A320 71-80v2500jarb1 PDF

AIRBUS
A 319/320/321
ATA 71−80
Engine IAE V2500
ATA 30−20
Intake Ice Protection
EASA PART 66 B1
A320 71−80V2500JARB1
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POWER PLANT A319/A320/A321
INTRODUCTION IAE V2530-A5
71-00
ATA 71 POWER PLANT

ATA 71-00 INTRODUCTION
It is produced by International Aero Engines ( IAE ) corporation.
This corporation consits of the following companys:
JAEC ( Japanese Aero Engines Corporation )

Rolls Royce
Pratt & Whittney
MTU ( Motoren & Turbinen Union )
Fiat Avio
JAEC RR P&W MTU FIAT
IAE
For Training Purposes Only
( INTERNATIONAL AERO ENGINES )
FRA US/T bu Aug 2001 Page: 1

71-00
ENGINE MARK NUMBERS

For easy identification of the present and all future variants of the V2500,
International Aero Engines has introduced a new engine designation system.

All engines will retain V2500 as their generic name.

The first three characters of the full designation are V25, identifying each
engine as a V2500.
The next two figures indicate the engine’s rated sea − level takeoff thrust.
The following letter shows the aircraft manufacturer.
The last figure represents the mechanical standard of the engine.
This system will provide a clear designation of a particular engine as well as a
simple way of grouping by name, engines with similar characteristics.
The designation V2500 − D collectively describes, irrespective of thrust, all
engines for McDonnell Douglas applications and V2500 − A all engines for
Airbus Industrie.
Similarly, V2500 − 5 describes all engines built to the −5 mechanical standard,
irrespective of airframe application.
For example :
The V2500 - A1 engine is used on A320 and has only a 3 stage booster.
FRA US/T bu August 2001 Page: 2

71-00
ENGINE MARK NUMBERS
V2530-A5
Generic to all Mechanical Standarts
V2500 engines of engine
Takeoff thrust in Airframe manufacturer

thousands of −A for Airbus Industrie
pounds -D for McDonnellDouglas
MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT
V2500 - A1 25.000 A320 - 200

V2530 - A5 30.000 A321 - 100
V2525 - A5 25.000 A320 - 200

V2527 - A5 26.500 A320 - 200
V2528 - D5 28.000 MD - 90 - 40
V2525 - D5 25.000 MD - 90 - 30
V2522 - D5 22.000 MD - 90 - 10

71-00
INTRODUCTION
The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan IAE V2530-A5 DATA
engine.
80% of the thrust is produced by the fan. Fan tip diameter : 63.5 in ( 161 cm )
Bare engine length : 126 in ( 320 cm )
20% of thrust is produced by the engine core.
Weight : 4942 lbs ( 2242 KG )
Its compression system features a single stage fan, a four stage booster, and a
Take - off thrust : 30,000 lb, flat rated to +30 deg. C
ten stage high pressure compressor. The LP compressor is driven by a five
Bypass ratio : 5.44 : 1
stage low pressure turbine and the HP compressor by a two stage HP turbine.
The HP turbine also drives a gearbox which, in turn, drives the engine and air- Overall Pressure Ratio : 31.9 :1
craft mounted accessories. Mass Flow lbs/s : 856 lbs
The two shafts are supported by five main bearings. N1 : 100% ( 5650 RPM )
The V2500 incorporates a Full Authority Digital Electronic engine Control N2 : 100% ( 14950 RPM )
( FADEC ). The control system governs all engine functions, including power
EGT ( Takeoff ) 650 deg. C
management. Reverse thrust is obtained by deflecting the fan airstream via a
hydraulic operated thrust reverser. EGT ( Starting ) 635 deg. C
EGT ( Max Continous/Climb ) 610 deg.C
The IAE V2530-A5 engine is flat rated.

The rated thrust can be obtained for a limited time up to an ambient tem-
perature of 30C otherwise engine operating limits can be exceeded.
To have a constant thrust at variable ambient conditions the engine RPM
has to be adjusted ( regulated ) to compensate the variying air density.
The Thrust parameter is EPR.In case this parameter is not available the
N1 is used as the Thrust parameter.

71-00
Figure 1 V2500 Propulsion Unit

71-00
ENGINE DESCRIPTION
Gas Path
A simplified view of the engine is shown below.
All the air entering the engine passes trough the inlet cowl to the fan.
At the fan exit the air stream divides into two flows :

the core engine flow

the by-pass flow
Core Engine Flow

The core engine flow passes trough the fixed inlet guide vanes to the L.P.
Compressor which consits of 4 stages on the V2500 - A5 engine,then to the
H.P. Compressor,the combustion section and the H.P. and L.P. turbines and
finally exhausts into the Combined Nozzle Assembly ( C.N.A. )
By-pass Flow
The fan exhaust air ( cold stream ) entering the by-pass duct passes through
the fan outlet guide vanes and flows along the by-pass duct to exhaust into the
C.N.A..
Nacelle
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and accessories.
The major components which comprise the nacelle are :

the air inlet cowl

the fan cowls ( left and right hand )

The ” C ” ducts which incorporate the hydraulically operated thrust reverser
unit.

the Combined Nozzle Assembly ( CNA )
Combined Nozzle Assembly ( CNA )

The core engine ” hot ” exhaust and the ” cool ” by-pass flow are mixed in
the C.N.A. before passing through the single propelling nozzle to atmosphere.

71-00
V2500-A1 V2500-A1
V2500-A5 V2500-A5
BUFFER AIR COOLER OUTLET
Figure 2 Propulsion Unit Outline

ENGINE A319/A320/A321
HAZARD AREAS IAE V2530−A5
71-00
ATA 71-00 ENGINE HAZARD AREAS

FRA US/T Bu .August 2001 Page: 8

HAZARD AREAS IAE V2530−A5
71-00
INLET SUCTION EXHAUST WAKE DANGER

DANGER AREA AREA 65 MPH (105 Km/h)
OR GREATER
EXHAUST WAKE DANGER

AREA 65 MPH (105 Km/h) ENTRY CORRIDOR
OR LESS
Figure 3 Engine Hazard Areas

FRA US/T Bu .August 2001 Page: 9
ENGINE FUEL AND CONTROL A319/A320/A321
FADEC GENERAL IAE V2530 A5
73−20
ATA 73 ENGINE FUEL AND CONTROL

73−20 FADEC PRESENTATION
FADEC General Manual engine starting sequence
Each powerplant has a FADEC (Full Authority Digital Engine Control) system. passive monitoring of engine control of
FADEC, also called the Electronic Engine Control (EEC), is a digital control − the start valve
system that performs complete engine management. − the HP fuel valve
FADEC has two−channel redundancy, with one channel active and one in − the ignition
standby. If one channel fails, the other automatically takes control.
Thrust reverser control actuation of the blocker doors
The system has a magnetic altemator for an internal power source. FADEC is
engine setting during reverser operation
mounted an the fan case.
Fuel recirculation control
The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine
management. recirculation of fuel to the fuel tanks according to the engine oil temperature,
the fuel system configuration and the flight phase.
FUNCTIONS Transmission of engine parameters and engine monitoring information to cock-
The FADEC system performs the following functions pit indicators
--Control of gas generator the primary engine parameters the starting system status
--control of fuel flow the thrust reverser system status the FADEC system status
--acceleration and deceleration schedules Detection, isolation, and recording of failures FADEC cooling
--variable bleed valve and variable stator vane schedules control of turbine NOTE :
-clearance There are no adjustments possible on the FADEC system
–idle setting ( e.g. Idle, Part Power etc. )
Protection against engine exceeding limits protection against N1 and N2 over-
speed monitoring of EGT during engine start
Power Management
automatic control of engine thrust rating computation of thrust parameter limits

Manual management of power as a function of thrust lever position automatic
Management of power (A/THR demand).
Automatic engine starting sequence control of

the start valve (ON/OFF)

the HP fuel valve

the fuel flow

the ignition (ON/OFF) monitoring of N1, N2, FF and EGT initiation of abort
and recycle (on the ground only)

73−20
Figure 4 FADEC Presentation IAE V2500

73−20
FADEC FUNCTIONS
The FADEC system operates compatibly with applicable aircraft systems to − Control of ignition ( ON / OFF )
perform the following functions : − EPR, N1, N2, WF, EGT monitoring
1 GAS generator control for steady state and transient engine operation − Abort / Recycle capability on ground.
within safe limits.
5 Thrust reverser control
− Fuel flow control
− Control of thrust reverser actuation ( deploying and stowing )
− Acceleration and deceleration schedules
− Control of engine power during reverser operation.
− Variable Stator Vane ( VSV ) and Booster Stage Bleed Valve ( BSBV )
- Engine idle setting during reverser transient
schedules
− Control of maximum reverse power at full rearward throttle lever position.
− Turbine clearance control ( HP / LP )
− Restow command in case of non commanded deployment.
− Idle setting.
− Redeploy command in case of non commanded stowage.
2 Engine limits protection
6 Engine parameters transmission for cockpit indication
− Engine overspeed protection in terms of fan speed and core speed to
prevent engine running over certified red lines − Primary engine parameters
− Engine turbine outlet gas temperature monitoring. ( EGT ) − Starting system status
− Thrust reverser system status
3 Power management − FADEC system status.
− Automatic engine thrust rating control
7 Engine condition monitoring parameters transmission.
− Thrust parameter limit computation
− manual power management through constant ratings versus throttle 8 Detection, isolation, accommodation and memorization of its internal
lever relationship system failures.
. take−off / go−around at full forward throttle lever position 9 Heat Management system (Fuel return & diverter valve control)
. flex take−off at constant intermediate position whatever the FADEC controls the ON / OFF return to the aircraft tank in relationship with :
derating is − Engine oil, IDG oil and fuel temperatures
. other ratings ( max continuous, max climb, idle, max reverse ) at − Aircraft fuel system configuration
associated throttle lever detent points. − Flight phases.
− Automatic power management through direct engine power adjustment to
Fuel Metering Unit
the autothrust system demand.
The fuel metering unit ( FMU ) provides fuel flow control for all operating
4 Automatic engine start sequencing conditions.Variable fuel metering is provided by the FMU through EEC com-
− Control of starter air valve ON / OFF mands by atorque motor controlled servo drive. Position resolvers provide
feedback to the EEC. The FMU has provision to route excess fuel above en-
− Control of HP fuel valve ( ON / OFF on ground, ON in flight )
gine requirements to the fuel diverter valve through the bypass loop.
− Control of fuel schedule

73−20
FMV T2,5 P4.9

FEED-
BACK
IDG
(EGT)
P2/T2 HEATER
IGN B
THRUST ANALOG & IGN A
LEVER DISCRETE
SIGNALS
A B Ignition Boxes Thrust Reverser

TRUST CONTROL POWER
UNIT IAE V2500
RESOLVER
EIU 7th
IGNITORS
7th
10th
7th
HDL BLEED VLV‘s

Hydraulic
Press
FUEL PRESS & COMMAND SIGNAL
FUEL METERING
UNIT (FMU) FUEL FLOW
TO
BURNERS
EEC
( CH: A & B ) FEEDBACK HCU
COMMAND SOLENOID CONTROL VALVES
COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) Return

FEEDBACK Fuel to
FUEL DIVERTER &
Aircraft
FOR ENGINE TREND MONITORING RETURN VALVE Tank
T/R REVERSER Stow / Deploy Feedback
T/R REVERSER Stow / Deploy Command

P2,5 F FLOW P12,5
Figure 5 FADEC Presentation IAE V2500

73−20
ENGINE CONTROL P/B’S AND SWITCHES
Engine Mode Selector FADEC GND PWR P/B

Position CRANK : Position ON :
− selects FADEC power. − selects FADEC power
− allows dry and wet motoring ( ignition is not availiable ).
Position IGNITION / START : N1 MODE P/B
− selects FADEC power Position ON :
− allows engine starting (manual and auto). − switches EEC from EPR Mode to N1 Mode
Position NORM :
− FADEC power selected OFF ( Engine not running )
Engine Master Lever

Position OFF :
− closes the HP fuel valve in the FMU and the LP fuel valve and resets the
EEC.
Position ON :
− starts the engine in automatic mode ( when the mode selector is in
IGNITION / START ).
− selects fuel and ignition on during manual start procedure.
Manual Start P/B

− controls the start valve (when the mode selector is in IGNITION /
START or CRANK position ).

73−20
A CENTRAL PEDESTAL 115VU
NORM
C MAINTENANCE PANEL 50VU B OVERHEAD PANEL 22VU

Figure 6 Engine Control P / B‘s and Switches

73−20
49VU
2450000HMQ0
Figure 7 Engine Circuit Breakers

73−20
121VU
ANTI ICE 122VU

2450000VAQ0
2450000UMR0

ENGINE INDICATING A319/A320/A321
ECAM IAE V2530−A5
77−00

OIL temperature
ATA 77 INDICATING For further info see ATA 79

Starter valve positions, the starter duct pressure and during eng start up,
77−00 ENGINE INDICATING PRESENTATION the operating Ignition system ( ONLY ON ENGINE START PAGE )

In case of high nacelle temperature a indication is provided below the en-
Indication general - Primary Engine Display gine oil temp. indication.
The primary engine parameters listed below are permanently displayed on the
Engine Vibration − of N1 and N2
Engine and Warning display ( E / WD ) :

As warnings by system problems only :

Engine Pressure Ratio ( EPR )
− OIL FILTER COLG

Exhaust Gas Temperature ( EGT )
− Fuel FILTER CLOG

N1 ( low rotor speed )
− No. 4 BRG SCAV VALVE with valve position

N2 ( high rotor speed )
Some engine parameters also displayed on the CRUISE page

FF ( fuel flow )
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the
MODE selector switch on on the Engine panel at the pedestal in CRANK or
IGN / START position for both engine.
If a failure occurs on any indication displayed, the indication is replaced by am-
ber crosses, the analog indicator and the marks on the circle disappear, the
circle becomes amber.
Only in case of certain system faults and flight phases a warning message ap-
pears on the Engine Warning Display.
Secondary Engine Display

The lower display shows the secondary engine parameters listed below. The
engine page is available for display by command, manually or automatically
during engine start or in case of system fault :

Total FUEL USED
For further info see ATA 73

OIL quantity

OIL pressure

ECAM IAE V2530−A5
77−00
FF KG / H
FOB: 19.125
NAC temp. indication :
nac
320 c 320
A IGN B
ONLY ON ENGINE
PSI 35 35 PSI START PAGE
Figure 9 Engine ECAM Indications

GENERAL IAE V2530-A5
72-00
STAGE NUMBERING V2530-A5

STAGES : COMPONENT : STAGE NUMBER : NOTES :
1 FAN 1 ACOC,ACC,ACAC
1 LOW PRESSURE 1,5

2 2
3 COMPRESSOR 2,3
4 ( BOOSTER ) 2.5 B.S.B.V.
1 3 VSV ( & IGV )

2 4 VSV
3 5 VSV
4 HIGH PRESSURE 6 VSV
5 7 CUST. BLEED, A / I, Hdlg. Bleed,
6
COMPRESSOR 8 Internal Cooling
7 9
8 10 CUST. BLEED Hdlg. Bleed,
9 11
10 12 Buffer Air, 1. HPT & NGV, Muscl Air
COMBUSTION CHAMBER 20 Fuel Nozzles, 2 Ignitor Plugs
1 HIGH PRESSURE 1
2 2 ACTIVE CLEARANCE CONTROL
TURBINE
1 3
2 4 ACTIVE CLEARANCE CONTROL
3 LOW PRESSURE 5
4 TURBINE 6
5 7
COMMON NOZZLE
FRA US/T-5 APR 2006 Page: 20

72-00
V2500-A1
V2500-A5
Figure 10 Stage Numbering

FRA US/T-5 APR 2006 Page: 21
72-00
ENGINE STATIONS V2500
AERODYNAMIC STATION : STATION LOCATION : STATION USED FOR:
0 AMBIENT P0 ( ambient )
1 INTAKE / ENGINE INLET INTERFACE
2 FAN INLET Press P2 for EPR & Temp T2
12.5 FAN EXIT Press for Monitoring 12.5
2.5 L.P. COMPRESSOR ( BOOSTER EXIT ) Temp T2.5 or (CIT) & Press P2.5 for Monitoring
3 H.P. COMPRESSOR Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner

Press ( Pb )
4 COMBUSTION SECTION EXIT
4.5 H.P. TURBINE EXIT
4.9 L.P. TURBINE EXIT Temp T4.9 for EGT & Press P4.9 for EPR also
called P 5
5 EXHAUST
Flowpath aerodynamic stations have been established to facilitate engine per-

formance assessment and monitoring.
The manufacture uses numerical station designations.The station numbers are
used as subscripts when designating different temperatures and pres-
sures,throughout the engine.

72-00
Figure 11 Engine Stations

72-00
ATA 72 ENGINE
72-00 ENGINE PRESENTATION
Engine Main Bearings
The 5 bearings are located in 3 bearing compartments.
Front bearing compartment

The front bearing compartment is located at the centre of the intermediate
case, and houses bearing No. 1, 2 & 3.
Center bearing compartment (No.4 Bearing Compartement )

The center bearing compartment is located in the diffuser/combustor case and
houses bearing No. 4
Rear bearing compartment
The rear bearing compartment is located in the turbine exhaust case No.5
The Low Pressure or N1 rotor, is supported by three bearings :

Bearing 1 ( Single track thrust ball bearing ).

Bearing 2 ( Single track roller bearing utilising ”squeeze film” oil damping ).

Bearing 5 ( Single track roller bearing utilising ”squeeze film” oil damping ).
The High Pressure or N2 rotor is supported by two bearings :

Bearing 3 ( thrust ball bearing mounted in an hydraulic damper which is
centered by a series of rod springs ( ” Squirrel Cage ” ) ).

Bearing 4 ( Single track roller bearing ).

72-00
N1 BEARING NO.: 1 2 5
N2 BEARING NO.: 3 4
FRONT BEAR. COMP. CENTER BEAR. COMP. REAR BEAR. COMP.
Figure 12 Engine Bearings & Compartments

72-00
FRONT BEARING COMPARTMENT

The bearings No. 1, 2 and 3 are located in the front bearing compartment
which is at the center of the intermediate module 32.
The compartment is sealed using air supported carbon seals,and oil filled
( hydraulic ) seal between the two shafts. This seal is supported by 8th stage
air.
Adequate pressure drops across the seals to ensure satisfactory sealing .This
is achieved by venting the compartment, by an external tube, to the de-oiler.
Gearbox Drive
The HP stubshaft, which is located axially by No 3 bearing, has at its front end
a bevel drive gear which provides the drive for the main accessory gearbox,
through the tower shaft.
The HP stubshaft seperates from the HP compressor module at the curvic cou-
pling and remains as part of the intermediate case module.
Description
The drawing below shows details of No 2 and No 3 bearings.
A phonic wheel is fitted to the LP stubshaft, this interacts with
speed probes to provide LP shaft speed signals ( N1 ) to the EEC and the
Engine Vibration Monitoring Unit ( EVMU ) which is aircraft mounted.
The hydraulic seal prevents oil leakage from the compartment passing
rearwards between the HP and LP shafts.
No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper
is maintained at the full oil feed pressure whilst the rest of the flow passes
through a restrictor to drop the pressure. This allows larger jet diameters to
facilitate flow tolerance control.
The outer race is supported by a series of eighteen spring rods which allow
some slight radial movement of the bearing.

The bearing is centralised by the rods and any radial movement is dampened
by oil pressure fed to an annulus around the bearing outer race.
The gearbox drive gear is splined onto the HP shaft and retained by No 3
bearing nut.

72-00
GEAR BOX DRIVE
BOOSTER AIR
SPRING ROD
Sealing
Air
PHONIC WHEEL FOR N1 RPM
Figure 13 Front Bearing Compartment

72-00
NO 4 BEARING COMPARTMENT
The No 4 bearing compartment is situated in a high temperature, high pressure
environment at the centre of the combustion section.
The bearing compartment is shielded from radiated heat by a heat shield and BUFFER AIR COOLER ( ACAC )
air.
The No. 4 bearing compartment is cooled by 12th stage air.
12th Stage Air ( Buffer Air )

This supply of cooled 12th stage air ( called ” buffer air ” ) is admitted to the
space between the chamber and first heat shield.The 12th stage air is cooled NO.4 BEARING COMPARTMENT AIRCOOLER
by fan air via the buffer air cooler, located on the rear left hand side of the
engine.
DUCT
The buffer air is exhausted from the cooling spaces close to the upstream side ASSEMBLY
of the carbon seals, creating an area of cooler air from which the seal leakage
is obtained.
This results in an acceptable temperature of the air leaking into the bearing
compartment.
Buffer air flow rates are controlled by restrictors at the outlet from the cooling FAN AIR INLET
passages.
NOTE :
The bearing compartment internal pressure level is determined by the area of
the variable scavenge valve. ( called No 4 bearing scavenge valve and de-
scribed in the oil system ). This valve acts as a variable restrictor in the
compartment vent / scavenge line.
FAN AIR OUTLET
NOTE :
A drain hole is provided to indicate a possible leckage at the No 4 bear-

ing compartment. It is located in the exhaust at 5 o clock position ( aft
looking forward )
12th Stage Air Cooler ( BUFFER AIR )

The No. 4 bearing compartment air cooler is installed on the turbine casing.
The exchanger is held by its coolant air duct flanges.

72-00
HEAT SHIELD
Spring
COOLED 12TH STAGE

HP COMPRESSOR AIR
No4 Bearing
CARBON SEAL CARBON SEAL
Figure 14 No.4 Bearing Compartment

72-00
REAR BEARING COMPARTMENT

The rear bearing compartment is located at the center of the LP turbine module
( module 50 ) and houses No 5 bearing which supports the LP turbine rotor.
The compartment is sealed at the front end by an 8th stage air supported
carbon seal.
At the rear is a simple cover plate, with an 0- ring and a thermally insulated
heat shield, both secured by the same twelve bolts. Inside the LP shaft there is
a small disc type plug with an 0-ring seal, secured by a spring clip.
There are no air or oil flows down the LP shaft.
Separate venting is not necessary for this compartment because with only one
carbon seal the airflow induced by the scavenge pump gives the required pres-
sure drop across the seal.
The compartment is covered by an insulating heat shield.

72-00
Figure 15 Rear Bearing Compartment

72-00
ENGINE MODULES
The engine modules are: High Pressure Turbine
32 the intermediate case module, The high pressure turbine is a two stage turbine and drives the HP compres-
31 the fan module, sor and the accessory gearbox. Active clearance control is used to control seal
clearances and to provide structural cooling.
40 / 41 the high pressure compressor, & diffuser/combustor module,
45 the high pressure turbine, Low Pressure Turbine
50 the LP turbine The low pressure turbine is a five stage module. Active clearance control is
60 the accessory drive gearbox. used to control seal clearances and to provide structural cooling.
NOTE: THE MODULE NUMBERS REFER TO THE ATA CHAPTER REF- Accessory Drive Gearbox
ERENCE FOR THAT MODULE. The accessory drive gearbox provides shaft horse power to drive engine and
aircraft accessories. These include fuel, oil and hydraulic pressure pumps
Fan Module
and electrical power generators for the EEC and for the aircraft. The
It consists of a single stage, wide−chord, shroudless fan and hub. gearbox also includes provision for a starter which is used to drive the N2
Intermediate Case Module shaft for engine starting.
It consists of the fan containment case, fan exit guide vanes ( EGV ),
intermediate case, booster, low spool stubshaft, the accessory gearbox
towershaft drive assembly, high spool stubshaft 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.
High Pressure Compressor
The HP compressor is a ten stage, axial flow module. It is comprised of
the drum rotor assembly, the front casing which houses the variable
stator vanes and the rear casing which contains the fixed stators and forms the
bleed manifolds.
Diffuser / Combustor Module

The combustion section consists primarily of the diffuser case, annular two
piece combustor, with 20 fuel injector and 2 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.

72-00
31 - FAN 32 - INTERMEDIATE CASE
40 - HP SYSTEM 50 - LOW PRESSURE TURBINE

41 - DIFFUSER / COMBUSTOR
45 - HP TURBINE
60 - ACCESSORY DRIVE GEARBOX
Figure 16 Engine Modules

72-00
BOOSTER STAGE BLEED VALVE

MODULE 32 INTERMEDIATE CASE
Fan Case
The fan case provides a titanium shroud around the fan rotor
and forms the outer annulus of the cold stream duct.
LP Compressor Outlet Guide Vanes

Aerodynamic control air flow within the cold air steam duct is
achieved by 60 vanes manufactured in aluminium.
The vanes consist of 20 segments, each containing 3 vanes. Both sides of
the vanes are attached to the outer and inner platforms.
The outer platform is bolted to the fan case and the inner platform is pinned to
the outer shroud ring of the LP compressor stage 2.5 stator assembly.
Booster Stage bleed valve ( BSBV )

The bleed valve mechanism is supported by the intermediate structure and the
outer ring of the stage 2.5 vanes.
Two actuating rods which are each motivated by actuators allow a axial motion
to the valve ring via 2 power arms.

72-00
3 ea
Fan Outlet Inner Vane Assembly

Figure 17 Fan Case Section

72-00
MODULE 31 ( FAN MODULE )

Module 31 is the complete Fan assembly and comprises : Annulus Fillers

22 wide-cord ,titanium shroudless hollow fan blades The blades do not have integral platforms to form the gas−path inner

22 annulus fillers annulus boundary. This function is fulfilled by annulus fillers which are located
between neighbouring pairs of blades. The material of the fillers is aluminium.

the titanium fan disc
Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin

the front and rear blade retaining rings at the front. The rear trunnion is inserted in a hole in the rear blade retaining
The blades are retained in the disc radially by the dovetail root. ring.
Axial retention is provided by the front and rear blade retaining rings. The front pins are inserted in holes in the front blade retaining ring.
Blade removal / replacement is achieved by removing the front blade retaining The fillers are radially located by the front and rear blade retaining
ring and sliding the blade along the dovetail slot in the disc. rings. Each filler is secured to the front blade retaining ring by a bolt.
The fan inner annulus is formed by 22 annulus fillers. In order to minimize the leakage of air between the fillers and the
aerofoils, there is a rubber seal bonded to each side of each filler.
Nose Cone
The glass-fibre cone smoothes the airflow into the fan.It is secured to the front Fan Disc
blade retaining ring by 18 bolts. The fan disk is driven through a curvic coupling which attaches it to
The nose cone is balanced during manufacture by applying weights to its inside the LP stub shaft. The curvic coupling radially locates and drives the
surface.The nose cone is unheated.Ice protection is provided by a soft rubber fan disk.
cone tip. During manufacture of the fan disk, it is dynamically balanced by
The nose cone retaining bolt flange is faired by a titanium fairing which is removal of metal from a land on the disk.
secured by 6 bolts.
NOTE: BE CAREFUL WHEN REMOVING THE NOSE CONE
RETAINING BOLTS.
BALANCE WEIGHTS MAY BE FITTED TO SOME OF
THE BOLTS. THE POSITION OF THE WEIGHTS MUST
BE MARKED BEFORE REMOVAL TO ENSURE
THEY ARE REFITTED IN THE SAME POSITION.

72-00
Showing Crossection of
Fan Disc
Slot Numbering
Rubber
Rubber
SOFT RUBBER CONE TIP
Figure 18 LP Compressor ( Fan )

72-00
INLET CONE REMOVAL

A special tool is used to remove the Inlet Cone to prevent it from damage as
shown below.
NOTE: THE INLET CONE IS MADE FROM GLASSFIBER.

72-00
A
Figure 19 Inlet Cone Removal

72-00
FAN BLADE REMOVAL / INSTALLATION

Removal Installation
The Nose cone is secured to the front blade retaining ring by 18 bolts. After the new blade and the annulus fillers are fitted, The front blade retaining
Be careful when removing the nose cone retaining bolts. ring can be fitted.
Balance weights may be fitted to some of the bolts. The position of these The front blade retaining ring can only be fitted in one position which is
weights must be marked before removal to ensure they are refitted to the determined by tree off - set locating dowells on the fan disc.
same position.
When the retaining ring is fitted to the fan disc the lettet T, etched on the
The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A se- retaining ring, identifies No 1 fan blade position.
cond ( outer ) ring of bolts passes through the retaining ring and screws into
each of the 22 annulus fillers. Both rings of bolts must be removed before at-
tempting to remove the front retaining ring. NOTE: FAN BLADE INSPECTION / REPAIR ARE DESCRIBED IN THE
After all the securing bolts ( 22 + 36 ) have been removed the retaining ring AMM 72-31-1
1 PAGE BLOCK 800.
can be removed by srewing pusher bolts into the 6 threaded holes provided for
this purpose. NOTE: THE MOMENT WEIGHT OF THE FAN BLADE IS WRITTEN ON
Balance weights, if required are located on the retaining ring. THE THE ROOT SURFACE
The fan blades and annulus filler positions are not identified.For this re-
ason it is important to identify the blade and annulus filler position, rela-
tive to the numbered slots in the fan disc, before disassembly.
Remove the annulus fillers on either side of the blade to be removed.

The annulus fillers can be removed as follows :

lift the front end of the annulus filler 3 to 4 inches.

twist the annulus filler through about 60 deg counter - clockwise

draw the annulus filler forward to clear the blades
The blade to be removed can then be pulled forward to clear the dovetail slot in
the fan disc.

72-00
”T”
MOMENT WEIGHT
Figure 20 Fan Blade Removal / Installation

72-00
ATA 72-31-1
1 FAN BLADE REPAIR
FAN BLADE INSPECTION / REPAIR
Before any repair is carried out, reference must be made to the AMM Chapter
72-31-11 Page Block 800.
A. Chemically Clean the Blades
Repair Damage on the Low Pressure Compressor ( LPC ) Fan Blades by ( 1 ) Use alkali cleaner (Material No. V01−300), alkani cleaner ( Material
Local Material Removal No. V01−339 ) or alkani cleaner ( Material No. V01−422 ) and prepare
the solution ( Ref. AMM TASK 70−11−50−100−010 ).
CAUTION :

YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS, ( 2 ) Wash the repaired area with a cloth soacked in the solution.
STONES AND PAPERS TO DRESS, BLEND AND POLISH THIS COM-
PONENT. ( 3 ) Use a cloth soaked in clean cold water until the area is fully

IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A cleaned.
LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED.
( 4 ) If necessary repeat steps ( 2 ) and ( 3 ).

DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MA-
TERIAL WILL BECOME TOO HOT. ( 5 ) Wipe the area with a clean dry cloth.

LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS
DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRES-
SOR EFFICIENCY AND EXTEND THE ROTOR BLADE LIFE. B. Do a Local Penetrant Crack Test on the Damaged Blades.

THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP ( 1 ) Use fluorescent penetrant ( Material No. V06−022 ) and do a
COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE penetrant inspection of the damaged area ( Ref. SPM 702305 ).
BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING
BLADES MUST NOT BE DRESSED. C. Examine the Blade Airfoil

THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, ( 1 ) Examine the blade airfoil for crack indications. Use X10 binocular
TO PREVENT A RISK OF ENGINE VIBRATION. under ultra violet light.
PROCEDURE (a) If a blade is cracked, reject it.

NOTE: THIS REPAIR LETS YOU SCALLOP THE LEADING EDGE, RE-
MOVE DAMAGE FROM THE AIRFOIL ( 2 ) Examine the blade for damage ( Ref. TASK 72−31−11−200−010 ).
SURFACE AND IF DAMAGE IS FOUND IN ZONE AD, THEN YOU
MUST BLEND PARALLEL WITH ( a ) If a blade is damaged, do step ( 4.D. ) that follows.
THE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE
REPAIRED AREA BY MATERIAL
REMOVAL.

72-00
Figure 21 Fan Blade Repair Limits

72-00
PROCEDURE
D. Remove Local Damage on the Leading Edge
( Ref. Fig. 804 / TASK 72−31−11−991−174 )
( 1 ) Remove damage on the leading edge by removal of minimum material.

Continue to remove damage until all the damage is removed. Use
portable grinding equipment.
NOTE: IF DAMAGE IS SHOWN IN ZONE AD, YOU MUST BLEND THE

DAMAGE PARALLEL WITH THE BLADE LEADING EDGE, TO RE-
MOVE ANY MATERIAL ABOVE THE REPAIRED AREA.
NOTE: IF YOU BLEND IN ZONE AD, YOU CAN ONLY HAVE ONE SCAL-
LOP IN ZONE AC, ZONE AA AND ZONE AB, CAN EACH HAVE A
SCALLOP, INDEPENDENTLY OF THE REPAIR OF ZONES AD AND
AC.
( 2 ) Remove damage as necessary on the airfoil surface by the removal of
minimum material. Continue to remove damage until all the damage is
removed. The maximum depth to remove the damage must not
be more than
0.015 in. ( 0.38 mm ). The diameter of the repaired area is to be 50
times the depth.
( 3 ) Make smooth the repaired area‘s. Make sure all the damaged marks
are completely removed and the surface finish is made the same as the
adjacent material. Use waterproof abrasive paper ( Material No.
V05−021 ), waterproof abrasive paper ( Material No. V05−020 ) and / or
waterproof abrasive paper ( Material No. V05−064 ).
( 4 ) Polish the repaired area‘s, to remove scratches and make the surface
finish the same as the adjacent material. Use waterproof abrasive
paper ( Material No. V05−021 ), waterproof abrasive paper ( Material
No. V05−020 ) and / or waterproof abrasive paper ( Material No.
V05−064 ).
NOTE: THE LAST POLISH IS TO BE IN A RADIAL DIRECTION.

72-00

72-00
PROCEDURE
E. Examine the LP Compressor Fan Blades
( 1 ) Visually examine and measure the dimensions of the scallop on the
leading edge and the airfoil surface. Make sure the maximum depth of
the repair on the airfoil surfaces is not more than 0.015 in. ( 0.38
mm ). Discard the blades, if they are not in the limits specified. Use
workshop inspection equipment.
F. Do a Local Penetrant Crack Test on the Damaged Blades.

( 1 ) Use fluorescent penetrant ( Material No. V06−022 ) and do a penetrant
inspection of the damaged area ( Ref. SPM 702305 ).
G. Identify the Repair

( 1 ) A log book entry is necessary when you have completed this repair.
Write VRS1506 in the engine log book.
(2) At the next shop visit make a mark VRS1506 adjacent to the part
number. Use vibro−engraving equipment.
NOTE: BLADES REPAIRED TO THIS SCHEME, MUST BE SWAB ETCHED

AND INSPECTED AS SPECIFIED
IN THE ( REF. EM 72−31−11−300−025 ) ( VRS1026 ) AND GLASS
BEAD PEENED AT THE
NEXT SHOP VISIT, TO THE INSTRUCTIONS SPECIFIED IN THE (
REF. EM 72−31−11− 300−016 )
( VRS1724 ).

72-00

72-00
MODULE 40 HP COMPRESSOR
The HP compressor has 10 stages. It utilises variable inlet guide vanes at the
inlet to stage 3 and variable stator vanes at stages 3, 4 and 5
The front casing, which houses stages 3 to 6, is made in two halves which bolt
together along horizontal flanges.
It is bolted to the intermediate casing ( module 32 ) at the front and to the
outer casing at the rear.
The rear compressor casing has inner and outer casings as shown. Flanges
on the inner case form annular manifolds which provide 7 and 10 stage air
offtakes.
NOTE: ON THE V2500-A1 THE INLET GUIDE VANES AND STAGES 3, 4, 5

& 6 ARE VARIABLE.

72-00
V2500-A1 V2500-A5
Figure 24 HP Compressor
72-00
COMBUSTION SECTION
The combustion section includes the diffuser section, the combustion inner and
outer liners, and the No 4 bearing assembly.
Diffuser Casing
The diffuser section is a primary structural part of the combustion section.
The diffuser section has 20 mounting pads for the installation of the fuel spray
nozzles. It also has two mounting pads for the two ignitor plugs.
Combustion Liner
The combustion liner is formed by the inner and outer liners.
The outer liner is located by five locating pins which pass through the diffuser
casing.
The inner combustion liner is attached to the turbine nozzle guide vane
assembly.
The inner and outer liners are manufactured from sheet metal with 100 sepa-
rate liner segments attached to the inner surface. The segments can be
replaced independently.

72-00
Figure 25 Combustion Section

72-00
HP TURBINE
10th stage Make up air valve NOTE :
The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold The E.E.C. will keep the air valve open at all engine operating phases ex-
at the top of the engine compressor case. cept cruise. The valve incorporates 2 micro switches for transmitting
Purpose valve position to the E.E.C channel A & B.
The make up air discharges into the area around No 4 bearing housing and The ” fail safe ” position is valve open, solenoid de−energised.
supplements the normal airflows in this area and increases the cooling flow
passing to the H.P. turbine,stage 2. The HPC Stage 10 make up air valve and associated hardware has been de-
All of the HPT airfoils are cooled by secondary air flow. leted from production beginning with ESN V10950
The first stage HPT blades are cooled by the HPC discharge air which flows
through the fist stage HPT duct assembly.
The second stage vane clusters are permanent cooled by 10th stage compres-
sor air mixed with thrust balance seal vent air supplied externally. The 10th
stage air is supplied through 4 tubes ( 2 tubes on each engine side )
Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage
compressor ( make up air ). This air moves through holes in the first stage
HPT air seal and the turbine front hub into the area between the hubs. The air
then goes into the second blade root and out the cooling holes,
10th Stage ” Make−up ” Air System

Introduction
The make up air discharges into the area around No4 bearing housing and
supplements the normal airflows in this area and increases the cooling flow
passing to the H.P. turbine, stage 2.
The cooling air used is taken from the 10th stage manifold, and is controlled by
a two position pneumatically operated valve.
The valve position is controlled by the E.E.C. as a function of corrected N2 and
altitude.
Operation
Signals from the E.E.C. will energise / deenergise the solenoid control valve.
This directs pneumatic servo supplies to position the 10th stage air valve to the
open / close position.
In the open position ( solenoid deenergized ) the valve allows 10th stage air to
flow through two outlet tubes down the left and right hand side of the diffuser
case and then pass into the engine across the diffuser area. The air then
discharges into the area around No 4 bearing housing.

72-00
MAKE UP AIR
10TH
TO OTHER BLEED SOLENOID VALVES FAN AIR
STAGE
BUFFER AIR COOLER
SOLENOID
( ACAC)
VALVE 10 TH STAGE AIR (4X)
BUFFER
MAKE UP AIR
AIR VALVE
EEC
COMBUSTION
STAGE 10 AIR STAGE 12 CHAMBER
MAX FLOW MIN FLOW
BEARING 4
COMPARTMENT
OIL PRESSURE
NO.4 BEARING SCAVENGE
OIL PRESS XMTR
VALVE LOW OIL PRESS.

SWITCH
TO
OIL AND AIR
DEOILER
NO.4 BEARING PRESS
XMTR
REED SW
PB EIU
EEC
Figure 26 No.4 Bearing Scavenge Valve

72-00
10 TH. STAGE MAKE UP AIR VALVE

The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold
at the top of the engine compressor case.
The valve is equipped with a position indicator ( closed or open )
The HPC Stage 10 make up air valve and associated hardware has been de-
leted from production beginning with ESN V10950

72-00
INDICATOR O
PIN VISUAL
C POSITION INDICATOR
2 POSITION FEEDBACK SWITCES

TO EEC
P3 SERVOPRESS.
SOLENOID
CONTROL
VALVE
10th STAGE PRESS
TO NO4 BEARING
SCAVENGE VALVE
AIR OUTLET TUBES
Figure 27 Stage10 to HPT Air Control Valve

72-00
COMMON NOZZLE ASSEMBLY (CNA)

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 inco 625 honeycomb perforated
panel for sound attenuation, an attachment ring and a closure panel.

Interface seals provide sealing between the exhaust collector, the thrust
reverser and the pylon .
The cold airflow exhaust is part of the thrust reverser system described in
78−30−00. When the thrust reverser operates, the cold and hot outflows
divide, and go in different directions.

72-00
Figure 28 Common Nozzle Assemply

72-00
ATA 72−60 ACCESSORY DRIVE GEARBOX

ANGLE AND MAIN GEARBOX
The cast aluminium gearbox assembly transmits power from the engine to pro-
vide drives for the accessories mounted on the gearbox front and rear faces.
During engine starting the gearbox also transmits power from the pneumatic
starter motor to the engine.
The gearbox also provides a hand cranking for the HP rotor ( N2 ) for
maintenance operations.
The gearbox is mounted by 4 flexible links to the bottom of the fan case.
main gearbox 3 links
angle gearbox 1 link
Features :
Front Face

Individually replaceable drive units

Magnetic chip detectors

Main gearbox 2 magnetic chip detectors

Angle gearbox 1 magnetic chip detector

De−oiler

Pneumatic starter

Dedicated generator / alternator

Hydraulic pump

Oil Pressure pump
Rear Face

Fuel pumps ( and Fuel Metering Unit FMU )

Oil scavenge pumps unit

Integrated Drive Generator System ( I.D.G.)

72-00
REAR VIEW
SCAVENGE
Manual Drive
FRONT VIEW
& PRESS FILTER
Figure 29 Angle and Main Gearbox

72-00
DRIVE SEAL
The sealol seal
The picture below shows a typical SEALOL SEAL ( carbon drive seal )
installation ( Starter ).
This type of seals are used on the drive pads on the gearbox.
Consists of the following parts :

A mating ring ( glazed face ) with four lugs engageing the four correspond-
ing slots in the gearshaft ball bearing.

A cover, secured to the bearing housing with nuts, to ensure constant
contact between the glazed face and the static part of the seal.
The sealol seals are matched assemblies. If one of the components is
damaged, replace the complete seal !

72-00
SEALOL SEAL
Figure 30 Drive Seals

72-00
Figure 31 Engine Components Location (L/H side)

72-00
Figure 32 Engine Components Location (R/H side)

72-00
ENGINE FLANGES
Flanges are located on the engine for attachment of brackets,claps,bolt,etc.
Physical Description
The external flanges of the engine have been assigned letter designations al-
phanumerical from A to U.The letters I,O and Q are not used.The letter desig-
nations are used for flange identification whenever it is necessary to be explicit
about flange location.

72-00
Figure 33 Engine Flanges

BORESCOPING IAE V2530-A5
72-00
ATA 72-00 BORESCOPING

GENERAL
Hand Cranking
A access to crank the HP compressor manually is provided at the front face of
the gearbox between the Starter and the deticated alternator.

72-00
Figure 34 Manual Handcranking

72-00
BORESCOOPING GENERAL
Hand Cranking
A access to crank the HP compressor manually is provided at the front face of
the gearbox between the Starter and the deticated alternator.
BORESCOOPE INSPECTION OF THE HP COMP.

Borescope ports are provided to give acess for visual inspection of the
compressor and the turbine . For furter information and limits
refer to AMM 72-00-00.
Inspection/Check Procedure

Install the tool to turn the HP system.

Prepare the borescope equipment for use as given in the makers
instructions.

Carefully put the borescope probe into the access port of the stage of the
compressor you want to examine .
NOTE: USE AN 8MM PROBE FOR PORTSX,A,B AND A 5.5MM PROBE
FOR PORTS C,D,E,F & G AND A FLEXIBLE BORESCOPE FOR
INSPECTION OF THE HEATSHIELD ASSEMBLIES.

Whilst turning the HP system, examine each blade in turn for:
− Nicks & Tears
− Cracks
− Dents
− Tip damage & discolouration
NOTE: BLADE NUMBERS & DIMENSIONS ARE SHOWN FOR EACH
STAGE.

Examples of blade damage limits are in AMM 72-00-00

On completion of the inspection remove the borescope probe from the en-
gine and refit the access port covers as described on the next page.

Remove the tool used to turn the HP system & return the engine to normal.

72-00
NOTE: Port ”B” is available at both sides of the engine

The left hand side is better accessible
V2530-A5
V2500-A1 V2530-A5
STAGE OF COMPRESSOR ACCESS PORT

TO BE EXAMIND TO BE USED
3 to 4 A
4 to 6 B
7 to 8 D
8 to 9 E
9 to 10 F
11 to 12 G
Figure 35 HP Compressor Borescope Access

72-00
BORESCOPE INSPECTION OF THE HP COMP. CONT.

Borescope Access
NOTE: IAE RECOMMENDS THAT ONLY THE STAGE 3 & 12 HP COM-
PRESSOR BLADES ARE
EXAMINED WITH THE ENGINE ON−WING.
NOTE: ACCESS PORT D SHOULD NOT BE USED ON ENGINES THAT

ARE PRE SBE72−0033 AS DAMAGE CAN BE CAUSED TO THE
BORESCOPE EQUIPMENT.

Remove the required borescope access part covers X,A,B,C,D,E,F,G, by
removing the attaching bolts. The diagram below shows which stage are
accessed through each port.

Remove the old jointing compound from around the access ports and ac-
cess port covers using a non−metallic scraper and a lint free cloth made
moist with cleaning fluid.

Prior to installation of the borescope access port covers it Is necessary to
apply jointing compound. The procedure to be taken is:
Access ports X, A, B & C

− Apply a thin layer of jointing compound to the mating faces using a stiff
bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access
port.
− Wait 10 minutes, install access port cover & attach with bolts. Torque
load to between 85 − 105 lbf in.
− Re−torque again to same figures after 2 minutes then remove excess
jointing compound.
Access ports D,E,F & G.

− Do not require jointing compound.

72-00
STAGE OF COMPRESSOR ACCESS PORT

TO BE EXAMIND TO BE USED
VIGV TO 3 -LE X
3 to 4 B
5 to 6 C
Figure 36 HP Compressor Borescope Access

ENGINE A319/A320/321
MOUNTS IAE V2530−A5
71-20
ATA 71 POWER PLANT

71-20 ENGINE MOUNTS
General
The engine mounts support the engine by transmitting loads from the engine
case to the pylon structure.
They allow thermal expansion of the engine without inducing additional load
into the mount system.
Each engine mount design provides dual load paths to ensure safe operation
if one member fail.
The engine/pylon connection is achieved by means of a two−mount system :

− the forward mount :
it is attached to the engine via the intermediate casing. It takes the X loads
(thrust), Y loads (lateral) and Z loads (vertical).
− the aft mount :
it is attached to the engine via the exhaust casing. It takes the loads in a plane
normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx
(engine rotational inertia moment + Y load transfer
moment).
Component Location
The front mount is installed at the top center of the low pressure compressor
case.
The rear mount is installed at the top center of the low pressure turbine
case.
The engine mount system has these components:
− A front mount
− A rear mount .
FRA US/T Bu July 01 Page: 72

ENGINE A319/A320/321
MOUNTS IAE V2530−A5
71-20
Figure 37 Mounts and Loads

FRA US/T Bu July 01 Page: 73
POWER PLANT A319/A320A321
ENGINE MOUNTS IAE V2530-A5
71-20
AFT ENGINE MOUNT

71-20 ENGINE MOUNTS
The aft mount has these parts:
General
Two side links.
The engine is attached to the aircraft pylon by two mount assemblies, one at
A center link.
the front and one at the rear of the engine.The mount assemblies transmit
A beam assembly.
loads from the engine to the aircraft structure.
Spherical bearings in each mount permit thermal expansion and some The two side links attach to the beam assembly at one end and the engine aft
movement between the engine and the pylon. mount ring on the low pressure turbine case at the other end.
Both mounts are made to be fail−safe and have a tolerance to damage. The aft mount is aligned on the pylon by two shearpins and is attached
to the pylon by four bolts and washers.
FORWARD ENGINE MOUNT Vertical and side loads are transmitted through the side links and
The front mount has these parts: beam assembly and into the pylon.

Two thrust links. Torsional loads are transmitted by the center link to the beam
assembly and in to the pylon.

A beam assembly.
The mount is made to be fail−safe. The side links are each made up of two

A cross beam assembly.
parts which are attached together to make one unit. If one part of the link

A support bearing assembly. should fail, the remaining part will transmit the loads to the beam assembly.
The thrust links attach to lugs on the cross beam and to the engine mount lugs
on the low pressure compressor using solid pins. A spherical bearing is
installed at each end of the links.Vertical and side loads are transmitted through
the support bearing to the beam assembly and then to the aircraft pylon.
The beam assembly is aligned on the aircraft pylon by two shear pins and at-
tached with five bolts.
The thrust of the engine is transmitted through the thrust links, the cross beam
assembly and the beam assembly to the aircraft pylon.
The support bearing permits the engine to turn so that torsional loads are not
transmitted to the aircraft structure.
The front mount is made to be fail−safe. If one of the two thrust links or the
cross beam should fail, then thrust loads are transmitted through the ball stop
and into the beam assembly. The thrust is then transmitted to the pylon struc-
ture.

POWER PLANT A319/A320A321
ENGINE MOUNTS IAE V2530-A5
71-20
Fail Safe Bolt
FORWARD MOUNT AFT MOUNT
Pylon Mount
Cross Beam Assembly

Beam Assembly SHEAR PINS
Thrust Link
Thrust Link
Support Bearing
Figure 38 Engine Mounts

COWLINGS V2530-A5
71-10
ATA 71-10 NACELLE ACCESS DOORS & OPENINGS

NACELLE GENERAL
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and accessories.
The major components which comprise the nacelle are:

the air inlet cowl

the fan cowls (left and right hand)

The ”C” ducts which incorporate the hydraulically operated thrust reverser
unit.

the Combined Nozzle Assembly (CNA)
ACCESS DOORS & OPENINGS

Access to units mounted on the low pressure compressor (fan) case and ex-
ternal gearbox is gained by opening the hinged fan cowls.
Access to the core engine ,and the units mounted on it ,is gained by opening
the hinged ”C” ducts.
Pressure relief Doors:

Two access doors also operate as pressure relief doors.They are installed on
each nacelle.

The air starter valve and pressure relief door in the right fan cowl

and the oil tank service pressure relief door in the left fan cowl.
The two pressure relief doors protect the core compartment against a differen-
tial overpressure of 0.2 bar (2.9007 psi) and more.

Spring−loaded latches hold the doors in place. If overpressure causes one or
the two doors in a nacelle to open during flight, they will not latch close again
automatically. The door (doors) will be found open during ground inspections.
FRA US/T bu August 2001 Page: Page: 76

COWLINGS V2530-A5
71-10
RIGHT SIDE
STRAKE
ACAC OUTLET
STRAKE
PRESSURE
RELIEF DOOR
LEFT SIDE
ACAC OUTLET
Figure 39 Nacelle Access Doors

COWLINGS V2530-A5
71-10
FAN COWLS OPENING / CLOSING

The fan cowl doors extend rearwards from the inlet cowl to overlap leading Be careful when opening the doors in winds of more than 26 knots
edge of the ”C” ducts.When in the open position the fan cowls are supported by (30mph)
two telescopic hold − open struts,using support points provided on the fan case
(rear) and inlet cowl (front). Storage brackets are provided to securely locate Warning
the struts when they are not in use. The fan cowl doors must not be opened in winds of more than 52 knots
(60mph)
Warning
The fan cowl hold open struts must be in the extended position and both
struts must always be used to hold the doors open.

COWLINGS V2530-A5
71-10
DETAIL AT 4 POSITIONS
Figure 40 Fan Cowls Opening / Closing

Power Plant A319/A320/A321
General V2530-A5
71-10
FAN COWL LATCH ADJUSTMENT

The mismatch between the two cowl doors can be adjusted by fitting / remov-
ing shims,as shown below.
Latch tension is adjusted by use of the adjusting nut at the back of the latch
keeper as shown below.

Power Plant A319/A320/A321
General V2530-A5
71-10
Figure 41 Fan Cowl Latch Adjustment

ENGINE EXHAUST A319/A320/A321
THRUST REVERSER COWLS V2530-A5
78-32
ATA 78-32 THRUST REVERSER COWL DOORS

T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING
Caution
Before opening:
1. Wing slats must be retracted and deactivated.
2. All 6 latches & take - up devices must be released.
3. If reverser is deployed, pylon fairing must be removed.
4. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU )
5. FADEC power ”OFF”
6. Put Warning Notices in the Cockpit


78-32
PYLON FAIRING
With deployed reverser the
fairing must be removed !
REVERSER CASCADES
Figure 42 C-Duct Opening/Closing

78-32
THRUST REVERSER HALF LATCHES
6 Latches are provided to keep the Thrust Reverser Halfs in the closed position.
They are located :

1 Front latch ( access through the left fan cowl )

3 Bifurcation latches ( access through a panel under the C-Duct halves )

2 latches on the reverser translating sleeve ( Double Latch )

78-32
A B
Figure 43 Thrust Reverser Half Latches

78-32
LATCH ACCESS PANEL & TAKE UP DEVICE

An access panel ,as shown below , is provided to gain access to the three
BIFURCATION ”C” duct latches and the ”C” duct take up device (also called,
Auxiliary Latch Assembly ).
The take up device is a ”turnbuckle” arrangement which is used to draw the
two ”C” ducts together.This is necessary to compress the ”C” duct seals far
enough to enable the latch hooks to engage with the latch keepers.
The take up device is used both when closing and opening the ”C”
ducts.
The take up device must be disengaged and returned to its stowage bracket,in-
side the L/H ”C” duct,when not in use.
NOTE: RED OPEN FLAGS ,INSTALLED ON THE C-DUCT INDICATE
THAT THE BIFURCATION LATCHES ARE OPEN.

78-32
DETAIL VIEW of a typical

Latch - Open Indicator
on the Bifurcation Latch.
Open-Indicator
( 3 installed )
Figure 44 Latch Panel & Take Up Device

78-32
FRONT LATCH AND OPEN INDICATOR
Access to the front latch is gained through the left hand fan cowl. The latch is
equipped with a red open indicator.
The open -indicator gets in view through a gap in the cowling ( also when the
thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl.
CAUTION: MAKE SURE THAT YOU POSITION THE FRONT LATCH

CORRECTLY AGAINST THE FRONT LATCH OPEN INDICA-
TOR WHILE YOU PULL THE THRUST REVERSER HALVES
TOGETHER WITH THE AUXILIARY LATCH ASSEM-
BLY.(TAKE UP DEVICE)
IF YOU DO NOT DO THIS ,THE FRONT LATCH CAN GET
CAUGHT BETWEEN THE THRUST REVERSER HALVES
AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK
CAN GET DAMAGED.

78-32
SPRING
FRONT LATCH OPEN

INDICATOR
RED FRONT LATCH

OPEN INDICATOR FRONT LATCH
Figure 45 Front Latch with Open Indicator

78-32
C - DUCT OPENING / CLOSING SYSTEM

On each ”C” duct a single acting hydraulic actuator is provided for opening.
A hydraulic hand pump must be connected to a self sealing /quick release hy-
draulic connection for opening.
NOTE: THE HYDRAULIC FLUID USED IN THE SYSTEM IS ENGINE LU-
BRICATING OIL.

78-32
Figure 46 ”C” Duct Opening/Closing

78-32
C - DUCT HOLD OPEN STRUTS

Two hold open struts are provided on each C - duct to support the C - ducts in
the open position.
The struts engage with anchorage points located on the engine as shown be-
low.
When,not in use the struts are located in stowage brackets provided inside the
C - duct
The front strut is a fixed length strut.
The rear strut is a telescopic strut and must be extended before use.
The arrangement for the L.H. ’C’ duct is shown below, the R.H. ’C’ duct is
similar.
WARNING: BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT
THE ’C’ DUCTS IN THE OPEN POSITION. THE ’C’ DUCTS
WEIGH APPROX 578 LBS EACH. SERIOUS INJURY TO
PERSONNEL WORKING UNDER THE ’C’ DUCTS CAN OC-
CUR IF THE ’C’ DUCT IS SUDDENLY RELEASED.

78-32
Figure 47 „C“ Duct Hold Open Struts

OIL SYSTEM IAE V2530-A5
79−00
ATA 79 OIL
79−00 GENERAL
Oil System Presentation
The lubrication system is self−contained and thus requires no airframe supplied
components other than certain instrumentation and remote fill and drain port
disconnectors on the oil tank.These ports are used to refill the oil tank promptly
and precisely by allowing the airlines to quick−connect a pressurized oil line
and a drain line.
Lubrication System Components

The lubrication system consits of four subsystems:
− the lubrication supply system
− the lubrication scavenge system
− the oil seal pressurization system
− the sump venting system.
The oil system lubricates the engine components. It contains

− the oil tank

− the lube and scavenge pump modules

− the fuel/oil heat and air/oil heat exchangers

− the filters, chip detectors, pressure relief and bypass valves.

79−00
Figure 48 Oil System Basic Schematic

79−00
the valve closes to a reduced area which provides,adequate pressure in the
79−00 GENERAL No.4 bearing compartment to protect the seals by maintaining low pressure
differentials across compartment walls and minimizes air leakage into the bear-
Oil System Presentation ing chamber.
System Description The scavenge valve pressure transducer senses the pressure present in the
scavenge line upstream of the scavenge valve and supplies a signal to the EIU.
The lubrication system is self−contained and thus requires no airframe supplied
components other than certain instrumentation and remote fill and drain port A pressure relief valve at the filter housing limits pump discharge pressure to
disconnectors on the oil tank.These ports are used to refill the oil tank promptly approximately 450 psi to protect downstream components.
and precisely by allowing the airlines to quick−connect a pressurized oil line Lubrication System Components
and a drain line. The lubrication system consits of four subsystems:
It is a hot tank system that is not pressure regulated. − the lubrication supply system
Oil from the oil tank enters the one stage pressure pump and the discharge − the lubrication scavenge system
flow is sent directly to the oil filter. A coarse cleanable filter is employed. − the oil seal pressurization system
The oil then is piped through the air cooled oil cooler and the fuel cooled oil − the sump venting system.
cooler ,which are part of the Heat Management System (HMS) ,which ensures
System Monitoring and Limitations
that engine oil,IDG oil and fuel temperatures are maintained at acceptable lev-
els, to the bearings.Except for the No 3 bearing damper and the No.4 bearing The operation of the engine oil system may be monitored by the following flight
compartment,the pressure supplied to each location is controlled by a restric- deck indications.
tor.There is a ”last chance” strainer at the entry of each compartment to pre-
engine oil pressure
vent blockage by any debris / carbon flakes in the oil.
engine oil temperature
The savenge oil is then piped,either directly or through the de-oiler to the 5 − MINIMUM STARTING: - 400 C
stage scavenge pumps.There is a disposable cartridge type scavenge filter at − MIN.PRIOR EXCEEDING IDLE : -100C
the outlet of the scavenge pumps before returning to the oil tank.A valve allows
oil to bypass the scavenge filter when the filter differential pressure exceeds 20 − MIN. PRIOR TAKE OFF: 500C
psi. A differential pressure warning switch set at 12 psi, gives cockpit indication − MAX CONTINIOUS: 1550C
of impending scavenge filter bypass. − MAX TRANSIENT: 1650C
The oil pressure is measured as a differential between the main supply line
oil tank contents 25 US quarts
pressure, upstream of any restrictors, and the pressure in the No.4 bearing In addition warnings may be given for the following non normal conditions:
compartment scavenge line, upstream of the two position scavenge valve.

A low pressure warning switch, which is set for 60 psi, is provided in the main
low oil pressure
oil line before the bearing compartments and after the ACOC and FCOC at the − RED LINE LIMIT: 60 PSI
same tapping points as the oil pressure sensor.This allows for cockpit monitor- − AMBER LINE LIMIT: 80 PSI
ing of low oil pressure.The engine oil temperature is measured in the combined
scavenge filter clogged.
scavenge line to the oil tank.

No. 4 compartment scavenge valve inoperative.
The No.4 bearing two position scavenge valve is operated pnuematically by
tenth stage air and controls vented air flow from the bearing compartment in
response to specific levels of engine thrust setting.At engine idle power, the-
valve opens to provide the maximum area for scavenge flow. At higher power,

79−00
OIL TEMPERATURE
SENSOR( HMS )
ACOC
BYPASS
VLV‘ S
FUEL
IN OIL TANK PRESSURIZATION VLV
SCAVENGE FILTER ∆ P SWITCH

( 12 PSI , ECAM MESS: RESTRICTOR
FAN AIR ” OIL FILTER CLOG )”
FCOC ENG OIL
NO.5 BEARING
FUEL FILTER NO 1, 2 & 3

BEARINGS
OUT
OIL TANK FILLER CAP NO. 4 BEARING
OIL QTY XMTR
ANTI-DRAIN
VLV BUFFER
AIR
( 12TH ) CAVITY DRAIN LINE
SCAVENGE
FILTER
BYPASS VLV
FLOW TIMING VLV ( 20 PSI ∆ P )
COLD START PRESS
RELIEF VLV MASTER CHIP DETECTOR
( 450 ∆ PSI )
NO 4 BEARING PRESS XMTR
BIFURCATION PANEL
REED SWITCH OIL TEMPERATURE SENSOR
SCAVENGE FILTER
NO 4 BEARING
COMPARTMENT
2 POSITION SCAVENGE PUMPS
SCAVENGE VLV DE-OILER
LOW OIL OIL
PRESS. PRESS.
10TH BREATER WARNING XMTR
STAGE AIR SWITCH
AIR ( 60 PSI )
Figure 49 Oil System Schematic

OIL SYSTEM A319/A320/A321
INDICATING IAE V2530-A5
79-30
ECAM OIL INDICATIONS

79-30 OIL INDICATING SYSTEM
1.- Oil quantity indication flashes green (Advisory):
General
when QTY <4quarts.
The oil system monitoring is performed by:
- indications: 2.- Oil pressure indication color turns red (Warning) :

oil quantity (quarts)
when press <60PSI.

oil temperature (degree celsius)

oil pressure (psi)
3.- Oiltemperature indication flashes green (Advisory) :
- audio and visual warnings:

when TEMP >156 deg.C

oil low pressure (LO PRESS)

turns amber when oil TEMP < 10 deg C or > 165 deg C.

oil filter clogging (OIL FILTER CLOG)
Oil HI TEMP is displayed :

when oil TEMP >165 deg C or 156 deg C more than 15 min.
4.- Oil filter clog (White & amber) warning appears on the screen when
the engine scavenge filter is clogged.
5.−Eng.1 (2) BEARING 4 OIL SYS. ( class 2 )

and a message SCAVENGE VALVE FAULT is displayed when the valve is
not in the correct position according to the sensed burner pressure.

The massage HI PRESS is displayed when the No. 4 bearing compartment
pressure is is to high according to the valve position and a high burner
press.(possible Carbon seal failure ) or scavenge valve stuck in closed or
scavenge line pressure sensor malfunction.
FRA US/T Bu August 2001 Page: 98

79-30
3
Figure 50 ECAM Oil Indication

79-30
LOW OIL PRESSURE SWITCH

OIL QUANTITY INDICATING
The low oil pressure information is send to different aircraft systems.
The analog signal from the oil quantity transmitter is sent to:
− the SDAC1 Low Oil Pressure switching:
− the SDAC2
To Steering (ATA 32-51)
− the EIU which transforms the analog signal into a digital signal.
To Door Warning (ATA 52-73)
The DMC’s process the information received as a priority order from
To FWC (ATA 31-52)
the EIU’s through FWC 1 and 2, SDAC1, SDAC2.
To FAC (ATA 22 )
The oil quantity displayed in green on the ECAM display unit is graduated from:
To FMGC (ATA 22-65)

0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank
To IDG System Control (ATA 24-21 )
is 25 US qts,,the maximum oil tank capacity is 30.5 US qts)
Low Oil Pressure Switching via EIU:

0 to 99.9 in digital form.

To CIDS (ATA 23-73)
OIL TEMPERATURE INDICATION
To DFDRS INTCOM Monitoring (ATA 31-33 )
The analog signal from the scavenge oil temperature thermocouple is trans-
To CVR Power Supply (ATA 23-71)
mitted to the EIU.The EIU transforms this signal into a digital signal.
To WHC (ATA 30-42)
This digital signal is then transmitted to the lower ECAM display unit through
To PHC (ATA 30-31)
the FWCs and the DMC.

To FCDC (ATA 27-95)
The ECAM oil temperature indication scale is graduated from 0 deg.C to
999 deg.C .
To Blue Main Hydraulic PWR (ATA 29-12)

To Rain RPLNT ( ATA 30-45 )
OIL PRESSURE INDICATION
SCAV. FILT. DIFF. PRESSURE WARNING
The analog signal from the oil pressure transmitter is transmitted to the SDAC
1,SDAC2 and the EIU .The EIU transforms this signal into a digital signal. The Scavenge filter diff.pressure warning is send to the SDAC 1,2 and then to
This digital signal is then transmitted to the lower ECAM display unit through ECAM. A message will be displayed on the E/WD.
the FWCs and the DMC.
NO.4 BEARING WARNING
The order of priority has been defined as follows:
SDAC 1 Two EIU logics provide a warning message to the ECAM :

SDAC 2 Eng.1 (2) BEARING 4 OIL SYS. ( class 2 )
EIU. and a message SCAVENGE VALVE FAULT is displayed when the valve is
The oil pressure indication scale is graduated from 0 - 400 PSI . not in the correct position according to the sensed burner pressure.
The massage HI PRESS is displayed when the No. 4 bearing compartment
pressure is is to high according to the valve position and a high burner

79-30
Figure 51 Basic Schematic

79−00
OIL TANK
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil
tank capacity is 30.5 US qts
Features:

oil qty. transmitter

pressure and gravity fill ports

sight glass for level indication

internal deaerator

tank pressurisation valve ( 6 psi )

strainer in tank outlet

mounting for scavenge filter and master chip detector
ENGINE OIL SERVICING

Where conditions permit,the oil tank should be checked and oil added,if neces-
sary , within a period of 5 to 20 minutes after engine shutdown.If the engine is
stopped for 10 hours or more,a dry motoring must be performed.This make
sure that the oil level shown in the tank is correct before oil is added.

79−00
SIGHT GLASS
Figure 52 Oil Tank

79−00
OIL QUANTITY TRANSMITTER

79-00 OIL SYSYSTEM COMPONENTS
The oil quantity transmitter is located in the oil tank.
Oil Tank
Power Supply
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil The system is supplied with 28VDC from busbar ENG 1,101PP (DC BUS 1 )
tank capacity is 30.5 US qts through circuit breaker 1EN1 (2EN1).
Features: Description :

oil qty. transmitter The oil quantity tranmitter is a tank probe with a capacitor (tube portion) and an

pressure and gravity fill ports electronic module (on the top of the transmitter) for probe energizing and signal

sight glass for level indication output.

internal deaerator Output voltage :

tank pressurisation valve ( 6 psi ) 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8

strainer in tank outlet quarts.

mounting for scavenge filter and master chip detector
Engine Oil Servicing

Where conditions permit,the oil tank should be checked and oil added,if neces-
sary , within a period of 5 to 20 minutes after engine shutdown.If the engine is
stopped for 10 hours or more,a dry motoring must be performed.This make
sure that the oil level shown in the tank is correct before oil is added.

79−00
A
OIL QUANTITY TRANSMITTER
SIGHT GLASS
Figure 53 Oil Tank

ENGINE A319/A320A321
79−00
OIL PRESSURE PUMP

The pressure pump is a one stage gear type pump and supplies oil under
pressure to the engine bearings,gearbox drive and accessory drives. The oil is
pumped through a pressure filter to remove any large debris.It has a cleanable
filter element.The pressure filter housing is installed at the oil pressure pump .
The pressure filter housing incorporates a pressure priming connection and a
antidrain valve to prevent oil loss during removal.
The filter does not have a bypass.

The pressure pump housing incorporates the pressure filter ,a cold start pres-
sure relief valve and a pressure pump flow trimming valve.
The pressure relief valve bypasses the pressure circuit during cold starts.
LOCATION
The pump is attached to the front face of the external gearbox on the left hand
side,just below the oil tank.

ENGINE A319/A320A321
79−00
Figure 54 Pressure Pump & Filter

79−00
ACOC OIL TEMPERATURE THERMOCOUPLE

AIR COOLED OIL COOLER (ACOC)
(refer to 73-20 Heat Management System)
Location The ACOC thermocouple is used for the heat management system which is
The ACOC is mounted on the engine fan case. controlled by the EEC.
Operation
The ACOC is a additional oil cooler which removes heat from the engine lubri-
cating oil using fan air and maintains the oil temperature within the specified
range.
The filtered oil flows through the air cooled oil cooler before being cooled again
through the fuel cooled oil cooler.
The cooling air and the oil flows through the air / oil heat exchanger are shown
below.
Features

oil bypass valve

ACOC oil temperature thermocouple ( for heat management system )

modulated air flow as commanded by EEC ( heat management system ).
air flow regulated by air modulating valve.

Fuel pressure operated actuator

Feedback LVDT
ACOC AIR MODULATING VALVE FAIL SAFE POSITION : ”OPEN”


79−00
ACOC OIL TEMPERATURE

THERMOCOUPLE
Figure 55 ACOC Air Flow

79−00
FUEL COOLED OIL COOLER (FCOC)

Location
The oil passed through the ACOC flows through the Fuel Cooled Oil Cooler
(FCOC) ,installed on the left hand side of the fan casing,before it is sent to the
bearing compartments and both the angle and main gearboxes.
Purpose

The FCOC cools the oil by using low pressure fuel.

The FCOC also warms the low temperature fuel to the de-icing level.

The FCOC has 2 bypass valves.
Description
The FCOC consits of a housing containing a removable core,a header and a
fuel filter cap.The core is composed of vacuum brazed tubes through which
fuel passes.
Bypass valves

One is an oil pressure relief bypass valve which diverts the excessive oil
pressure during engine cold start.

The other is a fuel filter bypass valve which ensures fuel flow in the event of
fuel filter clogging.

79−00
LOCATION
OUT
OIL
IN
DRAIN HOLE
Figure 56 Fuel Cooled Oil Cooler

79−00
SCAVENGE SYSTEM
The scavenge system main components are:
− chip detectors,
− 6 scavenge pumps with strainers,
− one common scavenge filter.
− a 2−positions scavenge valve.( Bearing No.4 )
SCAVENGE PUMPS
Purpose
The scavenge pump returns the oil back to the oil tank.
Description
The scavenge pump is a five−stage gear type pump on the rear left side of the
geabox.
Four stages of the scavenge pump are two−gear displacement pumps .
The stage used for the two main gearbox scavenge lines consists of three
meshing gears producing two inlets and outlets on opposite sides.All 6 scav-
enge pumps are housed together as a single unit.The pump capacity is deter-
mined by the width of the gears.

79−00
SCAVENGE
Figure 57 Scavenge Pump Assembly

79−00
SCAVENGE OIL COMPONENTS

Scavenge Filter Engine Oil Temperature
The flows from the 6 scavenge pumps are mixed together at the scavenge filter The scavenge oil temperature thermocouple is located in the combined scav-
common filter inlet. enge line between the master magnetic chip detector and the scavenge filter
for indication in the cockpit.
Location
The oil temperature is sensed by a dual resistor unit. The unit consists of a
The filter is mounted to the rear of the oil tank. sealed, wire−wound resistance element. This element causes a linear change
in the DC resistance when exposed to a temperature change.
Features
Temperature measurement range:

disposable filter element
− 60 deg. C to 250 deg. C.

by-pass valve (opens when filter clogs)
The analog signal from the scavenge oil temperature thermocouple is trans-

Differential pressure connections mitted to the EIU. The EIU transforms this signal into a digital signal.This digital

provides housing for the master magnetic chip detector signal is then transmitted to the lower ECAM display unit through the FWCs

Oil Temperature sensor and the DMC.
Scavenge Filter Differential Press. Switch

The scavenge filter differential pressure switch is installed on a bracket at the
top left side of the engine fan case,near the FCOC.
Switches the ECAM OIL FILTER CLOG warning when the filter becomes
blocked ( +12PSI or - 2 PSI differential press)

79−00
SCAVENGE FILTER DIFFERENTIAL

(PRESS. DROP.) WARNING
SWITCH ( DELTA P. 12 PSI )
OIL TEMP. SENSOR

ELECTRICAL CONNECTOR
OIL TEMP. SENSOR
SEAL - RING
SCAVENGE OIL FILTER

Figure 58 Scavenge Filter,Delta P.Sw and Oil Temp. Sensor

79−00
DE-OILER
Location
The de-oiler is bolted to the right hand front face of the external gearbox.
Purpose

To separate the breather air/oil mixture.

return the oil to the oil scavenge system via its own scavenge pump.

vent the air overboard through the R/H fan cowl.
Features

provides mounting for the No.4 bearing chamber scavenge valve.

overboard vent.

provides location for the No.4 bearing magnetic chip detector housing.

79−00
FROM OIL TANK
BREATER AIR
FROM NO 4 BEARING
SCAVENGE VALVE.
Figure 59 De-Oiler
79−00
NO 4 BEARING PRESSURE TRANSDUCER

NO4 BEARING SCAVENGE VALVE
Purpose
Location
The purpose of the No.4 bearing indicating system is to monitor the correct
The valve is mounted on the front face of the de-oiler casing. operation of the No.4 bearing 2−position scavenge valve and to detect a No.4
Purpose bearing carbon−seal failure.
Maintains No.4 bearing compartment seal differential pressure to reduce over- The No.4 bearing pressure transducer is installed on the right side of the
board loss of vent air and to prevent deteriation of the carbon seals by restrict- deoiler and senses pressure at the No.4 bearing outlet line.
ing the venting of the compartment air/oil mixture to the de-oiler. Linear output 1VDC to 9 VDC (0 To 300 PSIG),
Type of valve
Pneumatically operated two position valve.
Features

Position feed back signal to EIU ( reed switch )

uses stage 10 air as servo air

uses value of pressure of stage 10 air as operating parameter.

Fully open at low engine speeds( stage 10 air less than 150 PSI )

Minimum open at high engine speed (stage 10 air more than 200 PSI )

79−00
A NO.4 BEARING PRESSURE

TRANSDUCER
10TH STAGE AIR

NO.4 BEARING OIL INLET
POSITION REED SWITCH

DE-OILER CASE

79−00
NO.4 BEARING SCAVENGE VALVE INDICATING

NO4 BEAR. SCAV. VALVE DESCRIPTION
The EIU incorporates three logics allowing the monitoring of the scav-
Operation enge valve operation as well as a No.4 bearing carbon - seal failure
There are two basic operating positions, low power and high power.
In the low−power position, where the compressor 10th stage pressure (PS10) LOW POWER SETTING:
is less than 150 PSI, the valve is held spring loaded in the fully open position.
The bearing compartment scavenge flow passes through the valve, restricted At engine low power, the bearing scavenge valve is open and the reed
only by the porting in the valve seat. switch on the valve closes providing a ground signal for the EIU logic.
As the engine power increases, the PS10 pressure rises. When this pressure HIGH POWER SETTING:
exceeds 150 psi, the valve moves away from the max flow stop. This is due to
the pressure acting on the differential areas of the valve and overcoming the At engine high power, the bearing scavenge valve closes (to maintain the
spring load. The valve moves towards the min flow or high power setting. As No.4 bearing pressure ratio in the bearing compartment) and the reed
switch on the valve opens.
the valve moves towards the peripheral ports in the seat, totally closing these
ports, the flow through the valve is now restricted to one central port in the
valve seat. Full travel is achieved at PS10 pressure of approximately 210 psi. The No.4 bearing internal pressure is measured by the No.4 bearing pressure
As the valve moves away from the max flow stop, the influence of the magnets XMTR in the oil return line to the deoiler.The transducer supplies a pressure
on the reed switch decreases and the reed switch opens. signal to one of the three EIU logics.
The circuit is broken, indicating that the valve has moved. Two EIU logics provide a warning message to the ECAM :
As the engine power decreases, the spring load overcomes the decreasing Eng.1 (2) BEARING 4 OIL SYS. ( class 2 )
PS10 pressure. The valve moves towards the max flow or low power position,
and a message SCAVENGE VALVE FAULT is displayed when the valve is
uncovering the ports in the valve seat and restoring maximum flow through the
valve. As the valve approaches the maximum flow stop, the influence of the not in the correct position according to the sensed burner pressure.
magnets on the reed switch increases. The massage HI PRESS is displayed when the No. 4 bearing compartment
The reed switch closes, completing the circuit and indicating the valve position. pressure is is to high according to the valve position and a high burner

79−00
MAKE UP AIR
10TH
TO OTHER BLEED SOLENOID VALVES FAN AIR
STAGE
BUFFER AIR COOLER
SOLENOID
( ACAC)
VALVE 10 TH STAGE AIR (4X)
BUFFER
MAKE UP AIR
AIR VALVE
EEC
COMBUSTION
STAGE 10 AIR STAGE 12 CHAMBER
MAX FLOW MIN FLOW
BEARING 4
COMPARTMENT
OIL PRESSURE
NO.4 BEARING SCAVENGE
OIL PRESS XMTR
VALVE LOW OIL PRESS.

SWITCH
TO
OIL AND AIR
DEOILER
NO.4 BEARING PRESS
XMTR
REED SW
PB EIU
EEC

79−00
ENGINE OIL PRESSURE

The Oil pressure is directly linked to the opening and closing of the No.4 Bear-
ing Scavenge Valve.
A closing of the valve (at approx. 85% N2 ) will restrict the return scavenge
flow to the deoiler.
This will result in a pressure drop,because the ratio of the pressures will
change. ( the oil pressure is the differential pressure of the oil pressure feed
line and the scavenge line).
The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI .
Normal operating pressure is 0-145 PSI after three minutes of stabilization at
idle speed.

79−00
Figure 62 Oil Pressure Chart

79−00
LOW OIL PRESSURE SWITCH

OIL SYSTEM PRESSURE SENSING
The low oil pressure switch is installed on a bracket at the top left side of the
General engine fan case,beside the oil pressure transmitter.
The oil pressure indicating system gives a cockpit indication of the The oil pressure switch is connected between the oil supply tube and the No.4
engine oil system working pressure. bearing scavenge tube.
The indication of this pressure comes electrically from an oil pressure When the oil pressure drops below 60 psi the switch closes and a red warning
transmitter on each engine. is triggert in the cockpit.
The set point range is between 45psi and 75psi.

The oil pressure transmitter is bolted to a bracket on the top left side of the
engine fan case.

The oil pressure transmitter is connected to the engine oil system by
two steel tubes. One tube connects to the oil supply tube (to the engine
and gearbox bearings). The other tube connects to the No. 4 bearing oil
scavenge tube (to the oil scavenge pump).

Power supply : 28VDC from busbar 101PP (202PP).

Pressure range : 0 to 400 psid.

Output voltage : 1VDC to 9VDC varying linearly with pressure from 0 to
400 psid.

79−00
LOCATION Scavenge Oil Pressure

Pressure Port
Port
Oil Press. Transmitter Low Oil Press Switch
Figure 63 LOP Switch and Oil Press. Transmitter

79−00
MAGNETIC CHIP DETECTORS (M.C.D.)

A total of 7 M.C.D. ‘s are used in the oil scavenge system.
Each bearing compartment and gearbox has its own deticated M.C.D. (two in
the case of the main gearbox)although that for the No.4 bearing is located in
the de-oiler scavenge outlet).
Magnetic Chip Detectors Location

The M.C.D. ‘s for:

No.1,2 and 3 bearings

main gearbox / L/H scavenge pick-up

angle gearbox
are located to the rear of the main gearbox on the L/H side ,as shown below.
The M.C.D.‘s for:

No.5 bearing

De - oiler ( No.4 bearing )

Main gearbox ( R/H scavenge pick up )
are located as shown below.
CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS

ARE NOT INSTALLED.A SAFTEY MECHANISM IS
INSTALLED IN THE MCD HOUSING TO PREVENT INSTAL-
LATION OF THE MCD IF THE FRONT SEAL RING IS NOT
INSTALLED.
IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE
OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT

SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.

79−00
No. 4 BEARING
Figure 64 Chip Detectors

79−00
MASTER MAGNETIC CHIP DETECTOR

The master chip detector is located in the combined scavenge return linie,on
the scavenge filter housing.
The Master Chip Detector is accessible through its own access panel in the
L/H fan cowl.
If the master M.C.D. indicates a problem then each of the other M.C.D.‘s is
inspected to indicate the source of the problem.
CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS

ARE NOT INSTALLED.A SAFTEY MECHANISM IS
INSTALLED IN THE MCD HOUSING TO PREVENT INSTAL-
LATION OF THE MCD IF THE FRONT SEAL RING IS NOT
INSTALLED.
IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE
OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT
SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.

79−00
Figure 65 Master Magnetic Chip Detector

79−00
IDG OIL SERVICING

IDG oil pressure fill
A quick fill coupling situated on the transmission casing enables pressure filling
or topping up the unit with oil. The oil thus introduced flows to the transmission
via the scavenge filter and external cooler circuit. This ensures :
− the priming of the external circuit
− the filtration of any oil introduced.
An internal standpipe connected to an overflow drain ensures a correct quantity
of oil.
Oil filter
A clogged filter indication is provided by a local visual pop out indicator. The
indicator is installed on the anti drive end of the IDG.
Oil level check

You can read the oil level through two sight glasses located on the IDG.
One sight glass serves for the CFM 56 engine, the other one for the V2500
engine.

The oil level must be at or near the linie between the yellow and green
bands.

If the oil level is not at this position,connect the overflow drain hose and
drain the oil until the correct filling level is reached.This will also depressu-
rize the IDG case.
NOTE: IF THE OVERFLOW DRAINAGE PROCEDURE IS USED IT CAN
TAKE UP TO 20 MINUTES TO COMPLETE.
FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS
CAN CAUSE HIGH OIL LEVEL CONDITION RESULTING IN ELE-

VATED OPERATING TEMPERATURES AND DAMAGE/DISCON-
NECT TO IDG.

79−00
Press Fill Valve

A
V2500
Overflow Drain
Valve
Dust Cap
Dust Cap
Figure 66 IDG Oil Servicing

GENERAL IAE V2530−A5
73−00

73−00 FUEL SYSTEM PRESENTATION
General Controlling
The fuel system enables the combustion of fuel under appropriate conditions of The Fuel Authority Digital Electronic Control (FADEC) system provides full
flow rate and pressure. The FADEC controls the fuel supply via the Fuel Meter- range control of the engine to achieve steady state and transient performance
ing Unit (FMU). High pressure fuel is also used to provide pressure for some when operated in combination with aircraft subsystems.The FADEC is a dual
actuators. channel EEC with crosstalk and failure detection capability.In case of specific
The major components are failure detection, the FADEC switches from one channel to the other.

− High and low pressure fuel pumps (dual unit)

− Fueloil heat exchanger

− Low pressure fuel filter

− Fuel Metering Unit (FMU)

− Fuel distribution valve

− 20 fuel injectors

− Diverter and return to tank valve

− IDG fueloil heat exchanger.
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP
stage) then through the Fuel Cooled Oil Cooler and then through a filter and
a gear pump (HP stage).
The fuel from the HP pump is delivered to the Fuel Metering Unit (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, ACOC air modulating valve and HPT/LPT Active Clearance Control
valve. Low pressure return fuel from the actuators is routed back into the fuel
diverter valve.
The fuel diverter and return to tank valve enables the selection of four basic
configurations between which the flow paths of the fuel in the engine are varied
to maintain the critical IDG oil, engine oil and fuel temperatures within speci-
fied limits.The transfer between configurations is determined by a software
logic contained in the EEC.

73−00
Figure 67 Fuel System Schematic

73−00
fied limits.The transfer between configurations is determined by a software
73−00 FUEL SYSTEM PRESENTATION logic contained in the EEC.
General Controlling
The fuel system enables delivery of a fuel flow corresponding to the power The Fuel Authority Digital Electronic Control (FADEC) system provides full
required and compatible with engine limits. range control of the engine to achieve steady state and transient performance
The system consists of: when operated in combination with aircraft subsystems.The FADEC is a dual
− the two stage fuel pump with low pressure & high pressure ele channel EEC with crosstalk and failure detection capability.In case of specific
ments, failure detection, the FADEC switches from one channel to the other.
− the engine fuel cooled oil cooler (FCOC), The FADEC System operates compatibly with applicable aircraft systems
to perform the following:
− the fuel filter
− Control of fuel flow, stator vanes and bleeds to automatically maintain for
− the fuel diverter and return to tank valve. ward and reverse thrust settings and to provide satisfactory transient
− the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), response.
− the fuel metering unit (FMU), − Protect the powerplant from exceeding limits for N1, N2, maximum allow
− the fuel distribution valve, able
− the fuel flow transmitter, thrust, and burner pressure.
− 20 fuel nozzles, − Control of the low and high turbine active clearance control systems.
− Control of fuel, engine and IDG oil temperature.
− Control of the thrust reverser.
DESCRIPTION AND OPERATION − Automatic sequencing of start system components.
− Extensive diagnostic and maintenance capability.
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP
stage) then through the Fuel Cooled Oil Cooler and then through a filter and
a gear pump (HP stage).
The fuel from the HP pump is delivered to the Fuel Metering Unit (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, ACOC air modulating valve and HPT/LPT Active Clearance Control
valve. Low pressure return fuel from the actuators is routed back into the fuel
diverter valve.
The fuel diverter and return to tank valve enables the selection of four basic
configurations between which the flow paths of the fuel in the engine are varied
to maintain the critical IDG oil, engine oil and fuel temperatures within speci-

73−00
SDAC
DMC FWC
TANK
FUEL
TEMP
SNSR
R
V
D
T
Figure 68 Fuel System Schematic

INDICATING IAE V2530−A5
73−30
ATA 73−30 INDICATING

GENERAL
Indicating Fuel flow indication, Fuel Used
The engine fuel system is monitored from: The Fuel Flow Transmitter is installed near the FMU. The signals are routed to
− the ECAM display, the EEC and via the DMCs to the ECAM.
− the warning and caution lights. The Fuel Used-is calculated in the DMCs .
The indications cover all the main engine parameters through the FADEC. The fuel flow transmitter signal is fed to the FADEC which processes it and
The warning and cautions reflect: transmits the information to the ECAM system for display .
− the engine health and status through the FADEC,
Fuel filter clogging indication
− the FADEC health & status, The fuel filter clog indication is provided on the lower ECAM display unit. When
− the fuel filter condition through a dedicated hardwired pressure switch. the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure
The fuel system is monitored by: switch is energized.

The fuel flow indication on the upper ECAM display unit permanently This causes:
displayed in green and under numerical form. − Triggering of the MASTER CAUTion light and single chime.

The fuel filter clogging caution (amber) on the lower ECAM display unit − The engine page to come on the lower ECAM DU with the caution
associated with the MASTER CAUT light and the aural warning (single- signal FUEL CLOG.
chime). − The associated caution message to come on the upper ECAM DU.
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 .

INDICATING IAE V2530−A5
73−30
KG/H
2500 2500
13000 KG
Figure 69 Fuel System Indication

CONTROLLING IAE V2530 A5
73−20
FUEL PUMP FUEL METERING UNIT

The FMU is the interface between the EEC and the fuel system.
General
It is located on the dual fuel pumps unit, on the rear of the main gearbox, and
The LP / HP fuel pumps are housed in a single pump unit which is driven is retained by four bolts as shown below.
by a common gearbox output shaft. A low pressure (LP) stage and a high All the fuel delivered by the HP fuel pumps - which is much more than the
pressure ( HP ) stage provide fuel at the flows and pressures required for engine requires - passes to the F.M.U. The FMU, under the control of the
operation of hydromechanical components and for combustion in the burner. EEC meters the fuel supply to the spray nozzles. It also supplies HP fuel for
The unit consists of a LP centrifugal boost stage which feeds an HP the operation ( muscle ) of a number of actuators. Any fuel supplied by the
single stage, two gear pump. HP pumps which is not needed for these two uses is returned, from the FMU to
The housing has provision for mounting the fuel metering unit ( FMU ). the LP side of the fuel system.
The LP stage receives fuel from aircraft tanks through the aircraft pumps. In addition to the fuel metering function the FMU also houses the :
The LP pump is designed to provide fuel to the HP gear stage with the
Overspeed Valve
aircraft pumps inoperative. After passing through the LP boost stage, fuel

Pressure Raising and Shut Off Valve
proceeds through the fuel filter to the HP gear stage. A coarse mesh
strainer is provided at the inlet to the HP gear stage. This stage is protected The overspeed valve under the control of the EEC, provides overspeed protec-
from overpressure by a relief valve. Exceeding flow from the gearstage pump is tion for the LP ( N1 ) and HP ( N2 ) rotors.
recirculated through the FMU bypass loop to the low pressure side of the The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies
pump. at engine stop .
NOTE: THERE ARE NO MECHANICAL INPUTS TO, OR OUTPUTS FROM

THE FMU.

73−20
Figure 70 Fuel Pump and Fuel Metering Unit

DISTRIBUTION IAE V2530−5A
73−10
ATA 73−10 FUEL DISTRIBUTION COMPONENTS

FUEL FILTER FUEL TEMPERATURE THERMOCOUPLE
( refer to 73-20 Heat Management System )
Description
The measured temperature is transmitted to the EEC ( Electronic Engine
The fuel filter element is a low pressure filter which removes all contamination Control ) and used for the Heat Management System.
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 : FUEL DIVERTER & RETURN VALVE
– A filter cap which has a pressure plate to keep the filter element
General
in position once installed.The filter cap of the FCOC also includes a fuel
drain plug to drain the fuel for maintenance purposes. The fuel diverter and return valve ( FD & RV ) is a primary unit in the heat
management system ( HMS ) of the engine. The FD & RV has two valves in
one body. They are a fuel diverter valve (FDV) and a fuel return valve ( FRV ).
– A filter bypass valve to let the fuel go around the filter element when it be
The FDV operates to change the direction of the fuel metering unit ( FMU )
comes clogged.
spill flow to :
− The fuel cooled oil cooler ( FCOC ) or,
FUEL FILTER DIFF. PRESS. SWITCH − the fuel filter ( element ) inlet or,
The fuel filter clog indication is provided on the lower ECAM display unit. When − the fuel cooled IDG oil cooler ( IDG FCOC ).
the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure The FRV operates to control fuel flow which goes back to the aircraft fuel tank
switch is energized. acting as a fuel cooler.
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

73−10
FUEL FILTER DIFF. FUEL FILTER DIFFERENTIAL

PRESS. SW.
PRESSURE SWITCH
FCOC
CONNECTION TO AIRCRAFT FUEL TANK

FCOC INLET
FUEL COOLED
OIL COOLER
( FCOC )
FCOC FUEL TEMP.

A THERMOCOUPLE
FUEL DIVERTER
AND
RETURN VALVE
( FDRV )
LOW PRESS FUEL FILTER
Figure 71 Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple

73−10
FUEL DISTRIBUTION VALVE

General
The fuel distribution valve ( FDV ) subdivides scheduled engine fuel flow
from the fuel metering unit (FMU) equally to ten fuel manifolds, each of
which in turn feeds two nozzles.
Description
The fuel distribution valve is installed at the 4:00 o’clock location, at the front
flange of the diffuser case.
The fuel distribution valve receives fuel through a fuel line from the fuel meter-
ing unit. The fuel goes through a 200 micron strainer, and then into ten internal FUEL NOZZLES
discharge ports. The ten discharge ports are connected to the ten fuel
manifolds.
Eight of the ten internal discharge ports in the valve are connected after
an engine shutdown.
Eight of the fuel manifolds are drained into the engine through the lowest fuel
nozzle.
The two fuel manifolds which remain full help supply fuel for the next
engine start.
FUEL DISTRIBUTION HP/LP PUMPS

VALVE

73−10
Figure 72 Fuel Distribution Valve

73−10
FUEL MANIFOLD AND TUBES

Description
The fuel manifold and fuel tubes consist of several single wall tubes which
carry fuel between components in the fuel system. Fuel supplied to the fuel
nozzles is carried by a large tube from the fuel metering unit to the fuel distribu-
tion valve. At the fuel distribution valve the fuel supply is split and carried to
twenty fuel nozzles by ten manifolds.
Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various
valves is supplied by small tubes from the fuel metering unit mounted on the
fuel pump.
All the brackets and tubings are fire proof.
FUEL NOZZLE
General
The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the
fuel with air, and send the mixture into the combustion chamber in a controlled
pattern.
Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case assembly.
The fuel nozzles are installed through the wall of the case, and each nozzle is
held in position by three bolts.
The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by
high−velocity air as it enters the combustion chamber. The fuel nozzle forms
the atomized mixture of fuel and air into the correct pattern for satisfactory
combustion.
The design of the fuel nozzle results in fast vaporization of the fuel through the
full range of operation. This results in decreased emissions, high combustion
efficiency, and good start quality.
The high−velocity flow of fuel prevents formation of coke on areas where fuel
touches metal. Heatshields installed also prevent formation of coke.

73−10
Figure 73 Fuel Distribution Tubes

73−10
IDG OIL COOLER TEMP. THERMOCOUPLE

IDG FUEL COOLED OIL COOLER
( refer to 73-20 Heat Management system )
The IDG oil cooler is installed at the left hand side on the fan case, near the
FCOC. This temperature information is send to the EEC and is used for the heat
management system.
The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is
used for the flow of the fuel to or from the fuel diverter and return valve. The
other set of ports is used for the flow of oil from and to the IDG.
The hot scavenge oil which has been used to lubricate and cool the IDG, flows
from the IDG to the oil cooler.
As the oil goes through the oil cooler, the heat in the oil is transmitted to the
fuel. The cooled oil then returns to the IDG.
Two drain plugs are also installed in the oil cooler, one for the fuel and one for
the oil.

73−10
FUEL INLET / OUTLET
IDG OIL TEMP.

THERMOCOUPLE
OIL OUTLET
OIL INLET
IDG FUEL COOLED OIL
COOLER
DRAIN PLUGS
Figure 74 IDG Fuel Cooled Oil Cooler

73−20
FUEL METERING UNIT

General The overspeed valve is hydraulically latched in the closed position, thus pre-
A simplified schematic representation of the Fuel Metering Unit is shown venting the engine from being reaccelerated.
below. The recommended procedure is for the flight crew to shut down the engine .
The three main functions of the FMU are : To shut down the engine is the only way to release the hydraulic
latching.

metering the fuel supplies to the fuel spray nozzles.

overspeed protection for both the LP ( N1 ) and HP ( N2 ) rotors. NOTE: BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO
THE CLOSED POSITION, AND OPENED BY FUEL PRESSURE,

isolation of fuel supplies for starting/ stopping the engine.
THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE
These three functions are carried out by three valves arranged in series, as SHUT DOWN.
shown:

the Fuel Metering Valve FAIL SAFE POSITION: ” NORMAL FUEL METERING”

the Overspeed Valve

the Pressure Raising and Shut Off Valve. Pressure Raising and Shut off Valve
The position of each valve is monitored and positional information is trans- The PRSOV torque motor is commanded open by the EEC during AUTO starts
mitted back to the EEC. or Closed by the EEC during AUTO start sequences if the sequence has to be
This ensures that the EEC always knows that the valves are in the commanded stopped for any reason.
position. It is commanded open or closed by the MASTER SWITCH in the cockpit during
MANUAL starts.
FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR :
” MINIMUM FUEL FLOW CONDITION ” NOTE: THE EEC’S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIB-
ITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE
PRSOV CAN ONLY BE CLOSED BY THE
Overspeed Valve MASTER SWITCH IN THE COCKPIT.
Operation FAIL SAFE POSITION OF THE PRSOV : ” LAST COMMANDED POSITION ”
The overspeed valve is spring loaded to the closed position, it is opened by
increasing fuel pressure during engine start and during normal engine operation
is always fully open.
In the event of an overspeed ( 109,1% N1 , 105,4% N2 ) the EEC sends
a signal to the overspeed valve torque motor which changes position and di-
rects H.P. fuel to the top of the overspeed valve − this fully closing the valve.
A small by − pass flow is arranged around the overspeed valve to prevent
engine flame out.

73−20
MASTER
LEVER
VARIABLE 2 POS. 2 POS.

Figure 75 Fuel Metering Unit Schematic

CONTROLLING V2530-A5
73-10
HP & LP FUEL SOV CONTROL

The HP fuel shut off valve control is fully electrical. LP Fuel Shutoff Valve Control
It is performed from the engine panel in the cockpit as follows : The LP fuel shut−off system has two independent electrical control circuits
for each LP fuel − valve. They connect through a control relay to these related
Opening of the HP fuel PRSOV :
switches :
It is controlled by the EEC : the EEC receives the commands from the
− the ENG MASTER switch
MASTER control switch and ignition selector switch.
− the FIRE PUSH switch .
Closure of the HP fuel PRSOV : When the No. 1 ENG MASTER switch is set to ON, it disconnects a 28VDC
It is controlled directly from the MASTER control switch in OFF position supply from the relay 11QG ( HP FUEL SOV SOL P / B SW ). The relay
11QG de − energizes and connects a 28VDC supply ( through the ENG 1
PRSOV Fuel Shut Off Control FIRE PUSH switch ) to the ” open ” side of the LP fuel − valve actuator.
The FADEC control system contains a fuel shut − off in the FMU , which acts The actuator then opens the LP fuel − valve.
through a 2 position torque motor to close the pressurizing valve : When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC sup-
The fuel shut − off is direct−hardwired to the MASTER control switch. ply to the relay 11QG. The relay energizes and connects a 28VDC supply
This tourque motor operated PRSOV is powered by the 28VDC. ( through the ENG 1 FIRE PUSH switch ) to the ” close ” side LP fuel − valve

Loss of power supply does not lead to change the selected HP fuel actuator. The actuator then closes the LP fuel − valve.
shutoff valve position. If the ENG 1 FIRE PUSH switch is operated :

The cockpit command ” OFF ” has priority over the EEC command. − it disconnects the 28VDC supply to the ” open ” side of the LP fuel −
valve actuator
− it connects a 28VDC supply to the ” close ” side of the LP fuel valve
actuator the LP fuel − valve moves to the closed position.
NOTE: THE LP FUEL − VALVE OPENS ( CLOSES ) WHEN THE ENG
MASTER SWITCH IS SET TO ON ( OFF ). BUT THE OPERATION
OF THE ENGINE FIRE PUSH SWITCH ALWAYS OVERRIDES AN
ON SELECTION AND CLOSES THE VALVE.
NOTE: IT IS ALSO COMMANDED OPEN VIA THE RELAY 11QG WHEN

THE C / B OF THE HP FUEL SOV IS PULLED, ( RELAY 11QG
( 12QG ) DEENERGIZED ).

CONTROLLING V2530-A5
73-10
LP FUEL SHUTOFF VALVE 1

ENGINE 1 OPEN
FUEL LP
VALVE MOT 1
28 V SHUT M1
ESS
49VU A8
ENGINE 1 OPEN
FUEL LP
VALVE MOT 2
28 V SHUT M2
DC 2
121VU M25
TO ECAM VLV POS

ENG FIRE SW‘s
1
PUSH
11QG
CENTRAL PEDESTAL 115VU RELAY
ENG / MASTER 1
ENG 123VU 126
MASTER 1 MASTER 2
ON ON 115VU
OFF
ENG MODE
ENG OFF
1 NORM 2
IGN
CRANK START
FIRE FIRE
FAULT FAULT
EEC
1 2
FMU
HP FUEL
CLOSED SOV
CLOSED
POS SW‘s
CLOSED
HP FUEL
SOV
ENGINE 1
HP FUEL SOV
28 V DC
ESS
49VU A1 MASTER SW 1 2 POS TM
Figure 76 HP and LP Fuel Shutoff Valve ( SOV )

FUEL DISTRIBUTION V2530-A5
28−20
The engine fuel supply system has two fuel shut off valves.

one PRSOV in the FMU

One LP - fuel shut off valve on the front wing spar.
LOW PRESSURE FUEL SHUT OFF VALVE Component Description

The LP fuel − valve has:
The LP fuel − valve 12QM ( 13QM ) is in the fuel supply line to its related
engine. The LP fuel − valve is usually open and in this configuration lets fuel − a valve body
through to its related engine. When one of the LP fuel − valves is closed, the − a ball valve
fuel is isolated from that LP fuel valve’s related engine. − a valve spindle
The LP fuel − valve is installed between the engine pylon and the front face of − a mounting flange.
the wing front spar ( between RIB 8 and RIB 9 ).
The LP fuel − valve actuator has two electrical motors which drive the same
Each LP valve has an actuator 9QG ( 10QG ). The interface between the differential − gear to turn the ball valve through 90 deg. The limit switches in
actuator and the LP valve is a valve spindle. When the actuator is energized, it the actuator control this 90 deg. movement and set the electrical circuit for the
moves the LP valve to the open or closed position. A V − band clamp next operation. One of the two motors can open or close the valve if the other
80QM(81QM) attaches the actuator to the LP valve. motor does not operate.
Each actuator has two motors, which get their power supply from different The actuator drive shaft has a see/feel indicator where it goes through the
sources : actuator body. The see/feel indicator gives an indication of the valve
− the 28VDC BATT BUS supplies the motor 1 position without removal of the fuel LP fuel valve.
− the 28VDC BUS 2 supplies the motor 2.
If damage occurs to the electrical circuit, it is necessary to make sure that the
valve can still operate. Thus the electrical supply to each motor goes through a
different routing. The routing for motor 1 is along the front spar.
The routing for motor 2 is along the rear spar and then forward through the
flap track fairing at RIB 6.
The actuators send position data to the System Data − Aquisition Concentra-
tors ( SDAC1 and SDAC2 ). The SDACs process the data and send it to the
ECAM which shows the information on the FUEL page.

FUEL DISTRIBUTION V2530-A5
28−20
V-Clamp
ELECTRICAL CONNECTORS
Figure 77 LP Fuel Shut−Off Valve

HEAT MANAGEMENT SYSTEM IAE V2530−A5
73−20
ATA 73-20 HEAT MANAGEMENT SYSTEM

PRESENTATION FUEL TEMP. THERMOCOUPLE
The Fuel Temperature is measured by the thermocouple at the fuel exit of the
General
FCOC ( Fuel Cooled Oil Cooler ).
Heating and cooling of fuel, engine oil and IDG oil is accomplished by the Fuel
The thermocouple is composed of stainless steel sheathed sensing portion,
Cooled Oil Cooler ( FCOC ), the Air Cooled Oil Cooler ( ACOC ) and the IDG
stainless steel installing flange with seal spigot and electrical connector.
cooler under the management of the EEC.
The control of fuel temperature is done by the fuel diverter valve which is
FUEL TEMPERATURE : installed upstream of the FCOC.
The fuel temperature is measured at the exit of the filter.
IDG OIL COOLER TEMP. THERMOCOUPLE
OIL TEMPERATURTE : IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler
The engine oil temperature is measured upstream of the ACOC. Exit by a thermocouple.
The IDG oil temperature is measured at IDG oil cooler exit. The termocouple gives an electrical output in relation to the temperature of the
The system is designed to provide adequate cooling, to maintain the critical oil oil in the fuel cooled IDG oil cooler.
and fuel temperatures within specified limits, whilst minimising the requirement This temperature information is send to the EEC and is used for the heat
for fan air offtake. management system.
Three sources of cooling are available :

the LP fuel passing to the engine fuel system ACOC OIL TEMP. THERMOCOUPLE

the LP fuel which is returned to the aircraft fuel tanks The oil temperature is measured at the ACOC inlet by a thermocouple.The

fan air thermocouple is composed of stainless steel sheathed sensing portion, stain-
less steel installing flange with seal spigot and electrical connector.
There are four basic configurations between which the flow paths of fuel in the
engine L.P. fuel system are varied.Within each configuration the cooling The temperature is transmitted to the EEC ( Electronic Engine Control ). In
capacity may be varied by control valves which form the Fuel Diverter and response to the measured temperature, the EEC sends the signal to the modu-
Back to Tank Valve. lating air valve.
The transfer between modes of operation is determined by software logic con- ACOC MODULATING AIR VALVE
tained in the EEC. The logic is generated around the limiting temperatures of
the fuel and oil within the system together with the signal from the aircraft The modulating air valve regulates air flow to the ACOC. Oil heated by the en-
which permits/inhibits fuel spill to aircraft tanks. gine passes through the ACOC and then to the FCOC. The air valve is modu-
lated by the EEC to maintain both oil and fuel temperatures within acceptable
Operation minimum and maximum limits. Minimum oil temperature limits are used such
The measured temperature is transmitted to the EEC ( Electronic Engine Con- that the oil may be used to prevent fuel icing with the use of FCOC. Maximum
trol ). In response to the measured temperature, the EEC sends the signal to limits have been established to avoid breakdown of engine oil and to avoid ex-
the fuel diverter valve. The fuel diverter valve is used to reduce too high fuel cessively high fuel temperatures.
temperature. The excess of high pressure fuel flow from the FMU ( Fuel
Metering Unit ) and return fuel from control actuator are plumbed to the di-
verter valve which normally turns the flow to the FCOC exit.

73−20
IDG OIL TEMP. OIL TEMP.

THERMOCOUPLE FCOC THERMOCOUPLE
IDG OIL COOLER FUEL TEMP.

THERMOCOUPLE
ACOC
EEC
FUEL DIVERTER & RETURN VALVE
Figure 78 HMS Main System Components

73−20
RETURN TO TANK MODES

FUEL DIVERTER & RETURN VALVE
HMS MODE 1 ( NORMAL MODE )
General
The FDRV configuration allows four modes of operation according to This is the normal mode and is shown below. Fuel through the IDG FCOC or
electrical signals from the EEC ( based on fuel and oil temperature measure- combined with a quantity of fuel downstream of the FCOC is modulated for
ments transmitted by thermocouples ). return to tank. FMU bypass flow is returned upstream of fuel filter.
In this mode all the heat from the engine oil system and the I.D.G. oil system is
Description absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank
The fuel diverter and return valve is installed on the FCOC. where the heat is absorbed or dissipated within the tank.
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
HMS MODE 4
are referred to as valve A and valve B. The FRV has a main valve and a push- Fuel through IDG FCOC is modulated for fuel return to tank. FMU
ing piston in a sleeve. This main valve is a half − area piston − type valve bypass flow returned upstream of FCOC. Supplemental cooling of fuel
which moves valve to change the metering port area. The main valve has two is provided by this mode.
valve functions that are referred to as valve C and valve D. This mode is adopted at low engine speeds with a high IDG oil inlet
The EEC gives the electrical signal to the FDRV to change the position of the temperature.
valves. The FDRV gives a feedback signal to the EEC to transmit the position In this mode the fuel / oil heat exchanger is operating as a fuel ” cooler ”
of valves in the unit. The fuel flow changes with the position of the valves. and the heat passed to the engine oil is extracted by the air / oil heat
Thus, the fuel flow can be controlled through the FDRV and the EEC. exchanger.
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.
FAIL SAFE POSITION :

” FRV CLOSED, NO RETURN TO TANK ( MODE 3 or 5 )

Fuel Diverter Valve
The EEC energizes the solenoid valve to open the servo fuel flow.
The switch assemblies transmit the EEC the valve position when the solenoid
is de − energized.
FAIL SAFE POSITION :
” FDV SOLENOID DE − ENERGIZED ” ( MODE 4 or 5 )

73−20
MODE 1 FROM FUEL MODE 4 FROM FUEL

TANK Mode selected when in Normal TANK
Normal Return to Tank Mode
Mode 1 the Limit Temperature
LP FUEL ( IDG Oil, Fuel ) can not be= LP FUEL
SHUTOFF SHUTOFF
VALVE maintained within Limits. VALVE
LP PUMP LP PUMP
OIL IN OIL IN
OIL TEMP OIL TEMP
SNSR SNSR
OIL IN OIL IN
RETURN IDG FCOC RETURN IDG FCOC
TO ENG OIL ACOC TO ENG OIL ACOC
TANK FCOC TANK FCOC
OIL TEMP OIL TEMP
SNSR FAN AIR SNSR FAN AIR
OIL OUT OIL OUT
OIL OUT OIL OUT
DIVERTER DIVERTER
VALVE VALVE
FUEL RETURN FUEL FILTER FUEL RETURN FUEL FILTER

TO TANK TO TANK
FUEL TEMP SNSR FUEL TEMP SNSR
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO TO
INJECTORS INJECTORS
Figure 79 Return to Tank Modes 1 and 4

73−20
NO RETURN TO TANK MODES 3 AND 5
HMS MODE 3
The third mode shown below is the mode adopted when the requirements
for fuel spill back to tank can no longer be satisfied i. e.
Fuel through IDG FCOC returned downstream of FCOC.
FMU bypass flow returned upstream of fuel filter.
Return to tank inhibited.
This is the preferred mode of operation when return to tank is not allowed. In
this condition all the heat from the engine and IDG oil systems is absorbed by
the burned fuel.
If however, the fuel flow is too low to provide adequate cooling the engine oil
will be pre − cooled in the air/oil heat exchanger, by a modulated air flow, be-
fore passing to the fuel / oil heat exchanger.
HMS MODE 5
Mode 5 is the mode which is used when system condition demand operation is
as in Mode 3 but this mode is not permitted.
FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse
direction. Return to tank inhibited.
This mode is adopted if the conditions exist.
NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN
THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE
SPEED ( FAIL SAFE POSITION ).

73−20
MODE 3 FROM FUEL MODE 5 FROM FUEL

TANK TANK
High Engine Speed Low Engine Speed
Cold Fuel
LP FUEL Fail Safe Mode LP FUEL
SHUTOFF SHUTOFF
VALVE VALVE
LP PUMP LP PUMP
OIL IN OIL IN
OIL TEMP OIL TEMP
SNSR SNSR
RETURN OIL IN RETURN OIL IN

IDG FCOC ENG OIL IDG FCOC ENG OIL
TO ACOC TO ACOC
TANK FCOC TANK FCOC
OIL TEMP OIL TEMP
SNSR FAN AIR SNSR FAN AIR
OIL OUT OIL OUT
OIL OUT OIL OUT
DIVERTER DIVERTER
VALVE VALVE
FUEL RETURN FUEL FILTER FUEL RETURN FUEL FILTER

TO TANK TO TANK
FUEL TEMP SNSR FUEL TEMP SNSR
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO TO
INJECTORS INJECTORS
Figure 80 NO Return to Tank Modes 3 and 5

73−20
AIR MODULATING VALVE

Purpose
To govern the flow of cooling ( fan ) air through the air/oil heat exchanger
( ACOC ), as commanded by the Heat Management Control System ( EEC )
Type
Plate type supported at either end by stubshafts.
operated by an Electro − Hydraulic Servo Valve mechanism.
Location
Bolted to the outlet face of the air/oil heat exchanger.
Features

fire seal forms an air tight seal between the unit outlet and the cowling ori-
fices

controlled by either channel A or B of EEC

valve positioned by fuel servo pressure acting on a control piston

valve position feed back signal via LVDT to each channel of EEC

fuel servo pressure directed by the Electro − Hydraulic Servo Valve
assembly which incorporates a Torque motor
FAIL SAVE POSITION :

” AIR VALVE SPRING LOADED FULLY OPEN ” ( maximum cooling position)
In case of malfunction the warning
” ENG 1 ( 2 ) AIR EXCHANGER FAULT ” is displayed on the ECAM E / WD.

73−20
Figure 81 Air Modulating Valve

DRAINS IAE V2530-A5
71-70
ATA 71-70 POWER PLANT DRAINS

GENERAL
The powerplant 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 installed below the engine acces-
sory gearbox.
The drain system comprises two sub−systems:
− fuel drains
− oil, hydraulic and water drains
The two sub−systems come together at the same drain mast.

DRAINS IAE V2530-A5
71-70
RIGHT SIDE
SCUPPER
TANK
OIL
OIL FUEL FUEL

TANK PUMPS DIVERTER
SCUPPER VALVE
FUEL LP BOOSTER
METERING BLEED
UNIT MASTER
ACTUATOR
BIFURCATION VARIABLE
PANEL STATOR
VANE
ACTUATOR
ACTIVE
FWD CLEARANCE
CONTROL
ACTUATOR
DRAINS
MAST LP BOOSTER
BLEED
SLAVE
ACOC ACTUATOR
AIR COOLED
HYDRAULIC OIL COOLER
IDG PUMPS ACTUATOR
S. ( STARTER )
HYDRAULICS AIR INTEGRATED

STARTER DRIVE
GENERATOR
OIL
TANK
SCUPPER
LEFT SIDE
NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY
Figure 82 Drain System

DRAINS IAE V2530-A5
71-70
PYLON DRAINS
The engine pylon is divided into 7 compartments.Various systems are routed
through these areas.
Any leckage from fluid lines is drained overboard through seperate lines in the
rear of the pylon.

DRAINS IAE V2530-A5
71-70
FUEL
PYLON
DRAINS
FUEL / HYDR.
HYDR.
Figure 83 Pylon Drains

DRAINS IAE V2530-A5
71-70
DRAIN SYSTEM DESCRIPTION

Fuel Drain
The fuel drain lines come from engine accessories on the engine core, the
engine fan case and gearbox. The engine core drains go through the
bifurcation panel.
The fuel drain system is connected to these engine accessories:
− Booster bleed master actuator (Core)
− Booster bleed slave actuator (Core)
− Variable Stator Vane Actuator (Core)
− Active Clearance Control Actuator (Core)
− Fuel diverter valve (FD)
− Fuel metering unit (FMU)
− LP/HP fuel pumps (FP)
Oil, Hydraulic and Water Drains

The oil, hydraulic and water drains system comes from engine accessories
on the engine fan case and gearbox.
The drain system is connected to these engine accessories:
− Air Cooled Oil Cooler actuator (ACOC)
− Integrated Drive Generator (IDG)
− Air starter (S)
− Hydraulic Pump (HYD)
− Oil tank scupper –Oil tank
The only hydraulic fluid drain is from the hydraulic pump. The other drains are
for engine oil or accessory lubricant.

DRAINS IAE V2530-A5
71-70
Figure 84 Drain System Leakage Test & Limits

Engine Controls A319/A320/A321
General V2530-A5
76−00
Reverse Thrust Latching Lever
ATA 76 ENGINE CONTROLS To obtain reverse thrust settings, the revers thrust laching lever must be lifted.
A mechanical cam design is provided to allow reverse thrust selection when-
THROTTLE CONTROL SYSTEM thrust lever is at fowward idle position.
The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel
General unit:
The throttle control system consist of :
0° STOP = FWD IDLE THRUST
− the throttle control lever
-20° STOP = FULL REVERSE THRUST
− the throttle control artificial feel unit (Mecanical Box)
45° STOP = MAX .TAKE OFF THRUST
− the thrust control unit
DETENT = (REVERSE) IDLE THRUST
− the electrical harness.
DETENT = MAX.CLIMB (ALSO CRUISE SELECTION)
The design of the throttle control is based upon a fixed throttle concept :
DETENT = MAX. CONTINOUS (FLEX TAKE OFF THRUST)
This means that the throttle control levers are not servo motorized.
Thrust Control Unit

The Thrust Control Unit contains two resolvers, each of which sends the thrust
lever position to the Electronic Engine Control .The extraction current for the
resolvers is provided by the EEC.
Autothrust Disconnect pushbutton.
The autothrust instinctive disconnect pushbutton can be used to disengage the
autothrust function.
THRUST LEVERS
General
1
The thrust levers comprises :
− a thrust lever which incorporates stop devices and autothrust
instinctive disconnect pushbutton switch

− a graduated fixed sector
− a reverse latching lever.
The thrust lever is linked to a mechanical rod. This rod drives the input lever of
the throttle control artificial feel unit (Mechanical Box).
FRA US/T Bu August 2001 Page: Page: 168

General V2530-A5
76−00
ENGINE THRUST LEVER CONTROL

AUTOTHRUST
DISCONNECT PB
REVERSE THRUST
LATCHING LEVER
THRUST LEVER
REVERSE THRUST
LATCHING LEVER
MECHANICAL
BOX
THRUST CONTROL
UNIT
FMU CHANNEL A
RESOLVER 1
− FUEL
METERING
EEC RESOLVER 2
VALVE CHANNEL B
Figure 85 Engine Thrust Lever Control

General V2530-A5
76−00
BUMP RATING PUSH BUTTON

This Push Buttons are optional equipment.
In some cases the throttle control levers are provided with ”BUMP” rating push
buttons,one per engine.This enables the EEC to be re-rated to provide addi-
tional thrust capability for use during specific aircraft operations.
Bump Rating Description

The takeoff bump ratings can be selected, regardless of the thrust lever angle,
only in the EPR mode when the airplane is on the ground.
The bump ratings, if available, are selected by a push button located on the
thrust lever.
Actuation of the switch will generate a digital signal to both EECs via the EIU.
The maximum take-off rating will then be increased by the pre−programmed
delta EPR provided the airplane is on the ground.
The bump ratings can be de−selected at anytime by actuating the bump rating
push button as long as the airplane is on the ground and the thrust lever is not
in the maximum takeoff (TO) detent.
Inflight, the bump ratings are fully removed when the thrust lever is moved from
the TO detent to, or below, the MCT detent.
The bump rating is available inflight (EPR or rated N1 mode) under the
following conditions.

Bump rating initially selected on the ground.

TO/GA thrust lever position set.

Airplane is within the takeoff envelope.
The bump rating is a non−standard rating and is only available on certain
designated operator missions.
Use of the bump rating must be recorded.This information is for tracking by

maintenance personnel.

General V2530-A5
76−00
Figure 86 Bump Push Bottons

General V2530-A5
76−00
ARTIFICIAL FEEL UNIT ( MECANICAL BOX )

The Throttle control artificial feel unit is located below the cockpit center pedes-
tal. this artificial feel unit is connected to engine 1(2) throttle control lever and to
the engine 1(2) throttle control unit by means of rods.
The artificial feel unit is a friction system wich provides a load feedback to the
throttle control lever.
This artificial feel unit comprises two symetrical casings, one left and one right.
Each casing contains an identical and independent mechanism.
Each mechanism is composed of:
− a friction brake assembly
− a gear assembly
− a lever assembly
− a bellcrank assembly
Throttle lever travel is transmitted to the to the artificial feel unit and to the
throttle control unit.
The linear movement of the throttle levers is transformed into a rotary move-
ment at the belcrank wich turns about the friction brake assembly shaft. This
movement rotates a toothed quadrant integral with the shaft.
This toothed quadrant causes inverse rotation of a gear equipped with a
disk which has four detent notches. Each notch corresponds to a throttle
lever setting and is felt as a friction point at the throttle levers.

General V2530-A5
76−00
MECHANICAL
BOXES
MECHANICAL BOX(ES)
An adjustment screw
is provided at the
lower part of each
mechanical box to
adjust the artificial
feel.
RIGGING
POINT
ADJUSTMENT
SCREW
DETENT FORCE
ADJUSTMENT
Figure 87 Mechanical Boxes

General V2530-A5
76−00
THROTTLE CONTROL UNIT

The throttle control unit comprises :

an input lever

mechanical stops which limit the angular range

2 resolvers whose signals are dedicated to the EEC (one resolver per
channel of the EEC)

6 potentiometers fitted three by three. Their signals are used by the flight
control system

a device which drives the resolver and the potentiometer

a pin device for rigging the resolvers and potentiometers

a safety device which leads the resolvers outside the normal operating
range in case of failure of the driving device

two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector
drives itself a set of one resolver and three potentiometers.
Relation between TRA and TLA:
The relationship between the throttle lever angle and throttle resolver angle
(TRA) is linear and : 1 deg. TLA = 1.9 TRA.
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 deg. TRA.
The maximum discrepancy between the signals generated by the two resolvers
is 0.25 deg. TRA.
The TLA resolver operates in two quadrants :
the first quadrant serves for positive angles and the fourth quadrant for nega-
tive angles.
Each resolver is dedicated to one channel of the EEC and receives its electrical
excitation from the EEC.
The EEC considers a throttle resolver angle value :
− less than −47.5 deg. TRA or
− greater than 98.8 deg. TRA as resolver position signal failure.
The EEC incorporates a resolver fault accomodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver posi-
tion signal.

General V2530-A5
76−00
3 COUPLED POTENTIOMETERS
ELECTRICAL
CONNECTORS
RIGGING
RESOLVER POINT
THRUST CONTROL UNIT(S)

− 2 units
Each unit consists of :
− 2 resolvers
− 6 potentiometers.
Figure 88 Thrust Control Units

General V2530-A5
76−00
RIGGING
The throttle control levers must be at the idle stop position to perform the
rigging procedure.
AIDS ALPHA CALL UP OF TRA

Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver
Angle)
AIDS PARAM ALPHA CALL−UP

ENTER ALPHA CODE
− TRA EEC 1 : 0.0
− TRA EEC 2 : 0.1
− ( )
− ( )
− ( )
<RETURN PRINT>

General V2530-A5
76−00
MECHANICAL
BOX
RIG PIN
THRUST
CONTROL
UNIT
RIG PIN
Figure 89 Thrust Control System Rigging
General V2530-A5
76−00
AIDS ALPHA CALL UP OF TRA

Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver
Angle)

General V2530-A5
76−00
AIDS PARAM ALPHA CALL−UP

ENTER ALPHA CODE
− TRA EEC 1 : 0.0
− TRA EEC 2 : 0.1
− ( )
− ( )
− ( )
− ( )
<RETURN PRINT>
Figure 90 Alpha Call−up TRA

77−00
ATA 77 INDICATING
77−00 ENGINE INDICATING PRESENTATION
Indication General MODE selector switch on on the Engine panel at the pedestal in CRANK or
The engine is equipped with sensors that monitor IGN / START position for both engine.
− temperature ,− pressure,− speed,− vibration If a failure occurs on any indication displayed, the indication is replaced by am-
ber crosses, the analog indicator and the marks on the circle disappear, the
− fuel flow
circle becomes amber.
lt also has switches that provide indication for
Only in case of certain system faults and flight phases a warning message ap-
− oil, fuel clogging. pears on the Engine Warning Display.
− thrust reverser hydraulic pressure.
Secondary Engine Display
− position (SAV, T/R, Overspeed governor, etc....
The lower display shows the secondary engine parameters listed below. The
Depending on the data transmitted, messages are generated on the following
engine page is available for display by command, manually or automatically
devices :
during engine start or in case of system fault:
− Upper ECAM : Engine Warning Display (EWD).

Total FUEL USED
− Lower ECAM :Systems Display (SD). For further info see ATA 73
− Master caution, or warning.
OIL quantity
− Audible chimes and oral warning. For further info see ATA 79
These messages are used to run the engine under normal conditions through-
OIL pressure
out the operating range, or to provide warning messages to the crew and main- For further info see ATA 79
tenance personnel. The master caution and warning are located in front of the
OIL temperature
pilot on the glance panel. For further info see ATA 79
Primary Engine Display
Starter valve positions, the starter duct pressure and during eng start up,
that operating Ignition system ( ONLY ON ENGINE START PAGE )
The primary engine parameters listed below are permanently displayed on the
Engine and Warning display ( E/WD ):
In case of high nacelle temperature a indication is provided below the en-
gine oil temp. indication.

Engine Pressure Ratio ( EPR )

Engine Vibration − of N1 and N2

Exhaust Gas Temperature ( EGT )

As warnings by system problems only:

N1 ( low rotor speed )
− OIL FILTER COLG

N2 ( high rotor speed )
− Fuel FILTER CLOG

FF ( fuel flow )
Some engine parameters also displayed on the CRUISE page
After 5 min of the power up test the indication is displayed in amber and figures
are crossed ( XX ). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenace panel or by the

77−00
FF KG / H
FOB: 19.125
A IGN B
ONLY ON ENGINE
35 35 START PAGE
Figure 91 Engine ECAM Indications

77−00
ATA 77−10 POWER INDICATING

EPR INDICATION Thrust limit mode is displayed in digital form, it indicates the mode which the
EPR limit value will be computed.
EPR − Engine Pressure Ratio − In flight ( or on ground with ENG stopped ):
The Engine Pressure Ratio indicating system consists of one combined P2 / T2
The selected mode corresponds to the detent of the most advanced
sensor and eight ports located in each of the three LPT exhaust case struts, thrust lever position
P4.9.
Rating limit is computed by the EEC receiving the highest actual EPR
The pressure from this sensors are routed to the EEC pressure transducer.The value ( exept on ground with ENG stopped where it is computed by
EEC converts the signal to a digital format and proccess the pressure to form the EEC receiving the most advanced thrust lever position ).
actual EPR ( P 4.9 / P 2 ) and transmits the EPR value to the ECAM. Each of
the two channels performs this operation independently. NOTE: WHEN A THRUST LEVER IS SET BETWEEN TWO POSITIONS
THE EEC SELECTS THE RATING LIMIT CORRESPONDING TO
1 Actual EPR THE HIGHEST MODE.
Actual EPR is green. NOTE: WHEN IDLE IS SELECTED THE EEC SELECTS CL
2 Cyan EPR command arc ( transient ) NOTE: WHEN M REV IS SELECTED, THE EPR RATING LIMIT VALUE IS
from current EPR pointer to EPR command value. is only displayed with REPLACED BY AMBER CROSSES ( M REV MODE IS LIMITED BY
A / THR engaged. N1)
3 − On ground ( with engines running )
EPR TLA ( white circle )

With engines running, on ground, whatever the lever position is,this
Predicted EPR corresponding to the thrust lever position.
limit corresponds to: TO GA thrust limit.
4 EPR max ( thicker amber mark )
With engine running, on ground, if FLX mode is selected, FLX EPR is
It is the limit value of EPR corresponding to the full forward thrust lever displayed whatever the thrust lever position between IDLE and FLX /
position. MCT.
5 REV indication
If FLX mode is selected, the flexible take off temperature in C, selected
Appears in amber when one reverser is unstowed or unlocked or through the FMS MCDU’ s, is displayed. For FLX mode indication the ADIRU‘s
inadvertenly deployed. ( In flight, the indication first flashes for 9 sec. and
must be switched on.

then remains steady. It changes to green when the reverser is fully
deployed . The temperature value is displayed in green and the C is displayed in blue.
If a failure occurs on any indication displayed, the analog indication is replaced
6 Thrust limit mode, EPR rating limit by amber crosses, the analog indicator and the marks on the circle disapear,
TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the the circle becomes amber.
associated EPR rating is displayed in blue. In MREV no EPR value is dis
played.
FRA US/T JaG MAR 2006 Page: 182

77−00
3 4 3 4
2 2
5 REV EPR
FLX 1.503 35 C
OR
1
TOGA 1. 520
OR
MCT
OR
CL
OR
MREV
Figure 92 EPR Indication − Upper ECAM Display Unit

FRA US/T JaG MAR 2006 Page: 183
77−00
EPR SYSTEM COMPONENTS

P2 / T2 SENSOR P4.9 SENSORS
The P2 / T2 sensor is located near the 12 o’clock position of the inlet cowl. It The P4.9 sensor and manifold has three probes which measure the total pres-
measures total pressure and temperature in the inlet air stream of the engine sure of the exhaust gas stream.
forward of the engine front flange. The dual output total temperature measure- Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point con-
ment is accomplished by two resistance−sensing elements housed in the tains eight radial pressure sensing ports which are combined to yield an aver-
P2/T2 sensor body. Each channel of the Electronic Engine Control ( EEC ) age pressure. The resulting average radial pressure value from each strut is
monitors one of these resistance elements and converts the resistance mea- then plumbed into a manifold which provides an overall turbine exhaust pres-
surement to a temperature equivalent. sure average ( P4.9 ). A tube from this manifold is connected to the Electronic
The total air pressure is carried via pressure tubing to the pressure sensor lo- Engine Control ( EEC channel A ).
cated in channel A of the EEC.
A pressure transducer located within the EEC converts the average pressure at
The P2 / T2 sensor has an anti−icing function accomplished by a single heat- station 4.9 into a useable electronic signal ( proportional to pressure ) that can
ing element internally bonded to the sensor. The heater is a hermetically be processed and used by the EEC to control the engine.
sealed, coaxial resistance element brazed internally to the sensor casting. Air-
craft power, which is used for the heater, is switched on and off by the EEC
depending on TAT ( < 7,2 ° C heater ” ON ” ), via the relay box.
NOTE: IN CASE OF LOSS OF P2 / T2 HEATING , AN AUTOMATIC RE-

VERSION FROM EPR MODE TO UNRATED N1 MODE OCCURS.

77−00
P2/T2 SENSOR
P 4.9 SENSOR
B
PRESSURE CONTROL
MANIFOLD
PRESSURE CONTROL
MANIFOLD
ADAPTOR
P2/T2 SENSOR
P4.9 PRESSURE
RAKE TUBE
Figure 93 P2 / T2 and P4.9 Sensor

77−00
P2 / T2 HEATER
Aircraft Power ,which is used for the heater , is switched on and off by the
EEC, via the relay box.
The heater and the heating Circuit can be tested using the FADEC CFDS Test
menu.
NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS.
FAIL SAFE POSITION: ”PROBE HEATER OFF”


77−00
INPUT FOR
204XP-C IGNITION RELAYS
115VAC
BUS 2 11DA2 C/B
24-58-06 ANTI ICE / PROBES
P2/T2 ENG 2 1WD
122VU212 ENG/APU FIRE PNL
20VU210 26-12
4100KS 4014KS
RELAY BOX SENSOR P2/T2
446STA450 73-25 444STA390 73-25
RELAY BOX
CH B
CONNECTOR
RELAY BOX
CH A
CONNECTOR
P2/T2 HEATING
CONNECTOR
Figure 94 P2/T2 Heater Schematic

77−00
FADEC P2/T2 HEATER TEST


77−00
Figure 95 P2/T2 Heater Test

77−00
ATA 77−20 TEMPERATURE

EGT INDICATION
EGT Indicator
1 Actual EGT
Normally displayed in green.
Pulses amber up to MCT when EGT 610 C.
Pulses red when EGT 650 C.
NOTE: EGT INDEX PULSING AMBER MUST BE DISREGARDED WHEN
USING TO OR FLX THRUST.
2 Max EGT
Thicker amber mark is set at 610 C, it is the max EGT value up to
MCT thrust.
It is not displayed during:
−Engine start up, instead a amber mark is placed at 635 C
−Take Off sequence.
3 Max permissible EGT

Goes up to 650 C. A red band begins at the point of over temperature
and a red cross line appears at the max value achieved.
4 Red cross line

is set at the max EGT over temperature achieved during the last leg. The
red cross line will disappear through corresponding DMC’ s
− MCDU action or by the next T/ O.

77−00
2
3
4
1
Figure 96 EGT Indication

77−00
EGT PROBES
The messurement channel for the exhaust gas temperature consist of: The EEC uses the Exhaust Gas Temperature in the engine start control logic

Four probe assemblies, each comprizing 2 thermocouples. and also transmits the EGT signal to the ECAM .
− four thermocouples ( one from each probe assembly ) are used to
form an averaged signal send to the channel ” A ” of the EEC. The EGT probes are located at engine station 4.95 ( LPT exhaust case strut ),
at 9.5, 7.5, 4.5 and 2 O ’Clock.
− the remaining four thermocouples ( one from each probe
assembly ) are used to form an averaged signal, send to The thermocouples are connected, in parallel, to the junction box for each
channel ” B ” of the EEC. channel, from where two indepent signals are send to the EEC. Each signal is
an average of the four probes.
9.5 2.0
7.5 4.5
JUNCTION BOX

77−00
EGT JUNCTION BOX
JUNCTION BOX
1 CHROMEL STUD
Figure 97 EGT System

77−00
ATA 77−10 POWER

N1 AND N2 INDICATION
N1 Indication
The low pressure rotor speed signal is used in the EEC for engine control com-
putation and for ECAM visual display. 6
1 Actual N1
Displayed normaly in green. 6 N1 MODE switches
Pulses red if N1 exceeds 100%. ON: −Thrust control reverts from EPR mode to N1 rated mode.
Pulses amber when N1 exeeds the N1 rating limit, in N1 MODE. Following an automatic reversion to N1, rated or unrated mode,
pressing the P/B switch to confirm the mode.
2 Max permissible N1 ON, it illuminates blue
is 100 %. At 100 % a red band begins. OFF: − If available, EPR mode is selected
If the RPM exeeds 100 % index and numeric value pulses red. N2 Indication
3 Red cross line The signal fore the HP rotor speed is originated from the dedicated alternator
to the EEC for use in engine control computation and to the ECAM for visual
is set at the max N1 over speed value achieved during the last leg. display on ECAM. A separate signal goes to the engine vibration monitoring
unit ( EVMU ) for use in processing engine vibration data.
4 White circle
N1 command corresponding to the thrust lever ( angle ) position 7 Actual N2
( predict N1 ) appears when in rated N1 mode. Digital indication normally green.
N1 rated MODE can activated automaticly or by switching the N1 MODE It is overbrightness and grey boxed during engine start sequence up to
switch at the overhead panel ( close to the ENG MAN START switches ). 43 % ( starter cut out ).
Both engine must be in the same MODE, rated or unrated. Turns red if N2 exceeds 100 % and a red ” X ” appears. The red ” X ” will
Not displayed in unrated N1 MODE. disappear through corresponding DMC’s − MCDU action or by the next
Auto thrust is not active in rated N1 mode . T/O.
General: A failure title will be displayed on E / WD in the MEMO display. General: A failure title will be displayed on E / WD on the MEMO display.
5 CHECK If a failure occurs on any indication displayed, the analog indication is replaced
appears for EPR, EGT, N1 , N2 and FF, if the displayed value compared by amber crosses, the analog indicator and the marks on the circle disapear,
by the DMC’ s with the actual value from the EEC differs and the last digit the circle becomes amber.
from the value shown will be XX ed.

77−00
EPR N 1 MODE
XX XX MCT 95.8
5 4
2
1
3
C
H
E
C
K
7 X
4 ENG 1 EPR MODE FAULT

7 ENG 1 N 2 OVER LIMIT
Figure 98 N1 and N2 Speed Indication
INDICATING A319/A320/A321
GENERAL IAE-V2530-A5
31-00
ATA 31 INDICATING
MAX POINTER RESET ( N1, N2 & EGT ) Read−out/Reset of the Engine Red Line Exceedances
The DMC connected to the upper ECAM DU monitors primary parameter
Monitoring of the relevant display of the engine parameters indications of both engines.
N1 , N2, EGT, and FF indications of both engines are monitored internally and Should an exceedance occur, the DMC memorizes in its BITE memory the
externally .The DMC compares the N1 signal received from the EEC 1 with the maximum value reached during the Last Flight Leg
feedback signal which reflects the displayed position of the N1 needle − The values of the N1, N2, EGT red lines and transitory overlimit values are
In order to grant dissimilarity with the engine 2 monitoring process the DMC stored in 2 independent tables, one per engine.
compares the N1 signal from the EEC 2 with the feedback signal representing Read out of this engine parameter exceedance can be performed via the DMC
the N1 digital value. MCDU menu.With the function engines the parameters can be selected either
The same applies to the EGT parameters indications, but with the displayed for engine 1 or 2.
position of the engine 2 EGT needle and the engine 1 EGT digital feedback
value. NOTE: A RESET OF THE RED LINE LIMITS HAVE TO BE PERFORMED
ON ALL 3 DMCS.
As for the N2 and FF parameters, the DMC compares the direct signal from the
EEC with the displayed digital value. N1 RED LINE Exceedance
In case of detected discrepancy, a CHECK amber message is displayed just The N1 red line is represented by an arc shaped red ribbon situated at the end
below the relevant parameter indication . of the scale.
In addition the FWC,s perform an external monitoring between the feedback If the N1 actual value exceeds the N1 red line (even for a short period of time),
signals (that correspond to the displayed values and the signets that are di- a small red line appears across the N1 scale and then stays at the maximum
rectly received by the FWC’s from the EEC‘s value which has been reached.
Should a descrepancy occur, for one or more parameters, a CHECK amber This indicates a N1 exceedance condition.Should this condition occur, the
message is displayed under the relevant indication small red line disappears only after a new take−off or after a maintenance ac-
The FWC’s generate a caution tion through the MCDU DMC reset.
− single chime N2 RED LINE Exceedance
− master caution Light The N2 indications are displayed in digital form only. 100% N2 correspond to
− message on the upper ECAM DU : ENG 1 (2) N1(N2/EGT/FF) DISCREP- 14460 RPM.Should N2 actual exceeds the N2 red line value,a red cross ap-
ANCY pears next to the digital indication. This red cross disappears only after a new
take off or a DMC reset.
Max pointer Reset ( N1, N2 & EGT )
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu EGT RED LINE Exceedance
INSTRUMENTS. The menu for the EIS 1,2,3,( DMC 1,2,3 ) must be selectet. The EGT indications are provided in the same form as for the N1
The memory cells which store the possible exceedance are reset either by indications.The same applies to changes in color and EGT exceeding
pressing the GENERAL RESET line key or automatically at the next take off. indications.However it has to be noticed that the amber linie (EGT MAX) is vari-
able.635 deg. C at engine start and 610 deg. C afterwards.Red line Limit is 650
deg.C.
FRA US/T kh August 2001 Page: 196

INDICATING A319/A320/A321
GENERAL IAE-V2530-A5
31-00
Figure 99 Max Pointer Reset

FRA US/T kh August 2001 Page: 197
ENGINE INDICATING A319/A320A321
77−00
ATA 77-10 POWER

N1 INDICATION
The fan speed ( N1 ) indication system has four sensors:

Two of them are used to provide EEC channels ” A ” and ” B ” with N1 ro−
tational speed signal.

One sensor acts as a spare fore either EEC channel ( it can be activated by
changeover connectors at the junction box ).
This sensor cannot be used in place of the N1 sensor dedicated to the En−
gine Vibration Monitoring Unit with N1 analog signals ( trim balance sen−
sor ), see below.

One sensor provides the Engine Vibration Monitoring Unit with N1 analog
signals ( trim balance sensor ).

The N1 electrical harness tube goes through the inner strut of the no. 3 strut
of the intermediate structure and to the terminal block.
The electrical leads from each sensor goes through the N1 tube and is con-
nected to the terminal block.

For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the
phonic wheel to pass its sensor.
For the trimbalance sensor, one slot in the phonic wheel passes the sensor
one time for one turn.

The EEC speed sensors have two pole pieces compared to the trimbalance
sensor who has only one pole piece.
INTERCHANGE OF N1 SPEED SENSORS

Task 77−11−00−860−010

If the fan speed sensor No. 1 is unserviceable, disconnect the harness
leads No. 1 and No. 2 from their terminals No 1 and No 2.
Reconnect the harness lead No 1 to the terminal No. 3 and the harness
lead No. 2 to the terminal No. 4 of the spare speed sensor.

If the fan speed sensor No 3 is unserviceable, disconnect the harness leads
No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the har-
ness leads to the spare speed sensor as described above.

77−00
TERMINAL
BLOCK
TWO POL PIECES
TERMINAL
NO. 4
(SPARE)
ONE POL PIECE
THREE FAN SPEED SENSORS
ONE TRIM BALANCE SENSOR
Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block
77−00
DEDICATED ALTERNATOR (PMA)

The alternator function are:

the primary power source for the Electronic Engine Control (EEC)

N2 signal source for the EEC and Engine Vibration Monitoring Unit
(EVMU) and the cockpit
Description
The unit is designed for maximum reliability by the elimination of splines, bear-
ings or similar parts which can deteriorate or fail.
The rotor is mounted directly on the gearbox output shaft and the stator is
bolted to the gearbox housing.
The alternator provides two identical and independent power outputs, one
for each channel of the EEC.

It comprises two stators (one power and one speed) and a rotor.

Is driven from the main accessory gearbox

Consists of a magnetic rotor running in a stator. the stator has four inde-
pending windings, two of which provide three phase frequency AC electric
power to respectively channel ” A ” and ” B ”.
The third winding provides a single phase AC analog signal propotional to
N2 for the Engine Vibration Monitoring System.
The forth winging provides a dedicated N2 signal to Channel ”A ” of the
EEC.

The N2 windings gives an analog signal through the cockpit for ECAM
indication.
The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal
failure occurs and the alternator fills with engine oil, the alternator will continue
to function normally.
To maintain the temperature of the dedicated alternator at an acceptable level
the alternator incorporate an integral cooling air manifold using fan air.

77−00
A P12,5 AIR
A
Figure 101 Engine Dedicated Alternator

ANALYZERS IAE V2530-A5
77-30
VIBRATION INDICATION
An engine vibration monitoring unit monitors the N1 and N2 levels of both
engines.
General
The engine vibration measurement system comprises :
− one transducer on each engine with 2 piezoelectric accelerometers .
− an Engine Vibration Monitoring Unit
− two vibration indications N1 and N2.
The engine vibration system provides the following functions :

− vibration indication due to rotor unbalance via N1 and N2 slaved tracking
filters
− excess vibration (above advisory level of 5 units )
− fan balancing (phase and displacement)
− shaft speed (N1 and N2)
− storage of balancing data
− initial values acquisition on request (option )
− BITE and MCDU communication
− accelerometer selection
− frequency analysis when the printer is available.
NOTE: ONLY ONE ACCELEROMETER IS USED AT A TIME (A OR B).
THE SAME ACCELEROMETER IS NOT USED FOR TWO
SUCCESSIVE FLIGHTS. THE CHANGEOVER OCCURS AT POW-
ER−UP OR ON SPECIAL REQUEST (MCDU) ON THE GROUND.
Interfaces
The EVMU interfaces with the ECAM and the CFDS
CFDS interfaces: Maintenance fault messages.
The N1 and N2 vibrations of the left and right engines are displayed on the en-
gine and cruise pages.

77-30
VIBRATION indications:
THE VIBRATION INDICATIONS
OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
0.8 0.8
PULSING
ADVISORY VIB N1
ABOVE 5 0.8 0.9
PULSING VIB N2 1.2 1.2
ADVISORY 140 160
ABOVE 5 1.2 1.3
80 80
Powersupply
115V AC
DMU AIDS
VIB SENSOR A
SDAC1
VIB SENSOR B
SDAC2
CFDIU
DED: GEN
Figure 102 Vibration Indication

77-30
ENGINE VIBRATION MONITORING UNIT (EVMU)

Description Power supply module
The signal conditioner is composed of: The power supply module receives the 115VAC/400Hz power. It provides
− 2 channel modules the other modules with the necessary voltages.
− 1 balancing module Power Supply
− 1 data processing module The EVMU is supplied with 115V/400Hz by the busbar 101XPA, through the
− 1 power supply module. circuit breaker 1EV.
These modules are removable parts from the signal conditioner and are
Built in test equipment (BITE) maintenance and fault information
repairable subassemblies.
The equipment contains a BITE system to detect internal and external failure.
Channel modules During the execution of the cyclic BITE sequence, the following parts
Each channel module processes the signals from the two engine of the EVMU are checked:
accelerometers and from the two speed signals N1 and N2 : this enables − the non−volatile memory
the extraction from the overall vibration signal of a component due to − the timers
rotor first order unbalance.
− the analog−to−digital converter
The N1 and N2 signals are used to:
− the ARINC 429 transmitter and receivers
− drive the tracking filters, and
− the tacho generators.
− slave their center frequencies at the shaft rotational speed.
The accelerometer signals pass through these tracking filters which During the power−up sequence of the BITE, the following parts of the
extract the N1 and N2 related fundamental vibration. The acceleration EVMU system are checked:
signal is then integrated in order to express the vibration in velocity − N1 and N2 NB velocity
terms. − unbalance data
The EVMU receives analog signals from : − N1 and N2 tacho frequencies
− the 2 engine accelerometers (1 per engine) − accelerometer signals.
− and the N1 and N2 speed sensors of each engine. Any detected failure is stored in the non−volatile memory with GMT, the date
It also receives digital input from CFDS through ARINC 429 data bus. and other reference parameters.
The EVMU sends signals through the digital ARINC 429 data bus to :
− SDAC1 and 2 for cockpit indication
− the CFDIU
− the DMU
− and printer (if installed) for maintenance purposes.

77-30
Figure 103 EVMU Schematic

77-30
COMPONENTS
The vibration transducer including two indipendent channels is installed on the
fan case at the top left side of the engine.
The EVMU is located in the Avionics compartment 86VU.
FRA US/T KoA May 04 Page: 206

77-30
ELECTRICAL HARNESS
VIBRATION TRANSDUCER
VIBRATION SENSOR
FAN CASE
Figure 104 Vibration Sensors

FRA US/T KoA May 04 Page: 207
Engine Indicating A319 / A320 / A321
Analyzers IAE V2530−A5
77−30
EVMU OPERATION (CFDS)

The maintenance mode (CFDS mode) of operation, through the MCDU menu, − Shop maintenance :
allows maintenance staff to obtain, or print the following operational only when the EVMU is in the shop for maintenance. lt allows
First page : troubleshooting of the LRU itself and corresponds to failures at LRU level.
− Last leg report :
lists the LRU’s detected faulty during the last leg.
− Previous leg report :
lists the LRU’s detected faulty during the legs (max 62) previous to the
last leg.
− LRU identification :
provides the unit part number and manufacturer name.
− Class 3 failures :
lists the LRU’s detected faulty during a ground test. Only the last 3 failures
detected are displayed.
− Test:
enables a complete check of the EVM system. lf no failure has been de-
tected, the message TEST OK is displayed. lf any failure has been de-
tected the failed LRU is displayed.
Second page:
− Accelerometer reconfiguration :
allows selection of the accelerometer (fan no. 1 bearing or TRF) to be
used for the next flights. The EVMU also indicates which accelerometer is
in operation.
− Engine unbalance :
allows selection of 5 different speeds per engine (from 50% to 100% N1
RPM) at which unbalance data is stored. lt also enables previously ac-

quired unbalance data to be read, and performs balancing calcula-
tions for both engines using both accelerometers.
− Frequency analysis :
enables a frequency analysis of the acceleration signal to be per
formed. The results are sent to the printer.
FRA US/T bu July 01 Page: Page: 208

77−30
Figure 105 EVMU CFDS Pages

77-30
CFDS SYSTEM REPORT / TEST

The Centralized Fault Data System (CFDS) enables access to the system.
The first menu sent to the MCDU is the main menu. The various functions are
detailed here after.
Last leg report

The EVMU sends the list of the LRUs which have been detected faulty during
the last leg.
Previous leg report

The EVMU sends the list of the LRUs which have been detected faulty during
the legs (maximum 64) previous to the last leg. The faults detected are the
same as for the last leg report.
LRU identification
The EVMU sends the EVM unit part number
Test
The test item allows initiation of a complete check of the EVM system.
If no failure has been detected, the message ”TEST OK” is displayed.
If any failure has been detected the failed LRU is displayed.

77-30
OR
TEST TEST TEST
77-32-16
TEST IN PROGRESS SELF-TEST O.K.
ENG1 ACCLRM 4004EV (A)
Figure 106 CFDS System Report / Test EVMU

77-30
CFDS SYSTEM REPORT /TEST

ENGINE UNBALANCE MENU
This menu permits for both engine, to command unbalance data storage
during next flight and the read out of the stored data. It also permits to
effectuate balancing for a selected engine with both accelerometers.
Measurement of the unbalance data

The EVMU measures the position and the amplitude of the rotor unbalance of
each engine. It provides this information, when available,to the output bus.
Storage of unbalance data

If requested, the system can store the balancing data during the cruise phase
when stabilized conditions are reached (the actual N1speed does not fluctuate
more than plus or minus 2% during at least 30s). For every stored measure-
ment the stabilized conditions shall be met once more again.
NOTE: THIS TEST CAN BE DONE DURING AN ENGINE RUN-UP IN OR-
DER TO OBTAIN VIBRATION MEASUREMENT FOR DIFFERENT
N1 SPEEDS. REFER TO AMM ATA 77-32-34.
TO GET ACCESS AGAIN TO THE SYSTEM REPORT / TEST
MENU ENG, REFER TO AMM 31-32-00.

77-30
EVMU EVMU
ENGINE UNBALANCE
<ACCELEROMETER RECONFIGURATION
< LEFT CLEAR RIGHT > < ENGINE UNBALANCE
< LEFT READ RIGHT > < FREQUENCY ANALYSIS
< LEFT BALANCING RIGHT >
< RETURN PRINT >
NOTE: THE N1 SPEED CAN BE INDI-

CATED IN % OR RPM
DEPENDING ON EVMU SOFT-
WARE.
EVMU EVMU
BALANCING LEFT BALANCING LEFT
< ACC.A START ACC.B > < ACC.A START ACC.B >
00 / 00 N1/N2% 00 / 00 20 / 59 N1/N2% 20 / 59
0 PHASE DEG 0 359 PHASE DEG 359

0/0 0/0 0 / 359 0 / 359
0.0 DISPL MILS 0.0 0.1 DISPL MILS 0.0

0.0 / 0.0 0.0 / 0.0 0.1 / 0.1 0.0 / 0.1
< ACC.A * STOP ACC.B > < ACC.A STOP * ACC.B >
Figure 107 Unbalance Data

77-30
CFDS SYSTEM REPORT /TEST

ENGINE UNBALANCE MENU
The EVMU acuired unbalance data can be cleared with the clear menu.

77-30
Figure 108 Unbalance Data

77-30
CFDS ACCELEROMETER RECONFIG.

This menu allows selection of the accelerometer A or B or the auto switch
mode alternate to be used for the next flights.
The EVMU indicates which accelerometer is in operation.

77-30
Figure 109 Accelerometer Reconfiguration

77−30
AIRCRAFT INTEGRATED DATA SYSTEM

AIDS reports
Vibration data is provided to the Aircraft Integrated Data System (AIDS), which
is used to monitor aircraft and engine parameters.
lt allows maintenance staff to perform engine parameter trend monitoring and
troubleshooting.
The vibration information is printed on various reports, which are:
− Engine cruise report.
− Cruise performance report.
− Engine take−off report.
− Engine on−request report.
− Engine mechanical advisory report.
− Engine run−up report.

77−30
Figure 110 AIDS

ENGINE FUEL AND CONROL A319/A320/A321
CONTROLLING IAE V2530 −A5
73−20

73−20 FADEC
FADEC LRU’S
Electronic Engine Control (EEC )
Fuel Metering Unit ( FMU )
Sensors

73−20
/PB
IDG
TOIL
GEN
Figure 111 FADEC Architecture

73−20
DATA ENTRY PLUG MODIFICATION

FADEC LRU‘S
Description
Electronic Engine Control ( EEC )
The DEP links the coded data inputs through the EEC by the use of shorting
Data Entry Plug jumper leads which are used to select the plug pins in a unique combination.
The Data Entry Plug ( DEP ) provides discrete inputs to the EEC.Located to During a life of an engine , it may be necessary to change the DEP configura-
the Junction 6 of the EEC it provides unique engine data to channel A and B. tion , either during incorporation of Service Bulletins or after engine overhaul ,
The data transmitted by the DEP is: when the EPR modifier code may need to be changed.This is accomplshed by
changing the configuration of the jumper leads in accordence with the relevant

EPR Modifier (Used for power setting ) instructions.

Engine Rating During removal/replacement of the DEP it is necessary to use an EEC Harness

Engine Serial No. Wrench as it is imperative that the connectors are tight. On fitment of the DEP
NOTE: IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST, to the EEC align the main key of the connector with the EEC and hand tighten
THEN AN AUTOMATIC REVISION FROM EPR MODE TO UN- the connector.Then using the EEC Harness Wrench torque tighten the DEP
RATED N1 MODE OCCURS. connector to 32 Ibf in.
NOTE: THE PART NUMBER IS WRITTEN ON THE DEP .
THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE
DATA PLATE,WHICH IS LOCATED AT THE LEFT HAND SIDE OF
THE FAN CASE.
EEC DEP TESTER

After modifing the DEP a electrical wiring test on the data entry plug assembly-
must be performed with the tester below,to make sure the pins and jumpers are
proberly installed.

73−20
VIBRATION ISOLATOR
MOUNTS HANDLE
DATA ENTRY
PLUG
EEC
*MARKING AERA
CHANNEL A HOUSING CHANNEL B HOUSING

COOLING AIR
PORTS
PRESSURE PORTS
Figure 112 EEC/ Data Entry Plug

73−20
ELECTRONIC ENGINE CONTROL (EEC)

Harness (Electrical) and Pressure Connections Electrical Connections
Two identical, but separate electrical harnesses provide the input/output circuits
between the E.E.C. and the relevant sensor/control actuator, and the aircraft
Front Face
interface.
Harness Connector Plug
The harness connectors are ’keyed’ to prevent misconnection.
Identification
J1 E.B.U. 4000 KSA
NOTE: SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE J2 Engine D202P
TRANSDUCERS
J3 Engine D203P
− LOCATED WITHIN THE E.E.C.
− THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL J4 Engine D204P
ELECTRONIC SIGNALS TO CHANNELS A AND B. J11 Engine D211P
The following pressures are sensed: Rear Face

. Pamb - ambient air pressure ( fan case sensor ) J5 Engine D205P
. Pb - burner pressure (air pressure) P3/T3 probe J6 Data Entry Plug
. P2 - pressure ( P2/T2 fan itlet probe ) J7 E.B.U. 4000 KSB
. P2.5 - booster stage outlet pressure J8 Engine D208P
. P5 (P4.9) - L.P. Turbine exhaust pressure ( P5 (P4.9) rake ) J9 Engine D209P
. P12.5 - fan outlet pressure ( fan rake ) J10 Engine D210P

73−20
FRONT FACE REAR FACE

BOTTOM FACE
Figure 113 Electronic Engine Control ( EEC )

ENGINE AND FUEL CONTROL A319/A3207A321
73−20
FADEC POWER SUPPLY

EIU Power supply Auto Depowering
The EIU is powered from the aircraft electrical power, no switching has to be The FADEC is automatically depowered on ground, through the EIU after en-
done. gine shutdown.
EEC automatic depowering on ground :
Electronic Engine Control (EEC) Power Supply
− after 5 mn of A/C power up.
The EEC is supplied from the aircraft electrical power when engine is shut-
down, then from the EEC generator when the engine is running. − after 5 mn of engine shutdown
− aircraft electrical power when N2 <10%. NOTE: AN ACTION ON THE ENG FIRE P/B PROVIDES EEC POWER CUT
− EEC generator power when N2 >10%. OFF.
FADEC Ground Power Panel

Powering N2 <10% For maintenance purposes and MCDU engine tests, the FADEC Ground Power
Each channel is independently supplied by the aircraft 28 volts through the En- Panel permits FADEC power supply to be restored on ground with engine shut
gine Interface Unit. down.
A/C 28 VDC permits : When the corresponding ENG FADEC GND POWER P/B is pressed ”ON” the
EEC is powered again .
− automatic ground check of FADEC before engine running
− engine starting
NOTE: ALSO THE FADEC IS REPOWERED AS SOON AS THE ENGINE
− powering the EEC while engine reaches 10% N2.
MODE SELECTOR OR THE MASTER LEVER IS SELECTED .
NOTE: THE EIU TAKES POWER FROM THE SAME BUS BAR AS THE
EEC.
Powering N2 >10%
As soon as engine is running above 10% N2, the EEC generator can supply
directly the EEC.
The EEC generator supplies each channel with three−phase AC. Two TRU’s in
the EEC provides 28VDC to each EEC channel.

73−20
NOTE: * supplied for 5 min
NORM
EEC
401 PP (DC ESS BUS) A

FOR ENGINE 1 & 2
DEDICATED TRU/ 28V
GEN
TRU/ 28V
EEC
B
202 PP (DC BUS 2 )
FOR ENGINE 2
301 PP (BAT BUS)
FOR ENGINE 1
Figure 114 FADEC Power Supply

73−20
49VU
2450000HMQ0

73−20
121VU
ANTI ICE 122VU

2450000VAQ0
2450000UMR0

FADEC SENSORS IAE V2530 A5
73−20
ATA 73-22 FADEC SENSORS

FADEC LRU‘S SENSORS
Engine Sensors
T4.9 (EGT) Sensor
(Ref. 77−20−00)
N1 Sensor
(Ref. 77−10−00)
N2 Sensor
(Ref. 77−10−00)
Engine Oil Temperature Sensor
(Ref. 79−30−00)
P2/T2 Sensor
(Ref. 77−00)
P3/T3 Sensor
P4.9 ( P5)

73−20
P0 (Pamb) P12.5 T4.9
P2/T2
N1
EEC
T4.9
P3 / T3 P4.9 (P5)
T4.9
P2.5
T2.5
T4.9
P4.9 (P5) N2
P4.9 (P5)
Figure 117 FADEC Sensors

73−20
FADEC LRU‘S SENSORS
P3/T3 SENSOR
The P3/T3 sensor monitors the pressure and temperature at the exit of the HP
compressor.
The combined sensor houses two thermocouples and one pressure inlet port.
Each thermocouple provides an independant electrical signal, proportional to
temperature, to one channel of the Electronic Engine Control (EEC).
PURPOSE:
The purpose of the P3/T3 sensor is to provide performance data to the EEC for
starting and during transient and steady state operation of the engine.
P3/T3

73−20
PRESSURE
PORT
CHROMEL
ALUMEL
Figure 118 P3/T3 Sensor

73−20
P2.5 / T2.5 SENSORS

P12.5 SENSOR
These two sensors are located in the intermediate case. They are monitoring
The P12.5 sensor is a pressure tapping at the top of the fan case. It monitors the pressure and temperature between the two compressors. T2.5 is used for
the pressure behind the fan stator. This pressure is used for trend monitoring. system scheduling, P2.5 is used for trend monitoring.
The pressure tapping is also used for the cooling air supply of the dedicated
alternator(see Fig.114).

73−20
P12.5 OFFTAKE
Figure 119 P2.5 / T2.5 Sensors

CONTROLLING IAE V2530 − A5
73−20
FADEC DESCRIPTION
General Fuel Metering Unit ( FMU )
The Full Authority Digital Engine Control system consists of an Electronic En- In the FMU, three torque motors are activated by the EEC .These provide the
gine Control plus a Fuel Metering Unit,sensors and peripheral components. correct fuel flow , overspeed protection and Engine Shut Down.
In case of an overspeed, an incorporated valve reduces the fuel flow .
Electronic Engine Control The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the
FMU , but it is closed directly from the corresponding ENG MASTER lever
The EEC consists of two channels (A and B) with crosstalk.Each channel can
when set to OFF.
control the various components of the engine systems.
They are permanently operational. one channel is in command while the other NOTE: THE FUNCTIONS OF THE FADEC ARE ALSO RESET WHEN THE
is in standby . In case of failure of the operational channel, the system auto- ENG MASTER LEVER IS SET TO OFF.
matically switches to the other one.
Compressor Airflow and Turbine Clearance Control
NOTE: THE CHANNEL SELECTION STRATEGY IS BASED ON CHANNEL The EEC controls the compressor airflow and the turbine clearance through
HEALTH CRITERIA .THE COMMAND CHANNEL ALTERNATES separated sub systems.
EACH ENGINE START .
It also monitors the engine oil cooling through an air/oil heat exchanger servo
Interfaces valve.
The EEC receives air data parameters from the Air Data Inertional Reference Compressor airflow control :
System ( ADIRS ), and operational commands from the Engine Interface Unit
Booster Stage Bleed Valves ( BSBV ).
( EIU ) .
Variable Stator Vanes ( VSV ).
It also provides the data outputs nescessary for the Flight Management and
7th and 10th stage handling bleed valves.
Guidance Computers ( FMGCs ), and the fault message to the EIU for aircraft
Turbine clearance control :
maintenance data system.

HP and LP Turbine Active Clearance Control ( ACC ) valves.
Each EEC channel directly receives the Thrust Lever Angle (TLA ) .
The EEC transmits the thrust parameters and TLA to the FMGCs for the auto-
10th stage make−up air valve.(If Installed)
thrust function. Engine oil cooling :

Air Cooled Oil Cooler ( ACOC )servo valve .
Sensors
Various sensors are provided for engine control and monitoring.

Pressure sensors and thermocouples are provided at the aerodynamic sta-
tions.
The primary parameters are Engine Pressure ratio ( EPR = P4.9/P2 ), N1 and
N2 speeds, Exhaust Gas Temperature ( EGT ) and metered Fuel Fuel Flow
( FF ).

73−20
/PB
IDG
TOIL
GEN

73−20
FADEC DESCRIPTION FADEC SYSTEM MAINTENANCE

Thrust Reverser Hydraulic Control Unit Fault Detection
The EEC controls the thrust reverser operation through a Hydraulic Control The FADEC maintenance is facilitated by internal extensive Built in Test
Unit (HCU ) Equipment (BITE) providing efficient fault detection.
Each EEC channel will energize the solenoids of an isolation valve and a direc- The results of this fault detection are contained in status and maintenance
tional valve included in the HCU to provide deployment and stowage of the words according to ARINC 429 specification and are available on the output
thrust reverser translating sleeves. data bus.
Start and Ignition Control Non Volatile Memory
Each channel can control the starter valve operation, the fuel Pressure Raising In flight fault data is stored in FADEC non volatile memory and, when
Shut − Off Valve opening and the ignition during the engine start sequence. requested, is available on an aircraft centralized maintenance display
unit.
Fuel Diverter and Return Valve
The EEC manages the thermal exchange between the engine oil , IDG oil and Communication with CFDS
engine fuel system by means of a Fuel Diverter and Return Valve. Ground test of electrical and electronic parts is possible from cockpit,
Part of the engine fuel can be recirculated to the aircraft tanks by means of a with engines not running, through the CFDS.
return valve included in the fuel diverter valve module. The FADEC provides engine control system self testing to detect problems
The EEC controls the operation of the Fuel Diverter and Return Valve at LRU level.
according to the engine fuel temperature ( T FUEL ) and the IDG oil tempera- FADEC is such that no engine ground run for trim purposes is necessary after
ture and the engine oil temperature ( T OIL ). component replacement.
Engine Parameter Transmission for Cockpit Display

The FADEC provides the necessary engine parameters for cockpit display
through the ARINC 429 buses output.
Engine Condition Parameter Transmission

Engine Condition monitoring is provided by the ability of the FADEC to
transmit the engine parameters through the ARINC 429 bus output.
The basic engine parameters available are:

− WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3.
− VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT
ACC,HPT cooling, WF valve or actuator position
− status and maintenance words, engine serial number and position.
In order to perform a better analysis of engine condition, some additional
parameters are optionally available. These are P12.5, P2.5 and T2.

73−20
/PB
IDG
TOIL
GEN

73−20
FAILURES AND REDUNDANCY

Improved reliability is achieved by utilising dual sensors dual feedback. Single Input Signal Failure
There is no channel changeover for input signal failure, as long as the Cross

Dual sensors are used to supply all EEC inputs exept pressures, (single Channel Data Link is operativ.
pressure transducers within the EEC provide signals
NOTE: FAULTS ARE NOT LATCHED.
to each channel−A and B ) .
AUTOMATIC RECOVERY IS POSSIBLE.

The EEC uses indentical software in each of the two channels. Each chan- Dual Input Signal Failure
nel has its own power supply , processor, programme memory and input/ If dual input signal failure occurs , the system runs on synthetized values of the
output functions. The mode of operation and the selection of the channel in healthiest channel.
control is decided by the availability of input signal and output controls.
The selected channel is one having the least significant failure.

Each channel normally uses its own input signals but each channel can also
use input signals from the other channel if required i. e. if it recognises faulty Single Output Signal Failure
or suspect , inputs. If an output failure occurs, there is an automatic switchover to the standby ac-
tive channel.

An output fault in one channel will cause switchover to control from the
other channel. T/S ACTION:
One Channel - most likely LRU failure.

In the event of faults in both channels a pre−determined hierarchy decides
whitch channel is more capable of control and utilises that channel.
Complete output Signal Failure

In the event of loss of both channels, or loss of electrical power, the sys- In case of complete output failure there will be no current flow through torque
tems are designed to go to their failsafe positions. motors or solenoids. The associated component will be the ” FAIL−SAFE ”
position.
NOTE: IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL
GO INTO”FAILE−SAFE” POSITION.

73−20
TM
Figure 122 FADEC Processing and Fault Logic

73−20
ENGINE LIMITS PROTECTION

FAILURES AND REDUNDANCY
General
Improved reliability is achieved by utilising dual sensors dual feedback.
The FADEC prevents inadvertent overboosting of the expected rating (EPR
limit and EPR target) during power setting.

Dual sensors are used to supply all EEC inputs exept pressures, (single
pressure transducers within the EEC provide signals It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure
to each channel−A and B ) . limits. In addition, the FADEC unit monitors EGT and sends an appropriate in-
dication to the cockpit display in case of exceedance of the limit.
The FADEC unit also provides surge recovery.

The EEC uses indentical software in each of the two channels. Each chan-
nel has its own power supply , processor, programme memory and input/ Overspeed
output functions. The mode of operation and the selection of the channel in Overspeed protection logic consists of overspeed limiting loops, for both the
control is decided by the availability of input signal and output controls. low and high speed rotors, which act directly upon the fuel flow command. Sup-
plementary electronic circuitry for overspeed protection is also incorporated in

Each channel normally uses its own input signals but each channel can also the EEC.
use input signals from the other channel if required i. e. if it recognises faulty Trip signals for hardware and software are combined to activate a torque motor
or suspect , inputs. which drives a separate overspeed valve in the fuel metering unit to reduce fuel
flow to a minimum value. The engine can be shut down to reset the overspeed

An output fault in one channel will cause switchover to control from the system to allow a restart if desired.
other channel.
Engine surge

In the event of faults in both channels a pre−determined hierarchy decides Engine surge is detected by a rapid decrease in burner pressure or the value of
whitch channel is more capable of control and utilises that channel. rate of change of burner pressure, which indicates that surge varies with en-
gine power level .

In the event of loss of both channels, or loss of electrical power, the sys- Once detected, the EEC will reset the stator vanes by several degrees in the
tems are designed to go to their failsafe positions. closed direction, open the booster 7th and 10th stage bleeds,and lower the
maximum Wf/Pb schedule.
Recovery of burner pressure to its steady state level or the elapse of a timer
will release the resets on the schedules and allow the bleeds to close.

73−20
TM
Figure 123 FADEC Processing and Fault Logic

73−20
AUTOTHRUST ACTIVATION / DEACTIVATION

POWER MANAGEMENT
Autothrust Mode The autothrust function (ATHR) can be engaged or active.
The autothrust mode is only available between idle and maximum ( MCT ) The engagement logic is done in the Flight Management Computer (FMGC)
when the aircraft is in flight. and the activation logic is implemented into the EEC.
After take−off the lever is pulled back to the maximum climb position. The auto- The activation logic in the EEC unit is based upon two digital discretes:
thrust function will be active and will provide an EPR target for: –ATHR engaged,

Max climb thrust –ATHR active

Optimum thrust from the FMGC, plus an analog discrete from the instinctive disconnect push-

An aircraft speed ( Mach number ) button on the throttle.

A minimum thrust. The ATHR function is engaged automatically in the FMGC by auto pilot
mode demand and manually by action on the ATHR pushbutton located on
Memo Mode the Flight Control Unit (FCU).
In the memo the thrust value is frozen to the last EPR actual value, and will The ATHR de−activation and ATHR disengagement are achieved by action
remain frozen until the thrust lever is moved manually or autothrust is reset on the disconnect pushbutton located on the throttle levers or by depressing
with the autothrust pushbutton switch. the ATHR pushbutton provided that the ATHR was engaged, or by selection of
When the autothrust function is disengaged while the thrust lever is in MCT/ the reverse thrust.
FLX or CL (Maximum Continuous / Flexible Take−Off or Climb ) detent, the If the Alpha Floor condition is not present, setting at least one throttle lever for-
thrust is locked until the thrust lever is moved manually. ward of the MCT gate leads to ATHR deactivation but maintains ATHR en-
Memo mode or Thrust locked is entered automatically from autothrust mode gaged .
when: If the Alpha Floor condition is present, the ATHR function can be activated re-

The EPR target is invalid, gardless of throttle position.

Or one of the two instinctive disconnect pushbutton switches on the thrust The thrust is controlled by the throttle lever position and ATHR will be activated
levers is activated, again as soon as both throttles are set at or below MCT gate.

Or autothrust signalis lost from EIU. When ATHR is deactivated (pilot’s action or failure), the thrust is frozen to the
actual value at the time of the deactivation. The thrust will be tied to the throttle
Manual Mode lever position as soon as the throttles have been set out of the MCT or MCL
This mode is entered any time the conditions for autothrust or memo modes positions.
are not present. In this mode, thrust lever sets an EPR value proportional to
NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UN-
the thrust lever position up to maximum take−off thrust.
RATED N1 MODE AUTOTHRUST IS LOST.
Flexible take−off rating
FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with
the possibility to insert an assumed temperature value higher than the maxi-
mum one certified for engine operation . ( 30 deg C.)

73−20
AUTOTHRUST DISC.PB
FMGC EEC
FUEL FLOW
EPR COMMAND
Figure 124 Thrust Control Architecture

73−20
THIS PAGE INTENTIONALLY LEFT BLANK


73−20
Figure 125 Auto Thrust Defenition

Engine Fuel and Controls A319 / A320 / A321
FADEC Power Management IAE V2530−A5
73−20
Alpha Floor Condition

If the Alpha Floor condition is not present, setting at least one throttle lever for-
ward of the MCT gate leads to ATHR deactivation but maintains ATHR en-
gaged ; the thrust is controlled by the throttle lever position and ATHR will be
activated again as soon as both throttles are set at or below MCT gate.
If the Alpha Floor condition is present, the ATHR function can be activated re-
gardless of throttle position.
When ATHR is deactivated (pilot’s action or failure), the thrust is frozen to the
actual value at the time of the deactivation. The thrust will be tied to the throttle
lever position as soon as the throttles have been set out of the MCT or MCL
positions.
Manual Mode
The thrust is controlled manually (i.e., function of TLA position) if the throttles
are not in the ATHR area.
This mode is also entered any time the conditions for autothrust or memo
modes are not present. In this mode, thrust lever sets an N1 value proportional
to the thrust lever position up to maximum take−off thrust.
TLA versus rated thrust is consistent regardless of ambient conditions.
TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle
lever position (except in Alpha−floor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are
achieved at constant throttle lever positions.FLEXIBLE TAKE−OFF for a given
derating is achieved at constant retarded throttle lever position.
Flexible take−off rating

FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with
the possibility to insert an assumed temperature value higher than the maxi-
mum one certified for engine operation to provide for the maximum derate al-
lowed by the certifying Authorities.

Engine Fuel and Controls A319 / A320 / A321
FADEC Power Management IAE V2530−A5
73−20
EPR
EPR RATING
EPR TARGET
EPR TARGET
EPR REQUIRED
DETENT DETENT DETENT
Figure 126 Thrust Lever Positions

73−20
RATED N1 SETTING REQUIREMENTS

EPR SETTING REQUIREMENTS
Rated N1
EPR
The loss of either the P2 or the P 4.9 signal will cause an automatic reversion
The EEC uses closed loop control based on EPR or, if EPR is unoptainable, on to the rated N1 closed loop control.
N1.
This is a alternate control mode which utilizes to control the thrust automatical-
Under EPR control, the EPR target is compared to the actual EPR to deter- ly.It is a despatchable mode but autothrust is not available when operating in
mine the EPR error. this mode.The rated N1 mode can also be manually selected by actuating the
The EPR error is converted to a rate controlled Fuel Flow command ( FF ) related N1 MODE P/B switch (one per engine) that is located on the overhead
which is summed with the measured fuel flow ( FF actual ) to produce the FF panel.
error.
The FF error is converted to a current ( I ) which is sent to the dual torque mo-
tor.The torque motor repositions the Fuel Metering Valve ( FMV ) to change the The inputs required for Rated N1 control are:
fuel flow. - T2 and
- the Throttle Resolver Angle ( TRA ).
The processing of the N1 error signal is the same as for EPR error signal.
The inputs required for EPR control are:

Ambient temperature ( T amb )

Engine air inlet temperature ( T2 ) UNRATED N1 SETTING REQUIREMENTS

Altitude ( ALT )
Unrated N1

Mach number (Mn )
The loss of the T2 signal will cause automatic reversion to unrated N1 closed

Throttle Resolver Angle ( TRA ). loop control.

Service Bleeds Max N1,N1 thrust lever,N1 mode and N1 rating limit indications on the upper
ECAM are lost.
It is possible to re-select the primary control mode ( EPR) through the N1 mode
P/B switch following an automatic reversion to rated or unrated N1 mode. The input required for unrated N1 control is:
If the fault is still present, the EEC will remain in its current thrust setting - the Throttle Resolver Angle ( TRA).
mode.If the fault is no longer present, the EEC will switch to the primary control The unrated N1 thrust setting requires the thrust to be set manually to an N1
mode (EPR). If the fault later reoccurs,reversion back to N1 mode (rated or speed.An overboost can occur in the unrated N1 thrust setting at the full for-
unrated) will result. ward thrust lever position.Use of unrated N1 thrust setting overboost above
normal rated thrust is not recommended and will result in reduced engine life.
The maximum N1 must therefore be determined from charts in the Flight Crew
Operating Manual ( FCOM ).
It is a non-despatchable mode and autothrust is not available when operating in
this mode.
The processing of the N1 error signal is the same as for the rated N1 error
signal.

73−20
Figure 127 Power Setting Requirements Schematic

ENGINE FUEL & CONTROL A319/A320/A321
FADEC POWER MANAGEMENT IAE V2530 − A5
73−20
IDLE CONTROL
Minimum idle ( 56 % - 60% N2 )

is corrected for ambient temp >30° C, then N2 will increase.
Approach idle (approx. 70% N2 )

It varies as a function of Total Air Temperature ( TAT ) and altitude.
This idle speed is selected to ensure sufficiently short accelleration time to
go around thrust and is set when the aircraft is in an approach configura-
tion.(Flap Lever Position -” NOT UP”)
Reverse Idle ( approx. 70% N2 )

= Approach Idle + 1000 RPM ,FADEC sets the engine speed at reverse idle
when the throttle is set in the reverse idle detent position .
Bleed Idle

= Bleed demand.Bleed Idle command will set the fuel flow requested for
ensuring correct aircraft ECS system pressurization ,wing anti ice and en-
gine anti ice ,pressurization ( Pb-”ON” or valves not closed ) .
HMS Idle (Min Idle - Approach Idle)

For conditions where the compensated fuel temperature is greater than 140
deg. C. , the heat management control logic calculates raised idle speed.
(in flight and on ground !)

ENGINE FUEL & CONTROL A319/A320/A321
73−20
THRUST
LEVERS
TLA (REV. IDLE) Reverse

LANDING
GEARS WOW (GRD) EIU Idle
LGCIU
1/2
SLAT /
0 0
AIR Approach
FLAP
SFCC EIU
Idle
1 1
LEVER
2 2
LEVER NOT ZERO
3 3 1/2
FULL FULL
EIU FAULT
WING ANTI ICE
N2 Idle
Min Idle
Setting
ENG ANTI ICE

ZONE Bleed
EIU
CONT. Idle
ECS DEMAND
PACKs ENGINE FUEL TEMPERATURE
HMS
PACK
CONT.
1/2
EEC
Figure 128 Idle Control Requirements

73−20
N1 SPEED TABLE
RPM % N1
5650 100 %
5465 96,7 %
5085 90 %
4918.5 87 %
4520 80 %
4372 77,4 %
3955 70 %
3825,5 67,7 %
3390 60 %
3279 58,0 %
2825 50 %
2732,5 48,4 %
2260 40 %
2186 38,7 %
1695 30 %
1639.5 29 %
1130 20 %
1093 19,3 %
FRA US/T Kh August 2001 Page: 254

73−20
V2530-A5 SLS / STD GROUND IDLE ( NO OFFTAKES )
9600
64,2%
9200
N2 ROTOR SPEED ( RPM / % )
61,5%
8800
58.8%
57,5%
8400
56,1%
8000
53,5%
7600
50,8%
−80 −60 −40 −20 0 +10 +15 +20 +30 +40 +50
AMBIENT TEMPERATURE ( DEG. C. )
Figure 129 Ground Idle Speed Diagram N2

FRA US/T Kh August 2001 Page: 255
73−20
FADEC FAULT STRATEGY

General Single Input Signal Failure
The Electronic Engine control ( EEC ) system is dual, the two channels are There is no channel changeover for input signal failure, as long as the Cross
equal. Channel Data Link is operativ.
Failures are classified as class 1, 2 , 3 . NOTE: FAULTS ARE NOT LATCHED.
According to the failure class, the system can use data from the other channel, AUTOMATIC RECOVERY IS POSSIBLE.
or switch to the other channel. Faults are memorized in the system BITE as
they occur. Dual Input Signal Failure
If dual input signal failure occurs , the system runs on synthetized values of the
Input Fault Strategy healthiest channel.
All sensors and feedback signals are dual. The selected channel is one having the least significant failure.
Each parameter sensor as well as feedback sensors used by each channel
come from two different sourses :

Local or cross− channel through the Cross channel Data Link Single Output Signal Failure
If an output failure occurs, there is an automatic switchover to the standby ac-
tive channel.
NOTE: SOME SENSORS CAN DIRECTLY BE SYNTHETIZED BY THE
CORRESPONDING CHANNEL T/S ACTION:
One Channel - most likely LRU failure.
Complete output Signal Failure

In case of complete output failure there will be no current flow through torque
motors or solenoids. The associated component will be the ” FAIL−SAFE ”
position.
NOTE: IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL
GO INTO”FAILE−SAFE” POSITION.

73−20
.
Figure 130 FADEC Single Input Signal Failure

73−20
COMPONENT FAIL SAFE STATES
COMPONENTS: FAIL SAFE STATE:
METERING VALVE MIN FLOW

VARIABLE STATOR VANE ACTUATOR VANES OPEN
2.5 BLEED ACTUATOR (BSBV) BLEED OPEN
7TH STAGE HANDLING BLEED VALVES BLEED OPEN
10TH STAGE HANDLING BLEED VALVE BLEED OPEN
HPT ACC VALVE VALVE CLOSED
LPT ACC VALVE VALVE PARTIALLY OPEN - 45%
ACOC AIR VALVE OPEN
10TH STAGE ”MAKEUP” AIR VALVE OPEN
FUEL DIVERTER VALVE FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 )
SOLENOID DE-ENERGIZED
RETURN TO TANK VALVE CLOSED ( MODE 3 OR 4 )
IGNITION ON
STARTER AIR VALVE CLOSED
P2/T2 PROBE HEAT OFF

THRUST REVERSER CONTROL UNIT * REVERSER STOWED
NOTE: IF THERE IS A FAILURE OF THE THRUST REVERSER

HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE
WHILE THE REVERSER IS DEPLOYED,THE
REVERSER WILL REMAIN DEPLOYED.

73−20
LOSS OF INPUTS FROM AIRCRAFT
EIU SIGNALS: NO ENGINE STARTING.

NO AUTOTHRUST ON BOTH ENGINES.
NO REVERSE THRUST
MODULATED IDLE NOT AVAILABLE.
CONTINUOUS IGNITION
ADC SIGNALS: EEC USES ENGINE SENSORS.
BOTH TLA: IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND
BOTH REVERSER FEEDBACKS ARE INVALID,POWER IS SET
TO IDLE.
ON GROUND: SET IDLE
IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SE-
LECT MCT AT SLAT RETRACTION
AUTOTHRUST CAPABILITY.
ONE TLA: THE EEC USES THE REDUNDANT SENSOR.
BOTH 115V AC: NO IGNITION

NO P2/T2 PROBE HEATING
BOTH 28V DC: NO START
RUN ON ALTERNATOR ABOVE 10% N2
DISAGREEMENT BETWEEN TRA: ON GROUND: SET FORWARD IDLE

IN FLIGHT: SELECT LARGER VALUE BUT LIMIT THIS
TO MCT
ON REVERSE: SELECT REVERSE IDLE.

FADEC TEST IAE V2530 −A5
73−20
ATA 73-20 FADEC TEST

GENERAL:
To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC
GRD PWR must be switched ”ON”. Then press the line key adjacent to
CFDS - SYSTEM REPORT / TEST - NEXT P AGE - ENG 1A (1B),(2A),(2B).
FADEC PREVIOUS LEGS REPORT

This CFDS menu function gives access to the faults which have been de-
tected and stored during the previous 64 flight legs.
The Cells indicate if the failure was detected in the ground memory or the flight
memory.

73−20
FADEC A FAULT
<LAST LEG REPORT
<PREVIOUS LEG REPORT
<TROUBLESHOOTING REPORT
<SYSTEM TEST CLASS 3>
<GROUND SCANNING
<RETURN
NEXT
PAGE
Figure 131 Previous Legs Report

73−20
FADEC TROUBLESHOOTING REPORT

The trouble shooting menu has 4 submenus: TRACK-CHECK FAILURES (TKF)

FLIGHT DATA Failure of the system to follow the commands of the EEC.

GROUND DATA The EEC compares feedback position against commanded position.

AIRCRAFT DATA If failed in one channel:

EEC CONFIGURATION
EEC switches to the other channel
(the ability to switch is based on relative helth of the other channel)
FLIGHT DATA If failed in both channels:
This menu gives additional failure data (temperatures,pressures,RPM,etc.)
Healthiest channel continues to command actuator.
when a fault occured during the flight. This data is saved in a CELL.Each CELL
T/S ACTION:
provides 2 menu pages of troubleshooting informations.The cell allows a identi-
one channel - most likely LRU failure.
fication which CFDS FAULT message belongs to which troubleshooting data
both channels - most likely mechanical failure ,check LRU/moving mechanism.
(eg.Ground Scanning menu.)
In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE )
is indicated. CROSS CHECK FAILURES (XCF)
GROUND DATA A detected difference in the feedbacks from the LRU LVDT‘s or microswitches.
The EEC compares channel A against Channel B.
This menu gives additional failure data (temperatures,pressures,RPM,etc.)
when a fault occured on ground. This data is saved in a CELL. Failure of TRA: EEC has specific fault accomodation based on previous value.
The cell allows a identification which CFDS FAULT message belongs to which Failure of Reverser: EEC will select most stowed and will not allow a deploy.
troubleshooting data (eg.Ground Scanning menu.) Failure of Temperature sensors: EEC will use fail safe value.
T/S ACTION:
Most likely a LRU problem ,next check harness then EEC
FADEC FAILURE TYPES DEFINITION
WRAP - AROUND FAILURE (WAF) INPUT LATCHED FAILED (ILF)
A detected failure in the circuitry of a system.The EEC checks for continuity. (Single Input Signal Failure )
If failed in one channel: There is no channel changeover for input signal failure, as long as the Cross
Channel Data Link is operativ.

EEC switches to the other channel
(the ability to switch is based on relative helth of the other channel) NOTE: FAULTS ARE NOT LATCHED. THUS AUTOMATIC RECOVERY IS
If failed in both channels: POSSIBLE.

specific output is depowered
(exception - solenoids are depowered in groups)
T/S ACTION:
Most likley a loose connector or chaffed harness next LRU and finally EEC.

73−20
A second page is available to give

more trouble shooting data
TROUBLE SHOOTING
<FLIGHT DATA
<GROUND DATA
<AIRCRAFT DATA
<EEC CONFIGURATION
<RETURN
<LAST LEG REPORT



<GROUND SCANNING
<RETURN
Figure 132 Trouble Shooting Report

73−20
FADEC 1B Page one of the Cell 31

FLIGHT DATA PG:01
FADEC FAULT CELL Fault Code
N1 RPM CELL: 31 FAULT: WOFWAF N2 RPM
T5 Temperature
RPM: N1 = 5326 N2 = 14392 T2 Temperature ( Eng. Inlet )
( T4.9 EGT )
Cold Junction Temperature DEG C: T5 = 554.0 T2 = 26.0 Flight Phase
( Actual Temp. in EEC )
TCJC = 42.0 FLTPH = 3
Air Pressure on Eng. Station 3 Total Air Pressure ( Eng. Station 2 )
( PB = Burner Pressure )
PSIA: PB = 458.5 P2 = 14.62
Mach Number EEC Operating Hours
MN = .117 HOURS = 571.0
NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
Figure 133 Flight Data / Ground Data

73−20
FADEC 1B Page two of the Cell 31

FLIGHT DATA PG:02
FADEC Fault Cell Fault Code
Standart Altitude CELL: 31 FAULT: WOFWAF EPR ( indicated )
Stator Vane Actuator ALT: = 336.0 FT EPRI = 1.562 Channel in Control

1 = Yes , 0 = No
( Feedback )
Fuel Flow SVA : = 1.906 INCH INCOM = 1 N1 Mode
1 = Yes
2.5 Bleed Actuator Feedback FF = 11162 PPH BACKUP = 0 0 = No ( EPR Mode )
B 25 = 1.218 INCH LEG = 398.0 Flight Legs
Weight on Wheels
1 = Yes ( Ground )
0 = NO ( Flight ) WOW = 1
NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
Figure 134 Flight Data / Ground Data

73−20
FADEC SYSTEM TEST

The FADEC SELF TEST should really be known as the FADEC SYSTEM Pressure Sensor Test
TEST. This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in
The test and results can be split into three categories described as follows. the EEC via the local channel to make sure they are within a specified
tolerance of each other.
The three possible results are as follows:
Output Driver Test
7. Pressure Sensor(s) Failed − Indicates that an interface or range failure
This is a systen maintenance test that performs a wraparound (continuity) test (from normal mode) is set for any pressure sensor (hard failures).
of all the EEC output driver lines and associated component wiring.
8. Pressure Sensor(s) Agree − Indicates that the static pressure sensor test
There are three possible results as follows:
ran and that all the pressure sensors are within tolerances.
1. Output Driver Test Failed − Indicates that a continuity fault was found.
9. Pressure Sensor(s) Disagree − Indicates that the static pressure sensor
2. Output Driver Test Passed − Indicates that no wraparound fault was test ran and any two pressure sensors were not within the specified
found. tolerances.
3. Output Driver Test No Run − Indicates that the test was not run because
the tested channel was not capable of powering the outputs.
Input / lnternal Test

This is the FADEC (EEC) internal check to verify that the local channel
interface, input and output circuits are functional prior to entering MENU
MODE.
There are three possible results as follows:
4. Input / Internal Test Failed − Indicates that the activity monitor circuit test
failed or the local channel was unable to provide power to any Output or
there were interface or input fault.
5. Input / lnternal Test Passed − Indicates that the activity monitor circuit
passed and that no interface or input faults were set prior to entry into
menu mode.
6. Input / Internal Test No Run − Indicates that the local cannel was not
capable of powering its outputs or that the EEC has not spent the minimum
of 30 seconds in normal mode.

73−20
SYSTEM TEST
<LAST LEG REPORT

<FADEC SELF TEST
<REVERSER TEST

<IGNITOR TEST
<GROUND SCANNING <STARTER VALVE TEST
<RETURN
<RETURN
NOTE: IF EVERY TEST FAILED,RETURN

TO FADEC / MENU PUSH THE

LINE KEY ADJACENT TO
GROUND SCANNING AND
CHECK THE FAILURE MESSAGE.
Figure 135 FADEC Self Test

73−20
FADEC GROUND SCANNING

This menu shows the faults which are present on ground.More information can
be obtained using the troubleshooting menu.
This menu must also be used to indicate which faults were detected in the
other FADEC TEST menus (eg. Starter Valve Test,Reverser Test,etc.)
FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have to re-
paired after 200 hours or during an A-maintenance check.

73−20
<LAST LEG REPORT
<GROUND SCANNING
<RETURN
CLASS 3 FAULT
Figure 136 Ground Scanning

73−20
FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have to re-
paired after 200 hours or during an A-maintenance check.

73−20
<LAST LEG REPORT CLASS 3 FAULT

<GROUND SCANNING
<RETURN
Figure 137 FADEC Class 3 Fault Report

ENGINE INTERFACE UNIT IAE V2530 A5
73−20
ATA 73-25 ENGINE INTERFACE UNIT

EIU PRESENTATION 824
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2
Each EIU, located in the electronics bay 80VU, is an interface concentrator
between the airframe and the corresponding FADEC located on the engine,
thus reducing the number of wires. EIUs are active at least from engine starting
to engine shutdown, they are essential to start the engine.
80VU
The main functions of the EIU are:
− to concentrate data from cockpit panels and different electronic boxes to
the associated FADEC on each engine,
− to insure the segregation of the two engines,
− to select the airframe electrical supplies for the FADEC,
− to give to the airframe the necessary logic and information from
engine to other systems (APU, ECS, Bleed Air, Maintenance).
EIU INPUT DESCRIPTION

EIU input from the EEC
The EIU acquires two ARINC 429 output data buses from the associated EEC EIU
(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 as-
sume 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.
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.
EIU Location

73−20

To CIDS (23−73 )

To DFDRS INTCON Monitoring (31−33)

To CVR power Supply (23−71 )

To Avionics Equipment Ventilation (21−26 )

To WHC (30−42 )

To PHC ( 30−31 )

To FCDC (27−95)

To Blue Main Hydraulik PWR( 29−12)

To Green Main HYD PWR RSVR Indicating (29−11)

To Yellow Main HYD PWR RSVR Indicating (29−13 )

To Blue Main HYD PWR RSVR Warning / Indicating
Figure 138 EIU Schematic

73−20
EIU INTERFACES
SIGNALS PURPOSE
WING ANTI-ICE SWITCH ENGINE BLEED COMPUTATION LOCIG
ENGINE FIRE P/B SIGNAL FADEC ENGINE SHUTDOWN LOGIC
LOW OIL PRESSURE SWITCH (AND GROUND) -COCKPIT WARNING SIGNALS
-HYDRAULIC MONITORING
-WINDOW AND PROBE HEATING SYSTEM
-AVIONIC VENTILATION SYSTEM
-RAIN REPELLENT SYSTEM
-CIDS,CVR,DFDR
FADEC GROUND POWER P/B FADEC POWER SUPPLY LOGIC
LGCIU 1 AND 2 (GROUND SIGNAL) THRUST REVERSER AND IDLE LOGIG
SFCC 1 AND 2 ENGINE FLIGHT IDLE COMPUTATION LOGIC
SEC 1 ,2 AND 3 THRUST REVERSER INHIBITION CONTROL
FLSCU 1 AND 2 HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE
CONTROL
ENGINE SELECTED ENGINE 1 OR 2 INDENTIFICATION
OIL PRESSURE,OIL QUANTITY AND OIL TEMPERATURE INDICATION ECAM
NACELLE TEMPERATURE INDICATING (ECAM)
START VALVE POSITION (FROM EEC) ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING
ENGINE START
N2 GREATER THAN MINIMUM IDLE (FROM EEC) FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIME-
TER TRANSCEIVER
-BLUE HYDRAULIC SYSTEM PUMP CONTROL
ENGINE START FAULT SIGNAL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START
PANEL
APU BOOST DEMAND SIGNAL (EIU) MAIN ENGINE START MODE TO THE APU ELECTRONIC
CONTROL BOX

73−20
EIU INTERFACES CONT.

SIGNALS PURPOSE
TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) PACK CONTROLLER FOR INLET FLAP CLOSURE
-AVIONIC EQUIPMENT VENTILATION CONTROLLER
( CLOSED CIRCUIT CONFIGURATION )
-CABIN PRESSURIZATION COMPUTER PRE-PRESSUR-
IZATION MODE
THRUST REVERSER (FROM SEC 1,2 AND 3 ) THRUST REVERSER INHIBITION RELAY

73−20
CFDS SYSTEM REPORT/TEST EIU

This Page shows the menu of the Engine Interface Unit ( EIU )
The EIU is a Type 1 System.
The EIU is availlable in CFDS back up Mode.

73−20
Figure 139 EIU Menu

73−20
LAST LEG REPORT

Last leg Report
Here are Displayed the Internal EIU Faillures that Occured during Last Flights.
LRU INDENTIFICATION
Shows the EIU part number.

73−20
Figure 140 Last Leg Rep./ LRU Indentification

73−20
GROUND SCANNING
This Page gives the EIU Faillures still presend on Ground.

RTOK means Re - Test Ok, you can ignore this Fault

73−20
Figure 141 Ground Scanning

73−20
EIU CFDS DISCRETE OUTPUTS SIMULATION

The Purpose of this Menu is to Simulate some Engine Interface Unit ( EIU ) The PHC1(3) commands a low probes heating level
Discrete Outputs by Setting their Status to 0 or1 . The WHC1 commands a low captain windshield heating level
The CVR and DFDR are switched on
WARNING: NOTE :
When ”LOP GND1” is simulated to ”0” the horn will be inhibited incase
The DISCRETE OUTPUT SIMULATION can operate systems and compo-
of low avionic bay extract airflow.
nents without special indication on the MCDU. Make allways sure that the
working areas are clear !
For the simulation refer to AMM 73-25-34 ,(TASK 73-25-34-860-041). SIMULATION : ”LOP GND 2 ”
The Discrete Outputs are Listed on two Pages, one for the Positive Type and To simulate ”OIL LOW PRESS & GND” for the following systems through the
one for the Negative Type. MCDU :
Blue / yellow main hydraulic pressure power warning indicating WHC2,
SIMULATION : ” APU BOOST ” PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2.
To simulate an APU BOOST command through the MCDU. When the line key adjacent to LOP ”LOP GND2 ” discrete output status be-
Push the line key adjacent to”APU BOOST” discrete output status: comes GND2 ”0”.
”APU BOOST”becomes ”1” and the EIU sends the APU BOOST command to ”B (Y) ELEC PUMP LO PR” warning message is no longer inhibited
the 59KD ECB. The PHC2 commands a low probes heating level
APU BOOST 1 simulates a not closed starter air valve.The APU is boosted The WHC2 commands a low windshield (F/O) heating level
(if running) The 3DB1 and 3DB2 rain repellant valve opening is authorized
APU BOOST 2 simulates a energized starter air valve solenoid. NOTE: THE ”LOP GND2” DISCRETE IS USED TO INHIBIT THE FLIGHT
CONTROL SYSTEM TEST THROUGH THE CFDS. ACCESS TO
THIS MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS
SIMULATION : ” FAULT ” LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTS MENU.
To simulate a disagree between the position and the command of the HP fuel
valve through the MCDU the line key adjacent toFAULT discrete output statusis
must be pushed.The FAULT becomes ”1” and the FAULT legend of the SIMULATION : ” T/R INHIB ”
5KS1(2) annunciator light comes on. To simulate the authorization of the T/R directional control valve solenoid clo-
sure (through the 14KS1(2) relay) through the MCDU.

When the line key adjacent to T/R is pushed, ” T/R INHIB ” discrete output
SIMULATION : ”LOP GND 1 ” status INHIB becomes ”1” and the 14KS1(2) inhibition relay is energized, au-
To simulate ”OIL LOW PRESS & GND” for the following systems through the thorizing the directional control valve solenoid energization
MCDU :
PHC1, PHC3, WHC1, AEVC, DFDR and CVR.
CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES
BEFORE YOU DO THE TEST.
If the line key adjacent to LOP is pused, LOP GND1 discrete output status be-
comes GND1 ”0”

73−20
APU BST1
APU BST2
Figure 142 Discrete Outputs Simulation

73−20
EIU CFDS DISCRETE OUTPUTS SIMULATION

SIMULATION : ” HP FUEL PN ” NOTE: THE N2 > IDLE DISCRETE IS USED TO INHIBIT THE ”RAMP
To simulate a HP FUEL VALVE 1(2) in open position through the MCDU. TEST” OF THE RADIO ALTIMETER 1(2). ACCESS TO RADIO AL-
Push the line key adjacent to HP”HP FUEL PN” discrete output status TIMETER RAMP TEST MENU IS PROHIBITED BY THE CFDS AR-
FUEL PN becomes ”1” and the zone controller 8HK will receive the HP FUEL CHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE
VALVE 1(2) open condition. OUTPUTSMENU.
NOTE: THE ZONE CONTROLLER USES THE HP FUEL VALVE POSITION
TO ELABORATE THE BLEED STATUS ON LABEL 061 AND SENDS SIMULATION OF ” TLA > MCT ”
IT TO THE EEC THROUGH THE EIU (LABEL 030). THE BLEED To simulate ”TLA > MCT” for the following systems :
STATUS CAN ONLY BE MODIFIED BY THIS INPUT IF THE PRV
AEVC, PACK CONTROLLERS
OPENS (ENGINE RUNNING).
CABIN PRESSURE CONTROLLERS.
Push the line key adjacent to TLA ”TLA > MCT” discrete output status > MCT
SIMULATION OF ” PACKS OFF ” becomes ”1”
To simulate the PACK FLOW control valve closure command through the On the ECAM PRESS page check that the inlet and extract skin air valves
MCDU push the line key adjacent to”PACKS OFF” discrete output status. close .
PACKS OFF becomes ”1” and the PACK FLOW control valve closure solenoid
is energized.
NOTE: THE PACK FLOW CONTROL VALVE 1(2) REQUIRE A MUSCLE
AIR PRESSURE TO OPEN.
SIMULATION OF ” N2 > IDLE ”

To simulate ”N2 > IDLE” for the following systems :
XCVR radio altimeter 25A
Blue main hydraulic power
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT
CONTROL SURFACES ARE CLEAR BEFORE YOU PRES-

SURIZE / DEPRESSURIZE A HYDRAULIC SYSTEM.
Push the line key adjacent to N2 . N2 > IDLE DISCRETE OUTPUT becomes
”1”> IDLE
The electric pump of the blue hydraulic system start and the blue hydraulic sys-
tem is pressurized (approximately 3000PSI)

73−20
APU BST1
APU BST2
Figure 143 Discrete Outputs Simulation

73−20
EIU DISCRETE OUTPUTS

Many systems get the engine ”on” or ”off” signal.This signal is switched via the
Oil Low Press and Ground relay.The relay is directley triggert from the EIU.
Low Oil Pressure Switching via EIU

To CIDS (23−73 )

To DFDRS INTCON Monitoring (31−33)

To CVR power Supply (23−71 )

To Avionics Equipment Ventilation (21−26 )

To WHC (30−42 )

To PHC ( 30−31 )

To FCDC (27−95)

To Blue Main Hydraulik PWR( 29−12)

To Valve Rain RPLNT. (30−45 )

To Green Main HYD PWR RSVR Indicating (29−11)

To Yellow Main HYD PWR RSVR Indicating (29−13 )

To Blue Main HYD PWR RSVR Warning / Indicating (29−12)

73−20
Figure 144 EIU Discrete Outputs

73−20
EIU DISCRETE OUTPUTS


73−20
Figure 145 EIU Discrete Outputs

ENGINE AIR A319/A320/A321
AIR SYSTEMS GENERAL IAE V2530−A5
75−00
ATA 75 ENGINE AIR FADEC Compressor and Clearance Control

General
75−00 SYSTEM PRESENTATION The engine compressor and clearance control system are provided with servo
valves operated by fuel pressure, but the HP compressor handling bleed valves
General are operated by pneumatic pressure.
− Nacelle Compartement and Accessory Cooling The actuators have two feedback signals, one for channel A one for channel
− Bearing Compartment Cooling and Sealing B, exept for the HP compressor handling bleed valves which do not have any
position feedback.
− HP TurbineCooling
There is a cross−talk between the two channels, so that each channel knows
− HP / LP Turbine Clearance Control System ( ACC )
the position sensed by the other channel.
− Ignition System Cooling ( REF, ATA 74 )
Compressor and Clearance Control LRU‘s
75−30 Compressor Control

BSBV Master Actuator
− LP Compressor Airflow Control System
− Servo Valve
− HP Compressor Airflow Control System
− Feedback for EEC
75−40 Nacelle Temperature Indicating
BSBV Slave Actuator
− Servo Valve
The external air system consits of the following subsystems:

Fuel control system air bleed

VSV Actuator

HP / LP turbine active clearance control
− Sevo Valve

High energy igniter harness cooling air

Engine bleed air.

7TH Stage Bleed Valves ( 3 )
The internal air system consits of : − 7th Stage Solenoids ( 3 )

Propulsion airflow ( secondary & primary flows )
10th Stage Bleed Valve

Bearing compartments pressurizing air − 10th Stage Solenoid

Cooling air
FRA US/T BU August 2001 Page: 290

ENGINE AIR A319/A320/A321
AIR SYSTEMS GENERAL IAE V2530−A5
75−00
LOCATIONS LOCATIONS
VSV
HPT AIR VALVE

ENGINE
BLEED VALVE
LOCATIONS
ENGINE FAN AIR
BLEED VALVE
HPC
BLEED VALVE (3x)
HP Turbine Active FAN AIR
Clearance LPC BLEED
HPC BLEED VALVE (1x)
ENGINE STABILITY BLEED PART

LP Turbine Active Clearance
Figure 146 Air Systems Schematic

FRA US/T BU August 2001 Page: 291
AIR A319/A320/A321
75−00
OPERATING SCHEDULE
TURBINE COOLING CONTROL
The graph shown below shows control valve position, and actuator position
The EEC controls the actuation of an Active Clearance Control ( ACC ) valve related to operation points A to E.
for the HP and Lp turbine active clearance control and a 10th stage make-up
air valve for supplementary internal cooling of the turbines. Engine Stopped
With the engine stopped, the position of the actuator piston is point A. At this
HPT/LPT Active Clearance Control ( HPT/LPT ACC )
point :
The active clearance control ( ACC ) system ensures the blade tip clearances

The control valve for the HP turbine ACC is closed.
of the turbines for better performance.
The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine
The control valve for the LP turbine ACC is not less than 44 per cent
cases. opened.
The EEC controls the valve position as a function of thrust level and altitude.
The LVDT’s transmit the valve position to the EEC.
Engine operation
HP Turbine ( 10th Stage ) Cooling Air Control (if installed) During engine operation, the EEC controls the position of the actuator piston
The HP turbine cooling air valve ( make up air valve ) supplies supplemental between point B and point E.
air ( from HPcompressor 10th stage ) to cool the 2nd stage vanes, hubs and
Take − off
discs of the HP .
The valve operates as a function of high rotor speed and altitude and During take − off, the position of the actuator piston is at point C.
incorporates a 2 − position switch to provide a feedback signal to the EEC At this point :
( channels A and B ). During cruise the valve is closed.
The control valve for the HP turbine ACC is closed.

The control valve for the LP turbine ACC is not less than 70 per cent
opened.
NOTE: THE ACTUATOR POSITION BETWEEN POINT C AND POINT E
DEPENDS ON ALTITUDE.
Fail Safe
When there is no torque motor current or no fuel servo pressure, the ac-
tuator piston moves to point A. LP valve will be partially open ( -44 deg )
The actuator piston remains at this point at all defective conditions.

( HP valve closed )

AIR A319/A320/A321
75−00
10TH STAGE
MAKE UP AIR
VALVE
F/B
HPT AND LPT
TO
COOLING
No 4 BEARING
MANIFOLDS
SCAVENCE VLV
EEC
HPT 2ND 10TH STAGE

VANES HP COMP AIR
INTERNAL
COOLING
HPT / LPT
ACC
ACTUATOR
MECHANICAL
LINKAGE MAKE UP SOL
P3 CONTR VLV
HPT
FAN AIR
LPT LP PRESS
RETURN
ACC VALVE
FMU
SERVO
PRESS
Figure 147 Turbine Cooling Control Schematic

AIR A319/A320/A321
75−00
HPT / LPT ACTIVE CLEARANCE CONT. SYS.

HP COOLING
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 im-
prove 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 tur-
bine case cooling.
NOTE: THE HP TURBINE CLEARANCE CONTROL VALVE IS EQUIPPED
WITH 4 PLUGS IN THE VALVE VANE. THIS PLUGS CAN BE RE-
MOVED ACCORDING TO A SERVICE BULLETIN TO ALLOW A
PERMANENT COOLING OF THE HP TURBINE.
IN CASE OF A VALVE REMOVAL / INSTALLATION THE SAME
CONFIGURATION MUST BE PROVIDED ON THE NEW VALVE.
IF THE PLUGS MUST BE REMOVED, THERE IS A STORAGE
BRACKET PROVIDED ON THE ACTUATOR ROD. DO NOT
THROW THE PLUGS AWAY !
HPT / LPT COOLING MANIFOLDS

HP Turbine Manifold
The assembly consists of a left and right hand tube assemblies which are a
simple push fit into the manifold.
Air outlet holes on the inner face of the tubes direct the air onto the HP turbine
casings.
LP Turbine Manifold
The assembly consists of a upper and lower tube assemblies with integral
manifolds, both ends of the cooling tubes are sealed.

Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.
LP COOLING

AIR A319/A320/A321
75−00
VANE STEM
HP VALVE VANE
REMOVABLE PLUGS
LP
VALVE
PLUGS
STORAGE
BRACKET
HP VALVE
LPT / HPT ACTVE CLEARANCE CONTROL

VALVE ( ACC VALVE )
Figure 148 LPT / HPT Active Clearance Control Valve

AIR A319/A320/A321
75−00
HPT / LPT COOLING MANIFOLDS

HP Turbine Manifold
The assembly consists of a left and right hand tube assemblies which are a
simple push fit into the manifold.
Air outlet holes on the inner face of the tubes direct the air onto the HP turbine
casings.
LP Turbine Manifold
The assembly consists of a upper and lower tube assemblies with integral
manifolds, both ends of the cooling tubes are sealed.
Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.

AIR A319/A320/A321
75−00
HP COOLING
LP COOLING
Figure 149 HPT / LPT Cooling Manifolds

AIR A319/A320/A321
75−00
COMPRESSOR CONTROL
General
The booster stage bleed valve, the variable stator vane and HP compres-
sor 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.
Booster Stage Bleed Valve ( BSBV ) Control
The BSBV position is controlled by the EEC. The EEC uses the BSBV feed-
back signal from the LVDT to adjust the actual BSBV position.
At low LP spool speeds the booster provides more air than the core engine can
utilize. To match the booster discharge airflow to the core engine requirements
at low speed, excess air is bled off through booster stage bleed valves
( BSBV ) into the fan discharge air stream. At higher engine speeds the BSBV
are closed so that all the booster discharge ( primary air flow ) enters the core
engine.
Variable Stator Vane ( VSV ) Control
The VSV position is controlled by the EEC
The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual
VSV position.
The VSV system maintains a satisfactory compressor performance over a wide
range of operating conditions. The system varies the angle of the inlet guide
vanes and stator vanes to aerodynamically match the low pressure stages of
compression with the high pressure stages. This variation of vane position
changes the effective angle at which the air flows across the compres-
sor blades and vanes. The VSV angle determines the compression characteris-
tics ( direction and velocity ) for any particular stage at compression.
HP Compressor Bleed Valves

The 7th and 10th stages bleed valves maintain a more stable operation of the
compressor.

AIR A319/A320/A321
75−00
SLAVE
10TH
7TH
3X
MASTER
3X
Figure 150 Compressor Control Schematic

AIR A319/A320/A321
75−00
ATA 75-31 LP COMP.AIR FLOW SYS.

BOOSTER BLEED SYSTEM
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.
Description
General
The airflow control system includes :
1.Two bleed−valve actuating rods
2.Pisten Jack Fork End
3.An LPC bleed−master actuator
4.An LPC bleed−slave actuator
5.Intermediate Structure
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 hy-
draulically and operate together by command and feedback signals from/ to the
EEC.
FAIL SAFE POSITION : ” BSBV OPEN ”

In case of a malfunction ” ENG 1 ( 2 ) COMPRESSOR VANE ” is displayed
on the ECAM E / WD.

AIR A319/A320/A321
75−00
LVDT
EEC
Figure 151 Booster Stage Bleed Valve System

AIR A319/A320/A321
75−00
BSBV ACTUATING MECHANISM

Booster Bleed Valve and Actuating Mechanism
Description
The bleed valve and actuating mechanism is a sub − assembly which in-
cludes :
− The support ring.
− The ring valve
− The two upper arms, the lower arms and the eight mid arms.
− The two actuating rods connect the two upper power arms to the two
actuators.
The bleed valve and actuating mechanism operates to make each bleed valve
synchronized, in relation to the positions of the two actuators.

AIR A319/A320/A321
75−00
Figure 152 BSBV and Actuating Mechanism

AIR A319/A320/A321
75−00
ATA 75-32 HP COMP. AIR FLOW SYS.

VSV SYSTEM COMPONENTS
The four stages of variable incidence stators comprise inlet guide vanes to Operation of the VSV Actuator
stage 3 and stages 3, 4 and 5 stator vanes. Dual wound torque motors convert electrically isolated drive signals from each
channel of the Electronics Engine Control ( EEC ) into hydraulic drive signals
General
to position the actuator piston.
The purpose of this system is to position the Inlet Guide Vanes ( IGV ) and
If power to the stator vane actuator torque motor is lost, the stator vane
stator vanes, using a fuel driven hydraulic actuator, in response to electrical
actuator will go to the full open position.
signals provided by the EEC.
Variable Stator Vane Actuation Mechanism
Variable Stator Vane ( VSV ) Control
The variable geometry operating mechanism for the compressor comprises the
The VSV position is controlled by the EEC as a function of N2 / square root
following elements
of theta T 2.6 ( synteziesed value ).
The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual − actuator/crankshaft drag link
VSV position. − crankshaft (steel)
− four crankshaft/unison ring drag links
Description
− four unison rings
Variable Stator Vane Actuator − spindle levers ( titanium )
The stator vane actuator accurately controls vane movement with respect to a − variable IGVs and stage 3, 4, and 5 variable stators
torque motor current supplied by the EEC. Operation of the stator vanes in reg-
ulated by accurate control of high pressure fuel flow to one or other side of a FAIL SAFE POSITION : ” VANES OPEN ”
differential area piston. The piston has an externally adjustable low speed stop
at the extended end of its travel. The high speed stop is formed by a collar In case of a malfunction ” ENG 1 ( 2 ) COMPRESSOR VANE ” is displayed
which limits piston retraction. on the ECAM E / WD.
Provision is made to lock the piston with a rigging pin for setting pur-
poses.
Linear Variable Differential Transformer ( LVDT )

A Dual Wound Linear Variable Differential Transformer ( LVDT ) is located in

the center of the actuator piston rod . The LVDT completes the electronic con-
trol loop by providing a signal of actuator position to the Engine Electronic
Control.
Engine Linkage with the VSV Actuator
The engine IGV and Stator Vane linkage is connected to a fork end on the pis-
ton rod of the VSVA unit. The securing pin of link on to fork end.

AIR A319/A320/A321
75−00
ACTUATOR
RIG HOLES
Figure 153 VSV System Components

AIR A319/A320/A321
75−00
VSV RIGGING
Variable Stator Vane System ( VSVS )
Actuator Installation / Rigging
Before the actuator is removed it is important that the VSV crankshaft
assembly is locked in order to prevent damage to the stator vanes.
Rig pins are provided to lock the crankshaft and the actuator, as shown below.
After the fuel supply and return tubes have been disconnected the crankshaft
should be rotated to align the rig pin holes in the input lever and the front
bearing housing.
Spanner ( Wrench ) flats are provided on the crankshaft for this purpose.
Installing the rig pin locks the crankshaft assembly with the actuator and vanes
in the high speed position ( actuator fully retracted ).

AIR A319/A320/A321
75−00
L/H
R/H
Figure 154 VSV Actuator Rig

AIR A319/A320/A321
75−00
HANDLING BLEED VALVES

Handling bleed valves are fitted to the HP compressor to improve engine start-
ing, and prevent engine surge when the compressor is operating at off−design
conditions.
A total of four bleed valves are used, three on stage 7 and one on stage
10.
The handling bleed valves are two position only − fully open or fully closed,
and are operated pneumatically by their respective solenoid control valve.
The solenoid control valves are scheduled by the EEC.
When the bleed valves are open air bleeds into the f an duct through ports in
the inner barrel of the ” C ” ducts.
The servo air used to operate the bleed valves is HP compressor delivery air
known as P3 or Pb.
Silencers are used on some bleed valves.
All the bleed valves are spring loaded to the open position and so will always
be in the correct position ( open ) for starting.
Description
The bleed valve is a two position valve and is either fully open or fully closed.
The bleed valve is spring loaded to the open position and so all the bleed
valves will be in the correct position - open - for the engine start. When the
engine is started the bleed air from the engine will try to close the valve. The
valve is kept in the open position by servo air ( P3 ) supplied from the sole-
noid control valve ( solenoid de-energised ). The bleed valves will be closed at
the correct time during an engine acceleration by the EEC energising the sole-
noid control valve vents the P3 servo air from the opening chamber of the
bleed valve, and the bleed valve will move to the closed position.

AIR A319/A320/A321
75−00
7A
NOTE: FOR TROUBLE SHOOTING PUR-

POSES A PNEUMATIC TESTSET IS
AVAILABLE TO TEST THE OPERA-
TION OF THE BLEED VALVES,BE-
CAUSE ONLY THE SOLENOID
VALVES ARE MONITORED !
Figure 155 HP Compressor Bleed Valves

AIR A319/A320/A321
75−00
HANDLING BLEED VALVES

Handling bleed valves are fitted to the HP compressor to improve engine start-
ing, and prevent engine surge when the compressor is operating at off−design
conditions.
A total of four bleed valves are used, three on stage 7 and one on stage
10.
The handling bleed valves are two position only − fully open or fully closed,
and are operated pneumatically by their respective solenoid control valve.
The solenoid control valves are scheduled by the EEC.
When the bleed valves are open air bleeds into the f an duct through ports in
the inner barrel of the ” C ” ducts.
The servo air used to operate the bleed valves is HP compressor delivery air
known as P3 or Pb.
Silencers are used on some bleed valves.
All the bleed valves are spring loaded to the open position and so will always
be in the correct position ( open ) for starting.

AIR A319/A320/A321
75−00
C
C
D
L
Figure 156 HP Compressor Bleed Valves

AIR A319/A320/A321
75−00
HANDLING BLEED VALVES FUNKTION

Description BLEED VALVE OPERATING SCEDULE
The bleed valve is a two position valve and is either fully open or fully closed.
The bleed valve is spring loaded to the open position and so all the bleed BLEED VALVE REGIME OPEN (RPM) CLOSE (RPM)
valves will be in the correct position - open - for the engine start. When the
engine is started the bleed air from the engine will try to close the valve. The
valve is kept in the open position by servo air ( P3 ) supplied from the sole- STEADY STATE 11400 11800
noid control valve ( solenoid de-energised ). The bleed valves will be closed at
7A (35000FT & BELOW)
the correct time during an engine acceleration by the EEC energising the sole-
noid control valve vents the P3 servo air from the opening chamber of the 11800 12250
(42000FT & ABOVE)
bleed valve, and the bleed valve will move to the closed position.
Operating Schedule SURGE & 12562 12772
The schedule for one bleed valve − 7C − is shown, in detail, below. REVERSE
Steady State
It can be seen that the valve will be commanded closed at stabilised min idle, STEADY STATE 7650 8000
8600 N2, and will not be opened again in Steady state. 7B
Transient
The valve will be commanded open during engine acceleration whenever N2 is STEADY STATE 6800 7000
below the transient closing speed. Thus during an acceleration from min ” idle 7C
to max ” speed the valve will be opened and will remain open until the speed
TRANSIENT 11600 12050
passes the transient closing speed.
If the acceleration is to a speed below the transient closing speed the valve will SURGE & 12352 12562
remain open until the acceleration timer expires ( 30 seconds ). REVERSE
During decelerations the valve will be commanded open whenever N2 is below
the transient opening speed. The valve remains open until the deceleration
ceases and a deceleration time, 2 seconds, expires. 10 STEADY STATE 7650 8000
Note : The transient regime is slightly modified for operation above 15000 ft
but operates in the same way. SURGE & 10667 10667
Surge / Reverse REVERSE ( OPEN BELOW )
If the engine is operating in reverse thrust operation is the same as Transient IDLE 57%=8800 RPM MAX. TO 100% =14950 RPM
but different speeds apply. In the event of an engine surge the valve will be
commanded open, if the speed is below the open speed, and will remain open Handling bleed valves ( surge bleed )
until the engine restabilises.
The bleed valves and the solenoid control valves all operate in the same man-
During an engine deceleration the reverse operation occurs and the bleed ner.
valve opens. FAIL SAFE POSITION : ” 7th and 10th OPEN ”.

AIR A319/A320/A321
75−00
NOTE: FOR TROUBLE SHOOTING PUR-

POSES A PNEUMATIC TESTSET IS
AVAILABLE TO TEST THE OPERA-
TION OF THE BLEED VALVES,BE-
CAUSE ONLY THE SOLENOID
VALVES ARE MONITORED !
Figure 157 HBV OPEN/CLOSED Schematic

AIR A319/A320/A321
75−00
HANDLING BLEED VALVE MALFUNCTIONS

A engineering order ( 010169 ) is released to cover this problems.
7TH / 10TH STAGE HANDLING BLEED VALVES STICKING

Hung starts or starting stalls experienced due to 7th and 10th stage handling
bleed valves failing to open or close.
The consequences of the malfunction of one or more handling bleed valve‘s
on :

the ground and airstart capability,

the engine operability ( surge free operation )

the engine performance ( EGT, fuel consumption )
have been assessed and are summarized in the following tables :
NOTE: A BLEED TEST SET IS PROVIDED TO CHECK THE BLEED
VALVES AND SOLENOID VALVES FOR PROPER FUNCTION.

AIR A319/A320/A321
75−00
CONTROL SOLENOID LOCATION
7A 7C 7B
A/C HIGH STAGE HANDLING BLEED VALVE SOLENOIDS

BLEED VALVE
SOLENOID
10
HANDLING BLEED MAKE UP AIR

VALVE SOLENOID VALVE
SOLENOID
Figure 158 Bleed Control Valve Solenoids

AIR A319/A320/A321
75−00
BLEED VALVE LOCATIONS

The bleed valves are arranged radially around the HP compressor case as
shown below.

AIR A319/A320/A321
75−00
7A BLEED VALVE
SEAL
P3 PRESS CONNECTION
SILENCER
COSTOMER BLEED
P3 PRESS CONNECTION
7C BLEED VALVE
STAGE 10 BLEED VALVE
7B (LOWER) BLEED VALVE
Figure 159 Bleed Valve Locations

AIR A319/A320/A321
75−00
HANDLING BLEED VALVE MALFUNCTIONS

A engineering order ( 010169 ) is released to cover this problems.
7TH / 10TH STAGE HANDLING BLEED VALVES STICKING
Hung starts or starting stalls experienced due to 7th and 10th stage handling
bleed valves failing to open or close.
The consequences of the malfunction of one or more handling bleed valve‘s
on :

the ground and airstart capability,

the engine operability ( surge free operation )

the engine performance ( EGT, fuel consumption )
have been assessed and are summarized in the following tables :
NOTE: A BLEED TEST SET IS PROVIDED TO CHECK THE BLEED
VALVES AND SOLENOID VALVES FOR PROPER FUNCTION.

AIR A319/A320/A321
75−00
Figure 160 HDLG Bleed Valves Malfunction Tables

AIR A319/A320/A321
75−00
Figure 161 Bleed Valve Functional Test

AIR A319/A320/A321
75−00
Figure 162 Bleed Valve Functional Test(cont)

AIR A319/A320/A321
75−00
NACELLE VENTILATION
Ventilation is provided for the fan compartment Zone 1, and the core compart-
ment Zone 2 to :

prevent accessory and component overheating

prevent the accumulation of flammable vapours.
Zone 1 Ventilation
Ram air enters the zone through an inlet located on the upper L.H. side of the
air intake cowl.The air circulates through the fan compartment and exits at the
exhaust located an the bottom rear centre line of the fan cowl doors.
Zone 2 Ventilation
The ventilation of Zone 2 is provided by air exhausting from the active clear-
ance control ( A.C.C. ) system around the turbine area.The air circulates
through the core compartment and exits through the lower bifurcation of the
” C ” ducts.
Ventilation during Ground Running

During ground running local pockets of natural convection exist providing some
ventilation of the fan case - Zone 2.
Zone 2 ventilation is still effected in the same way as when the engine is run-
ning.

AIR A319/A320/A321
75−00
Figure 163 Nacelle Ventilation

AIR A319/A320/A321
75−00
ATA 75-41 NACELLE TEMPERATURE

NACELLE TEMPERATURE GENERAL
The Nacelle Temperature Sensor has a Measurement Range
of −54 C to 330 C
This Signal is fed to the EIU which Transforms the Information to digital Form.
The EIU Transmits the Data to the ECAM System.
The nacelle temperature is displayed if the system is not in engine starting
mode and one of the two temperatures reaches the advisory threshold.
A advisory indication will be created on the engine system page when the tem-
perature reaches approx. 300 - 320 C.

AIR A319/A320/A321
75−00
0.8 0.8
1.2 1.2
300 300
LOWER ECAM
NACELLE TEMPERATURE
SENSOR
DMC1 DMC2 DMC3
CONNECTOR PLUG FWC1

EIU
FWC2
Figure 164 Nacelle Temperature System

IGNITION A319/A320/A321
74−00
ATA 74 IGNITION
74-00 IGNITION SYSTEM PRESENTATION IGNITION SYSTEM COMPONENTS
General The system comprises:

one ignition relay box
System Operation

two ignition exiter units

Dual ignition is automatically selected for:

two igniter plugs - located in the combustion system adjacent to No‘s 7&8
− all inflight starts
fuel spray nozzles.
− manual start attempts

two air cooled H.T. ignition connector leads (cooling is provided by fan air).
− continuous ignition
Single alternate ignition is selected for ground auto starts. Ignition relay box
The ignition sytem utilises 115V AC supplied from the AC 115V normal and
System Test standby bus bars to the relay box.
The system can be checked on the ground, with the engine shutdown, through The 115V relays which are used to connect / isolate the supplies are located in
the CFDS maintenance menu. the relay box and are controlled by signals from the EEC.
NOTE: THE SAME RELAY BOX ALSO HOUSES THE RELAYS WHICH
CONTROL THE 115V AC SUPPLIES FOR P2/T2 PROBE HEATING.
NOTE: ACCORDING TO M.E.L. THE IGNITION SYSTEM „ A“ IS RE-
QUIRED AS MINIMUM!

74−00
IGNITION RELAY BOX

CH B
CONNECTOR
CH A
CONNECTOR
P2/T2 HEATING
IGNITION EXCITER 1 (A) CONNECTOR
IGN A IGN B
CONNECTOR
IGNITOR PLUG
AIR INLET HOSE

COOLING JACKET
HIGH TENSION LEAD IGNITION EXCITER 2 (B)
Figure 165 Ignition System Components

74−00
IGNITION / STARTING− OPERATION

Description Continuous Ignition Selection
The ignition circuit is supplied with 115VAC − 400Hz. The electrical power is Manual Selection
supplied via the EEC and EIU which controls the ignition of the igniter plugs. When the engines are running on the ground or in flight the continuous
A dormant failure of an ignition exciter is not possible for more than one ignition is obtained by positioning the ENG/MODE selector switch in
flight because: IGN/START position.
− the two ignition systems are independent
Automatic selection
− the EEC selects alternately ignition system A or B.
The EEC selects automatically the continuous ignition in some
FAIL SAFE POSITION: ” IGN RELAYS ,IGN ON” specific conditions:

engine running and air intake cowl anti−icing is selected to ON
Ignition during Automatic Start Sequence

EIU failed.
When an automatic start sequence has been activated by the EEC (ENG/

take−off or during flexible take off
MODE selector switch in IGN/START position and MASTER control switch to
ON),the EEC energizes automatically the appropriate ignition exciter when N2
approach idle selected.
reaches between 10%-16% depending on TAT and keeps it energized until N2
In flight, when there is an engine flameout or stall
reaches 43%.
Reverse
For inflight restart the EEC selects simultaneously both ignition exciters
On the ground, after engine start, the selector must be placed in NORM Igniter Plug Test
position, then back to IGN/START to select continuous ignition.( both ignitors) The operation of the igniter plugs can be checked on the ground, engine
In flight after engine restart, if the selector is maintained in IGN/START not running, through the maintenance MENU mode of the FADEC or manually
position, the EEC selects the continuous ignition on the corresponding ( Manual Start without air )
engine
In case of a fault during an automatic starting on the ground, the EEC IGNITION SYSTEM CIRCUIT BREAKERS
aborts automatically the sequence by closing the starter shut−off valve and There are 5 ignition CB’s installed in the cockpit. 49VU and 121VU
the HP fuel shut−off valve and deenergizing the ignitors.
Ignition during Alternate Start Sequence

(Manual Start Procedure)

When a manual start sequence has been activated by the EEC (ENG/MODE
selector switch in IGN/START position and the ENG/MAN START pushbutton
switch selected to ON) the EEC energizes both ignition exciters.
The deenergization of the ignition exciters is automatically commanded by the
EEC when engine N2 speed reaches 43%.( Starter cut-out )
Positioning of the MASTER control switch to OFF , during that starting
sequence, results in ignition exciter deenergization.

74−00
121VU
EEC
Figure 166 Ignition and Starting System Eng. 1

74−00
IGNITION SYSTEM TEST

Igniter Plug Test
The operation of the igniter plugs can be checked on the ground, engine
not running, through the maintenance MENU mode of the FADEC.
The test will be performed by selecting the corresponding IGNITOR TEST
page in the MENU and positioning the MASTER control switch to ON to have
the 115VAC power supply to the relevant engine.

74−00
MASTER 1
ON ENG
1
OFF
CONTINIUOUE
I NEXT PAGE
Figure 167 FADEC Ignition Test

74−00
IGNITOR TEST
Operational Test of the Ignition System with CFDS
Each ignition system must be individually selected to be tested.

For the test procedure, refer to AMM TASK 74−00−00−710−041
NOTE: DURING THE TEST,AN AURAL CHECK OF THE

IGNITOR PLUG OPERATION HAS TO BE
DONE.

74−00
THE GROUND CREW MUST CONFIRM THAT

THE IGNITION OPERATES !
Figure 168 FADEC Ignition Test Cont.

74−00
IGNITION SYSTEM TEST

Igniter Plug Test
The operation of the igniter plugs can be checked on the ground, engine
not running, through the maintenance MENU mode of the FADEC.
The test will be performed by selecting the corresponding IGNITOR TEST
page in the MENU and positioning the MASTER control switch to ON to have
the 115VAC power supply to the relevant engine.

74−00
MASTER 1
ON ENG
1
OFF
CONTINIUOUE
I NEXT PAGE
Figure 169 FADEC Ignition Test

74−00
IGNITOR TEST
Operational Test of the Ignition System with CFDS
Each ignition system must be individually selected to be tested.

For the test procedure, refer to AMM TASK 74−00−00−710−041
NOTE: DURING THE TEST,AN AURAL CHECK OF THE

IGNITOR PLUG OPERATION HAS TO BE
DONE.

74−00
THE GROUND CREW MUST CONFIRM THAT

THE IGNITION OPERATES !
Figure 170 FADEC Ignition Test Cont.

74−00
IGNITION TEST WITHOUT CFDS

For the test procedure, refer to AMM TASK74−00−00−710−041−01 WARNING: MAKE SURE THAT THERE IS ZERO PSI AT THE
STARTER VALVE INLET BEFORE YOU PUSH
During the test,an aural check of the ignitor plug operation has to be done. THE MAN START P/B.READ THE PRESSURE ON
THE ECAM START PAGE.

74−00
1. CHECK AIR PRESSURE AT START VALVE − 0
2. MODE SELECTOR TO− IGN/START
3. MAN START P/B TO− ON
4. MASTER LEVER− ON
IGN A & B is ”ON”
115VU
ON ENG
1
OFF
NORM
Figure 171 Ignition Test without CFDS

STARTING A319/A320/A321
80−00
ATA 80 STARTING
GENERAL
Starting Schematic NOTE: NO START ABORT BY THE FADEC IN CASE OF FAILURE.
The starting system of the engine utilizes pressurized air to drive a turbine at
high speed. This turbine drives the engine high pressure rotor through a reduc-
tion gear and the engine accessory drive system.
The air which is necessary to drive the starter comes from :
− either the APU
− or the second engine
− or a ground power unit.
The starter supply is controlled by a starter shut−off valve (SOV)
pneumatically operated and electrically controlled. In case of failure, the SOV
can be operated by hand.
The starter valve closes when the N2 speed reaches 43 %.
The starter centrifugal clutch disengages when N2 speed is higher than 43%.
Engine starting is controlled from the ENG start panel 115VU located on center
pedestal and ENG/MAN START switch on the overhead panel.
The starting sequence may be interrupted at any time by placing the MASTER
control lever in OFF position which overrides the FADEC. When the MASTER
control lever is in OFF position the HP fuel shut off valve is closed and the
engine is stopped.
Two procedures are applicable for engine starting :
A. Normal Starting Procedure (automatic)
The starting sequence is fully controlled by the FADEC and is selected
when the ENG/MODE/CRANK/NORM/IGN START selector switch is in
IGN/START position and the MASTER control lever in ON position. Start

can be aborted on ground only by the FADEC in case of failure.
B. Alternative Starting Procedure
This sequence controlled by the pilot is as follows:
− the ignition selector switch in IGN/START position and MAN START
pushbutton switch command the starter shut−off valve,
− the MASTER control lever controls the HP fuel shut−off valve.

80−00
Figure 172 Starting System Schematic

80−00
STARTING COMPONENTS
Starter Motor Starter Air Control Valve
The pneumatic starter motor is mounted on the forward face of the external The starter air control valve is a pneumatically operated, electrically controlled
gearbox and provides the drive to rotate the H.P. compressor to a speed at shut−off valve positioned on the lower right hand side of the L.P. compressor
which light up can occur. (fan) case.
Attachment to the gearbox is done by a V−clamp adaptor. The start valve controls the air flow from the starter air duct to the starter mo-
The starter motor is connected by ducting to the aircraft pneumatic system. tor.The start valve basically comprises a butterfly type valve housed in a cylin-
drical valve body with in−line flanged end connectors, an actuator, a solenoid
The starter motor gears and bearings are lubricated by an integral lubrication
valve and a pressure controller.
system.
A micro switch provides valve position feed back information to the FADEC.
Servicing features include:−

oil level sight glass

oil fill plug

oil drain plug with magnetic chip detector
Starter Motor - Operation

The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor
to the required speed for engine starting. The unit is mounted on the front face
of the external gearbox.
The starter, shown below, comprises a single stage turbine, a reduction gear
train, a clutch and an output drive shaft − all housed within a case incorporating
an air inlet and exhaust.
Compressed air enters the starter, impinges on the turbine blades to rotate the
turbine, and leaves through the air exhaust. The reduction gear train converts
the high speed, low torque rotation of the turbine to low speed, high torque
rotation of the gear train hub.
The ratchet teeth of the gear hub engage the pawls of the output drive shaft to
transmit drive to the external gearbox, which in turn accelerates the engine
H.P. compressor rotor assembly.
When the air supply to the starter is cut off, the pawls overrun the gear train
hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P.
turbine compressor assembly and, therefore, the external gearbox and starter
output drive shaft continue to rotate. When the starter output drive shaft rota-
tional speed increases above a predetermined r.p.m., centrifugal force over-
comes the tension of the clutch leaf springs, allowing the pawls to be pulled
clear of the gear hub ratchet teeth to disengage the output drive shaft from the
turbine.

80−00
STARTER VALVE
GEARBOX
STARTER DUCT
STARTER
FILL PLUG
SIGHT GLASS
DRAIN PLUG/CHIP DETECTOR
Figure 173 Starter Motor

80−00
STARTER AIR CONTROL VALVE

Description
The start air control valve is a pneumatically operated , electrically controlled
shut−off valve positioned on the lower right hand side of the L.P. compressor
( fan ) case
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch
square drive. Acces is through a panel in the R. H. fan cowl. A valve position
indicator is provided on the valve body.
NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE

DUCT PRESSURE.
FAIL SAFE POSITION: ”SOV CLOSED”

80−00
STARTER VALVE
FILTER
MANUAL OVERRIDE
A
CL
OP
STARTER VALVE
STARTER VALVE
Figure 174 Starter Air Control Valve

80−00
STARTER AIR CONTROL VALVE

Description
The start air control valve is a pneumatically operated , electrically controlled
shut−off valve positioned on the lower right hand side of the L.P. compressor
( fan ) case
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch
square drive. Acces is through a panel in the R. H. fan cowl. A valve position
indicator is provided on the valve body.
NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE

DUCT PRESSURE.
FAIL SAFE POSITION: ”SOV CLOSED”

80−00
STARTER VALVE
FILTER
MANUAL OVERRIDE
A
CL
OP
STARTER VALVE
STARTER VALVE
Figure 175 Starter Air Control Valve

80−00
START AIR CONTROL VALVE TEST

Start Air Control Valve Test via CFDS
The start air control valve operation may be tested via CFDS.
Refer to AMM Task 80−13−51−710−040.

80−00
/FMU TEST
NOTE:RETURN NO FAULTS
RETURN FAULT DETECTED
OR
Figure 176 Starter Valve Test via CFDS

80−00
START AIR CONTROL VALVE TEST ( FAULT DETECTED )
AMM Starter Valve Test ata 80-13-51 p507


80−00
RETURN FAULT DETECTED
/FMU TEST
Figure 177 Starter Valve Test via CFDS

80−00
CRANKING−DESCRIPTION
Air Supply
The air necessary for the starting comes from the duct connecting engine
bleed and the precooler..
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 psig.
Dry Cranking ( Test No 1 )

Requirement
A dry motoring of the engine will be needed when:

it is necessary to eliminate any fuel accumulated in the combustion
chamber

a leak ckeck of engine systems is needed.
To perform this operation, the starter is engaged and the engine is motored but
the HP fuel shut off valve remains closed and both ignition systems are OFF.
An engine dry motoring can be performed for a maximum of three
consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling
period of 15 seconds between each cycles).
After three cycles or 4 minutes of continuous cranking, stop for a
cooling period of 30 minutes.

80−00
PUSH ONE L/H BOOST PUMP P/B

TO ‘ON‘ BOOST PUMP STARTS TO RUN
PULL C/B: HP FUEL SOV LP FUEL SOV OPENS (ECAM WARNING)
PUT MODE SELECTOR

TO ‘CRANK‘ POSITION ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE MIN. 30 PSI
PUSH ‘MAN START‘ PB TO ‘ON‘ START VALVE OPENS
MONITOR INDICATIONS N2 AND N1 COMES INTO VIEW

N2, N1 AND OIL PRESSURE MUST
INCREASE
AFTER MAX. 2 MINUTES
RELEASE ‘MAN START‘ PB TO OFF START VALVE CLOSES,ENGINE INDICATIONS

−BACK TO ‘0‘
NORM
PUT MODE SELECTOR ECAM ENG START PAGE
TO ‘NORM‘ POSITION DISAPPEARS
PUSH C/B: HP FUEL SOV LP FUEL SOV CLOSES
Figure 178 Dry Cranking Procedure

80−00
WET CRANKING
Wet Cranking ( Test No 2 )
A wet motoring will be needed when the integrity of the fuel system has to
be checked.
If such a test is performed, both ignition systems are off ( also pull the circuit
breakers) and the starter is engaged to raise N2 up to the required speed of
20%.
The MASTER control switch is moved to ON and the exhaust nozzle of the
engine carefully monitored to detect any trace of fuel. On the ECAM the FF
indication shows approx. 180kg initial fuel flow.
When the MASTER control switch will be returned to the OFF position to
shut-off the fuel , also the starter valve closes . The EEC automatically
reengages the starter at 10% N2 and the engine should be motored for at
least 60 seconds to eliminate entrapped fuel or vapor.
The motoring can be performed for a maximum of three consecutive

cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15
seconds between each cycles).
After three cycles or 4 miutes of continuous cranking, stop for a cooling
period of 30 minutes.

80−00
PULL IGNITION SYSTEM C/B‘S (5)

PUSH ONE L/H BOOST PUMP P/B
TO ‘ON‘ BOOST PUMP STARTS TO RUN
DO NOT PULL C/B: HP FUEL SOV
PUT MODE SELECTOR
TO ‘CRANK‘ POSITION ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE MIN. 30 PSI
PUSH ‘MAN START‘ PB TO ‘ON‘ START VALVE OPENS
MONITOR INDICATIONS N2 AND N1 COMES INTO VIEW

N2, N1 AND OIL PRESSURE MUST
INCREASE
WHEN N2 SPEED IS >20%
PUT ENG MASTER SWITCH TO ‘ON‘ FUEL FLOW INDICATION INCREASES
AFTER 10−20 SECONDS
PUT ENG MASTER SWITCH TO ‘OFF‘ FUEL FLOW INDICATION GOES TO ‘0‘
START VALVE CLOSES
NORM
WHEN N2 SPEED REACHES 10% THE EEC RE−ENGAGES THE STARTER

AFTER 60 SECONDS MOTORING
RELEASE ‘MAN START‘ PB TO OFF START VALVE CLOSES,ENGINE INDICATIONS

−BACK TO ‘0‘
PUT MODE SELECTOR ECAM ENG START PAGE

TO ‘NORM‘ POSITION DISAPPEARS
Figure 179 Wet Cranking Procedure

80−00
EEC AUTO START ABBORT

AUTOMATIC START
The autostart procedure commences only when the engine is not running, the
The automatic start mode gives the EEC full control to automatically sequence mode selector set to IGN/START and the master switch is ON.
the starter air valve, ignition relays and the fuel on / off torque motor. Upon re-
ceipt of the appropriate start command signals from the engine interface unit Intermittent mode selector position or manual start push button switch selection
( EIU ) , the EEC commands , in sequence: has no effect on autostart sequence once the autostart procedure is initiated.
Switching the master switch OFF during an autostart will close the fuel and

the starter air valve starter air valves and turn the ignition system off.It also resets the EEC.

ignition exiter relay(s),
− alternatively selected for each ground start The automatic start abort function is only available when N2 speed is below
43% and in case of:
− both selected for inflight or manual starts

Start valve failure

fuel on function of the torque motor which opens the shutoff valve.

Ignition failure
During a normal start, the starter air valve and ignition exciter are automatically

Pressure Raising Shut Off Valve failure
turned off by the EEC at a predetermined N2 speed of 43%

Hot start
Starter assist will be comanded by the EEC for inflight starts at low MACH
numbers where windmilling conditions are insufficient for engine starting.
Hung start
(The EEC has input data necessary to activate starter assist function where
Surge
necessary.)
EGT >250 deg C when restart (max 2 min)
NOTE: IN CASE A AUTO START IS INITIATED AND ONE THRUST LEVER
Loss of EGT
IS NOT IN IDLE POSITION A ECAM WARNING IS TRIGGERT. THE
NOTE: THE OIL PRESSURE IS NOT MONITORED DURING AUTO START
START SEQUENCE WILL CONTIUE AND THE ENGINE WILL AC-
CELERATE TO THE TRUST LEVER POSITION. The EEC automatically shuts off fuel, ignition, and starter air and provides the
appropriate fault indication to the cockpit. (Auto Start Fault)
Autostart fault messages will be displayed until approximately idle speed.
The EEC’s ability to shut off fuel is inhibited above 43% N2 on the
ground and at all conditions inflight. In case of an automatic start abort,
the EEC re−opens the start valve when reaching 10% N2 for a 30 second
dry motoring cycle to clear fuel vapor and to cool the engine.
Then the operator has to select the Master switch to the OFF position by
a command indicated on the ECAM page ( ”Master lever OFF ” ).
The operator then has to decide to perform a new engine start or trouble-
shoot the system.

80−00
Panel 115 VU
−Turn Mode Selector to IGNSTART ECAM ENG Start Page is displayed, the airpreessure
Position ( HP−Connection or APU ) must be 30−40 psi. Panel 115 VU
−Turn Mode Selector to NORM
NORM
ENG
1
NORM
Panel 115 VU
−Set the ENG−MASTER switch to ON On the ENG Start Page:
( The Pack valves also ”Close” ) − the starter valve symbole goes in line (open)
After 30 seconds:
-the A or B IGN indication comes in to view
-the FUEL FLOW indication 180KG/H comes into
ENG view
-the EGT rises (max. 20 sec. after FF).
1 NORM
Upper ECAM −at 43% N2 the starter valve symbole must

−MONITOR: EPR, N1, N2, EGT, FF go to cross line (closed)
− IGN OFF
−Check Oil Pressure min. 60psi.
−record the start EGT (R/U sheet)
Figure 180 Automatic Start Procedure
80−00
MANUAL START
The engine manual start panel, used for manual start, is located on the over-
head panel and is composed of two manual start push button switches (one per
engine).
The manual start mode limits the authority of the EEC so that the pilot can
sequence the starter, ignition and fuel on/off manually. This includes the ability
to dry crank or wet crank.
During manual Start operation, the EEC Auto Startabort feature is not
available and conventional monitoring of the start parameters is
required.
The EEC continues to provide fault indications to the cockpit.
The manual start procedure commences when the mode selector is set to:
IGN/START,the manual start push button switch is set to ON and the master
switch is OFF.
The starter air valve is then commanded open by the EEC.
When the master switch is turned ON ( at 22% N2 ) during a manual start, both
ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H).
Intermittent mode selector position has no effect on the manual start sequence
once the manual start procedure is initiated.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has
no effect on the start.
When the master switch is turned OFF, the control commands the HP fuel
valve closed, the starter air valve closed and the ignitors off and the EEC is
resetted..

80−00
Panel 115 VU Panel 122 VU
− Turn MODE Selector to IGN / START ECAM ENG START Page is displayed, the airpressure − Turn MODE Selector to NORM
Position ( HP - Connection or APU ) must be 30 - 40 psi
ENG
1
NORM NORM
Panel 122 VU
−Push the MAN START PB − the blue ON light of this PB comes on.
On the ENG Start Page :
−the starter valve symbole goes in line (open).
Panel 122 VU
(−PACK VALVES closed )
−release the MAN START PB
−N2, Oilpressure and N1 must increase
Panel 115 VU
−after 30sec (> 22% N2):
−A and B indication comes in to view
set the ENG MASTER switch to
( below IGN )
ON
−FUEL FLOW indication 180KG/H
ENG
1 −EGT rise (max. 20 sec. after FF )
NORM −at43% N2 the starter valve symbole must

go to cross line (closed)
− IGN OFF
−Check Oil Pressure min. 60psi.
−record the start EGT (R/U sheet)
Figure 181 Manual Start Procedure

Exhaust A319/A320/A321
Reverser System IAE V2530-A5
78−30
ATA 78 EXHAUST
REVERSER SYSTEM
Introduction
Description
The thrust reverser comprises a fixed inner and a movable outer ( translating )
assembly.
The translating cowl is moved by four hydraulically operated actuators which
are pressurized by the pumps mounted on each engine..
The air is discharged through cacades.
The reverser is controlled through the FADEC system from the cockpit by a
lever hinged to the corresponding throttle control lever-
The thrust reverser system comprises:
− a hydraulic control unit (HCU)
− four actuators with internal lock for lower actuators
− three flexible shafts
− two linear variable differential transformers located on each upper
actuator
− two proximity switches located on each lower actuator
− two thrust reverser cowls comprising a fixed structure and 2 trans-
lating sleeves latched together.

78−30
DRAG LINK
Figure 182 Thrust Reverser stowed / deployed

78−30
THRUST REVERSER SYSTEM DESCRIPTION

General NOTE: DURING NORMAL REVERSER OPERATION THE ISOLATION
The thrust reverser is actuated in response to signals from the Engine VALVE REMAINS ENERGIZED FOR A PERIOD OF FIVE SE-
Electronic Control (EEC). Selection of either stow or deploy from the CONDS AFTER THE LVDTS HAVE REGISTERED FULLY STOWED
cockpit generates a signal to the engine EEC which in turn, supplies TO ENSURE FULL LOCK ENGAGEMENT AND COMPLETION OF
signals to the thrust reverser hydraulic control unit. THE STOW CYCLE.
Thrust Reverser Deployment

Inadvertent Stowage/Deployment
Thrust reverser deployment is initiated by rearward movement of the
reverser lever which inputs a signal, via a dual resolver, to the EEC. In either case the LVDT sensors would detect a movement the EEC
The EEC supplies a 28 volt signal to the isolation valve and directional would execute auto−restow or auto−redeploy.
control valve solenoids mounted in the HCU. This occurs when the LVDTs sense uncommanded movement greater than
The supply of the signal to the directional control valve solenoid is also depen- 10% of actuator full travel.
dent if aircraft is on ground (weight onwheels) and upon the closure of the air- When auto−restow is initiated the EEC signals the isolation valve to open.
craft permission switch ( T/R inhibition relay) in that line. This switch is closed Pressure is returned to the system and with the directional control valve
by the Throttle Lever Angle signal via the spoiler/elevator computer and the in its stow position the reverser is returned to its stowed condition.
Engine Interface Unit energization of the isolation valve solenoid and the direc- Following auto−restow the isolation valve would remain energized for the
tional control valve solenoid allows hydraulic pressure into the system .This remainder of the flight.
event being relayed to the EEC by the pressure switch mounted in the HCU. If the reverser travel exceeds 15% of its travel from the fully stowed position
Pressure in the lower actuators releases the locks and these events are sig- then the EEC will command idle.
nalled to the EEC by the Proximity Switches (lock sensors). As the pistons Following restow, full power is again obtainable.
move rearward to deploy the reverser, the Linear Variable Differential Trans- When auto redeploy is initiated to counteract inadvertent stow, the EEC will
former (LVDT) on the upper actuators monitors the movement and informs the command the isolation valve to close and maintain it closed until forward thrust
EEC when the translating sleeve is fully deployed, the Proximity Switches and has been reselected. This action will prevent further movement in the stow
LVDTs remain active and the isolation valve remains energized. direction by virtue of the large aerodynamic loads on the translating sleeves
which will normally be sufficient to deploy the reverser. If the reverser travel
Thrust Reverser Stowage
exceeds 22% of its travel from the fully deployed position then the EEC will
Stowage of reverser is initiated by forward movement of the piggyback command idle power.
levers which signal this intent to the EEC. The signal to the directional
control valve solenoid is then cancelled by the EEC and permission switch, T/R components monitored by CFDS
allowing pressure to remain only in the stow side of the actuators. The pistons The following components are monitored by the CFDS:
then move forward until stowing is complete and the lower actuator locks are

HYDRAULIC CONTROL UNIT (HCU)
engaged after which the isolation valve solenoid is de−energized and the re-
verser is locked in the forward thrust mode.
STOW SWITCH LOWER ACTUATOR R/H

STOW SWITCH - LOWER ACTUATOR L/H

LVDT -THRUST REV UPPER ACTUATOR R/H ( DEPLOY )

LVDT - THRUST REV UPPER ACTUATOR L/H ( DEPLOY )

78−30
STATIC
EIU 1/ 2 RELAY
SEC 1 MREV 70,0%
CFDIU DMC EPR
OR
SEC 2 (3 ) 1,2 1,4 1,2 1,4
1,6 1,6
1 REV 1 REV
MCDU 1,009 1,010
FWC
T/R TEST
LGCIU 1/2
T/R
POSITION
(WOW) CHANNEL A
MAIN
LANDING
GEARS1&2
T/R
POSITION
CHANNEL B
E.E.C. CHANNEL A
CHANNEL B
PRESS SW
SUPPLY
THRUST N2 >50% SOV F
HYDRAULIC HCU T/R
LEVER
RETURN
INHIBITION
TLA RELAY
AND
RESOLVERS
CHANNEL B DIRECT V SOL
POTENTIO− ISOLATION V SOL
METERS DIRECT V SOL
CHANNEL A
ISOLATION V SOL
Figure 183 Reverser System Schematic
78−30
THRUST REVERSER INDEPENDENT LOCKING SYSTEM

General
**ON A/C 116−199,
An independent locking system is designed to isolate the thrust reverser from
the aircraft hydraulic system. This system consists of thrust reverser Shut−Off
Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and
associated plumbing, mounting and electrical supply. The SOV is electrically
actuated from an independent signal from the SEC (Spoiler Elevator Com-
puter), bypassing the FADEC command circuit.

78−30
STATIC
EIU 1/ 2 RELAY
SEC 1
CFDIU DMC EPR
OR
SEC 2 (3 ) 1,2 1,4 1,2 1,4
1,6 1,6
1 REV 1 REV
MCDU 1,009 1,010
FWC
T/R TEST
LGCIU 1/2
T/R
POSITION
(WOW) CHANNEL A
MAIN
LANDING
GEARS1&2
T/R
POSITION
CHANNEL B
E.E.C. CHANNEL A
CHANNEL B
PRESS SW
SUPPLY
THRUST N2 >50% SOV F
HYDRAULIC HCU T/R
LEVER
RETURN
INHIBITION
TLA RELAY
AND
RESOLVERS
CHANNEL B DIRECT V SOL
POTENTIO− ISOLATION V SOL
METERS DIRECT V SOL
CHANNEL A
ISOLATION V SOL
Figure 184 Reverser System Schematic
78−30
THRUST REVERSER SYSTEM

Cacades
There are 16 cacades installed.
The cacades are not interchangeable.

78−30
Figure 185 Reverser Installation

78−30
THRUST REVERSER MANUAL DEPLOYMENT

THRUST REVERSER HYDRAULIC SUPPLY
Non Return Valve ( By−pass ).
Thrust Reverser Operation
During manual deployment the non return valve must be set in the bypass posi-
The thrust reverser is operated by aicraft hydraulic pressure. tion to allow the hydraulic from the actuators to go back to return.
The reverser hydraulic control unit ( HCU ) directs hydraulic pressure to the Access to the non return valve is gained by removing the pylon access panel
actuators. on the left hand side..
The EEC controls the HCU and the reverser operation.

78−30
NON RETURN VALVE

Figure 186 Reverser Hydraulic Supply

78−30
THRUST REVERSER INDEPENDENT LOCKING SYSTEM

**ON A/C 116−199,
General
An independent locking system is designed to isolate the thrust reverser from
the aircraft hydraulic system. This system consists of thrust reverser Shut−Off
Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and
associated plumbing, mounting and electrical supply. The SOV is electrically
actuated from an independent signal from the SEC (Spoiler Elevator Com-
puter), bypassing the FADEC command circuit.
Component Location
The SOV and the filter are located under the pylon. (Ref. Fig. 001)
COMPONENT DESCRIPTION
Shut−Off Valve
The thrust reverser Shut−Off Valve (SOV) is a 3 port, two position spool valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot
valve. Electrical power is supplied to the SOV through the fan electrical feeder
box.
Filter and Clogging Indicator

It is used to filter the fluid from the aircraft hydraulic system. The filter is a flow−
through cartridge−type filter. The clogging indicatormonitors the pressure loss
through the filter cartridge and has a pop−out indicator to signal when it is nec-
essary to replace the filter element. Two spring−loaded magnetic pistons keep
the pop out indicator in retracted position. The lower magnetic piston monitors
the differential between the filtered and unfiltered fluid pressure across the filter
element. As the differential pressure increases, the piston compresses its

spring and moves away from the upper magnetic piston. At a preset displace-
ment of approximately 2 mm, the upper magnetic piston spring overcomes the
magnetic force and drives the pop−out indicator from its retracted position.The
filter assembly contains a check valve to permit the removal of the canister and
the change of the filter element with a minimum of spillage. LOCATION

78−30
Figure 187 T/R Independent Locking System (**On A/C 116−199)

78−30
REVERSER HYDRAULIC CONTROL UNIT

Reverser Hydraulic Control Unit ( HCU ) Filter and clogging indicator
General The hydraulic control unit filter is used to filter the fluid supply from the aircraft
The hydraulic control unit controls hydraulic fluid flow to the thrust reverser ac- hydraulic system. The filter is a flow through cartridge type filter. The clogging
tuators. Control and feedback signals are exchanged with the EEC. indicator monitors pressure loss through the filter cartridge and features a pop−
The HCU is mounted on the pylon over the engine centerline, just out indicator to signal when it is necessary to replace the filter element.
forward of the C−duct and is accessible from the left side.
Manual Lockout Lever
The hydraulic control unit includes the following items:
With the manual lockout lever it is possible to shut the hydraulic supply to the
− isolation solenoid valve solenoid, reverser by closing the isolation valve in the HCU.The lever can be secured in
− isolation valve, the lockout position with a pin.(this is also a part of blocking the reverser.)
− directional control valve solenoid, This must always be done when working on the reverser system !
− directional control valve,
− pressure switch,
− filter and clogging indicator (pop out).
Isolation Valve
The solenoid operated isolation valve isolates the thrust reverser actuation sys-
tems from the remaining hydraulic network on the engine. The isolation valve
solenoid is a dual coil valve solenoid connected to both channels of the EEC.
The isolationvalve is in the closed position while the thrust reverser is in the
stowed position. Upon actuation of the thrust reverser system, the isolation
valve solenoid is energized and the isolation valve is opened.
Directional Control Valve

The solenoid operated directional control valve directs high pressure hydraulic
fluid to the correct end(s) of the actuators to either stow or deploy the translat-
ing sleeve.The directional control valve solenoid is a dual wound solenoid con-
nected to both channels of the EEC. The directional control valve solenoid is
energized when the deploy command is given and provides hydraulic fluid at
hydraulic pump supply pressure to both ends of the actuators through the
directional control valve to initiate deployment of translating sleeve.
Pressure Switch
The pressure switch provides signals to the EEC to indicate when there is hy-
draulic pressure downstream of the isolation valve. The pressure switch is
closed at pressure between 798 and 1450 psi and is opened at a minimum-
pressure of 798 psi.

78−30
ISOLATION VALVE
HYDRAULIC SOLENOID VALVE
INPUT UNION
FILTER (POP-OUT) DIRECTIONAL VALVE

INDICATOR SOLENOID VALVE
HOUSING
SPRING
BLEED VALVE
FILTER
PRESSURE
SWITCH
QUICK RELEASE PIN
HYDRAULIK
OUTPUT
ISOLATING LEVER
CONNECTOR „A“ CHANNEL

CONNECTOR „B“ CHANNEL
Figure 188 Hydraulic Control Unit ( HCU )

78−30
HCU IN FORWARD THRUST POSITION

In the initial stowed position with the reverse stow control selected in the cock-
pit,the hydraulic pressure is applied to the input of the HCU.All reverser hydrau-
lic systems are pressurized at the return pressure as long as the aircraft is in
flight and no signal is sent to open the isolation valve solenoid.

78−30
FORWARD THRUST CONFIGURATION

ACTUATORS STOWED.
**ON A/C 116−199,

SHUT-OFF VALVE
S
FILTER
NON RETURN VALVE ( MANUAL OPERATED)

Figure 189 HCU Schematic

78−30
HCU DEPLOY SEQUENCE DESCRIPTION
1 When reverse thrust is selected in the cockpit, the EEC ensures that deploy
ment is permitted.In that case, the electrical power (28VDC) is sent to the
isolation valve solenoid and to the directional valve solenoid.
2 When the isolation valve is opened and the directional control valve solenoid
is energized, hydraulic pressure (3000 psi) moves the directional control
valve to supply hydraulic pressure to the head end of the actuator to unlock
the actuators, and then extending the actuators.
3 As soon as both lock sensors indicate unlocked for more than 0.2 seconds
(indicating that translating sleeves are ”unlocked sleeves” signal is sent by
these sensors to the EEC. In the cockpit an amber REV indication is dis
played in the middle of the EPR dial or the ECAM display unit.
4 Each translating sleeve arriving at 95 percent of its travel is slowed down

until completely deployed through hydraulic actuator inner restriction. This
event is indicated to EEC when both Linear variable Differential Transform
ers (LVTD) detect this position. REV indication changes to green.
NOTE: WHEN THE THRUST REVERSER IS IN THE DEPLOYED POSI-

TION, THE ISOLATION VALVE REMAINS ENERGIZED TO MAIN-
TAIN THE HYDRAULIC PRESSURE IN THE ACTUATORS TO PRE-
VENT VIBRATION. IF AN UNCOMMANDED STOW MOVEMENT IS
DETECTED, THE EEC WILL DE−ENERGIZE THE ISOLATION
VALVE. THIS WILL LEAD TO A THRUST REVERSER REDEPLOY

DUE TO AERODYNAMICAL FORCES ON THE BLOCKER DOORS.

78−30
Figure 190 HCU Deploy Sequence

78−30
HCU STOW SEQUENCE DESCRIPTION
1 When translating sleeves stowing is selected, the EEC ensures that stowing
is permitted. In that case the EEC de−energizes the directional valve sole
noid. When one translating sleeve is less than 95 % deployed, REV indica
tion changes to amber.
2 Hydraulic pressure is supplied to the rod end of the actuator, the head is
connected to return. A flow limiter controls hydraulic actuator piston retrac
tion speed.
3 When both translating sleeves are at 0 % from their stowed position, they
set the proximity switches (lock sensor) which send the ”stowed sleeves”
information to the EEC. The REV indication disappears.
4 The actuators move until stowing is complete and the lower actuator locks
are engaged after which the isolation valve solenoid is de−energized and
the reverser is locked in the forward thrust mode position.

78−30
Figure 191 HCU Stow Sequence

78−30
HYDRAULIC ACTUATION SYS. COMP.

Hydraulic Actuators
The actuator base is attached to a torque ring and the end of the piston is at-
tached to the translating sleeve. As hydraulic pressure builds up in the actua-
tor, the piston extends. This moves the translating sleeve aft to the deploy posi-
tion. In the retract mode,the piston retracts which moves the translating back to
the stow position.
The Upper actuators ( 2 ) have internal LVDT.
The Lower actuators ( 2 ) have a manual unlocking handle and proximity
switches.
FLEXSHAFT INSTALLATION
Syncronization System
Flexible Shafts
Three flexible shafts connect the four actuators together to synchronize
the speed with which the actuators operate and the T/R sleves on each side of
the engine .
This synchronization keeps the top and bottom of the sleeve traveling at the
same rate so the sleeve will not tilt and jam. The synchronization also keeps
the two translating sleeves moving together so reverse pressure in the second-
ary air flow is equal on both sides of the engine.
The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The
shaft engages a worm gear at the base of the actuator that translates the turn-
ing action of the actuator piston as it moves out or in.

A cross−over shaft connects the two upper actuators.
Another shaft connects the upper and lower actuators on each side.

78−30
MANUAL DRIVE
Figure 192 Flexible Drive Shafts

78−30
HYDRAULIC ACTUATORS DESCRIPTION

Four actuators are used for each thrust reverser,two actuators are used for
each translating cowl.

the lower actuators incorporate an integral lock mechanism which holds the
piston in the fully stowed position.

the upper actuators incorporate an integral Linear Variable Directional
Transformer (LVDT) to indicate piston position,and thus translating cowl
position , to the EEC.
All actuators use hydraulic snubbing at the end of the deploy stroke to slow
down the actuators over the final part of the deploy stroke.All actuators also
incorporate the necessary deploy stroke mechanical stops.
UPPER NONLOCKING ACTUATOR

The two upper actuators are identical and in conjunction with the two lower
locking actuators , control movement of the fan reverser translating elements in
response to hydraulic inputs from the HCU.

78−30
Figure 193 Upper Nonlocking Actuator

78−30
LOWER LOCKING ACTUATORS

The two lower loking actuators are identical and in conjunction with the two up-
per actuators, control movement of the fan reverser translating elements in re-
sponse to hydraulic inputs from the hydraulic control unit (HCU).
The actuators incorporate an integral lock mechanism to hold the piston rod
when the actuator is in the fully stowed position.
The lock releases on rising hydraulic pressure when deploy is commanded via
the HCU.The lock mechanism incorporates a manual release facility and prox-
imity switch for electrical lock position feedback to the EEC.

78−30
Figure 194 Lower Locking Actuator

78−30
THRUST REVERSER MANUAL DEPLOY / STOW

Manual Deploy/stow
The thrust reverser may be deployed/stowed manually for maintenance − trou-
bleshooting operations.
The procedure is summarised below, the full procedure, warnings and cau-
tions may be found in the MM ATA 78−30.

open and tag the CB’s listed in the MM.

open the L. and R. hand fan cowls.

move the thrust reverser hydraulic control unit de−activation lever to the de−
activated position and insert the lockout pin.

disengage the locks on the two locking actuators. Insert pins to ensure locks
remain disengaged.

position the non return valve in the bypass position ( deploy only−not neces-
sary for stow operation ).

insert 3/8 inch square drive speed brace into external socket, push to en-
gage drive and rotate speed brace to extend/retract translating cowl as re-
quired.
NOTE: DO NOT EXCEED MAX. INDICATED TORQUE LOADING.

78−30
NON RETURN VALVE

Figure 195 Reverser Manual Operation

78−30
THRUST REVERSER DEACTIVATION

De−activation
The procedure is summarised below, the full procedure is described in the
MM 78−30−00 P.407.

if the thrust reverser is deployed,it has to be stowed manually.

install the lock out pin in the de−activation lever of the hydraulic control unit.

remove the translating cowl de−activation pins (2) from their stowage and
insert them in the de−activation position.
T / R Lockout pin installation

NOTE: WHEN FULLY INSERTED IN THE DE−ACTIVATION POSITION THE
PINS WILL PROTUDE APPROX. 0.8” TO PROVIDE VISUAL IN-
DICATION OF ”LOCK OUT”.

78−30
Figure 196 T/R Deactivation

78−30
FADEC CFDS REVERSER TEST

Reverser Testing via MCDU
Via MCDU it is possible to operate the reverser on ground with engines OFFto
make sure the system operation is o.k.
For the TEST refer to:
MM Task 78−31−00−710−41 Operational Test of the Thrust Reverser System
wth the CFDS.
Description
For the test hydraulic power must be switched on depending which reverser
system will be tested.( Green ENG 1, Yellow END 2 ).
All the test steps are written on the MCDU.If the test is active the REV UN-
STOW warning appears on the engine warning display.
Movement of the throttle into the reverse idle position will deploy the rever-
ser.Returning the throttle to the FWD idle position will restow the reverser.
During the test also the REV indication in the EPR indicator must be checked.
The actual position of the T/R is also indicated on the MCDU .
CAUTION: MAKE SURE THE TRAVEL RANGES OF THE

THRUST REVERSERS ARE CLEAR.
FOR SAFTEY REASONS THE TEST TIME DURA-
TION IS LIMITED TO 60 SEC.

78−30
WARNING MASSAGE WHEN IN TEST

Figure 197 FADEC T/R Test (NO FAULT)

78−30
FADEC T/R TEST ( FAULT DETECTED )


78−30
Figure 198 FADEC T/R Test (FAULT DETECTED)

78−30
FADEC T/R TEST ( NOT O.K. )

For saftey reasons the time for the test is limited.
NOTE: IF THE TEST PROCEDURE IS NOT PER-

FORMED WITHIN 15 SECONDS (MOVING THE
THROTTLE LEVER TO REVERSE ) THE TEST
WILL BE INTERRUPTED AND A NEW TEST
MUST BE INITIATED.
NOTE: THE DURATION OF THE COMPLETE T/R OP-

ERATIONAL TEST (OPENING & CLOSING ) IS
LIMITED TO 60 SECONDS.
IF THIS TIME IS EXCEEDED THE TEST WILL
BE INTERRUPTED AND A NEW TEST MUST
BE INITIATED.

78−30
NO THRUST LEVER MOVEMENT

TO REV. WITHIN THE TIMELIMIT
Figure 199 FADEC T/R Test (NOT O.K.)

ENGINE CHANGE IAE V2530-A5
71-00
ATA 71-00 ENGINE CHANGE

ENGINE REMOVAL / INSTALLATION
The arrangements for slinging / hoisting the engine are shown below
( Bootstrap).
NOTE: DURING THIS OPERATION THE ”C” DUCTS ARE SUPPORTED BY
RODS WHICH ARE POSITIONED BETWEEN THE ”C” DUCT AND
THE ENGINE PYLON.
After a new engine was installed different Test Tasks have to be performed:

Check of engine datas via CFDS ( ESN,EEC P/N, Engine Rating, Bump
level ) to make sure that they are the same as written on the EEC, data
entry plug and engine identification plates.

Operational Test of EEC via CFDS.

If A/C is operated in actual CAT III conditions,a Land Test must be per-
formed.

Functional check of IDG disconnect system.

Functional check of engine ice protection system.

TEST NO. 1 ( Dry motor leak check )

TEST NO. 2 ( Wet motor leak check )

TEST NO. 3 ( Idle leak check )

TEST NO. 6 ( EEC system idle test )

TEST NO. 13 ( Prestested engine replacement test )
For further information refer to AMM ATA 71-00-00.


ENGINE CHANGE IAE V2530-A5
71-00
Figure 200 Engine Removal / Installation

ENGINE GROUND OPERATION A319/320/321
POWER PLANT PRESERVATION
71−00

Protect the Engine External Surfaces
List of Preservation Procedures
Task 71−00−00−500−010 Task 71−00−00−600−011
A.General
Preservation of the Power Plant The procedures in AMM 71−00−00−600−011 describes the protection of
Task 71−00−00−550−010 external surfaces.
A.General B.Equipment
The procedures in AMM 71−00−00−550−010 are for Engines stored on wing Anti-corrosion inhibit fluid.
or inside/outside.The periods are for 7 days,7−30 days,31 days-3 months
and over 3 months. Preservation of the Main Line Bearings
B.Equipment Task 71−00−00−550−012
Engine Covers,desiccant,rust preventative,moisture resistant tape. A.General
The procedures in AMM 71−00−00−550−012 describes the preservation of
Depreservation of the Power Plant
the main line Bearings.
Task 71−00−00−550−011
B.Equipment
A.General
Engine Oil.
The procedures in AMM 71−00−00−550−011 are for depreservation up to 3
months or over 3 months.
B.Equipment
Engine Oil
Clean and Examine the Power Plant

Task 71−00−00−100−010
A.General
The procedures in AMM 71−00−00−100−010 describes the cleaning of the

Engine.
B.Equipment
Cleaning Solvent
FRA US/T5 KoA May 04 Page: 398

ENGINE GROUND OPERATION A319/320/321
71−00
THIS PAGE INTENTIONALLY LEFT BLANK

FRA US/T5 KoA May 04 Page: 399

ICE AND RAIN PROTECTION A319/A320/A321
ENG. AIR INTAKE ANTI ICE PROTECTION IAE V2530−A5
30−20
ATA 30 ICE AND RAIN PROTECTION SYSTEM CONTROL

ON − (PB−Switch In, Blue)
30−20 ENG. AIR INTAKE ICE PROTETION The ON light comes on in blue. (valve solenoid deenergized) .
ENG ANTI ICE ON is indicated on the ECAM MEMO page.
System Description
When the anti ice valve is open (valve position sw. NOT CLOSED), the zone
Engine Air Intake Anti−Ice Air source controller sends a signal to the FADEC (ECS signal), this will:
The air bled from the 7th stage of the high compressor is the heat source.
Modulate the Idle speed to Min.PS3 Schedule Demand for both engines.
A solenoid−operated shutoff valve (which is designed to fail to the open
Switch the Cont. Ignition− ON (via EIU/EEC).
position) provides the on−off control. The piccolo tube distributes the air
whithin the leading edge of the intake cowl. The spent air exhausts via a OFF − (PB−Switch Out)
flush duct in the aft cavity of the intake cowl. Anti ice system is OFF (valve solenoid energized).
Valve FAULT − (PB Switch In, Amber)
For each Engine, hot bleed air is ducted via an ”ON/OFF” valve. Fault light illuminates amber when valve not fully open.
The valve is pneumatically operated,electrically controlled and spring loaded
closed. FAULT − (PB−Switch Out, Amber)
Upon energization of the solenoid, the valve will close. Fault light illuminates amber.
In case of loss of electrical power supply and pneumatic air supply available, The ECAM is activated
the valve will open.(Fail safe „OPEN“ )
− Single chime sounds

It has a “Manual Override and Lock”. It can be blocked in the OPEN or in
− MASTER CAUT light ”ON”
the CLOSED position.
− Warning message:
Control − ANTI ICE ENG 1 (2) VALVE CLSD
For each engine, the”ON/OFF” valve is controlled by a pushbutton. − ANTI ICE ENG 1 (2) VALVE OPEN.
Continuos ignition (A/B) is automaticaly activated on both engines when the
valve is opened.
The ”FAULT” light comes on during transit or in case of abnormal operation.
When the anti−ice valve is open, the zone controller determines the bleed air
demand for the Full Authority Digital Engine Control (FADEC) system.
ECAM Page
If at least one of the two engine air intake anti−ice systems is selected ”ON”, a
message appears in GREEN on the ”ECAM MEMO” display.

30−20
1 2
FADEC
OPEN POSITION
CABIN ZONE SIGNAL
CONTROLLER
Figure 201 Engine Nacelle A/I Architecture

30−20
SYSTEM CONTROL SCHEMATIC


30−20
( ZONE CONT.)
( EIU )
Figure 202 Control Schematic

30−20
ANTI−ICE VALVE DEACTIVATION

ENGINE ANTI ICE DUCT AND VALVE
refer to MEL.ATA 30.
Procedure

Lock the intake anti−ice valve (1) in the open or the closed position

Remove the lock−pin (4) from the transportation hole (5) in the
valve (1).

Use an applicable wrench on the nut (2) and move the valve to the
necessary position (open or closed).

Hold the valve in the necessary position and install the lock−pin
(4) in to the valve locking hole (3).

30−20
ANTI−ICE DUCT
1 ANTI−ICE VALVE
2 NUT
5 TRANSPORTATION− 3 VALVE LOCKING−

HOLE HOLE
4 LOCK PIN
Figure 203 Engine Anti−Ice Duct and Valve

A320 71−80V2500JARB1
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . 1 ATA 72−60 ACCESSORY DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . 58
ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
ATA 71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 ATA 72-00 BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 BORESCOOPING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . 68
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 BORESCOPE INSPECTION OF THE HP COMP. CONT. . . . . . . . . . . 70
73−20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
ENGINE CONTROL P/B’S AND SWITCHES . . . . . . . . . . . . . . . . . . . . . 14 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . 18 AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . 76
72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
NO 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . 82
MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING . . . . . . . . . . . . . . 82
MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . 84
INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . . . . . . . . . . . 86
FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 40 FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . 88
ATA 72-31-1
1 FAN BLADE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 C - DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 90
FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 C - DUCT HOLD OPEN STRUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 ATA 79 OIL 94
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 79−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
MODULE 40 HP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
HP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
10 TH. STAGE MAKE UP AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . 56 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
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LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL FILTER DIFF. PRESS. SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . 140
NO.4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 FUEL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . 140
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 140
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 104 FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
OIL PRESSURE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 146
AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . 146
ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . 108 FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . 110 HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
SCAVENGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . . . . . . . . . . . . 152
SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112 ATA 73-20 HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 154
SCAVENGE OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
DE-OILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 FUEL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO4 BEARING SCAVENGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . 154
NO 4 BEARING PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . 118 ACOC OIL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 120 ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
NO.4 BEARING SCAVENGE VALVE INDICATING . . . . . . . . . . . . . . . . 120 FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 156
ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
OIL SYSTEM PRESSURE SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 HMS MODE 1 ( NORMAL MODE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . 126 NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . . . . . . . . . . . . 158
MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . 128 HMS MODE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 HMS MODE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 AIR MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 132 ATA 71-70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 134 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
ATA 73−30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
ATA 73−10 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . 140 BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170

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ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . . . . . . . . . . 172 AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . 218
THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 73−20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 FADEC LRU‘S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178 DATA ENTRY PLUG MODIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 222
ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180 ELECTRONIC ENGINE CONTROL (EEC) . . . . . . . . . . . . . . . . . . . . . . . 224
77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . 180 FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
ATA 77−10 POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 ATA 73-22 FADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182 FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
EPR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
P2 / T2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 P3/T3 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
P4.9 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 P12.5 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 P2.5 / T2.5 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188 FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
ATA 77−20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190 FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
ATA 77−10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242
N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196 AUTOTHRUST ACTIVATION / DEACTIVATION . . . . . . . . . . . . . . . . . . 244
MAX POINTER RESET ( N1, N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . . 196 EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
ATA 77-10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 RATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . 250
N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198 UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . 250
INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . 198 IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
DEDICATED ALTERNATOR (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200 N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202 FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
ENGINE VIBRATION MONITORING UNIT (EVMU) . . . . . . . . . . . . . . . 204 COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
EVMU OPERATION (CFDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 ATA 73-20 FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . . . . . . . . . . . . 262
CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . 262
CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . . . . . . . . . . . . 216 FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266

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FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 BLEED VALVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . 318
FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
ATA 73-25 ENGINE INTERFACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 ATA 75-41 NACELLE TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . 324
EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . 326
EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . 276 IGNITION / STARTING− OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 328
LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . 328
LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278 IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . 282 IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . 284 IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286 IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 288
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
75−00 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290 STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
TURBINE COOLING CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
OPERATING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
HPT / LPT ACTIVE CLEARANCE CONT. SYS. . . . . . . . . . . . . . . . . . . 294 START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294 START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . 350
HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296 CRANKING−DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 298 WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
ATA 75-31 LP COMP.AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
BSBV ACTUATING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 358
ATA 75-32 HP COMP. AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
VSV SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
VSV RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . 362
HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . 364
HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
HANDLING BLEED VALVES FUNKTION . . . . . . . . . . . . . . . . . . . . . . . . 312 THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . 368
HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . 314 THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . 368

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THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . 370
REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . 372
HCU IN FORWARD THRUST POSITION . . . . . . . . . . . . . . . . . . . . . . . . 374
HCU DEPLOY SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . 376
HCU STOW SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . 378
HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . . . . . . . . . . . . 380
FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
HYDRAULIC ACTUATORS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 382
UPPER NONLOCKING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
LOWER LOCKING ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
THRUST REVERSER MANUAL DEPLOY / STOW . . . . . . . . . . . . . . . 386
THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . 388
FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . 392
FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
ATA 71-00 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
........... 398
POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
30−20 ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . . . 400
SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 404
ANTI−ICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404

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Figure 1 V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 36 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . 71
Figure 2 Propulsion Unit Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 37 Mounts and Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 3 Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 38 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 4 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . 11 Figure 39 Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 5 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . 13 Figure 40 Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . 79
Figure 6 Engine Control P / B‘s and Switches . . . . . . . . . . . . . . . . . 15 Figure 41 Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 7 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Figure 42 C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . 85
Figure 9 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . 87
Figure 10 Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 45 Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . 89
Figure 11 Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 ”C” Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 12 Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . 25 Figure 47 „C“ Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 13 Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Oil System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 14 No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 15 Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 16 Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 17 Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 18 LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 19 Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 20 Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . 41 Figure 55 ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 21 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 22 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 23 Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 Scavenge Filter,Delta P.Sw and Oil Temp. Sensor . . . . 115
Figure 24 HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 De-Oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 25 Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 119
Figure 26 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 53 Figure 61 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . 121
Figure 27 Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . 55 Figure 62 Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 28 Common Nozzle Assemply . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 LOP Switch and Oil Press. Transmitter . . . . . . . . . . . . . . 125
Figure 29 Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 30 Drive Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . 129
Figure 31 Engine Components Location (L/H side) . . . . . . . . . . . . . 62 Figure 66 IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 32 Engine Components Location (R/H side) . . . . . . . . . . . . 63 Figure 67 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 33 Engine Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 68 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Figure 34 Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 69 Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 35 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . 69 Figure 70 Fuel Pump and Fuel Metering Unit . . . . . . . . . . . . . . . . . 139

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Figure 71 Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple . Figure 105 EVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
141 Figure 106 CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . 211
Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 107 Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 108 Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 74 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 109 Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . 217
Figure 75 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . . . 149 Figure 110 AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . . . . 151 Figure 111 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 77 LP Fuel Shut−Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 112 EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 78 HMS Main System Components . . . . . . . . . . . . . . . . . . . 155 Figure 113 Electronic Engine Control ( EEC ) . . . . . . . . . . . . . . . . . 225
Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . 157 Figure 114 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . 159 Figure 115 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . 228
Figure 81 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 116 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 82 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 117 FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 83 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 118 P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . 167 Figure 119 P2.5 / T2.5 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235
Figure 85 Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 120 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 237
Figure 86 Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 121 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 87 Mechanical Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 122 FADEC Processing and Fault Logic . . . . . . . . . . . . . . . 241
Figure 88 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 123 FADEC Processing and Fault Logic . . . . . . . . . . . . . . . 243
Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . 177 Figure 124 Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 90 Alpha Call−up TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 125 Auto Thrust Defenition . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 91 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 126 Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 92 EPR Indication − Upper ECAM Display Unit . . . . . . . . 183 Figure 127 Power Setting Requirements Schematic . . . . . . . . . . . . 251
Figure 93 P2 / T2 and P4.9 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 128 Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . 253
Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 129 Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . 255
Figure 95 P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 130 FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . 257
Figure 96 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 131 Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 97 EGT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 132 Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 133 Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . 264
Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 134 Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block 199 Figure 135 FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . 201 Figure 136 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 102 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 137 FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . 271
Figure 103 EVMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 138 EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 104 Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 139 EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277

Page vii
A320 71−80V2500JARB1
TABLE OF FIGURES
Figure 140 Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . 279 Figure 175 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 141 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 Figure 176 Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . 349
Figure 142 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . 283 Figure 177 Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . 351
Figure 143 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . 285 Figure 178 Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 144 EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 287 Figure 179 Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 145 EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Figure 180 Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . 357
Figure 146 Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 181 Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 147 Turbine Cooling Control Schematic . . . . . . . . . . . . . . . 293 Figure 182 Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . 361
Figure 148 LPT / HPT Active Clearance Control Valve . . . . . . . . . 295 Figure 183 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . 363
Figure 149 HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . 297 Figure 184 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . 365
Figure 150 Compressor Control Schematic . . . . . . . . . . . . . . . . . . . 299 Figure 185 Reverser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 151 Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . 301 Figure 186 Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 152 BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . 303 Figure 187 T/R Independent Locking System (**On A/C 116−199) 371
Figure 153 VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 188 Hydraulic Control Unit ( HCU ) . . . . . . . . . . . . . . . . . . . . 373
Figure 154 VSV Actuator Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Figure 189 HCU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 155 HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . 309 Figure 190 HCU Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 156 HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . 311 Figure 191 HCU Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 157 HBV OPEN/CLOSED Schematic . . . . . . . . . . . . . . . . . . 313 Figure 192 Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 158 Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . 315 Figure 193 Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 159 Bleed Valve Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . 317 Figure 194 Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 385
Figure 160 HDLG Bleed Valves Malfunction Tables . . . . . . . . . . . . 319 Figure 195 Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . 387
Figure 161 Bleed Valve Functional Test . . . . . . . . . . . . . . . . . . . . . . 320 Figure 196 T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Figure 162 Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . 321 Figure 197 FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . . 391
Figure 163 Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 Figure 198 FADEC T/R Test (FAULT DETECTED) . . . . . . . . . . . . . 393
Figure 164 Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . 325 Figure 199 FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . 395
Figure 165 Ignition System Components . . . . . . . . . . . . . . . . . . . . . 327 Figure 200 Engine Removal / Installation . . . . . . . . . . . . . . . . . . . . . 397
Figure 166 Ignition and Starting System Eng. 1 . . . . . . . . . . . . . . . 329 Figure 201 Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . 401
Figure 167 FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Figure 202 Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Figure 168 FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . 333 Figure 203 Engine Anti−Ice Duct and Valve . . . . . . . . . . . . . . . . . . . 405
Figure 169 FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 170 FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . 337
Figure 171 Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 172 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 173 Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 174 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . 345

Page viii

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AIRBUS

Lufthansa Technical Training

Tel: +49 (0)40 5070 2520

ATA 71 POWER PLANT

JAEC ( Japanese Aero Engines Corporation )

JAEC RR P&W MTU FIAT

( INTERNATIONAL AERO ENGINES )

FRA US/T bu Aug 2001 Page: 1

ENGINE MARK NUMBERS

FRA US/T bu August 2001 Page: 2

ENGINE MARK NUMBERS

Takeoff thrust in Airframe manufacturer

MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT

V2500 - A1 25.000 A320 - 200

V2525 - A5 25.000 A320 - 200

FRA US/T bu August 2001 Page: 3

The IAE V2530-A5 engine is flat rated.

FRA US/T bu August 2001 Page: 4

Figure 1 V2500 Propulsion Unit

Core Engine Flow

The major components which comprise the nacelle are :

Combined Nozzle Assembly ( CNA )

FRA US/T bu August 2001 Page: 6

BUFFER AIR COOLER OUTLET

Figure 2 Propulsion Unit Outline

ATA 71-00 ENGINE HAZARD AREAS

FRA US/T Bu .August 2001 Page: 8

INLET SUCTION EXHAUST WAKE DANGER

EXHAUST WAKE DANGER

Figure 3 Engine Hazard Areas

ATA 73 ENGINE FUEL AND CONTROL

automatic control of engine thrust rating computation of thrust parameter limits

FRA US/T bu August 2001 Page: 10

Figure 4 FADEC Presentation IAE V2500

FRA US/T bu August 2001 Page: 12

FMV T2,5 P4.9

A B Ignition Boxes Thrust Reverser

HDL BLEED VLV‘s

COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) Return

T/R REVERSER Stow / Deploy Command

Figure 5 FADEC Presentation IAE V2500

ENGINE CONTROL P/B’S AND SWITCHES

Engine Mode Selector FADEC GND PWR P/B

Engine Master Lever

Manual Start P/B

START or CRANK position ).

FRA US/T bu August 2001 Page: 14

A CENTRAL PEDESTAL 115VU

C MAINTENANCE PANEL 50VU B OVERHEAD PANEL 22VU

Figure 6 Engine Control P / B‘s and Switches

Figure 7 Engine Circuit Breakers

ANTI ICE 122VU

Figure 8 Engine Circuit Breakers

Secondary Engine Display

FRA US/T bu August 2001 Page: 18

PSI 35 35 PSI START PAGE

Figure 9 Engine ECAM Indications

STAGE NUMBERING V2530-A5

1 LOW PRESSURE 1,5

1 3 VSV ( & IGV )

COMBUSTION CHAMBER 20 Fuel Nozzles, 2 Ignitor Plugs

FRA US/T-5 APR 2006 Page: 20

Figure 10 Stage Numbering