve (BSBV). The booster consists of inlet stators,
rotor assembly, and outlet stators. The No. 1, 2 and 3 (front) bearing
compartment is built into the module and contains the support
bearings for the low spool and high spool stubshafts.In conjunction
with the inner fan section, the booster increases the pressure at the
entrance to the HPC and provides an even pressure profile to improve
efficiency. The station 2.5 bleed is used for engine handling by
controlling airflow to the high compressor entrance.
C. High Pressure Compressor
The HPC is a ten stage, axial flow module. It is comprised of the drum
rotor assembly, the front casing which houses the variable geometry
vanes and the rear casing which contains the fixed geometry stators
and forms the bleed manifolds.
D. Diffuser/Combustor Module
The combustion section consists primarily of the diffuser case,
combustor, fuel injector and ignitors. The high compressor exit guide
vanes and the No. 4 bearing compartment are also part of the
module. The main features of the module include a close-coupled
prediffuser and combustor that provide low velocity shroud air to feed
the combustor liners and to minimize performance losses.
E. High Pressure Turbine
The HPT is a two stage turbine and drives the HPC and the accessory
gearbox.
F. Low Pressure Turbine
The LPT is a five stage module. The elliptical leading edge airfoils
improve the aerodynamic efficiency. Module efficiency is further
enhanced by incorporation of rim seals and clustered vanes which
results in reduced losses due to leakage. Active clearance control is
used to control seal clearances and to provide structural cooling.
G. Accessory Drive Gearbox
The accessory drive gearbox provides shaft horse power to drive engine and aircraft
accessories. These include fuel, oil and hydraulic pressure pumps and electrical power
generators for the EEC and for the aircraft. The gearbox also includes provision for a
starter which is used to drive the N2 shaft for engine starting.
1.2 COMPRESSOR SECTION – DESCRIPTION AND OPERATION
1.2.1 General
The compressor section consists of three modules:
• LP compressor (fan) module assembly,
• LP compressor/intermediate case module,
• HP compressor.
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 again
compressed by the HP compressor.
1.3.1 General
The combustion section includes the diffuser and combustion group,
the No. 4 bearing section and the turbine nozzle assembly. The
combustion section has four primary functions:
• straighten the flow of air from the HP compressor,
• change the flow of air characteristics to get the best speed and
pressure for combustion,
• mix fuel with the air and supply ignition to make the fuel burn,
• hold the No. 4 bearing in position.
1.4.1 General
1.5.1 General
The external gearbox has an angle gearbox assembly, a main gear
assembly and external components.The external gearbox is installed
at the bottom of the fan case. Four articulated support links attach
the gearbox to the fan case. The links have spherical bearings at each
end to allow for any necessary mount articulation.
Fig.2.6 Accessory Drives
3.1.1 General
3.1.2 Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump
Low Pressure (LP) stage then through the FCOC and then through a
filter and a gear pump High Pressure (HP) stage. The fuel from the HP
pump is delivered to the FMU which controls the fuel flow supplied to
the fuel nozzles (through the fuel flow-meter and the fuel distribution
valve). The FMU also provides hydraulic pressure to all hydraulic
system external actuators. These include the booster stage bleed
valve actuators, stator vane actuator, Air Cooler Oil Cooler (ACOC) air
modulating valve, High Pressure Turbine Active Clearance Control
(HPTACC) and Low Pressure Turbine Active Clearance Control
(LPTACC) valve. Low pressure return fuel from the actuators is routed
back into the fuel diverter and return valve. The fuel diverter and
return valve enables the selection of one of the four basic
configurations between which the flow paths of the fuel in the engine
are varied to maintain the IDG oil, engine oil and fuel temperatures
within specified limits. The transfer between configurations is
determined by a software logic contained in the Electronic Engine
Control (EEC).
3.1.3 Controlling
3.1.4 Indicating
The engine fuel system is monitored from:
• the ECAM display,
• the warning and caution lights.
The indications cover all the main engine parameters through the
FADEC. The warnings and cautions reflect:
• the engine health and status through the FADEC,
• the FADEC health & status,
• the fuel filter condition through a dedicated hardwired pressure
switch.
Fig.3.1 Fuel System Schematic
3.2 DISTRIBUTION – DISCRIPTION AND OPERATION
3.2.1 General
The engine fuel supply distribution system mainly consists of:
• a fuel supply line
• an engine 2-stage pump High Pressure/Low Pressure (HP/LP),
• a fuel filter,
• an engine Fuel Cooled Oil Cooler (FCOC),
• a Fuel Metering Unit (FMU),
• an Integrated Drive Generator (IDG) Fuel Cooled Oil Cooler
(FCOC),
• a fuel diverter and return (to tank) valve,
• a fuel flow-meter,
• a Fuel Distribution Valve (FDV),
• 20 fuel nozzles.
A. Description
• The fuel filter element is a low pressure filter which removes all
contamination from fuel to go through it.
• The filter element is installed in the lower housing of a Fuel
Cooled Oil Cooler (FCOC). The FCOC includes the following
components:
- A filter cap which has a pressure plate to keep the filter
element in position once installed.
- A filter bypass valve to let the fuel go around the filter
element when it becomes clogged.
The filter cap of the FCOC also includes a fuel drain plug to drain the
fuel for maintenance purposes.
B. Operation
• The fuel from the FCOC goes through the filter element into the
high pressure gear element of an LP/HP fuel pump.
• The filter bypass valve keeps a pressure drop across the filter
element to a maximum of 17 psi (1.17 bar) differential. If the
pressure drop is higher than the maximum limit, the bypass
valve will start to open and let the fuel go around the filter
element.
A. General
The Fuel Diverter and Return Valve (FD and RV) is a primary unit in
the Heat Management System (HMS) of the engine. The FD and RV
has two valves in one body. They are a Fuel Diverter Valve (FDV) and
a Fuel Return Valve (FRV).The FDV operates to change the direction
of the FMU spill flow to:
• The Fuel Cooled Oil Cooler (FCOC) or,
• the fuel filter (element) inlet or,
• the IDG FCOC.
The FRV operates to control fuel flow which goes back to the aircraft
fuel tank acting as a fuel cooler.
B. Description
The fuel diverter and return valve is installed on the FCOC. The FDV is
a two-position selector valve which has two pistons in a sleeve. The
two pistons are mechanically connected and make two valve areas
which are referred to as valve A and valve B. The FRV has a main
valve and a pushing piston in a sleeve. This main valve is a half-area
piston-type valve which moves the valve to change the metering port
area. The main valve has two valve functions that are referred to as
valve C and valve D The EEC gives the electrical signal to the FDRV to
change the position of the valves. The FDRV gives a feedback signal
to the EEC to transmit the position of valves in the unit. The fuel flow
changes with the position of the valves. Thus, the fuel flow can be
controlled through the FDRV and the EEC.
C. Operation
(1) General
The FDRV configuration allows four modes of operation according to
the electrical signals generated from the EEC (based on fuel and oil
temperature measurements transmitted by means of thermocouples).
(2) Fuel return valve
• The EEC operates the dual-wound torque motor to control the
servo pressure. This servo fuel pushes the main valve.
• The pressure balance between two sides of the main valve
(Valves C and D) gives the direction and the speed of the valve
movement.
Then the valve changes the direction of the fuel flow and controls the
metering port area.
(3) Fuel diverter valve
• The EEC energizes the solenoid valve to let the servo fuel flow.
This servo fuel goes into one side of the piston face in the valve
B.
• The servo pressure pushes two pistons (which are the valves A
and B) in the same direction. Then these valves change the
direction of the fuel flow, and one of these pistons compresses
the spring.
• When the solenoid is de-energized, this spring pushes back two
pistons.
(There is an orifice to release the servo fuel to the FMU spill port).
And the other one of two pistons pushes the switch assemblies. The
switch assemblies transmit the EEC the valve position when the
solenoid is de-energized.
(4) Constant Pressure Valve (CPV)
The CPV makes the servo pressure constant between the HP port and
LP port of the FDRV. This servo flow moves each valve in the FDRV.
(5) Failure mode
• When the servo pressure becomes zero:
- The pushing piston comes up to hold the main valve at a
mode 5 position.
- The spring extends to hold the FDV pistons at a mode 5
position.
• Other than in (a), the FDRV keeps the mode 5 position in these
conditions:
- The failure of the electrical signal.
- During the engine stops.
• If the IDG FCOC port is clogged in this valve position, relief
valve releases the FMU spill flow. This relief valve is in the valve
A and it can release the unwanted pressure to the FCOC port.
1.6.1 General
The Full Authority Digital Electronic Control (FADEC) system provides
full range control of the engine to achieve steady state and transient
performance when operated in combination with aircraft subsystems.
The FADEC system consists of
• a dual-channel FADEC unit;
• Fuel Metering Unit (FMU);
• dedicated Permanent Magnetic Alternator (PMA);
• actuation systems for stator vanes,
• engine bleeds,
• active clearance control,
• 10th stage cooling air,
• engine and Integrated Drive Generator (IDG) heat management
control;
• sensors;
• electrical harness;
• and start system components.
The FADEC Electronic Engine Control (EEC) is a vibration-isolated, air-
cooled unit mounted on the engine fan case. Its vibration isolation
and cooling systems are specifically designed to provide a protected
and controlled internal environment that is completely compatible
with the electronic components.
Power management
- Automatic engine thrust rating control
- Thrust parameter limits computation
- manual power management through constant ratings versus
throttle lever relation
- Automatic power management through direct engine power
adjustment to the auto thrust system demand.
-
Automatic engine start sequencing
- Control of the starter valve ON/OFF
- Control of HP fuel shutoff valve (ON/OFF on ground, ON in flight)
- Control of the fuel schedule
- Control of the ignition (ON/OFF)
- Engine Pressure Ratio (EPR), N1, N2, WF, Exhaust
GasTemperature (EGT) monitoring
- Abort/Recycle capability on ground.
Thrust reverser control
- Control of thrust reverser actuation
- Control of engine power during reverser operation
- engine idle setting during reverser transient
D. Power Management
The FADEC unit contains all the engine thrust setting curves to
provide automatic engine thrust ratings control in Engine Pressure
Ratio, (EPR) (in normal mode) and N1 (in reversionary mode).The
FADEC unit computes power management LIMIT and COMMAND
parameters in EPR mode, except during reverse operation (N1 mode).
These parameters are available for the following engine thrust
modes:
• Maximum Take-Off and Go-Around
• Flexible Take-Off
• Maximum Continuous
• Maximum Climb
• Idle (no limit parameter)
• Reverse (N1 mode operation)
E. Ignition Boxes
They are powered with aircraft 115VAC - 400Hz through the EIV and
the FADEC. The igniter A is powered from the emergency bus and the
igniter B is
Powered from the normal bus.
1.7.1 General
The FADEC unit interfaces with the following aircraft functional
elements:
• Air data computer which transmits air data signals to the
engine control system.
• Engine Interface Unit which: concentrates airframe signals and
transmits them to the FADEC, receives information from the
engine and dispatches them to other systems.
• Cockpit system display which furnishes engine parameters
indication and warnings to the crew.
• Throttle control system which translates the crew commands
for engine power level into a command signal to the FADEC.
• The thrust reverser control system.
• The AIDS interface which records engine data for maintenance
purposes.
• Electrical power supply from airframe to power FADEC while
engines are not running.
A. FADEC Inputs/Outputs
Digital inputs/outputs of the FADEC conform to ARINC 429-7
specification.
(1) Digital Inputs
Inputs to each channel are isolated from each other in order to
prevent failure propagation between channel A and B and/or between
both engines. Each channel of the EEC has input ports for both ADIRU
and EIU plus an input port for a spare. The FADEC makes fault
detection on its inputs by performing the following:
• range and rate tests
• status Matrix check
• Source/Destination Identifier (SDI) check (except for data from
the EIU)
• data parity test.
Faults detected by the FADEC are annunciated and recorded for
maintenance or crew action if required.
(2) Digital Outputs
Bit transmission rate is nominally 12.5 kHz. Each channel of the EEC
has two /output ports and each bus has separated line driver.Outputs
are isolated in such a way that propagation of failuresis prevented.
Information contained on FADEC output buses includes the following
general items:
• Engine Rating Parameter Information
• Parameters used for Engine Control
• FADEC System Maintenance Data
• Engine Condition Monitoring Parameters
• ECU Status and Fault Indication.
1.7.3 Interfrace
A. ADIRU/EEC Interface
Air Data Inertial Reference Unit (ADIRU) sends air data parameters to
the FADEC through ARINC 429 buses.Each channel of the EEC
receives a digital data stream from both ADIRU which contains total
temperature, total pressure and altitude pressure signals from the
airframe sensing system
B. EIU/EEC Interface
1 EIU input from the EEC
The EIU acquires two ARINC 429 output data buses from the
associated EEC (one from each channel) and it reads data from the
channel in control. When some data are not available on the channel
in control, data from the other channel are used.In the case where EIU
is not able to identify the channel in control, it will assume Channel A
as in control.The EIU looks at particular engine data on the EEC digital
data flow to interface them with other aircraft computers and with
engine cockpit panels.
2 EIU output to the EEC
Through its output ARINC 429 data bus, the EIU transmits data
coming from all the A/C computers which have to communicate with
the EEC, except from ADCs and throttle which communicate directly
with the EEC.There is no data flow during EIU internal test or
initialization.
C. EIU/A/C Interface
The EIU concentrates data from cockpit panels and different aircraft
systems to send them to the FADEC and gives selected FADEC
information to the A/C systems. The EIU communicates with a lot of
A/C systems through analog and digital interfaces.
D. Cockpit System Display/EEC Interface
The aircraft system which processes the engine data and messages
for cockpit display on the cathode ray tubes consists in three display
management computers (DMC) and two flight warning
computers.Each DMC receives 4 engines data buses, one from each
channel of EEC and two from each engine. All the 8 buses from EEC
engine 1 and EEC engine 2 are acquired by the 3 DMCs. Each FWC
recives 4 data buses one from each channel of EEC General
Arrangement.
E. Throttle Control System/EEC Interfaces
The throttle control system is fully electrical and each throttle lever
drives two resolvers ; located in the cockpit center pedestal, these
resolvers are dedicated to the FADEC, one for each engine.The FADEC
excites and demodulates these resolvers.Each throttle lever is fitted
with one pushbutton which is used to generate the autothrust
disconnect discrete signal to the EEC.
F. Thrust Reverser Interface
The EEC controls the deployment and stowing sequence of the thrust
reverser. The logic which is implemented in the EEC is based on TLA
signals, flight ground signals, thrust reverser position feedback.
1.8.1 General
The fuel system is monitored from:
• The fuel flow indication on the upper ECAM display unit
permanently displayed in green and under numerical form.
• The fuel filter clogging caution (amber) on the lower ECAM
display unit.
When the pressure loss in the filter decreases between 0 and -1.5
psid from the filter clog energizing pressure, the pressure switch is
de-energized which causes the caution to go off. The differential
pressure switch signal is fed directly to the SDAC through the
hardware
2 IGNITION
2.1 IGNITION – GENERAL – DESCRIPTION AND OPERATION
2.1.1 General
2.1.2 Description
The 2 ignition exciters are mounted on the outer surface of the HP
compressor. Each unit has one power input circuit, (4 joules stored)
and a high voltage output circuit to the igniter. The two igniter plugs
are installed on the diffuser case. The igniter plug has 3 sections:
• the Sparking end with the surface gap
• the Main body with the plug thread.
• the Connector to connect the ignition lead
The ignition leads have two conducting paths, one carrying the
current between the exciter and the center electrode of the igniter.
The other providing the return path from the igniter body to the case
of the exciter.
2.1.3 Operation
The ignition exciters operate with 115 V - 400 Hz input. The power is
transformed, rectified and discharged in the form of capacitor
discharge pulses through the ignition leads to the igniter plugs. Each
ignition system can operate independently. The selection of the
system (A or B) is made by the EEC in auto start only. Ignition system
A comprises the upper ignition exciter and its associated cable and
igniter, ignition system B comprises the lower ignition exciter and its
associated cable and igniter.
2.2 ELECTRICAL POWER SUPPLY DESCRIPTION AND
OPERATION
2.2.1 Description
The ignition system requires 115 VAC – 400 HZ power supply. The
power is delivered via the EIU to the FADEC system and associated
relay box. The igniter A is powered from the 115VAC ESS bus 401XP
or from the 115VAC STAT INV BUS 901XP in the emergency
configuration, and the igniter B is powered from normal bus (103XP
for engine 1 and 204XP for engine 2). The availability of this 115VAC
power to relay box is controlled by the EIU according to:
• The MASTER control switch position: no power is supplied to the
relay box when the MASTER switch is set to OFF.
• ENG FIRE pushbutton switch position: no power is supplied to
the relay box when the ENG FIRE pushbutton switch is pushed.
A. Ignition Exciters
(1) General
There are 2 ignition exciters which are mounted on the right hand
side of the high pressure compressor front casing. The exciters
provide starting and continuous duty ignition on demand.
(2) Description
The ignition exciter is a capacitor discharge type exciter requiring an input of 115V
(106 to 120 volts AC) at 400Hz (370 to 430 Hz). The output voltage is 22 to 26KV.
2.3 DISTRIBUTION – DESCRIPTION AND OPERATION
2.3.1 Description
The ignition for each engine is carried out by means of one or both
ignition exciters which transform(s) the 115 V - 400 Hz power supply
into high voltage pulsating current. The high voltage flows through
the ignition lead (shielded and ventilated) and delivers to the igniter
plug the power required to initiate the fuel/air mixture combustion by
a series of sparks.
A. Ignition Leads
The air-cooled ignition lead is a part of an ignition system having two
separate channels. The approximate length of the leads is three feet
(‘0’, ‘90’ meter). The air-cooled ignition lead has two conductive
paths: one connects the exciter and the centre electrode of the
igniter plugs, the other is the return path from the igniter body to the
case of the exciter. The air-cooled ignition lead is connected to the
output end of the exciter and to the input end of the igniter plug.
When the exciter discharges the stored energy, the energy goes
through the ignition lead to the igniter plug. Ignition system A
comprises the upper ignition exciter and its associated cable and
igniter, ignition system B comprises the lower ignition exciter and its
associated cable and igniter.
B. Igniter plug
(1) General
The igniter plug is one of the components of the ignition system. Two
igniter plugs are installed on the diffuser case. The igniter plug has
three sections:
• The sparking end with the surface gap.
• The main body with the plug thread.
• The connector to connect the ignition lead.
(2) Operation
When a high voltage pulse from the ignition exciter is delivered to the
igniter plug, the surface gap is ionized and becomes conductive. The
capacitor (in the ignition exciter) discharges the stored energy across
the surface gap. This gives off a spark with high energy at the
sparking end.
2.4 SWITCHING – DESCRIPTION AND OPERATION
2.4.1 General
The ignition system is controlled by: the EEC upon commanded
signals from ENG START panel 115VU through the EIU.
2.4.2 Description
2.5.1 Description
The ignition circuit is supplied with 115 VAC – 400 Hz. The electrical
power is supplied via the EEC and EIU which control the ignition of the
igniter plugs. A dormant failure of an ignition exciter is not possible
for more than one flight because:
• the two ignition systems are independent
• The EEC selects alternately ignition system A or B.
Ignition system A comprises the upper ignition exciter and its
associated cable and igniter, ignition system B comprises the lower
ignition exciter and its associated cable and igniter.
2.5.2 Operation
C. Continuous Ignition
(1) Manual Selection
When the engines are running on the ground or in flight the
continuous ignition is obtained by positioning the ENG/MODE selector
switch in IGN/START position.
3.1.1 General
The air system covers primary, secondary (bypass) and parasitic
(cooling and pressurizing) airflows and the systems used to control
the airflow. It is composed in 2 major sections.
A. Engine Section
The airstream flowing through the IAEV2500 turbofan engine supplies
2 majors systems:
• The internal air system, which consists of the following
subsystems:
- Propulsion airflow (secondary and primary flows).
- Bearing compartments pressurizing air.
- Cooling air.
• The external air system, which consists of the following
subsystems:
- HP/LP turbine active clearance control.
- High-energy igniter harness cooling air.
- Engine bleed air.
B. Nacelle Section
The nacelle installation is designed to provide cooling and ventilation
air for engine accessories mounted along the fan and core casing. The
distribution and circulation of the air in the components is such that
the temperature limit for specific components is not exceeded.
3.1.2 Description
All engine air enters the front mounted fan through the engine air
intake cowl. After being compressed by the fan, the airflow is divided
into primary and secondary (bypass) airflows by the flow splitter in
the fan frame.
(2) The HP turbine cooling air system which uses 10th stage HP
compressor bleed air to cool the HP turbine case, the LP turbine
support rails for the diffuser duct outer segments and the stage 2
vanes.
3.2.1 General
The power plant cooling system consists of:
• cooling of the nacelle compartments
• cooling of the aircraft and engine accessories
• cooling of engine parts (HPT, LPT)
3.3.1 General
The nacelle compartment and engine accessories are air cooled .The
cooling air is taken from the air flowing in and around the nacelle
cowls. There are three cooling systems:
• Fan and core compartments.
• Engine gearbox breather vent.
• Air cooled oil cooler vent.
The nacelle cooling and ventilation systems provide the following
functions:
• Sufficient airflow to offset the effects of engine case heat
rejection and engine flange air leakage, thereby maintaining an
acceptable compartment temperature level.
• Cooling of temperature critical components.
• Ventilation of compartment during engine shutdown.
• Ventilation of combustible fluid vapours to preclude fire.
3.3.2 Description
A. Fan and Core Compartments Cooling
(1) Fan case compartment accessories are cooled by air which enters
through a scoop in the air intake cowl. A duct from this scoop goes to
a Y-shaped outlet duct on the cowl aft bulkhead. The air comes out of
this duct into the fan compartment.
(2) The air in the fan compartment is vented overboard through two
outlet vents in the bottom of the fan cowl (one in each fan cowl door).
(3) Core compartment ventilation is provided by fan air through holes
in the inner wall of the c ducts. Air circulates through the core
compartment and exits through the exhaust orifice located in the
lower bifurcation of the C ducts. This is supplemented by air
exhausting from Active Clearance Control System around the turbine
area.
3.4.1 General
3.4.2 Description
A. Description
The front bearing compartment contains three bearings, No. 1 ball
bearing and No. 2 roller bearing for the low spool shaft and No. 3 ball
bearing for the high spool shaft. The wall of the front bearing
compartment is made up of the inner wall of intermediate case and
the No. 1 bearing support. The compartment is sealed against the
high spool shaft and the low spool shaft with two brush seals, two
carbon seals and a hydraulic seal. The combination of a brush seal
and a carbon seal in front of No. 1 bearing seals the compartment
against the low spool shaft. The hydraulic inter-shaft seal is used to
seal the compartment against 8th stage compressor bleed air in the
annulus between the high and low rotor shaft. The combination of a
brush seal and a carbon seal rear of No. 3 bearing seals the
compartment against the high spool shaft.
B. Operation
Pressurizing air from 6th stage compressor goes through two tubes to
the space in front of No. 1 bearing and between the brush seal and
the carbon seal. Pressurizing air to the space rear of No. 3 bearing
and between the brush seal and the carbon seal is supplied through a
routing in case casting from 6th stage compressor. Air in the
compartment is vented to a de-oiler to keep proper seal differential
pressure. A restrictor in the venting line controls the air flow to
prevent air leak at the seals
3.5.1 General
A. HP Turbine Cooling Make-up Air System
3.5.2 Description
(1) General
The HP turbine cooling controlled air system consists of:
• a control valve
• a valve solenoid (controlled by EEC)
• 2 tubes
(2) Control Valve
The external piping incorporates a cooling air control valve which is
either fully closed or fully open. The valve is operated by a solenoid
valve controlled in response to EEC signals. The control valve is
normally open. A visual position indicator on the valve is provided for
maintenance purposes. It also incorporates 2 position indication
switches to provide a signal to the EEC (channels A and B) for fault
detection purposes.
(3) Solenoid valve
The solenoid valve is mounted on the fan case. It is energized/de-
energized in response to EEC signals. When energized the solenoid
supplies high pressure compressor discharge air to the control valve
which shuts-off the flow of cooling air. De-energizing the solenoid
opens the control valve allowing full cooling air flow. Scheduling by
the EEC is a function of high rotor speed and altitude.
3.6 HP / LP TURBINE ACTIVE CLEARENCE CONTROL (ACC)
SYSTEM – DESCRIPTION AND OPERATION
3.6.1 General
The HP/LP Turbine Active Clearance Control (ACC) system uses fan air
to cool the HP and LP cases for blade tip clearance control in order to
improve engine performance and maximize the turbine cases life
time. Fan air is drawn from a common HP/LP turbine ACC air scoop in
the fan duct. This air is divided into HP and LP cooling air and passes
through individual short ducts to the Active Clearance Control Valves
which direct air for both HP and LP turbine case cooling.
3.6.2 Description
The LP and HP Turbine ACC Systems function in the same manner.
Cooling air passes through the tube perforations, located on the inner
surfaces of the tubes, and impinges on the case outer surface. The
cool air reduces the temperature and the thermal expansion of the
cases under some operating conditions. The LPT/HPT ACC system
consists of the following components:
• one HP turbine ACC manifold
• two LP turbine ACC manifolds
• Four HPT ACC perforated tubes
• height LPT ACC perforated tube
• one LP turbine supply pipe
• one LP/HP turbine valve (composed of a HPT control valve and a
LPT control valve)
• one LP/HP turbine ACC actuator
3.6.3 Operation
A. Normal Operation
The torque motor of the ACC actuator has springs to hold the jet pipe
at neutral bias position. The torque motor current from the EEC
changes the jet pipe direction. This direction change of the jet pipe
makes a higher pressure on one side of the servo valve. This higher
pressure moves the servo valve and it changes the fuel passage to
the actuator piston. The pressure difference between two sides of the
actuator piston and the spring load moves the actuator piston to the
required position. The actuator piston drives the butterfly valves in
the ACC valve. The butterfly valves thus control the airflows for the
HP/LP turbine ACC manifolds. The LVDT_s transmit the valve position
to the EEC.
B. Fail Safe Operation
When there is no torque motor current or no fuel servo pressure, the
actuator piston moves to the point A. The actuator piston remains at
this point at all defective actions.
C. Mode of Operation
The butterfly valves of the ACC valve are driven by the same actuator
in the modes given below
(1) Engine stop
With the engine stop, the position of the actuator piston is at point A
At this point: The butterfly valve for the HP turbine ACC is closed. The
butterfly valve for the LP turbine ACC is not less than 45 per cent
opened.
(2) Engine operation
During engine operation, the EEC controls the position of the actuator
piston between point B and point E.
(3) Take-off
During take-off, the position of the actuator piston is at point C At this
point: The butterfly valve for the HP for the HP turbine ACC is closed
The butterfly valve for the LP turbine ACC is not less than 70 per cent
opened.
3.7 IGNITION SYSTEM COOLING – DESCRIPTION AND
OPERATION
3.7.1 General
The ignition cooling system uses air from the fan stream to cool the
ignition exciter, the lead and igniter plug. Fan air is directed to each
exciter through a flexible conduit where it enters the exciter cooling
box. Cooling air passes over the exciter and exits through a connector
cooling jacket surrounding the ignition lead connector and enters a
flexible conduit which surrounds the lead. Cooling air then flows
around the lead to the igniter plug and excits through the igniter
cooling jacket.
3.8 COMPRESSOR CONTROL – DESCRIPTION AND OPERATION
3.8.1 General
The booster stage bleed valve, the variable stator vane and HP
compressor bleed valves systems are controlled by the EEC. The
booster stage bleed valve controls the LP compressor airflow. The
variable stator vane and the 7th and 10th stage bleed valves control
the HP compressor airflow.
3.9.1 General
The primary function of the LP compressor airflow control system is to
control the airflow thus ensuring compressor stable operation during:
• Engine start.
• Engine transient operation.
3.9.2 Description
A. General
the airflow control system includes:
• An LPC bleed-slave actuator
• An LPC bleed-master actuator
• Two bleed-valve actuating rods
• A booster bleed valve and actuating mechanism The airflow
control system automatically operates to control the air bled
from the LP compressor.
The two actuators are mechanically attached to each actuating rod
and, the bleed-valve and actuating mechanism. The two actuators are
connected hydraulically and operate together by command and
feedback signals from/ to the EEC.
B. LPC Bleed-Master and Slave Actuators
Description
• The two actuators are hydraulically connected units which
operate together. Each of them is attached to a bracket on the
intermediate structure.
• The two bleed-valve actuating rods connect each actuator fork
end to the synchronizing ring. The force to move the
synchronizing and its linkage through the actuating rods, is
supplied from the two actuators.
• The master actuator gives an accurate control in relation to an
electrical input signal (command signal) from the EEC. The
master actuator also gives an electrical output signal (the
positions of the actuator piston fork end) to an electrical input
signal (command signal) from the EEC. The master actuator
also gives an electrical output signal (the positions of the
actuator piston fork end) to the EEC.
Operation
the two actuators open or close in relation to the input signal from the
EEC.
C. Booster Bleed Valve and Actuating Mechanism
Description
• The bleed valve and actuating mechanism operates to make
each bleed valve synchronized, in relation to the positions of
the two actuators.
• The bleed valve and actuating mechanism is a sub-assembly
which includes:
• 27 bleed valves which are attached to the support ring.
• 27 links which connect the bleed valves to the 25 link arms and
the two power arms.
• the synchronizing ring which is connected to the 25 link arms
and the two power arms.
The two actuating rods connect the two power arms to the two
actuators.
Operation
The 27 bleed valves open during the engine start and other scheduled
flight operations. This permits some of the LP compressor airflow
(which normally go into the HP compressor) to go through the fan
airstream. The bleed valves are closed during takeoff and cruise
operations.
3.10 HP COMPRESSOR AIRFLOW CONTROL SYSTEM –
DESCRIPTION AND OPERATION
3.10.1General
This system consists of the Variable Stator Vane Actuator, the HPC
bleed air tubes and the HPC stage 7 and 10 solenoid valves and bleed
valves. The variable stator vanes and the 7th and 10 t stage HP
compressor bleeds are used to improve engine performance and
stability during engine starting, acceleration and deceleration. The
variable stator vanes are modulated open or closed by a hydraulic
actuator controlled by the Electronic Engine Control (EEC). The 7th
and 10th HP compressor bleed valves are pneumatically actuated by
two position air shut-off valves which are actuated by EEC solenoids.
3.10.2Description
3.11.1General
A nacelle temperature probe provides indication of nacelle core zone
ventilation air exit temperature. It indicates over temperature
resulting from loose or broken air ducts or from loose flanges, worn
VSV bushings etc. In order to allow early maintenance corrective
action.
3.11.2Description
4.1.1 General
The engine control system consist of:
• the throttle control
• the HP fuel shut-off valve control
• the LP fuel shut-off valve control
4.2.1 General
A. EPR Mode
(1) Manual thrust setting mode (the autothrust function is not active)
The throttle control lever in the cockpit center pedestal controls:
• the actual engine thrust setting
• the selection of the thrust limit mode
The EEC:
• receives the throttle lever angle
• computes the engine thrust limit parameter and
• adjusts the actual engine thrust parameter accordingly.
(2) Automatic thrust setting mode (the autothrust function is active)
The throttle control lever controls:
• the limitation of the actual thrust
• the selection of the thrust limit mode.
The FMGC computes the target thrust parameter and sends it to the
EEC.
The EEC adjusts the actual engine thrust parameter according to this
Value
The top limit value of the target thrust parameter is the actual
position of the throttle control lever (this is applicable when the alpha
floor protection is not activated). When the alpha floor protection is
activated the throttle control lever represents the lower limit of the
autothrust demand.
B. N1 Reversionary Mode
When N1 reversionary mode is selected, the automatic thrust setting
mode (autothrust active) cannot be activated. The throttle control
lever in the cockpit center pedestal controls the actual thrust
setting.The EEC receives the throttle lever angle and adjusts the
actual engine thrust parameter according to ambient conditions.
4.3 THROTTLE CONTROL – DESCRIPTION AND OPERATION
4.3.1 General
5.1.1 General
5.1.2 Indicating
A. Upper ECAM Display Unit
• N1
• EPR LIMIT
• EPR THROTTLE
• EPR MAX
• EPR REF
• EGT
• N2
B. Lower ECAM Display Unit
The VIB indication is normally green. If the advisory level is reached,
the indication flashes (0.6 s bright and 0.3 s normal).
5.2 POWER – DESCRIPTION AND OPERATION
5.2.1 General
This chapter deals with the N1, N2 and EPR indications. The other
engine indications related to the power management parameters
5.3.1 General
The measurement channel for the exhaust gas temperature is
designed as follows:
• Four probe assemblies each comprising 2 thermocouples.
• Four thermocouples (one from each probe assembly) are used
to form an averaged signal sent to the channel A of the EEC.
• The remaining four thermocouples (one from each probe
assembly are used to form an averaged signal sent to the
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
through the ARINC bus.
5.3.3 Indication
The EGT indication appears on the upper ECAM display unit.
The ECAM provides the EGT indication:
• in analog form with a pointer which deflects in front of a dial,
• in digital form, in the lower section of the dial.
The indication is normally green. When : 610 deg.C < EGT < 635
deg.C:
• the indication becomes amber
• the MASTER CAUT light comes on accompanied by the single
chime
• the following message appears on the ECAM : EGT > 610 ⁰
5.4.1 General
The EVMU located in the electronics bay provides the following
functions by means of accelerometer and tachometer signals and
ARINC 429 lines.
• To give data on the unbalance conditions of each rotor of each
engine (with narrow-band tracking filters) and to transmit them
for display in the cockpit with advisory levels based on fixed
maximun limits and in some conditions on initial levels.
• To give data to rebalance the low-pressure rotor.
• To give broadband filtered data with threshold indications for
each engine for maintenance purposes.
• To give automatically or upon request a frequency analysis for
maintenance.
• To communicate with the CFDS for maintenance.
6.1.1 General
The air entering by the fan is divided into two parts, the cold and hot
airflows, which are mixed through the common nozzle assembly
(CNA) before exhausting to the atmosphere. The engine exhaust
section directs fan discharge air to either normal or reverse thrust
operation. In the forward thrust mode, the fan airflow and burnt gases
are evacuated directly at the back. Each engine is equipped with a
reverser system which reverses cold fan air by means of translating
sleeves and cascades, turning the engine airflow forward and
providing a braking effect for the aircraft on the ground. Thrust
reversers can be operated on the ground only.
6.1.2 Description
The exhaust system consists of the common nozzle assembly and the
thrust reverser system.
A. Common Nozzle Assembly (CNA)
The common nozzle assembly forms the rear part of the engine. It
consist of a common nozzle exhaust collector and the engine exhaust
cone.
B. Thrust Reverser System
The thrust reverser system uses part of the engine exhaust power to
provide additional aerodynamic braking during aircraft landing. The
thrust reverser system is hydraulically operated by hydraulic pressure
from the aircraft hydraulic system. The aircraft hydraulic system is
pressurized by pumps mounted on each engine. It is controlled
through the FADEC (Full Authority Digital Engine Control) from the
cockpit by a lever hinged to the corresponding throttle control lever.
6.2 MIXED EXHAUST SYSTEM – DESCRIPTION AND OPERATION
6.2.1 General
The mixed exhaust system collects two flows of air. The first is the
cold airflow, which is the fan bypass air. The second is the hot airflow
which comes from the engine core. The mixed exhaust system is
made up of the common nozzle exhaust collector and the engine
exhaust cone.
• The common exhaust collector admits the hot and cold gas
outflows. These gas outflows then go out to the atmosphere
through the common nozzle. The nozzle forms a convergent
duct which increases the speed of the mixed gas to give
forward thrust.
• The engine exhaust cone forms the inner contour of the
common nozzle exhaust collector. It is made of a welded
inconel panel, an attachment ring and a closure cone.
6.2.2 Description
Seals are installed around the front of the inner duct and upper and
lower support struts. They seal the inner duct with the thrust reverser
C-ducts. These seals are made in sections to suit the directional
changes in the seal run.
A circumferential seal is installed around the outside of the forward
section of the exhaust collector. This seal gives an interface seal
between the collector and the rear edge of the translating cowl. It
prevents leakage of fan air to ambient during forward thrust
operation. Block seals are attached to the left and right front corners
of the upper support strut. They complete the seal between the
aircraft pylon, the C-ducts, the upper strut and the outer duct seals.
6.3 THRUST REVERSER SYSTEM – DESCRIPTION AND
OPERATION
6.3.1 General
The thrust reverser system for the V2500 engine is designed for use
on the ground to reduce aircraft landing roll. The thrust reverser is
designed to be used at two extreme positions, stowed and deployed.
In the stowed position, the thrust reverser provides an aerodynamic
fairing between the fan cowl and the core nozzle. When deployed, the
translating sleeves are hydraulically moved rearward exposing the
cascades ; the blocker doors are positioned to close the fan duct
downstream and the fan air exhaust flow is diverted forward through
the cascades providing a braking effort for the aircraft. The thrust
reverser system is synchronized by means of a flexible synchronizing
shaft connecting all four translating sleeve hydraulic actuators. Thrust
reverser shutoff valve (TRSOV) is designed to isolate the Thrust
reverser shutoff valve (TRSOV) is designed to isolate the thrust
reverser from the aircraft hydraulic system.
6.3.2 Description
6.3.3 Operation
The thrust reverser is actuated in response to signals from the Engine
Electronic Control (EEC). Selection of either stow or deploy from the
cockpit generates a signal to the engine EEC which in turn, supplies
signals to the thrust reverser hydraulic control unit.
6.4.1 General
The thrust reverser is controlled from the cockpit by means of the throttle control lever.
A thrust reverser latching lever, when actuated, allows the throttle control lever to be
moved rearward in the reverse thrust selection area and the thrust reverser to be
controlled by the Engine Electronic Control (EEC).The EEC incorporates a thrust
reverser feedback position and ground/flight configuration which generates a command
signal to the isolation valve and the directional control valve. The signal from the EEC
to the directional valve is fed to the avionics compartment where it passes through an
inhibition relay (also called permission switch) controlled by the Engine Interface Unit
(EIU) and the spoiler/elevator computer (SEC) according to the throttle control lever
position.
6.5.1 General
The thrust reverser is attached to the pylon (immediately aft of the
engine fan case) and to the fan case by the vee blade-vee groove
system. The reverser is constructed in two halves which are hinged at
the top to the pylon and latched together along the bottom
centerline.
6.5.2 Description
Each thrust reverser half is supported from the pylon by four hinges.
These hinges are integral with a machined aluminium beam which
runs along the upper section of the thrust reverser. The thrust
reverser consists of four parts : the C-duct fixed structure, the
translating sleeve, the blocker doors and the cascades.
6.5.3 Material
The C-duct inner barrel is constructed of an aluminium face sheet
bonded to an aluminium honeycomb core. The cascades are
constructed of moulded graphite. The blocker doors are machined
aluminium. The blocker door drag links and cascade aft rings are
made of aluminium. Translating sleeve outer skin is constructed of a
graphite panel composed of four layers of graphite skin with
aluminium core frames. The translating sleeve inner skin is
constructed of Dyna Rohr acoustic material which consist of 3/8 inch
titanium core all with graphite skins ; two plies of back skin and three
plies of perforated skin.
6.6.1 General
The purpose of the thrust reverser opening mechanism is to open the
C-duct doors to permit access to the engine for maintenance. The
opening system is manually operated by a GSE hydraulic hand pump.
6.6.3 Operation
7.1.1 General
The lubrication system provides lubrication and cooling to the engine
components. The oil system includes separate pressure and scavenge
pumps, a fuel cooled oil cooler, an air cooled oil cooler, an oil tank
and associated valves and filters.
7.1.2 Operation
The oil leaves the tank and is routed to a one-stage pressure pump.
The oil is piped through a pressure filter to the air cooled oil cooler
(ACOC) and then to the fuel cooled oil cooler (FCOC). After leaving the
FCOC, the oil is delivered to the No. 1, 2, 3 bearing compartment, the
No. 4 bearing compartment, the No. 5 bearing compartment and to
both the main and angle gearboxes. The scavenge oil is then piped,
either directly or through the deoiler, to the scavenge pumps. From
the scavenge pumps all the oil is pumped in a common line to a fine
scavenge filter and sent to the oil tank where it is de-aerated.
7.2.1 General
The oil tank contains the oil to be delivered under pressure to the
engine and external gearbox. All the scavenged oil returns to the tank
to maintain the oil level during the time the engine is operating. The
oil tank capacity allows a maximum of 40 flight hours without any
replenishment.
7.2.2 Description
7.3.1 General
The function of the oil distribution system is to provide lubrication and
cooling to the essential components of the engine.
7.3.2 Description
The oil distribution system includes the following components:
• an air cooled oil cooler
• a fuel cooled oil cooler
• a pressure oil filter element
• a scavenge oil filter element
• a one-stage pressure pump
• a five-stage scavenge pump
• a deoiler
• a two-position scavenge valve
• a filter bypass valve
• magnetic chip detectors
7.3.3 Supply
The oil leaves the tank through a strainer and is routed into a one-
stage pressure pump. It is pumped through a pressure filter to
remove any large debris. The oil is then piped to the air/oil heat
exchanger before entering a fuel cooled oil cooler. After leaving the
FCOC, the oil flows to the No. 1, 2 and 3 bearing compartment, to the
No. 4 bearing compartment and to the No. 5 bearing compartment,
and to both the main and angle gearboxes.
7.3.4 Scavenge
A. General
The oil (which has lubricated the engine bearings and the angle and
main gearbox) is piped either directly or through the deoiler to the
scavenge pumps.
The line to each scavenge pump incorporates a strainer and a
magnetic chip detector. The chip detector for the No. 4 bearing
compartment is in the deoiler
scavenge outlet. The combined flow from all the scavenge pump
outlets is returned to the oil tank via a cyclone type deaerator
mounted within the tank.
B. Description
The scavenge circuit main components are:
• five scavenge filters with chip detectors,
• five scavenge pumps,
• one common scavenge filter.
• A 2-positions scavenge valve.
7.4 OIL QUANTITY INDICATING SYSTEM – DESCRIPTION AND
OPERATION
7.4.1 General
A. Oil Quantity Transmitter
• The oil quantity transmitter is located in the oil tank.
• The system is supplied with 28VDC from busbar 101PP through
circuit breaker 1EN1 (1EN2).
B. Description :
The oil quantity tranmitter is a tank probe with a capacitor (tube
portion) and an electronic module (on the top of the transmitter) for
probe enrgizing and signal output.
C. Specification:
• Output voltage : 1VDC to 9VDC varying linearly with the usable
oil quantity from 0 to 25.8 quarts.
• 33 K OHMS less than charge impedance less than 100 k OHMS
• Accuracy : plus or minus 0.5 to plus or minus 0.6 US quarts.
D. Oil Quantity Indicating
• The analog signal from the oil quantity transmitter is sent to:
- the SDAC1
- the SDAC2
- the EIU which transforms the analog signal into a digital
signal.
• The DMC’s process the information received as a priority order
from the EIU’s through FWC 1 and 2, SDAC1, SDAC2.
• Scale:The oil quantity displayed in green on the ECAM display
unit is graduated from:
- 0 to 27.5 quarts in analog form (the normal max-usable
oil quantity in the tank is 25 US quarts, the maximum oil
tank capacity is 30.5 US quarts).
- 0 to 99.9 in digital form.
• Advisory level:The oil quantity flashes green when the oil level
quantity is lower than or equal to 5 quarts (decreasing) and
stop pulsing at 7 quarts (increasing).
• Overfilling of the oil tank can be generate an out of range
feedback to the EIU. This may result in amber XX’s being
displayed in place of the oil quantity.
7.5 OIL TEMPERATURE INDICATING SYSTEM –
DESCRIPTION AND OPERATION
The low oil pressure switch is installed on a bracket at the top left
side of the engine fan case. The low oil pressure switch is connected
between the oil supply tube and the No. 4 bearing scavenge tube.
Actuation of the low pressure switch is at 60 psid decreasing
pressure. The set point range is between 45 psi and 75 psi.
7.9.1 General
The purpose of the No.4 bearing indicating system is to monitor the
correct operation of the No.4 bearing 2-position scavenge valve and
to detect a No.4 bearing carbon-seal failure.
7.9.2 Description
8.1.1 General
The starting system of the engine utilizes pressurized air to drive a
turbine at high speed. The turbine turning through a reduction gear,
applies a torque to the HP shaft, thus driving the engine and the
aircraft accessories. The air necessary for the starting is bled from the
duct connecting engine bleed and the precooler via a 4 in.dia. duct.
This duct is attached to the engine before the precooler inlet. The air
necessary for the starter is supplied by either:
• the other engine through the crossbleed system
• the APU and in that case, all the air bled from the APU is used
for starting
• an external source able to supply a pressure between 30 and
40 psi.
8.2 CRACKING DESCRIPTION AND OPERATION
8.3.1 Starter
8.3.2 Operation
A. The ENG panel (115VU) initial configuration is:
• ENG/MODE selector switch in NORM position
• both MASTER control switches in OFF position.
- Engine dry cranking.
- Engine wet motoring.
- Engine starting (manual and automatic)
B. Start interruption
The interruption of automatic starting can be achieved if:
(1) You place the MASTER control switch back to OFF. This causes:
• the direct closure of the HP fuel SOV
• the starter pneumatic valve closure via the EEC
• the ignition exciters de-energization.
C. Alternate Engine Start Sequence
The alternate start procedure is achieved by a dedicated logic module
in the EEC which allows separate control of:
• the pneumatic starter valve through ENG/MODE selector switch
positioning and MAN START pushbutton switch
• the HP fuel SOV through the MASTER control switch.
D. Engine Relight
The automatic and alternate start procedures are both available for
engine relight with the same procedure as on the ground.
• When the automatic start is selected in flight, the EEC identifies
windmilling or starter-assisted relight conditions according to
flight environmental parameters or engine parameters.
• When the alternate start is selected in flight the EEC always
commands a starter assisted relight.
• Continuous ignition is selected whenever the selector switch is
placed in IGN/START position.
E. Engine Flameout
In case of engine flameout the EEC is designed to:
• Detect unscheduled sub-idle engine operation.
• Transmit a message for cockpit display indicating a probable
flameout condition.
• Activate the continuous ignition.
8.4 ENGINE STARTING SYSTEM – DESCRIPTION AND
OPERATION
8.4.1 Starter
The starter is attached to the forward face of the gearbox using a cast
aluminium adapter and Quick-Attach-Detach (QAD) clamp. It is
designed to rotate and accelerate the HP rotor of the engine to allow
the starting.
The starter consists of a drive turbine assembly housed in steel/
containment housing, a gear reduction system, a clutch, output shaft
assembly, a mounting adapter, Quick Attach Detach (QAD) clamp.
Steel inlet housing provides the starter air inlet flange and provides
containment for the turbine rotor. Steel nozzles which direct air into
the rotor, are integral with the turbine inlet housing. Flow paths are
shaped to minimise inlet and outlet losses. The drive turbine rotative
assembly consists of the rotor, shaft, pinion gear and bearing
cartridge. The turbine blades, hub, and shaft are integral and
machined from a titanium forging. The shaft is supported by the
bearing cartridge which utilises two preloaded angular contact ball
bearings. A carbon seal assembly is used to prevent external oil
leakage from the rotor/bearing system.