AIRBUS A 319/320/321 ATA 71−80 Engine IAE V2500

ATA 30−20 Intake Ice Protection

EASA PART 66 B1

A320 71−80V2500JARB1

For training purposes only. E Copyright by Lufthansa Technical Training. LTT is the owner of all rights to training documents and training software. Any use outside the training measures, especially reproduction and/or copying of training documents and software − also extracts thereof −in any format all (photocopying, using electronic systems or with the aid of other methods) is prohibited. Passing on training material and training software to third parties for the purpose of reproduction and/or copying is prohibited without the express written consent of LTT. Copyright endorsements, trademarks or brands may not be removed. A tape or video recording of training courses or similar services is only permissible with the written consent of LTT. In other respects, legal requirements, especially under copyright and criminal law, apply. Lufthansa Technical Training Dept HAM US Lufthansa Base Hamburg Weg beim Jäger 193 22335 Hamburg Germany Tel: +49 (0)40 5070 2520 Fax: +49 (0)40 5070 4746 E-Mail: Customer-Service@LTT.DLH.DE www.Lufthansa-Technical-Training.com

Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321
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

For Training Purposes Only

IAE
( INTERNATIONAL AERO ENGINES )

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Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321
IAE V2530-A5

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. S All engines will retain V2500 as their generic name. S 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.

For Training Purposes Only

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Lufthansa Technical Training

POWER PLANT INTRODUCTION ENGINE MARK NUMBERS

A319/A320/A321
IAE V2530-A5

71-00

V2530-A5
Generic to all V2500 engines Mechanical Standarts of engine Takeoff thrust in thousands of pounds Airframe manufacturer −A for Airbus Industrie -D for McDonnellDouglas

MARK NUMBER V2500 - A1 V2530 - A5
For Training Purposes Only

TAKEOFF THRUST (LB) 25.000 30.000 25.000 26.500 28.000 25.000 22.000

AIRCRAFT A320 - 200 A321 - 100 A320 - 200 A320 - 200 MD - 90 - 40 MD - 90 - 30 MD - 90 - 10

V2525 - A5 V2527 - A5 V2528 - D5 V2525 - D5 V2522 - D5

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Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321
IAE V2530-A5

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

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Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321
IAE V2530-A5

71-00

For Training Purposes Only

Figure 1
FRA US/T bu August 2001

V2500 Propulsion Unit
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Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321
IAE V2530-A5

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 : S the core engine flow S 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 : S the air inlet cowl S the fan cowls ( left and right hand ) S The ” C ” ducts which incorporate the hydraulically operated thrust reverser unit. S 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.

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Lufthansa Technical Training POWER PLANT INTRODUCTION A319/A320/A321 IAE V2530-A5 71-00 V2500-A1 V2500-A5 V2500-A1 V2500-A5 For Training Purposes Only BUFFER AIR COOLER OUTLET Figure 2 FRA US/T bu August 2001 Propulsion Unit Outline Page: 7 .

August 2001 Page: 8 .Lufthansa Technical Training ENGINE HAZARD AREAS A319/A320/A321 IAE V2530−A5 71-00 ATA 71-00 ENGINE HAZARD AREAS For Training Purposes Only FRA US/T Bu .

August 2001 Engine Hazard Areas Page: 9 .Lufthansa Technical Training ENGINE HAZARD AREAS A319/A320/A321 IAE V2530−A5 71-00 For Training Purposes Only INLET SUCTION DANGER AREA EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS ENTRY CORRIDOR Figure 3 FRA US/T Bu .

and recording of failures FADEC cooling NOTE : There are no adjustments possible on the FADEC system ( e. isolation. with one channel active and one in standby. also called the Electronic Engine Control (EEC). the other automatically takes control. the fuel system configuration and the flight phase. FADEC.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 ATA 73 ENGINE FUEL AND CONTROL 73−20 FADEC PRESENTATION FADEC General Each powerplant has a FADEC (Full Authority Digital Engine Control) system. FUNCTIONS The FADEC system performs the following functions --Control of gas generator --control of fuel flow --acceleration and deceleration schedules --variable bleed valve and variable stator vane schedules control of turbine -clearance –idle setting Protection against engine exceeding limits protection against N1 and N2 overspeed 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). is a digital control system that performs complete engine management. The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management. Part Power etc. ) For Training Purposes Only Page: 10 . FADEC has two−channel redundancy. FF and EGT initiation of abort and recycle (on the ground only) FRA US/T bu August 2001 Manual engine starting sequence passive monitoring of engine control of − the start valve − the HP fuel valve − the ignition Thrust reverser control actuation of the blocker doors engine setting during reverser operation Fuel recirculation control recirculation of fuel to the fuel tanks according to the engine oil temperature. FADEC is mounted an the fan case. Automatic engine starting sequence control of S the start valve (ON/OFF) S the HP fuel valve S the fuel flow S the ignition (ON/OFF) monitoring of N1. N2. The system has a magnetic altemator for an internal power source. Idle.g. If one channel fails. Transmission of engine parameters and engine monitoring information to cockpit indicators the primary engine parameters the starting system status the thrust reverser system status the FADEC system status Detection.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 4 FRA US/T bu August 2001 FADEC Presentation IAE V2500 Page: 11 .

The FMU has provision to route excess fuel above engine requirements to the fuel diverter valve through the bypass loop. isolation. For Training Purposes Only Page: 12 . 2 Engine limits protection − Engine overspeed protection in terms of fan speed and core speed to prevent engine running over certified red lines − Engine turbine outlet gas temperature monitoring. WF. Fuel Metering Unit The fuel metering unit ( FMU ) provides fuel flow control for all operating conditions.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 FADEC FUNCTIONS The FADEC system operates compatibly with applicable aircraft systems to perform the following functions : 1 GAS generator control for steady state and transient engine operation within safe limits.Variable fuel metering is provided by the FMU through EEC commands by atorque motor controlled servo drive. N1. ON in flight ) − Control of fuel schedule FRA US/T bu August 2001 − Control of ignition ( ON / OFF ) − EPR. 7 Engine condition monitoring parameters transmission. idle. 9 Heat Management system (Fuel return & diverter valve control) FADEC controls the ON / OFF return to the aircraft tank in relationship with : − Engine oil. other ratings ( max continuous. . flex take−off at constant intermediate position whatever the derating is . − Restow command in case of non commanded deployment. 5 Thrust reverser control − Control of thrust reverser actuation ( deploying and stowing ) − Control of engine power during reverser operation. IDG oil and fuel temperatures − Aircraft fuel system configuration − Flight phases. max climb. − Redeploy command in case of non commanded stowage. 4 Automatic engine start sequencing − Control of starter air valve ON / OFF − Control of HP fuel valve ( ON / OFF on ground. Position resolvers provide feedback to the EEC. EGT monitoring − Abort / Recycle capability on ground. ( EGT ) 3 Power management − Automatic engine thrust rating control − Thrust parameter limit computation − manual power management through constant ratings versus throttle lever relationship . 8 Detection. take−off / go−around at full forward throttle lever position . 6 Engine parameters transmission for cockpit indication − Primary engine parameters − Starting system status − Thrust reverser system status − FADEC system status. N2. − Automatic power management through direct engine power adjustment to the autothrust system demand. max reverse ) at associated throttle lever detent points.Engine idle setting during reverser transient − Control of maximum reverse power at full rearward throttle lever position. accommodation and memorization of its internal system failures. − Fuel flow control − Acceleration and deceleration schedules − Variable Stator Vane ( VSV ) and Booster Stage Bleed Valve ( BSBV ) schedules − Turbine clearance control ( HP / LP ) − Idle setting.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 FMV FEEDBACK T2.5 F FLOW P12.9 (EGT) P2/T2 HEATER IDG IGN B THRUST LEVER ANALOG & DISCRETE SIGNALS IGN A A TRUST CONTROL UNIT         B Ignition Boxes Thrust Reverser POWER IAE V2500 RESOLVER EIU 7th 7th 7th IGNITORS 10th HDL BLEED VLV‘s Hydraulic Press FUEL PRESS & COMMAND SIGNAL FUEL METERING UNIT (FMU) FUEL FLOW For Training Purposes Only TO BURNERS ( CH: A & B ) EEC FEEDBACK COMMAND COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FEEDBACK FUEL DIVERTER & RETURN VALVE T/R REVERSER Stow / Deploy Feedback SOLENOID CONTROL VALVES HCU Return Fuel to Aircraft Tank FOR ENGINE TREND MONITORING P2.5 T/R REVERSER Stow / Deploy Command Figure 5 FRA US/T bu August 2001 FADEC Presentation IAE V2500 Page: 13 .5 P4.

For Training Purposes Only FRA US/T bu August 2001 Page: 14 . − selects fuel and ignition on during manual start procedure. Position ON : − starts the engine in automatic mode ( when the mode selector is in IGNITION / START ). Manual Start P/B − controls the start valve (when the mode selector is in IGNITION / START or CRANK position ). − allows dry and wet motoring ( ignition is not availiable ).Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 ENGINE CONTROL P/B’S AND SWITCHES Engine Mode Selector Position CRANK : − selects FADEC power. Position NORM : − FADEC power selected OFF ( Engine not running ) FADEC GND PWR P/B Position ON : − selects FADEC power N1 MODE P/B Position ON : − switches EEC from EPR Mode to N1 Mode Engine Master Lever Position OFF : − closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position IGNITION / START : − selects FADEC power − allows engine starting (manual and auto).

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 A CENTRAL PEDESTAL 115VU NORM C MAINTENANCE PANEL 50VU B OVERHEAD PANEL 22VU For Training Purposes Only Figure 6 FRA US/T bu August 2001 Engine Control P / B‘s and Switches Page: 15 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 49VU For Training Purposes Only 2450000HMQ0 Figure 7 FRA US/T bu August 2001 Engine Circuit Breakers Page: 16 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 121VU ANTI ICE 2450000VAQ0 122VU For Training Purposes Only 2450000UMR0 Figure 8 FRA US/T bu August 2001 Engine Circuit Breakers Page: 17 .

the indication is replaced by amber crosses. the starter duct pressure and during eng start up. Normal indication can be achieved by using the FADEC GRD power switches. the circle becomes amber. the operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp.Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E / WD ) : S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). S OIL temperature For further info see ATA 79 S Starter valve positions. S Engine Vibration − of N1 and N2 S As warnings by system problems only : − OIL FILTER COLG − Fuel FILTER CLOG − No. If a failure occurs on any indication displayed. indication. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page For Training Purposes Only Secondary Engine Display The lower display shows the secondary engine parameters listed below. the analog indicator and the marks on the circle disappear. manually or automatically during engine start or in case of system fault : S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79 FRA US/T bu August 2001 Page: 18 . The engine page is available for display by command. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. 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.Lufthansa Technical Training ENGINE INDICATING ECAM A319/A320/A321 IAE V2530−A5 77−00 ATA 77 INDICATING 77−00 ENGINE INDICATING PRESENTATION Indication general .

Lufthansa Technical Training ENGINE INDICATING ECAM A319/A320/A321 IAE V2530−A5 77−00 FF KG / H FOB: 19.125 NAC temp. indication : 320 For Training Purposes Only                     nac c 320         A IGN B                       ONLY ON ENGINE           PSI 35 35 PSI START PAGE Figure 9 FRA US/T bu August 2001 Engine ECAM Indications Page: 19 .

3 2.ACC. 2 Ignitor Plugs HIGH PRESSURE COMPRESSOR COMBUSTION CHAMBER 1 2 HIGH PRESSURE TURBINE LOW PRESSURE TURBINE COMMON NOZZLE 1 2 ACTIVE CLEARANCE CONTROL 1 2 3 4 5 3 4 5 6 7 ACTIVE CLEARANCE CONTROL FRA US/T-5 APR 2006 Page: 20 .ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 STAGE NUMBERING V2530-A5 STAGES : 1 1 2 3 4 1 2 3 4 5 6 7 8 9 10 COMPONENT : STAGE NUMBER : 1 1. Bleed. Internal Cooling CUST. 1.5 3 4 5 6 7 8 9 10 11 12 NOTES : ACOC. VSV ( & IGV ) VSV VSV VSV CUST.ACAC FAN LOW PRESSURE COMPRESSOR ( BOOSTER ) B. HPT & NGV.B. Bleed. BLEED Hdlg.5 2 2. Buffer Air.S. Hdlg.V. Muscl Air 20 Fuel Nozzles. BLEED. A / I.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 V2500-A1 V2500-A5 For Training Purposes Only Figure 10 FRA US/T-5 APR 2006 Stage Numbering Page: 21 .

5 3 4 4. TURBINE EXIT L.5 Temp T2.9 for EPR also called P 5 Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring.5 for Monitoring Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb ) Temp T4.P. COMPRESSOR ( BOOSTER EXIT ) H. COMPRESSOR COMBUSTION SECTION EXIT H.The station numbers are used as subscripts when designating different temperatures and pressures.P.9 5 STATION LOCATION : AMBIENT INTAKE / ENGINE INLET INTERFACE FAN INLET FAN EXIT L.ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ENGINE STATIONS V2500 AERODYNAMIC STATION : 0 1 2 12. The manufacture uses numerical station designations.5 4.5 2.9 for EGT & Press P4. FRA US/T bu August 2001 Page: 22 .5 or (CIT) & Press P2. TURBINE EXIT EXHAUST STATION USED FOR: P0 ( ambient ) Press P2 for EPR & Temp T2 Press for Monitoring 12.P.throughout the engine.P.

ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 Figure 11 FRA US/T bu August 2001 Engine Stations Page: 23 .

is supported by three bearings : S Bearing 1 ( Single track thrust ball bearing ). For Training Purposes Only FRA US/T bu August 2001 Page: 24 . S Bearing 2 ( Single track roller bearing utilising ”squeeze film” oil damping ). Center bearing compartment (No.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ATA 72 ENGINE 72-00 ENGINE PRESENTATION Engine Main Bearings The 5 bearings are located in 3 bearing compartments. 1. S Bearing 4 ( Single track roller bearing ). S Bearing 5 ( Single track roller bearing utilising ”squeeze film” oil damping ).4 Bearing Compartement ) The center bearing compartment is located in the diffuser/combustor case and houses bearing No. and houses bearing No. The High Pressure or N2 rotor is supported by two bearings : S Bearing 3 ( thrust ball bearing mounted in an hydraulic damper which is centered by a series of rod springs ( ” Squirrel Cage ” ) ). Front bearing compartment The front bearing compartment is located at the centre of the intermediate case.5 The Low Pressure or N1 rotor. 2 & 3. 4 Rear bearing compartment The rear bearing compartment is located in the turbine exhaust case No.

COMP.: 1 2 3 4 5 For Training Purposes Only FRONT BEAR. COMP.: N2 BEARING NO. Page: 25 . Engine Bearings & Compartments REAR BEAR. COMP.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 N1 BEARING NO. Figure 12 FRA US/T bu August 2001 CENTER BEAR.

For Training Purposes Only FRA US/T bu August 2001 Page: 26 . to the de-oiler . through the tower shaft. 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.and oil filled ( hydraulic ) seal between the two shafts. This seal is supported by 8th stage air. which is located axially by No 3 bearing. Description The drawing below shows details of No 2 and No 3 bearings. The hydraulic seal prevents oil leakage from the compartment passing rearwards between the HP and LP shafts. The gearbox drive gear is splined onto the HP shaft and retained by No 3 bearing nut. The oil flow to the No. has at its front end a bevel drive gear which provides the drive for the main accessory gearbox. Adequate pressure drops across the seals to ensure satisfactory sealing . No 3 bearing is hydraulically damped.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 FRONT BEARING COMPARTMENT The bearings No. A phonic wheel is fitted to the LP stubshaft. Gearbox Drive The HP stubshaft. by an external tube. 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. 1. This allows larger jet diameters to facilitate flow tolerance control. 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.This is achieved by venting the compartment. The outer race is supported by a series of eighteen spring rods which allow some slight radial movement of the bearing. The compartment is sealed using air supported carbon seals. The HP stubshaft seperates from the HP compressor module at the curvic coupling and remains as part of the intermediate case module. 2 and 3 are located in the front bearing compartment which is at the center of the intermediate module 32.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 GEAR BOX DRIVE BOOSTER AIR SPRING ROD Sealing Air For Training Purposes Only PHONIC WHEEL FOR N1 RPM Figure 13 FRA US/T bu August 2001 Front Bearing Compartment Page: 27 .

NOTE : The bearing compartment internal pressure level is determined by the area of the variable scavenge valve.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 NO 4 BEARING COMPARTMENT The No 4 bearing compartment is situated in a high temperature. FRA US/T bu August 2001 Page: 28 .The 12th stage air is cooled by fan air via the buffer air cooler. The bearing compartment is shielded from radiated heat by a heat shield and air. This results in an acceptable temperature of the air leaking into the bearing compartment. creating an area of cooler air from which the seal leakage is obtained. The No. This valve acts as a variable restrictor in the compartment vent / scavenge line. high pressure environment at the centre of the combustion section. The buffer air is exhausted from the cooling spaces close to the upstream side of the carbon seals. 4 bearing compartment is cooled by 12th stage air. ( called No 4 bearing scavenge valve and described in the oil system ). 4 bearing compartment air cooler is installed on the turbine casing. 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 exchanger is held by its coolant air duct flanges. Buffer air flow rates are controlled by restrictors at the outlet from the cooling passages. located on the rear left hand side of the engine. 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 AIRCOOLER DUCT ASSEMBLY FAN AIR INLET For Training Purposes Only NOTE : A drain hole is provided to indicate a possible leckage at the No 4 bearing compartment. FAN AIR OUTLET BUFFER AIR COOLER ( ACAC ) NO.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 HEAT SHIELD Spring COOLED 12TH STAGE HP COMPRESSOR AIR For Training Purposes Only No4 Bearing CARBON SEAL CARBON SEAL Figure 14 FRA US/T bu August 2001 No.4 Bearing Compartment Page: 29 .

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 pressure drop across the seal.ring and a thermally insulated heat shield.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 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. The compartment is covered by an insulating heat shield. At the rear is a simple cover plate. with an 0. For Training Purposes Only FRA US/T bu August 2001 Page: 30 . both secured by the same twelve bolts.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 15 FRA US/T bu August 2001 Rear Bearing Compartment Page: 31 .

annular two piece combustor. Active clearance control is used to control seal clearances and to provide structural cooling. 50 the LP turbine 60 the accessory drive gearbox. 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. 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. Fan Module It consists of a single stage. Accessory Drive Gearbox The accessory drive gearbox provides shaft horse power to drive engine and aircraft accessories. wide−chord. Intermediate Case Module It consists of the fan containment case. 1. high spool stubshaft and the station 2. 40 / 41 the high pressure compressor. High Pressure Turbine The high pressure turbine is a two stage turbine and drives the HP compressor and the accessory gearbox. The No. intermediate case. rotor assembly. 31 the fan module. 4 bearing compartment are also part of the module. the accessory gearbox towershaft drive assembly. Active clearance control is used to control seal clearances and to provide structural cooling. Low Pressure Turbine The low pressure turbine is a five stage module. fan exit guide vanes ( EGV ). NOTE: THE MODULE NUMBERS REFER TO THE ATA CHAPTER REFERENCE FOR THAT MODULE. oil and hydraulic pressure pumps and electrical power generators for the EEC and for the aircraft. & diffuser/combustor module. These include fuel.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ENGINE MODULES The engine modules are: 32 the intermediate case module. It is comprised of the drum rotor assembly. The gearbox also includes provision for a starter which is used to drive the N2 shaft for engine starting. booster.5 bleed valve ( BSBV ). and outlet stators. low spool stubshaft. the front casing which houses the variable stator vanes and the rear casing which contains the fixed stators and forms the bleed manifolds. The booster consists of inlet stators. with 20 fuel injector and 2 ignitors. For Training Purposes Only FRA US/T bu August 2001 Page: 32 . Diffuser / Combustor Module The combustion section consists primarily of the diffuser case. shroudless fan and hub. The high compressor exit guide vanes and the No. axial flow module. 45 the high pressure turbine.

INTERMEDIA TE CASE 40 .HP SYSTEM 41 .LOW PRESSURE TURBINE For Training Purposes Only 60 .F AN 32 .Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 31 .HP TURBINE 50 .DIFFUSER / COMBUST OR 45 .ACCESSOR Y DRIVE GEARBOX Figure 16 FRA US/T bu August 2001 Engine Modules Page: 33 .

each containing 3 vanes. LP Compressor Outlet Guide Vanes Aerodynamic control air flow within the cold air steam duct is achieved by 60 vanes manufactured in aluminium. BOOSTER STAGE BLEED VALVE For Training Purposes Only FRA US/T bu August 2001 Page: 34 . The vanes consist of 20 segments. 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. Both sides of the vanes are attached to the outer and inner platforms. 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.5 stator assembly.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 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.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 3 ea Fan Outlet Inner Vane Assembly For Training Purposes Only Figure 17 FRA US/T bu August 2001 Fan Case Section Page: 35 .

NOTE: Annulus Fillers The blades do not have integral platforms to form the gas−path inner annulus boundary. Each filler is secured to the front blade retaining ring by a bolt.titanium shroudless hollow fan blades S 22 annulus fillers S the titanium fan disc S the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. The fan inner annulus is formed by 22 annulus fillers. BALANCE WEIGHTS MAY BE FITTED TO SOME OF THE BOLTS. The material of the fillers is aluminium. FRA US/T bu August 2001 Page: 36 . This function is fulfilled by annulus fillers which are located between neighbouring pairs of blades. Fan Disc The fan disk is driven through a curvic coupling which attaches it to the LP stub shaft.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 MODULE 31 ( FAN MODULE ) Module 31 is the complete Fan assembly and comprises : S 22 wide-cord . The rear trunnion is inserted in a hole in the rear blade retaining ring.The nose cone is unheated. The curvic coupling radially locates and drives the fan disk.It is secured to the front blade retaining ring by 18 bolts. there is a rubber seal bonded to each side of each filler. Axial retention is provided by the front and rear blade retaining rings.Ice protection is provided by a soft rubber cone tip. Blade removal / replacement is achieved by removing the front blade retaining ring and sliding the blade along the dovetail slot in the disc. In order to minimize the leakage of air between the fillers and the aerofoils. The fillers are radially located by the front and rear blade retaining rings. The front pins are inserted in holes in the front blade retaining ring. For Training Purposes Only BE CAREFUL WHEN REMOVING THE NOSE CONE RETAINING BOLTS. The nose cone retaining bolt flange is faired by a titanium fairing which is secured by 6 bolts. Nose Cone The glass-fibre cone smoothes the airflow into the fan. it is dynamically balanced by removal of metal from a land on the disk. THE POSITION OF THE WEIGHTS MUST BE MARKED BEFORE REMOVAL TO ENSURE THEY ARE REFITTED IN THE SAME POSITION. The nose cone is balanced during manufacture by applying weights to its inside surface. Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at the front. During manufacture of the fan disk.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 Showing Crossection of Fan Disc Slot Numbering For Training Purposes Only Rubber Rubber SOFT RUBBER CONE TIP Figure 18 FRA US/T bu August 2001 LP Compressor ( Fan ) Page: 37 .

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 INLET CONE REMOVAL A special tool is used to remove the Inlet Cone to prevent it from damage as shown below. For Training Purposes Only FRA US/T bu August 2001 Page: 38 . NOTE: THE INLET CONE IS MADE FROM GLASSFIBER.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 A For Training Purposes Only A Figure 19 FRA US/T bu August 2001 Inlet Cone Removal Page: 39 .

Installation After the new blade and the annulus fillers are fitted. Remove the annulus fillers on either side of the blade to be removed. The fan blades and annulus filler positions are not identified. A second ( outer ) ring of bolts passes through the retaining ring and screws into each of the 22 annulus fillers. S twist the annulus filler through about 60 deg counter . THE MOMENT WEIGHT OF THE FAN BLADE IS WRITTEN ON THE THE ROOT SURFACE NOTE : For Training Purposes Only FRA US/T bu August 2001 Page: 40 . Balance weights. NOTE: FAN BLADE INSPECTION / REPAIR ARE DESCRIBED IN THE AMM 72-31-1 1 PAGE BLOCK 800.set locating dowells on the fan disc. etched on the retaining ring. After all the securing bolts ( 22 + 36 ) have been removed the retaining ring can be removed by srewing pusher bolts into the 6 threaded holes provided for this purpose. The front blade retaining ring can be fitted. When the retaining ring is fitted to the fan disc the lettet T.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 FAN BLADE REMOVAL / INSTALLATION Removal The Nose cone is secured to the front blade retaining ring by 18 bolts. if required are located on the retaining ring. before disassembly. The annulus fillers can be removed as follows : S lift the front end of the annulus filler 3 to 4 inches. Balance weights may be fitted to some of the bolts. identifies No 1 fan blade position.For this reason it is important to identify the blade and annulus filler position. Be careful when removing the nose cone retaining bolts. The position of these weights must be marked before removal to ensure they are refitted to the same position. The blade retaining ring is secured to the fan disc by a ring of 36 bolts. The front blade retaining ring can only be fitted in one position which is determined by tree off .clockwise S 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. Both rings of bolts must be removed before attempting to remove the front retaining ring. relative to the numbered slots in the fan disc.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ”T” For Training Purposes Only MOMENT WEIGHT Figure 20 FRA US/T bu August 2001 Fan Blade Removal / Installation Page: 41 .

) that follows. S THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED. Examine the Blade Airfoil ( 1 ) Examine the blade airfoil for crack indications. Use X10 binocular under ultra violet light. For Training Purposes Only PROCEDURE NOTE: THIS REPAIR LETS YOU SCALLOP THE LEADING EDGE. Chemically Clean the Blades ( 1 ) Use alkali cleaner (Material No. V01−339 ) or alkani cleaner ( Material No. S DO NOT USE FORCE WITH MECHANICAL CUTTERS. ( 1 ) Use fluorescent penetrant ( Material No. THEN YOU MUST BLEND PARALLEL WITH THE LEADING EDGE. A. ( 4 ) If necessary repeat steps ( 2 ) and ( 3 ). S LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS DAMAGE OR WEAR IS MONITORED. Do a Local Penetrant Crack Test on the Damaged Blades. OR THE MATERIAL WILL BECOME TOO HOT. Repair Damage on the Low Pressure Compressor ( LPC ) Fan Blades by Local Material Removal CAUTION : S YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS. C.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ATA 72-31-1 1 FAN BLADE REPAIR FAN BLADE INSPECTION / REPAIR Before any repair is carried out. S THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE BLADES DRESSED TO THE MAXIMUM LIMIT. TO GET BACK LP COMPRESSOR EFFICIENCY AND EXTEND THE ROTOR BLADE LIFE. V06−022 ) and do a penetrant inspection of the damaged area ( Ref. THE COMPONENT IS TO BE REJECTED. ALL THE REMAINING BLADES MUST NOT BE DRESSED. S IF THE MATERIAL SHOWS A CHANGE IN COLOR. V01−300). STONES AND PAPERS TO DRESS. reference must be made to the AMM Chapter 72-31-1 1 Page Block 800. V01−422 ) and prepare the solution ( Ref. reject it. ( 2 ) Wash the repaired area with a cloth soacked in the solution. TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA BY MATERIAL REMOVAL. BLEND AND POLISH THIS COMPONENT. B.D. ( 3 ) Use a cloth soaked in clean cold water until the area is fully cleaned. REMOVE DAMAGE FROM THE AIRFOIL SURFACE AND IF DAMAGE IS FOUND IN ZONE AD. alkani cleaner ( Material No. ( 2 ) Examine the blade for damage ( Ref. ( 5 ) Wipe the area with a clean dry cloth. SPM 702305 ). FRA US/T bu August 2001 Page: 42 . do step ( 4. AMM TASK 70−11−50−100−010 ). ( a ) If a blade is damaged. TO DARKER THAN A LIGHT STRAW COLOR. (a) If a blade is cracked. TO PREVENT A RISK OF ENGINE VIBRATION. TASK 72−31−11−200−010 ).

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 21 FRA US/T bu August 2001 Fan Blade Repair Limits Page: 43 .

( 3 ) Make smooth the repaired area‘s. ZONE AA AND ZONE AB. V05−021 ). CAN EACH HAVE A SCALLOP. V05−020 ) and / or waterproof abrasive paper ( Material No. ( 4 ) Polish the repaired area‘s. INDEPENDENTLY OF THE REPAIR OF ZONES AD AND AC. Use waterproof abrasive paper ( Material No. ( 0.Lufthansa Technical Training ENGINE GENERAL PROCEDURE D. NOTE: IF DAMAGE IS SHOWN IN ZONE AD. Continue to remove damage until all the damage is removed. YOU MUST BLEND THE DAMAGE PARALLEL WITH THE BLADE LEADING EDGE. Make sure all the damaged marks are completely removed and the surface finish is made the same as the adjacent material. V05−064 ). ( 2 ) Remove damage as necessary on the airfoil surface by the removal of minimum material. waterproof abrasive paper ( Material No. FRA US/T bu August 2001 Page: 44 . waterproof abrasive paper ( Material No.38 mm ). Continue to remove damage until all the damage is removed.015 in. A319/A320/A321 IAE V2530-A5 72-00 NOTE: IF YOU BLEND IN ZONE AD. For Training Purposes Only NOTE: THE LAST POLISH IS TO BE IN A RADIAL DIRECTION. TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA. YOU CAN ONLY HAVE ONE SCALLOP IN ZONE AC. to remove scratches and make the surface finish the same as the adjacent material. V05−021 ). The maximum depth to remove the damage must not be more than 0. V05−020 ) and / or waterproof abrasive paper ( Material No. Remove Local Damage on the Leading Edge ( Ref. Use waterproof abrasive paper ( Material No. V05−064 ). 804 / TASK 72−31−11−991−174 ) ( 1 ) Remove damage on the leading edge by removal of minimum material. Fig. Use portable grinding equipment. The diameter of the repaired area is to be 50 times the depth.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 22 FRA US/T bu August 2001 Fan Blade Repair Limits Page: 45 .

38 mm ). EM 72−31−11−300−025 ) ( VRS1026 ) AND GLASS BEAD PEENED AT THE NEXT SHOP VISIT.015 in. Make sure the maximum depth of the repair on the airfoil surfaces is not more than 0. G. if they are not in the limits specified. Identify the Repair ( 1 ) A log book entry is necessary when you have completed this repair. EM 72−31−11− 300−016 ) ( VRS1724 ). ( 0. F. Use workshop inspection equipment. (2) At the next shop visit make a mark VRS1506 adjacent to the part number. For Training Purposes Only FRA US/T bu August 2001 Page: 46 .Lufthansa Technical Training ENGINE GENERAL PROCEDURE E. ( 1 ) Use fluorescent penetrant ( Material No. Examine the LP Compressor Fan Blades ( 1 ) Visually examine and measure the dimensions of the scallop on the leading edge and the airfoil surface. Discard the blades. TO THE INSTRUCTIONS SPECIFIED IN THE ( REF. MUST BE SWAB ETCHED AND INSPECTED AS SPECIFIED IN THE ( REF. SPM 702305 ). A319/A320/A321 IAE V2530-A5 72-00 NOTE: BLADES REPAIRED TO THIS SCHEME. Use vibro−engraving equipment. V06−022 ) and do a penetrant inspection of the damaged area ( Ref. Write VRS1506 in the engine log book. Do a Local Penetrant Crack Test on the Damaged Blades.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 23 FRA US/T bu August 2001 Fan Blade Repair Limits Page: 47 .

is made in two halves which bolt together along horizontal flanges. Flanges on the inner case form annular manifolds which provide 7 and 10 stage air offtakes. It is bolted to the intermediate casing ( module 32 ) at the front and to the outer casing at the rear. 4. NOTE: ON THE V2500-A1 THE INLET GUIDE V ANES AND STAGES 3. The rear compressor casing has inner and outer casings as shown.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 MODULE 40 HP COMPRESSOR The HP compressor has 10 stages. 5 & 6 ARE VARIABLE. It utilises variable inlet guide vanes at the inlet to stage 3 and variable stator vanes at stages 3. For Training Purposes Only FRA US/T bu August 2001 Page: 48 . 4 and 5 The front casing. which houses stages 3 to 6.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 V2500-A1 V2500-A5 For Training Purposes Only Figure 24 FRA US/T bu August 2001 HP Compressor Page: 49 .

Diffuser Casing The diffuser section is a primary structural part of the combustion section. 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 separate liner segments attached to the inner surface. Combustion Liner The combustion liner is formed by the inner and outer liners.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 COMBUSTION SECTION The combustion section includes the diffuser section. and the No 4 bearing assembly. the combustion inner and outer liners. The outer liner is located by five locating pins which pass through the diffuser casing. It also has two mounting pads for the two ignitor plugs. The diffuser section has 20 mounting pads for the installation of the fuel spray nozzles. For Training Purposes Only FRA US/T bu August 2001 Page: 50 . The segments can be replaced independently.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 25 FRA US/T bu August 2001 Combustion Section Page: 51 .

Purpose The make up air discharges into the area around No 4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H. The ” fail safe ” position is valve open.C.C.C channel A & B.P. The first stage HPT blades are cooled by the HPC discharge air which flows through the fist stage HPT duct assembly. The cooling air used is taken from the 10th stage manifold.E. FRA US/T bu August 2001 Page: 52 NOTE : The E.E. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally. The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950 For Training Purposes Only . This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs. This directs pneumatic servo supplies to position the 10th stage air valve to the open / close position. 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. The valve incorporates 2 micro switches for transmitting valve position to the E. The air then goes into the second blade root and out the cooling holes. stage 2. and is controlled by a two position pneumatically operated valve. will keep the air valve open at all engine operating phases except cruise. will energise / deenergise the solenoid control valve.C.P. The air then discharges into the area around No 4 bearing housing. solenoid de−energised. The valve position is controlled by the E. as a function of corrected N2 and altitude.E. 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 ). Operation Signals from the E. 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.stage 2.E. turbine. turbine. All of the HPT airfoils are cooled by secondary air flow.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 HP TURBINE 10th 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.

4 Bearing Scavenge Valve Page: 53 FRA US/T bu August 2001 .4 BEARING SCAVENGE VALVE OIL PRESS XMTR OIL PRESSURE LOW OIL PRESS. SWITCH For Training Purposes Only TO DEOILER REED SW OIL AND AIR NO.4 BEARING PRESS XMTR EEC PB EIU Figure 26 No.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 MAKE UP AIR 10TH STAGE SOLENOID VALVE TO OTHER BLEED SOLENOID VALVES MAKE UP AIR VALVE FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR 10 TH STAGE AIR (4X) EEC COMBUSTION CHAMBER STAGE 10 AIR STAGE 12 MAX FLOW             MIN FLOW                                       BEARING 4 COMPARTMENT NO.

The valve is equipped with a position indicator ( closed or open ) The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950 For Training Purposes Only FRA US/T bu August 2001 Page: 54 .Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 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.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 INDICATOR PIN O C VISUAL POSITION INDICATOR 2 POSITION FEEDBACK SWITCES TO EEC P3 SERVOPRESS. For Training Purposes Only 10th STAGE PRESS TO NO4 BEARING SCAVENGE VALVE SOLENOID CONTROL VALVE AIR OUTLET TUBES Figure 27 FRA US/T bu August 2001 Stage10 to HPT Air Control Valve Page: 55 .

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 COMMON NOZZLE ASSEMBLY (CNA) General The mixed exhaust system collects two flows of air. S The engine exhaust cone forms the inner contour of the common nozzle exhaust collector. the cold and hot outflows divide. When the thrust reverser operates. the thrust reverser and the pylon . The mixed exhaust system is made up of the common nozzle exhaust collector and the engine exhaust cone. The second is the hot airflow which comes from the engine core. which is the fan bypass air. The cold airflow exhaust is part of the thrust reverser system described in 78−30−00. an attachment ring and a closure panel. S Interface seals provide sealing between the exhaust collector. S The nozzle forms a convergent duct which increases the speed of the mixed gas to give forward thrust. It is made of a welded inco 625 honeycomb perforated panel for sound attenuation. For Training Purposes Only FRA US/T bu August 2001 Page: 56 . and go in different directions. S The common exhaust collector admits the hot and cold gas outflows. The first is the cold airflow. These gas outflows then go out to the atmosphere through the common nozzle.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 28 FRA US/T bu August 2001 Common Nozzle Assemply Page: 57 .

) FRA US/T bu August 2001 Page: 58 .D. During engine starting the gearbox also transmits power from the pneumatic starter motor to the engine. main gearbox 3 links angle gearbox 1 link Features : Front Face S Individually replaceable drive units S Magnetic chip detectors S Main gearbox 2 magnetic chip detectors S Angle gearbox 1 magnetic chip detector S De−oiler S Pneumatic starter S Dedicated generator / alternator S Hydraulic pump S Oil Pressure pump For Training Purposes Only Rear Face S Fuel pumps ( and Fuel Metering Unit FMU ) S Oil scavenge pumps unit S Integrated Drive Generator System ( I.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ATA 72−60 ACCESSORY DRIVE GEARBOX ANGLE AND MAIN GEARBOX The cast aluminium gearbox assembly transmits power from the engine to provide drives for the accessories mounted on the gearbox front and rear faces. The gearbox is mounted by 4 flexible links to the bottom of the fan case. The gearbox also provides a hand cranking for the HP rotor ( N2 ) for maintenance operations.G.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 REAR VIEW SCAVENGE Manual Drive For Training Purposes Only FRONT VIEW & PRESS FILTER Figure 29 FRA US/T bu August 2001 Angle and Main Gearbox Page: 59 .

If one of the components is damaged. The sealol seals are matched assemblies. secured to the bearing housing with nuts. S A cover. replace the complete seal ! For Training Purposes Only FRA US/T bu August 2001 Page: 60 .Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 DRIVE SEAL The sealol seal The picture below shows a typical SEALOL SEAL ( carbon drive seal ) installation ( Starter ). Consists of the following parts : S A mating ring ( glazed face ) with four lugs engageing the four corresponding slots in the gearshaft ball bearing. to ensure constant contact between the glazed face and the static part of the seal. This type of seals are used on the drive pads on the gearbox.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 SEALOL SEAL For Training Purposes Only Figure 30 FRA US/T bu August 2001 Drive Seals Page: 61 .

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 31 FRA US/T bu August 2001 Engine Components Location (L/H side) Page: 62 .

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 32 FRA US/T bu August 2001 Engine Components Location (R/H side) Page: 63 .

The letters I.bolt. For Training Purposes Only FRA US/T bu August 2001 Page: 64 .O and Q are not used.The letter designations are used for flange identification whenever it is necessary to be explicit about flange location.etc. Physical Description The external flanges of the engine have been assigned letter designations alphanumerical from A to U.claps.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ENGINE FLANGES Flanges are located on the engine for attachment of brackets.

Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 33 FRA US/T bu August 2001 Engine Flanges Page: 65 .

Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 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. For Training Purposes Only FRA US/T bu August 2001 Page: 66 .

Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only Figure 34 FRA US/T bu August 2001 Manual Handcranking Page: 67 .

S Remove the tool used to turn the HP system & return the engine to normal.5MM PROBE FOR PORTS C. S Whilst turning the HP system.Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 IAE V2530-A5 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. FRA US/T bu August 2001 Page: 68 . Borescope ports are provided to give acess for visual inspection of the compressor and the turbine .B AND A 5.D.A. examine each blade in turn for: − Nicks & Tears − Cracks − Dents − Tip damage & discolouration For Training Purposes Only NOTE: BLADE NUMBERS & DIMENSIONS ARE SHOWN FOR EACH STAGE. Inspection/Check Procedure S Install the tool to turn the HP system. BORESCOOPE INSPECTION OF THE HP COMP. S Carefully put the borescope probe into the access port of the stage of the compressor you want to examine . S Examples of blade damage limits are in AMM 72-00-00 S On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page.E. For furter information and limits refer to AMM 72-00-00. S Prepare the borescope equipment for use as given in the makers instructions.F & G AND A FLEXIBLE BORESCOPE FOR INSPECTION OF THE HEATSHIELD ASSEMBLIES. NOTE: USE AN 8MM PROBE FOR PORTSX.

Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 IAE V2530-A5 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 For Training Purposes Only STAGE OF COMPRESSOR TO BE EXAMIND 3 to 4 4 to 6 7 to 8 8 to 9 9 to 10 11 to 12 ACCESS PORT TO BE USED A B D E F G Figure 35 FRA US/T bu August 2001 HP Compressor Borescope Access Page: 69 .

Do not apply within 0. S Remove the old jointing compound from around the access ports and access port covers using a non−metallic scraper and a lint free cloth made moist with cleaning fluid. Access ports D. install access port cover & attach with bolts. − Do not require jointing compound. Torque load to between 85 − 105 lbf in. NOTE: ACCESS PORT D SHOULD NOT BE USED ON ENGINES THAT ARE PRE SBE72−0033 AS DAMAGE CAN BE CAUSED TO THE BORESCOPE EQUIPMENT. Borescope Access NOTE: IAE RECOMMENDS THAT ONLY THE STAGE 3 & 12 HP COMPRESSOR BLADES ARE EXAMINED WITH THE ENGINE ON−WING.12 to 0.E.C.E. The diagram below shows which stage are accessed through each port.A.D.F. B & C − Apply a thin layer of jointing compound to the mating faces using a stiff bristle brush. The procedure to be taken is: For Training Purposes Only Access ports X. FRA US/T bu August 2001 Page: 70 .Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 IAE V2530-A5 72-00 BORESCOPE INSPECTION OF THE HP COMP. S Remove the required borescope access part covers X. by removing the attaching bolts. S Prior to installation of the borescope access port covers it Is necessary to apply jointing compound.B.16in (3 to 4mm) of access port. A. − Re−torque again to same figures after 2 minutes then remove excess jointing compound.G. − Wait 10 minutes. CONT.F & G.

Lufthansa Technical Training ENGINE BORESCOPING A319/A320/A321 IAE V2530-A5 72-00 For Training Purposes Only STAGE OF COMPRESSOR TO BE EXAMIND VIGV TO 3 -LE 3 to 4 5 to 6 ACCESS PORT TO BE USED X B C Figure 36 FRA US/T bu August 2001 HP Compressor Borescope Access Page: 71 .

Each engine mount design provides dual load paths to ensure safe operation if one member fail.Lufthansa Technical Training ENGINE MOUNTS A319/A320/321 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.e. For Training Purposes Only FRA US/T Bu July 01 Page: 72 . 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. Y loads (lateral) and Z loads (vertical). It takes the X loads (thrust).: Y loads (lateral). It takes the loads in a plane normal to the engine centerline i. 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. Z loads (vertical) and Mx (engine rotational inertia moment + Y load transfer moment). The engine mount system has these components: − A front mount − A rear mount . − the aft mount : it is attached to the engine via the exhaust casing.

Lufthansa Technical Training ENGINE MOUNTS A319/A320/321 IAE V2530−A5 71-20 For Training Purposes Only Figure 37 FRA US/T Bu July 01 Mounts and Loads Page: 73 .

Both mounts are made to be fail−safe and have a tolerance to damage.The mount assemblies transmit loads from the engine to the aircraft structure. the remaining part will transmit the loads to the beam assembly. The two side links attach to the beam assembly at one end and the engine aft mount ring on the low pressure turbine case at the other end. the cross beam assembly and the beam assembly to the aircraft pylon. S A beam assembly. If one part of the link should fail. The thrust of the engine is transmitted through the thrust links. Spherical bearings in each mount permit thermal expansion and some movement between the engine and the pylon.Vertical and side loads are transmitted through the support bearing to the beam assembly and then to the aircraft pylon. The aft mount has these parts: S Two side links. Vertical and side loads are transmitted through the side links and beam assembly and into the pylon. S A beam assembly. The beam assembly is aligned on the aircraft pylon by two shear pins and attached with five bolts. The side links are each made up of two parts which are attached together to make one unit. S A support bearing assembly. The support bearing permits the engine to turn so that torsional loads are not transmitted to the aircraft structure. one at the front and one at the rear of the engine. then thrust loads are transmitted through the ball stop and into the beam assembly. S A center link. Torsional loads are transmitted by the center link to the beam assembly and in to the pylon. S A cross beam assembly. FORWARD ENGINE MOUNT The front mount has these parts: S Two thrust links.Lufthansa Technical Training POWER PLANT ENGINE MOUNTS AFT ENGINE MOUNT A319/A320A321 IAE V2530-A5 71-20 71-20 ENGINE MOUNTS General The engine is attached to the aircraft pylon by two mount assemblies. The mount is made to be fail−safe. The aft mount is aligned on the pylon by two shearpins and is attached to the pylon by four bolts and washers. The thrust is then transmitted to the pylon structure. If one of the two thrust links or the cross beam should fail. A spherical bearing is installed at each end of the links. The thrust links attach to lugs on the cross beam and to the engine mount lugs on the low pressure compressor using solid pins. The front mount is made to be fail−safe. For Training Purposes Only FRA US/T bu August 2001 Page: 74 .

Lufthansa Technical Training POWER PLANT ENGINE MOUNTS A319/A320A321 IAE V2530-A5 71-20 Fail Safe Bolt FORWARD MOUNT Pylon Mount AFT MOUNT Cross Beam Assembly Beam Assembly SHEAR PINS Thrust Link Thrust Link For Training Purposes Only Support Bearing Figure 38 FRA US/T bu August 2001 Engine Mounts Page: 75 .

is gained by opening the hinged ”C” ducts. Pressure relief Doors: Two access doors also operate as pressure relief doors.9007 psi) and more. If overpressure causes one or the two doors in a nacelle to open during flight. The door (doors) will be found open during ground inspections.Lufthansa Technical Training POWER PLANT COWLINGS A319/A320/A321 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. Access to the core engine . Spring−loaded latches hold the doors in place.2 bar (2. S the Combined Nozzle Assembly (CNA) ACCESS DOORS & OPENINGS Access to units mounted on the low pressure compressor (fan) case and external gearbox is gained by opening the hinged fan cowls. The major components which comprise the nacelle are: S the air inlet cowl S the fan cowls (left and right hand) S The ”C” ducts which incorporate the hydraulically operated thrust reverser unit. FRA US/T bu August 2001 Page: Page: 76 .and the units mounted on it . For Training Purposes Only The two pressure relief doors protect the core compartment against a differential overpressure of 0.They are installed on each nacelle. they will not latch close again automatically. S The air starter valve and pressure relief door in the right fan cowl S and the oil tank service pressure relief door in the left fan cowl.

Lufthansa Technical Training POWER PLANT COWLINGS A319/A320/A321 V2530-A5 71-10 RIGHT SIDE STRAKE ACAC OUTLET STRAKE For Training Purposes Only PRESSURE RELIEF DOOR LEFT SIDE ACAC OUTLET Figure 39 FRA US/T bu August 2001 Nacelle Access Doors Page: Page: 77 .

using support points provided on the fan case (rear) and inlet cowl (front).Lufthansa Technical Training POWER PLANT COWLINGS A319/A320/A321 V2530-A5 71-10 FAN COWLS OPENING / CLOSING The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge of the ”C” ducts.When in the open position the fan cowls are supported by two telescopic hold − open struts. Storage brackets are provided to securely locate the struts when they are not in use. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 78 . Be careful when opening the doors in winds of more than 26 knots (30mph) Warning 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.

Lufthansa Technical Training POWER PLANT COWLINGS A319/A320/A321 V2530-A5 71-10 DETAIL AT 4 POSITIONS For Training Purposes Only Figure 40 FRA US/T bu August 2001 Fan Cowls Opening / Closing Page: Page: 79 .

For Training Purposes Only FRA US/T bu August 2001 Page: Page: 80 .Lufthansa Technical Training Power Plant General A319/A320/A321 V2530-A5 71-10 FAN COWL LATCH ADJUSTMENT The mismatch between the two cowl doors can be adjusted by fitting / removing shims.as shown below. Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper as shown below.

Lufthansa Technical Training Power Plant General A319/A320/A321 V2530-A5 71-10 For Training Purposes Only Figure 41 FRA US/T bu August 2001 Fan Cowl Latch Adjustment Page: Page: 81 .

2.Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 ATA 78-32 THRUST REVERSER COWL DOORS T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING Caution Before opening: 1. pylon fairing must be removed. For Training Purposes Only Wing slats must be retracted and deactivated. 4. 3. 6. 5. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU ) FADEC power ”OFF” Put Warning Notices in the Cockpit FRA US/T bu August 2001 Page: 82 .up devices must be released. If reverser is deployed. All 6 latches & take .

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 PYLON FAIRING With deployed reverser the fairing must be removed ! For Training Purposes Only REVERSER CASCADES Figure 42 FRA US/T bu August 2001 C-Duct Opening/Closing Page: 83 .

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 THRUST REVERSER HALF LATCHES 6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located : S 1 Front latch ( access through the left fan cowl ) S 3 Bifurcation latches ( access through a panel under the C-Duct halves ) S 2 latches on the reverser translating sleeve ( Double Latch ) For Training Purposes Only FRA US/T bu August 2001 Page: 84 .

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 C A B For Training Purposes Only Figure 43 FRA US/T bu August 2001 Thrust Reverser Half Latches Page: 85 .

The take up device is a ”turnbuckle” arrangement which is used to draw the two ”C” ducts together. The take up device must be disengaged and returned to its stowage bracket. The take up device is used both when closing and opening the ”C” ducts.Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 LATCH ACCESS PANEL & TAKE UP DEVICE An access panel . Auxiliary Latch Assembly ).INSTALLED ON THE C-DUCT INDICA TE THAT THE BIFURCATION LATCHES ARE OPEN.when not in use. NOTE: RED OPEN FLAGS .inside the L/H ”C” duct.as shown below . For Training Purposes Only FRA US/T bu August 2001 Page: 86 .This is necessary to compress the ”C” duct seals far enough to enable the latch hooks to engage with the latch keepers. is provided to gain access to the three BIFURCATION ”C” duct latches and the ”C” duct take up device (also called.

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 DETAIL VIEW of a typical Latch . For Training Purposes Only Open-Indicator ( 3 installed ) Figure 44 FRA US/T bu August 2001 Latch Panel & Take Up Device Page: 87 .Open Indicator on the Bifurcation Latch.

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 FRONT LATCH AND OPEN INDICATOR Access to the front latch is gained through the left hand fan cowl.(TAKE UP DEVICE) IF YOU DO NOT DO THIS . 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 INDICATOR WHILE YOU PULL THE THRUST REVERSER HALVES TOGETHER WITH THE AUXILIARY LATCH ASSEMBLY. For Training Purposes Only FRA US/T bu August 2001 Page: 88 . The latch is equipped with a red open indicator.THE FRONT LATCH CAN GET CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED.

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 B SPRING For Training Purposes Only FRONT LATCH OPEN INDICATOR RED FRONT LATCH OPEN INDICATOR FRONT LATCH Figure 45 FRA US/T bu August 2001 Front Latch with Open Indicator Page: 89 .

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 hydraulic connection for opening.Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 C . For Training Purposes Only FRA US/T bu August 2001 Page: 90 . NOTE: THE HYDRAULIC FLUID USED IN THE SYSTEM IS ENGINE LUBRICATING OIL.

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 For Training Purposes Only Figure 46 FRA US/T bu August 2001 ”C” Duct Opening/Closing Page: 91 .

ducts in the open position.Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 C . the R.DUCT HOLD OPEN STRUTS Two hold open struts are provided on each C . ’C’ duct is shown below.H.H. The struts engage with anchorage points located on the engine as shown below.duct to support the C . The rear strut is a telescopic strut and must be extended before use. WARNING: BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE ’C’ DUCTS IN THE OPEN POSITION. THE ’C’ DUCTS WEIGH APPROX 578 LBS EACH. The arrangement for the L. SERIOUS INJURY TO PERSONNEL WORKING UNDER THE ’C’ DUCTS CAN OCCUR IF THE ’C’ DUCT IS SUDDENLY RELEASED.not in use the struts are located in stowage brackets provided inside the C . ’C’ duct is similar.duct The front strut is a fixed length strut. When. For Training Purposes Only FRA US/T bu August 2001 Page: 92 .

Lufthansa Technical Training ENGINE EXHAUST THRUST REVERSER COWLS A319/A320/A321 V2530-A5 78-32 For Training Purposes Only Figure 47 FRA US/T bu August 2001 „C“ Duct Hold Open Struts Page: 93 .

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. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 94 . The oil system lubricates the engine components.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.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 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. pressure relief and bypass valves. It contains S − the oil tank S − the lube and scavenge pump modules S − the fuel/oil heat and air/oil heat exchangers S − the filters. chip detectors.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 For Training Purposes Only Figure 48 FRA US/T bu August 2001 Oil System Basic Schematic Page: Page: 95 .

to the bearings. At higher power.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. PRIOR TAKE OFF: 500C − MAX CONTINIOUS: 1550C − MAX TRANSIENT: 1650C S oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions: S low oil pressure − RED LINE LIMIT: 60 PSI − AMBER LINE LIMIT: 80 PSI S scavenge filter clogged. 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. 4 compartment scavenge valve inoperative.either directly or through the de-oiler to the 5 stage scavenge pumps. upstream of any restrictors. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler . The oil pressure is measured as a differential between the main supply line pressure.adequate pressure in the No.the pressure supplied to each location is controlled by a restrictor.40 0C − MIN. S engine oil pressure S engine oil temperature 0 C − MINIMUM STARTING: . A differential pressure warning switch set at 12 psi.PRIOR EXCEEDING IDLE : -10 − MIN.At engine idle power. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. For Training Purposes Only Page: Page: 96 . A low pressure warning switch.4 bearing compartment scavenge line. which is set for 60 psi. The savenge oil is then piped. A coarse cleanable filter is employed. S No. upstream of the two position scavenge valve.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.4 bearing compartment. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications.There is a ”last chance” strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil. 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.which are part of the Heat Management System (HMS) . It is a hot tank system that is not pressure regulated.There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank.This allows for cockpit monitoring of low oil pressure. gives cockpit indication of impending scavenge filter bypass. and the pressure in the No.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 79−00 GENERAL Oil System Presentation System Description 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. is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping points as the oil pressure sensor.The engine oil temperature is measured in the combined scavenge line to the oil tank.which ensures that engine oil.IDG oil and fuel temperatures are maintained at acceptable levels. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter. FRA US/T bu August 2001 the valve closes to a reduced area which provides. The No.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. thevalve opens to provide the maximum area for scavenge flow.Except for the No 3 bearing damper and the No.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.

2 & 3 BEARINGS OIL TANK FILLER CAP NO. XMTR Figure 49 FRA US/T bu August 2001 Oil System Schematic Page: Page: 97 .Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 OIL TEMPERATURE SENSOR( HMS ) BYPASS VLV‘ S ACOC FUEL IN OIL TANK PRESSURIZATION VLV FAN AIR FCOC ENG OIL SCAVENGE FILTER ∆ P SWITCH ( 12 PSI . WARNING SWITCH ( 60 PSI ) OIL PRESS. ECAM MESS: ” OIL FILTER CLOG )” RESTRICTOR NO. 4 BEARING OIL QTY XMTR ANTI-DRAIN VLV BUFFER AIR ( 12TH ) FLOW TIMING VLV COLD START PRESS RELIEF VLV ( 450 ∆ PSI ) CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI ∆ P ) MASTER CHIP DETECTOR For Training Purposes Only NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH OIL TEMPERATURE SENSOR SCAVENGE FILTER NO 4 BEARING COMPARTMENT 2 POSITION SCAVENGE VLV SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR LOW OIL PRESS.5 BEARING FUEL FILTER OUT NO 1.

3. 4 bearing compartment pressure is is to high according to the valve position and a high burner press. FRA US/T Bu August 2001 Page: 98 . For Training Purposes Only 5.. A319/A320/A321 IAE V2530-A5 79-30 79-30 OIL INDICATING SYSTEM General The oil system monitoring is performed by: ..C S turns amber when oil TEMP < 10 deg C or > 165 deg C. ( class 2 ) S and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure.Oil pressure indication color turns red (W arning) : S when press <60PSI.indications: S oil quantity (quarts) S oil temperature (degree celsius) S oil pressure (psi) . 4.Oil quantity indication flashes green (Advisory): S when QTY <4quarts.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.audio and visual warnings: S oil low pressure (LO PRESS) S oil filter clogging (OIL FILTER CLOG) 2.Lufthansa Technical Training OIL SYSTEM INDICATING ECAM OIL INDICATIONS 1.−Eng. S The massage HI PRESS is displayed when the No..Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged.1 (2) BEARING 4 OIL SYS.. Oil HI TEMP is displayed : S when oil TEMP >165 deg C or 156 deg C more than 15 min.Oiltemperature indication flashes green (Advisory) : S when TEMP >156 deg.

Lufthansa Technical Training OIL SYSTEM INDICATING A319/A320/A321 IAE V2530-A5 79-30 1 2 3 For Training Purposes Only Figure 50 FRA US/T Bu August 2001 ECAM Oil Indication Page: 99 .

(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.Lufthansa Technical Training OIL SYSTEM INDICATING LOW OIL PRESSURE SWITCH A319/A320/A321 IAE V2530-A5 79-30 OIL QUANTITY INDICATING The analog signal from the oil quantity transmitter is sent to: − the SDAC1 − the SDAC2 − the EIU which transforms the analog signal into a digital signal. The oil quantity displayed in green on the ECAM display unit is graduated from: S 0 to 25. FILT.C to 999 deg.The EIU transforms this signal into a digital signal. SDAC2.The EIU transforms this signal into a digital signal..2 and then to ECAM. PRESSURE WARNING The Scavenge filter diff.1 (2) BEARING 4 OIL SYS.SDAC2 and the EIU . This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The order of priority has been defined as follows: SDAC 1 SDAC 2 EIU.9 in digital form.400 PSI .the maximum oil tank capacity is 30. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. For Training Purposes Only NO. A message will be displayed on the E/WD.8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts. The ECAM oil temperature indication scale is graduated from 0 deg. The oil pressure indication scale is graduated from 0 . FRA US/T Bu August 2001 Page: 100 .C .pressure warning is send to the SDAC 1. OIL PRESSURE INDICATION The analog signal from the oil pressure transmitter is transmitted to the SDAC 1. SDAC1. SCAV. Low Oil Pressure switching: S To Steering (ATA 32-51) S To Door Warning (ATA 52-73) S To FWC (ATA 31-52) S To FAC (ATA 22 ) S To FMGC (ATA 22-65) S To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU: S To CIDS (ATA 23-73) S To DFDRS INTCOM Monitoring (ATA 31-33 ) S To CVR Power Supply (ATA 23-71) S To WHC (ATA 30-42) S To PHC (ATA 30-31) S To FCDC (ATA 27-95) S To Blue Main Hydraulic PWR (ATA 29-12) S To Rain RPLNT ( ATA 30-45 ) OIL TEMPERATURE INDICATION The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU. The DMC’s process the information received as a priority order from the EIU’s through FWC 1 and 2. The low oil pressure information is send to different aircraft systems. ( 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. 4 bearing compartment pressure is is to high according to the valve position and a high burner press. DIFF.4 BEARING WARNING Two EIU logics provide a warning message to the ECAM : Eng. The massage HI PRESS is displayed when the No.5 US qts) S 0 to 99.

Lufthansa Technical Training OIL SYSTEM INDICATING A319/A320/A321 IAE V2530-A5 79-30 For Training Purposes Only Figure 51 FRA US/T Bu August 2001 Basic Schematic Page: 101 .

5 US qts Features: S oil qty.the oil tank should be checked and oil added.This make sure that the oil level shown in the tank is correct before oil is added.. side of the gearbox. transmitter S pressure and gravity fill ports S sight glass for level indication S internal deaerator S tank pressurisation valve ( 6 psi ) S strainer in tank outlet S mounting for scavenge filter and master chip detector ENGINE OIL SERVICING Where conditions permit. The normal max-usable oil quantity in the tank is 25 US qts. within a period of 5 to 20 minutes after engine shutdown. H.if necessary .Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 OIL TANK The tank is located on the top L.If the engine is stopped for 10 hours or more.the maximum oil tank capacity is 30. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 102 .a dry motoring must be performed.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 SIGHT GLASS For Training Purposes Only Figure 52 FRA US/T bu August 2001 Oil Tank Page: Page: 103 .

101PP (DC BUS 1 ) through circuit breaker 1EN1 (2EN1).the maximum oil tank capacity is 30. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 104 .If the engine is stopped for 10 hours or more. The normal max-usable oil quantity in the tank is 25 US qts. Engine Oil Servicing Where conditions permit. Oil Tank The tank is located on the top L.if necessary . Output voltage : 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.5 US qts Features: S oil qty. within a period of 5 to 20 minutes after engine shutdown.8 quarts. Description : The oil quantity tranmitter is a tank probe with a capacitor (tube portion) and an electronic module (on the top of the transmitter) for probe energizing and signal output. side of the gearbox. transmitter S pressure and gravity fill ports S sight glass for level indication S internal deaerator S tank pressurisation valve ( 6 psi ) S strainer in tank outlet S mounting for scavenge filter and master chip detector A319/A320/A321 IAE V2530-A5 79−00 79-00 OIL SYSYSTEM COMPONENTS Power Supply The system is supplied with 28VDC from busbar ENG 1. H.This make sure that the oil level shown in the tank is correct before oil is added.a dry motoring must be performed.the oil tank should be checked and oil added.Lufthansa Technical Training ENGINE OIL SYSTEM OIL QUANTITY TRANSMITTER The oil quantity transmitter is located in the oil tank..

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321
IAE V2530-A5

79−00

A

A
OIL QUANTITY TRANSMITTER

SIGHT GLASS

For Training Purposes Only

Figure 53
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Oil Tank
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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320A321
IAE V2530-A5

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 pressure 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.

For Training Purposes Only

FRA US/T bu

August 2001

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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320A321
IAE V2530-A5

79−00

For Training Purposes Only

Figure 54
FRA US/T bu August 2001

Pressure Pump & Filter
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Lufthansa Technical Training

ENGINE OIL SYSTEM ACOC OIL TEMPERATURE THERMOCOUPLE

A319/A320/A321
IAE V2530-A5

79−00 AIR COOLED OIL COOLER (ACOC)
Location The ACOC is mounted on the engine fan case. Operation The ACOC is a additional oil cooler which removes heat from the engine lubricating 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 S oil bypass valve S ACOC oil temperature thermocouple ( for heat management system ) S modulated air flow as commanded by EEC ( heat management system ). air flow regulated by air modulating valve. S Fuel pressure operated actuator S Feedback LVDT

(refer to 73-20 Heat Management System) The ACOC thermocouple is used for the heat management system which is controlled by the EEC.

ACOC AIR MODULATING VALVE FAIL SAFE POSITION : ”OPEN” For Training Purposes Only

FRA US/T bu

August 2001

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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321
IAE V2530-A5

79−00

ACOC OIL TEMPERATURE THERMOCOUPLE

For Training Purposes Only

Figure 55
FRA US/T bu August 2001

ACOC Air Flow
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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321
IAE V2530-A5

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 S The FCOC cools the oil by using low pressure fuel. S The FCOC also warms the low temperature fuel to the de-icing level. S 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 S One is an oil pressure relief bypass valve which diverts the excessive oil pressure during engine cold start. S The other is a fuel filter bypass valve which ensures fuel flow in the event of fuel filter clogging.

For Training Purposes Only

FRA US/T bu

August 2001

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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321
IAE V2530-A5

79−00

LOCATION

OUT
OIL

IN

A

DRAIN HOLE

For Training Purposes Only

Figure 56
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Fuel Cooled Oil Cooler
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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321
IAE V2530-A5

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 scavenge pumps are housed together as a single unit.The pump capacity is determined by the width of the gears.

For Training Purposes Only

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August 2001

Page: Page: 112

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 SCAVENGE For Training Purposes Only Figure 57 FRA US/T bu August 2001 Scavenge Pump Assembly Page: Page: 113 .

This element causes a linear change in the DC resistance when exposed to a temperature change. C. Features S disposable filter element S by-pass valve (opens when filter clogs) S Differential pressure connections S provides housing for the master magnetic chip detector S Oil Temperature sensor Engine Oil Temperature The scavenge oil temperature thermocouple is located in the combined scavenge line between the master magnetic chip detector and the scavenge filter for indication in the cockpit. The oil temperature is sensed by a dual resistor unit.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 SCAVENGE OIL COMPONENTS Scavenge Filter The flows from the 6 scavenge pumps are mixed together at the scavenge filter common filter inlet. The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU. Scavenge Filter Differential Press. Location The filter is mounted to the rear of the oil tank. Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked ( +12PSI or .This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC.2 PSI dif ferential press) For Training Purposes Only FRA US/T bu August 2001 Page: Page: 114 . C to 250 deg.near the FCOC. Switch The scavenge filter differential pressure switch is installed on a bracket at the top left side of the engine fan case. wire−wound resistance element. The EIU transforms this signal into a digital signal. Temperature measurement range: − 60 deg. The unit consists of a sealed.

Delta P.RING SCAVENGE OIL FILTER For Training Purposes Only Figure 58 FRA US/T bu August 2001 Scavenge Filter.Sw and Oil Temp. SENSOR SEAL . Sensor Page: Page: 115 . 12 PSI ) OIL TEMP.) WARNING SWITCH ( DELTA P. DROP. SENSOR ELECTRICAL CONNECTOR OIL TEMP.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 SCAVENGE FILTER DIFFERENTIAL (PRESS.

S vent the air overboard through the R/H fan cowl. Features S provides mounting for the No. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 116 . S provides location for the No. S return the oil to the oil scavenge system via its own scavenge pump. S overboard vent.4 bearing magnetic chip detector housing.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 DE-OILER Location The de-oiler is bolted to the right hand front face of the external gearbox. Purpose S To separate the breather air/oil mixture.4 bearing chamber scavenge valve.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 FROM OIL TANK BREATER AIR For Training Purposes Only FROM NO 4 BEARING SCAVENGE VALVE. Figure 59 FRA US/T bu August 2001 De-Oiler Page: Page: 117 .

4 bearing outlet line.Lufthansa Technical Training ENGINE OIL SYSTEM NO 4 BEARING PRESSURE TRANSDUCER A319/A320/A321 IAE V2530-A5 79−00 NO4 BEARING SCAVENGE VALVE Location The valve is mounted on the front face of the de-oiler casing. Features S Position feed back signal to EIU ( reed switch ) S uses stage 10 air as servo air S uses value of pressure of stage 10 air as operating parameter. Linear output 1VDC to 9 VDC (0 To 300 PSIG).4 bearing indicating system is to monitor the correct operation of the No. The No. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 118 .4 bearing carbon−seal failure.4 bearing 2−position scavenge valve and to detect a No.4 bearing compartment seal differential pressure to reduce overboard loss of vent air and to prevent deteriation of the carbon seals by restricting the venting of the compartment air/oil mixture to the de-oiler .4 bearing pressure transducer is installed on the right side of the deoiler and senses pressure at the No. Type of valve Pneumatically operated two position valve. S Fully open at low engine speeds( stage 10 air less than 150 PSI ) S Minimum open at high engine speed (stage 10 air more than 200 PSI ) Purpose The purpose of the No. Purpose Maintains No.

4 Bearing Scavenge Valve Page: Page: 119 .4 BEARING PRESSURE TRANSDUCER 10TH STAGE AIR For Training Purposes Only NO.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 A A NO.4 BEARING OIL INLET DE-OILER CASE POSITION REED SWITCH Figure 60 FRA US/T bu August 2001 No.

4 bearing carbon . As the valve moves towards the peripheral ports in the seat. The massage HI PRESS is displayed when the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens.1 (2) BEARING 4 OIL SYS. The bearing compartment scavenge flow passes through the valve. the valve is held spring loaded in the fully open position. low power and high power. VALVE DESCRIPTION Operation There are two basic operating positions. As the valve moves away from the max flow stop. the influence of the magnets on the reed switch decreases and the reed switch opens. restricted only by the porting in the valve seat.seal failure LOW POWER SETTING: At engine low power.4 bearing pressure XMTR in the oil return line to the deoiler.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 NO4 BEAR. the PS10 pressure rises. Two EIU logics provide a warning message to the ECAM : Eng. In the low−power position. the flow through the valve is now restricted to one central port in the valve seat. where the compressor 10th stage pressure (PS10) is less than 150 PSI. The circuit is broken. indicating that the valve has moved. SCAV. totally closing these ports. As the engine power decreases. ( 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. HIGH POWER SETTING: At engine high power. The valve moves towards the min flow or high power setting.4 bearing internal pressure is measured by the No. As the engine power increases. 4 bearing compartment pressure is is to high according to the valve position and a high burner press. the bearing scavenge valve closes (to maintain the No.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction. The reed switch closes. The No. Full travel is achieved at PS10 pressure of approximately 210 psi. completing the circuit and indicating the valve position. The valve moves towards the max flow or low power position. NO. the valve moves away from the max flow stop. As the valve approaches the maximum flow stop. uncovering the ports in the valve seat and restoring maximum flow through the valve. When this pressure exceeds 150 psi. the spring load overcomes the decreasing PS10 pressure. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 120 .The transducer supplies a pressure signal to one of the three EIU logics. This is due to the pressure acting on the differential areas of the valve and overcoming the spring load. the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic.4 BEARING SCAVENGE VALVE INDICATING The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No. the influence of the magnets on the reed switch increases.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 MAKE UP AIR 10TH STAGE SOLENOID VALVE TO OTHER BLEED SOLENOID VALVES MAKE UP AIR VALVE FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR 10 TH STAGE AIR (4X) EEC COMBUSTION CHAMBER STAGE 10 AIR STAGE 12 MAX FLOW             MIN FLOW                                       BEARING 4 COMPARTMENT NO.4 BEARING SCAVENGE VALVE OIL PRESS XMTR OIL PRESSURE LOW OIL PRESS. SWITCH For Training Purposes Only TO DEOILER REED SW OIL AND AIR NO.4 Bearing Scavenge Valve Page: Page: 121 FRA US/T bu August 2001 .4 BEARING PRESS XMTR EEC PB EIU Figure 61 No.

4 compartment scavenge oil pressure range is 0 to 160 PSI . A closing of the valve (at approx.because the ratio of the pressures will change. 85% N2 ) will restrict the return scavenge flow to the deoiler. ( the oil pressure is the differential pressure of the oil pressure feed line and the scavenge line).4 Bearing Scavenge Valve. Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 ENGINE OIL PRESSURE The Oil pressure is directly linked to the opening and closing of the No. The No. This will result in a pressure drop. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 122 .

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 For Training Purposes Only Figure 62 FRA US/T bu August 2001 Oil Pressure Chart Page: Page: 123 .

4 bearing scavenge tube. S Output voltage : 1VDC to 9VDC varying linearly with pressure from 0 to 400 psid. The oil pressure switch is connected between the oil supply tube and the No.beside the oil pressure transmitter. The other tube connects to the No. The set point range is between 45psi and 75psi. The indication of this pressure comes electrically from an oil pressure transmitter on each engine. S The oil pressure transmitter is connected to the engine oil system by two steel tubes. S The oil pressure transmitter is bolted to a bracket on the top left side of the engine fan case. 4 bearing oil scavenge tube (to the oil scavenge pump). When the oil pressure drops below 60 psi the switch closes and a red warning is triggert in the cockpit. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 124 . S Pressure range : 0 to 400 psid. The low oil pressure switch is installed on a bracket at the top left side of the engine fan case. One tube connects to the oil supply tube (to the engine and gearbox bearings).Lufthansa Technical Training ENGINE OIL SYSTEM LOW OIL PRESSURE SWITCH A319/A320/A321 IAE V2530-A5 79−00 OIL SYSTEM PRESSURE SENSING General The oil pressure indicating system gives a cockpit indication of the engine oil system working pressure. S Power supply : 28VDC from busbar 101PP (202PP).

Transmitter Low Oil Press Switch Figure 63 FRA US/T bu August 2001 LOP Switch and Oil Press.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 LOCATION Scavenge Oil Pressure Port Pressure Port For Training Purposes Only Oil Press. Transmitter Page: Page: 125 .

For Training Purposes Only FRA US/T bu August 2001 Page: Page: 126 .C. ‘s are used in the oil scavenge system.) A total of 7 M.C.D.D.5 bearing S De .4 bearing is located in the de-oiler scavenge outlet).C.2 and 3 bearings S main gearbox / L/H scavenge pick-up S angle gearbox are located to the rear of the main gearbox on the L/H side . (two in the case of the main gearbox)although that for the No. IF ONLY THE FRONT SEAL RING IS INSTALLED .1.as shown below.D.oiler ( No.D. CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.C.4 bearing ) S Main gearbox ( R/H scavenge pick up ) are located as shown below. FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE. ‘s for: S No.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED. Magnetic Chip Detectors Location The M.‘s for: S No.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 MAGNETIC CHIP DETECTORS (M. Each bearing compartment and gearbox has its own deticated M.D. The M.C.

4 BEARING For Training Purposes Only Figure 64 FRA US/T bu August 2001 Chip Detectors Page: Page: 127 .Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 No.

If the master M. FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED.D.‘s is inspected to indicate the source of the problem.C. IF ONLY THE FRONT SEAL RING IS INSTALLED . For Training Purposes Only FRA US/T bu August 2001 Page: Page: 128 .C.on the scavenge filter housing. indicates a problem then each of the other M.D. The Master Chip Detector is accessible through its own access panel in the L/H fan cowl. CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 MASTER MAGNETIC CHIP DETECTOR The master chip detector is located in the combined scavenge return linie.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 For Training Purposes Only Figure 65 FRA US/T bu August 2001 Master Magnetic Chip Detector Page: Page: 129 .

This will also depressurize the IDG case. This ensures : − the priming of the external circuit − the filtration of any oil introduced. NOTE: For Training Purposes Only IF THE OVERFLOW DRAINAGE PROCEDURE IS USED IT CAN TAKE UP TO 20 MINUTES TO COMPLETE. One sight glass serves for the CFM 56 engine. S If the oil level is not at this position. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Oil level check You can read the oil level through two sight glasses located on the IDG. S The oil level must be at or near the linie between the yellow and green bands. FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS CAN CAUSE HIGH OIL LEVEL CONDITION RESULTING IN ELEVATED OPERATING TEMPERATURES AND DAMAGE/DISCONNECT TO IDG. the other one for the V2500 engine.connect the overflow drain hose and drain the oil until the correct filling level is reached.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 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. FRA US/T bu August 2001 Page: Page: 130 . 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. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit.

Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 A Press Fill Valve V2500 Overflow Drain Valve Dust Cap Dust Cap For Training Purposes Only Figure 66 FRA US/T bu August 2001 IDG Oil Servicing Page: Page: 131 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 132 . High pressure fuel is also used to provide pressure for some actuators. 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 FADEC controls the fuel supply via the Fuel Metering Unit (FMU).Lufthansa Technical Training ENGINE FUEL AND CONTROL GENERAL A319/A320/A321 IAE V2530−A5 73−00 ATA 73 ENGINE FUEL AND CONTROL 73−00 FUEL SYSTEM PRESENTATION General The fuel system enables the combustion of fuel under appropriate conditions of flow rate and pressure. The FMU also provides hydraulic pressure to all hydraulic system external actuators. Stator Vane Actuator. engine oil and fuel temperatures within specified limits. 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 major components are S − High and low pressure fuel pumps (dual unit) S − Fueloil heat exchanger S − Low pressure fuel filter S − Fuel Metering Unit (FMU) S − Fuel distribution valve S − 20 fuel injectors S − Diverter and return to tank valve S − IDG fueloil heat exchanger. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. ACOC air modulating valve and HPT/LPT Active Clearance Control valve.The transfer between configurations is determined by a software logic contained in the EEC. These include the Booster Stage Bleed Valve actuators. the FADEC switches from one channel to the other. Controlling The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability. 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.In case of specific failure detection.

Lufthansa Technical Training ENGINE FUEL AND CONTROL GENERAL A319/A320/A321 IAE V2530−A5 73−00 For Training Purposes Only Figure 67 FRA US/T Bu August 2001 Fuel System Schematic Page: 133 .

These include the Booster Stage Bleed Valve actuators. and burner pressure. DESCRIPTION AND OPERATION 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). engine oil and fuel temperatures within speci- For Training Purposes Only FRA US/T Bu August 2001 Page: 134 .The transfer between configurations is determined by a software logic contained in the EEC. − the fuel filter − the fuel diverter and return to tank valve. − Control of fuel. fied limits. The FADEC System operates compatibly with applicable aircraft systems to perform the following: − Control of fuel flow. Stator Vane Actuator. the FADEC switches from one channel to the other. − the integrated drive generator (IDG) fuel cooled oil cooler (FCOC). maximum allow able thrust. − Automatic sequencing of start system components. N2. − Control of the low and high turbine active clearance control systems.The FADEC is a dual channel EEC with crosstalk and failure detection capability. Controlling The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems. − the fuel distribution valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. stator vanes and bleeds to automatically maintain for ward and reverse thrust settings and to provide satisfactory transient response. engine and IDG oil temperature.In case of specific failure detection. − the fuel flow transmitter. − the fuel metering unit (FMU). − Extensive diagnostic and maintenance capability. − 20 fuel nozzles.Lufthansa Technical Training ENGINE FUEL AND CONTROL GENERAL A319/A320/A321 IAE V2530−A5 73−00 73−00 FUEL SYSTEM PRESENTATION General The fuel system enables delivery of a fuel flow corresponding to the power required and compatible with engine limits. − the engine fuel cooled oil cooler (FCOC). 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). − Protect the powerplant from exceeding limits for N1. The FMU also provides hydraulic pressure to all hydraulic system external actuators. ACOC air modulating valve and HPT/LPT Active Clearance Control valve. The system consists of: − the two stage fuel pump with low pressure & high pressure ele ments. 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. − Control of the thrust reverser.

Lufthansa Technical Training ENGINE FUEL AND CONTROL GENERAL A319/A320/A321 IAE V2530−A5 73−00 SDAC DMC FWC TANK FUEL TEMP SNSR For Training Purposes Only R V D T Figure 68 FRA US/T Bu August 2001 Fuel System Schematic Page: 135 .

S The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime). − the FADEC health & status. The indications cover all the main engine parameters through the FADEC. The differential pressure switch signal is fed directly to the SDAC through the hardware . − The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . the pressure switch is de−energized which causes the caution to go off. Fuel Used The Fuel Flow Transmitter is installed near the FMU. This causes: − Triggering of the MASTER CAUTion light and single chime. The Fuel Used-is calculated in the DMCs . For Training Purposes Only FRA US/T Bu August 2001 Page: 136 .Lufthansa Technical Training ENGINE FUEL AND CONTROL INDICATING A319/A320/A321 IAE V2530−A5 73−30 ATA 73−30 INDICATING GENERAL Indicating The engine fuel system is monitored from: − the ECAM display. The signals are routed to the EEC and via the DMCs to the ECAM. The warning and cautions reflect: − the engine health and status through the FADEC. − the warning and caution lights. Fuel flow indication. − the fuel filter condition through a dedicated hardwired pressure switch. Fuel filter clogging indication The fuel filter clog indication is provided on the lower ECAM display unit. the pressure switch is energized. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid. When the pressure loss in the filter decreases between 0 and −1. The fuel system is monitored by: S The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form.5 psid from the filter clog energizing pressure. − The associated caution message to come on the upper ECAM DU.

Lufthansa Technical Training ENGINE FUEL AND CONTROL INDICATING A319/A320/A321 IAE V2530−A5 73−30                                                                                                                                                                                                                                         2500           KG/H 2500                                                                                   13000 KG                                                                                                                                                                                                                                                                                                                                         For Training Purposes Only Figure 69 FRA US/T Bu August 2001 Fuel System Indication Page: 137 .

fuel proceeds through the fuel filter to the HP gear stage. two gear pump. Any fuel supplied by the HP pumps which is not needed for these two uses is returned. OR OUTPUTS FROM THE FMU. from the FMU to the LP side of the fuel system. on the rear of the main gearbox. In addition to the fuel metering function the FMU also houses the : S Overspeed Valve S Pressure Raising and Shut Off Valve The overspeed valve under the control of the EEC. After passing through the LP boost stage. The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies at engine stop . The unit consists of a LP centrifugal boost stage which feeds an HP single stage. It also supplies HP fuel for the operation ( muscle ) of a number of actuators. NOTE : THERE ARE NO MECHANICAL INPUTS TO. The LP pump is designed to provide fuel to the HP gear stage with the aircraft pumps inoperative. provides overspeed protection for the LP ( N1 ) and HP ( N2 ) rotors. A coarse mesh strainer is provided at the inlet to the HP gear stage.passes to the F . The LP stage receives fuel from aircraft tanks through the aircraft pumps. For Training Purposes Only FRA US/T bu August 2001 Page: 138 . The FMU. The housing has provision for mounting the fuel metering unit ( FMU ). Exceeding flow from the gearstage pump is recirculated through the FMU bypass loop to the low pressure side of the pump. A low pressure (LP) stage and a high pressure ( HP ) stage provide fuel at the flows and pressures required for operation of hydromechanical components and for combustion in the burner.M. under the control of the EEC meters the fuel supply to the spray nozzles.U. All the fuel delivered by the HP fuel pumps . and is retained by four bolts as shown below. This stage is protected from overpressure by a relief valve. It is located on the dual fuel pumps unit.which is much more than the engine requires . A319/A320/A321 IAE V2530 A5 73−20 FUEL METERING UNIT The FMU is the interface between the EEC and the fuel system.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING FUEL PUMP General The LP / HP fuel pumps are housed in a single pump unit which is driven by a common gearbox output shaft.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 70 FRA US/T bu August 2001 Fuel Pump and Fuel Metering Unit Page: 139 .

The differential pressure switch signal is fed directly to the SDAC For Training Purposes Only FRA US/T Bu August 2001 Page: 140 . The FRV operates to control fuel flow which goes back to the aircraft fuel tank acting as a fuel cooler. FUEL FILTER DIFF. The filter element is installed in the lower housing of a fuel cooled oil cooler ( FCOC ). PRESS. The FDV operates to change the direction of the fuel metering unit ( FMU ) spill flow to : − The fuel cooled oil cooler ( FCOC ) or. They are a fuel diverter valve (FDV) and a fuel return valve ( FRV ). The FD & RV has two valves in one body. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid. FUEL TEMPERATURE THERMOCOUPLE ( refer to 73-20 Heat Management System ) The measured temperature is transmitted to the EEC ( Electronic Engine Control ) and used for the Heat Management System.Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 ATA 73−10 FUEL DISTRIBUTION COMPONENTS FUEL FILTER Description The fuel filter element is a low pressure filter which removes all contamination from fuel to go through it. − the fuel filter ( element ) inlet or.5 psid from the filter clog energizing pressure.The filter cap of the FCOC also includes a fuel drain plug to drain the fuel for maintenance purposes. the pressure switch is de − energized which causes the caution to go off. − the fuel cooled IDG oil cooler ( IDG FCOC ). FUEL DIVERTER & RETURN VALVE General The fuel diverter and return valve ( FD & RV ) is a primary unit in the heat management system ( HMS ) of the engine. The FCOC includes the following components : – A filter cap which has a pressure plate to keep the filter element in position once installed. the pressure switch is energized. SWITCH The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the filter decreases between 0 and −1. – A filter bypass valve to let the fuel go around the filter element when it be comes clogged.

Thermocouple Page: 141 . Switch/FCOC Fuel Temp. PRESS. Press.Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 FUEL FILTER DIFF. SW. FUEL FILTER DIFFERENTIAL PRESSURE SWITCH FCOC CONNECTION TO AIRCRAFT FUEL TANK FCOC INLET FUEL COOLED OIL COOLER ( FCOC ) A For Training Purposes Only A FUEL DIVERTER AND RETURN VALVE ( FDRV ) LOW PRESS FUEL FILTER FCOC FUEL TEMP. THERMOCOUPLE Figure 71 FRA US/T Bu August 2001 Fuel Filter Diff.

The ten discharge ports are connected to the ten fuel manifolds. The fuel goes through a 200 micron strainer. each of which in turn feeds two nozzles. The two fuel manifolds which remain full help supply fuel for the next engine start. The fuel distribution valve receives fuel through a fuel line from the fuel metering unit. FUEL NOZZLES For Training Purposes Only FUEL DISTRIBUTION VALVE HP/LP PUMPS FRA US/T Bu August 2001 Page: 142 . Eight of the ten internal discharge ports in the valve are connected after an engine shutdown. and then into ten internal discharge ports. Eight of the fuel manifolds are drained into the engine through the lowest fuel nozzle. Description The fuel distribution valve is installed at the 4:00 o’clock location. at the front flange of the diffuser case.Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 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.

Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 For Training Purposes Only Figure 72 FRA US/T Bu August 2001 Fuel Distribution Valve Page: 143 .

Fuel supplied to the fuel nozzles is carried by a large tube from the fuel metering unit to the fuel distribution valve. At the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles by ten manifolds. The high−velocity flow of fuel prevents formation of coke on areas where fuel touches metal. The fuel nozzles carry the fuel through a single orifice. Heatshields installed also prevent formation of coke. Each fuel manifold feeds two fuel nozzles. The fuel is vaporized by high−velocity air as it enters the combustion chamber. For Training Purposes Only FRA US/T Bu August 2001 Page: 144 . and good start quality. high combustion efficiency. The fuel nozzles mix the fuel with air. Fuel pressure for actuating various valves is supplied by small tubes from the fuel metering unit mounted on the fuel pump. 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. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation.Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 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. All the brackets and tubings are fire proof. and each nozzle is held in position by three bolts. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. This results in decreased emissions. and send the mixture into the combustion chamber in a controlled pattern. FUEL NOZZLE General The fuel nozzles receive fuel from the fuel manifolds.

Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 For Training Purposes Only Figure 73 FRA US/T Bu August 2001 Fuel Distribution Tubes Page: 145 .

One set of ports is used for the flow of the fuel to or from the fuel diverter and return valve. The hot scavenge oil which has been used to lubricate and cool the IDG. For Training Purposes Only FRA US/T Bu August 2001 Page: 146 . As the oil goes through the oil cooler. flows from the IDG to the oil cooler. The other set of ports is used for the flow of oil from and to the IDG. one for the fuel and one for the oil. THERMOCOUPLE A319/A320/A321 IAE V2530−5A 73−10 IDG FUEL COOLED OIL COOLER The IDG oil cooler is installed at the left hand side on the fan case. the heat in the oil is transmitted to the fuel. ( refer to 73-20 Heat Management system ) This temperature information is send to the EEC and is used for the heat management system. Two drain plugs are also installed in the oil cooler.Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION IDG OIL COOLER TEMP. The cooled oil then returns to the IDG. near the FCOC. The IDG oil cooler has two sets of inlet and outlet ports.

THERMOCOUPLE OIL OUTLET OIL INLET IDG FUEL COOLED OIL COOLER For Training Purposes Only DRAIN PLUGS Figure 74 FRA US/T Bu August 2001 IDG Fuel Cooled Oil Cooler Page: 147 .Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 FUEL INLET / OUTLET IDG OIL TEMP.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 A5 73−20 FUEL METERING UNIT General A simplified schematic representation of the Fuel Metering Unit is shown below. fuel to the top of the overspeed valve − this fully closing the valve. ABOVE 43% N2. This ensures that the EEC always knows that the valves are in the commanded position. as shown: S the Fuel Metering Valve S the Overspeed Valve S the Pressure Raising and Shut Off Valve. thus preventing the engine from being reaccelerated.P. THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT. The overspeed valve is hydraulically latched in the closed position. The three main functions of the FMU are : S metering the fuel supplies to the fuel spray nozzles. S overspeed protection for both the LP ( N1 ) and HP ( N2 ) rotors. 105. AND IN FLIGHT. To shut down the engine is the only way to release the hydraulic latching. THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE SHUT DOWN. The position of each valve is monitored and positional information is transmitted back to the EEC.4% N2 ) the EEC sends a signal to the overspeed valve torque motor which changes position and directs H. NOTE : BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO THE CLOSED POSITION. FAIL SAFE POSITION: ” NORMAL FUEL METERING” Pressure Raising and Shut off Valve The PRSOV torque motor is commanded open by the EEC during AUTO starts or Closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. FAIL SAFE POSITION OF THE PRSOV : ” LAST COMMANDED POSITION ” For Training Purposes Only FRA US/T bu August 2001 Page: 148 . A small by − pass flow is arranged around the overspeed valve to prevent engine flame out. It is commanded open or closed by the MASTER SWITCH in the cockpit during MANUAL starts. In the event of an overspeed ( 109. FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR : ” MINIMUM FUEL FLOW CONDITION ” Overspeed Valve Operation 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. NOTE: THE EEC’S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. These three functions are carried out by three valves arranged in series.1% N1 . S isolation of fuel supplies for starting/ stopping the engine. The recommended procedure is for the flight crew to shut down the engine . AND OPENED BY FUEL PRESSURE.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 A5 73−20 MASTER LEVER VARIABLE 2 POS. 2 POS. For Training Purposes Only Figure 75 FRA US/T bu August 2001 Fuel Metering Unit Schematic Page: 149 .

S The cockpit command ” OFF ” has priority over the EEC command. LP Fuel Shutoff Valve Control The LP fuel shut−off system has two independent electrical control circuits for each LP fuel − valve. IT IS ALSO COMMANDED OPEN VIA THE RELAY 11QG WHEN THE C / B OF THE HP FUEL SOV IS PULLED. 1 ENG MASTER switch is set to OFF. Closure of the HP fuel PRSOV : It is controlled directly from the MASTER control switch in OFF position PRSOV Fuel Shut Off Control The FADEC control system contains a fuel shut − off in the FMU . When the No. The actuator then closes the LP fuel − valve.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 V2530-A5 73-10 HP & LP FUEL SOV CONTROL The HP fuel shut off valve control is fully electrical. They connect through a control relay to these related switches : − the ENG MASTER switch − the FIRE PUSH switch . When the No. The actuator then opens the LP fuel − valve. The relay 11QG de − energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the ” open ” side of the LP fuel − valve actuator. ( RELAY 11QG ( 12QG ) DEENERGIZED ). 1 ENG MASTER switch is set to ON. S Loss of power supply does not lead to change the selected HP fuel shutoff valve position. BUT THE OPERATION OF THE ENGINE FIRE PUSH SWITCH ALWAYS OVERRIDES AN ON SELECTION AND CLOSES THE VALVE. it disconnects a 28VDC supply from the relay 11QG ( HP FUEL SOV SOL P / B SW ). It is performed from the engine panel in the cockpit as follows : Opening of the HP fuel PRSOV : It is controlled by the EEC : the EEC receives the commands from the MASTER control switch and ignition selector switch. This tourque motor operated PRSOV is powered by the 28VDC. NOTE: THE LP FUEL − VALVE OPENS ( CLOSES ) WHEN THE ENG MASTER SWITCH IS SET TO ON ( OFF ). For Training Purposes Only NOTE : FRA US/T bu August 2001 Page: 150 . If the ENG 1 FIRE PUSH switch is operated : − 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. The relay energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the ” close ” side LP fuel − valve actuator. which acts through a 2 position torque motor to close the pressurizing valve : The fuel shut − off is direct−hardwired to the MASTER control switch. it connects a 28VDC supply to the relay 11QG.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING LP FUEL SHUTOFF VALVE 1 ENGINE 1 FUEL LP VALVE MOT 1 28 V ESS OPEN M1 A319/A320/A321 V2530-A5 73-10 SHUT 49VU A8 ENGINE 1 FUEL LP VALVE MOT 2 28 V DC 2 121VU M25 OPEN SHUT M2 ENG 1 FIRE TO ECAM VLV POS SW‘s PUSH CENTRAL PEDESTAL 115VU MASTER 1 ON ENG MASTER 2 ON 115VU 11QG RELAY ENG / MASTER 1 123VU 126 OFF ENG 1 CRANK MODE NORM ENG IGN START 2 FIRE OFF FIRE FAULT FAULT 1 For Training Purposes Only 2 EEC FMU HP FUEL SOV CLOSED POS SW‘s CLOSED CLOSED ENGINE 1 HP FUEL SOV 28 V DC ESS 49VU A1 HP FUEL SOV MASTER SW 1 2 POS TM Figure 76 FRA US/T bu August 2001 HP and LP Fuel Shutoff Valve ( SOV ) Page: 151 .

movement and set the electrical circuit for the next operation. Each LP valve has an actuator 9QG ( 10QG ). The interface between the actuator and the LP valve is a valve spindle. it moves the LP valve to the open or closed position. The actuators send position data to the System Data − Aquisition Concentrators ( SDAC1 and SDAC2 ). When one of the LP fuel − valves is closed. The see/feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve.Lufthansa Technical Training ENGINE FUEL AND CONTROL FUEL DISTRIBUTION A319/A320/A321 V2530-A5 28−20 The engine fuel supply system has two fuel shut off valves. it is necessary to make sure that the valve can still operate. Each actuator has two motors.fuel shut off valve on the front wing spar . One of the two motors can open or close the valve if the other motor does not operate. A V − band clamp 80QM(81QM) attaches the actuator to the LP valve. LOW PRESSURE FUEL SHUT OFF VALVE The LP fuel − valve 12QM ( 13QM ) is in the fuel supply line to its related engine. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB 6. The routing for motor 1 is along the front spar. For Training Purposes Only FRA US/T bu August 2001 Page: 152 . The LP fuel − valve is usually open and in this configuration lets fuel through to its related engine. the fuel is isolated from that LP fuel valve’s related engine. The LP fuel − valve is installed between the engine pylon and the front face of the wing front spar ( between RIB 8 and RIB 9 ). The limit switches in the actuator control this 90 deg. Component Description The LP fuel − valve has: − a valve body − a ball valve − a valve spindle − a mounting flange. S one PRSOV in the FMU S One LP . The actuator drive shaft has a see/feel indicator where it goes through the actuator body. Thus the electrical supply to each motor goes through a different routing. When the actuator is energized. If damage occurs to the electrical circuit. The LP fuel − valve actuator has two electrical motors which drive the same differential − gear to turn the ball valve through 90 deg. The SDACs process the data and send it to the ECAM which shows the information on the FUEL page. which get their power supply from different sources : − the 28VDC BATT BUS supplies the motor 1 − the 28VDC BUS 2 supplies the motor 2.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FUEL DISTRIBUTION A319/A320/A321 V2530-A5 28−20 V-Clamp ELECTRICAL CONNECTORS For Training Purposes Only Figure 77 FRA US/T bu August 2001 LP Fuel Shut−Off Valve Page: 153 .

The termocouple gives an electrical output in relation to the temperature of the oil in the fuel cooled IDG oil cooler.Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 ATA 73-20 HEA T MANAGEMENT SYSTEM PRESENTATION General Heating and cooling of fuel. FRA US/T Bu August 2001 FUEL TEMP. The air valve is modulated by the EEC to maintain both oil and fuel temperatures within acceptable minimum and maximum limits. engine oil and IDG oil is accomplished by the Fuel Cooled Oil Cooler ( FCOC ). The system is designed to provide adequate cooling. IDG OIL COOLER TEMP. Oil heated by the engine passes through the ACOC and then to the FCOC. This temperature information is send to the EEC and is used for the heat management system. THERMOCOUPLE IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler Exit by a thermocouple. ACOC OIL TEMP. OIL TEMPERATURTE : The engine oil temperature is measured upstream of the ACOC. the Air Cooled Oil Cooler ( ACOC ) and the IDG cooler under the management of the EEC. Page: 154 . For Training Purposes Only ACOC MODULATING AIR VALVE The modulating air valve regulates air flow to the ACOC. In response to the measured temperature. Minimum oil temperature limits are used such that the oil may be used to prevent fuel icing with the use of FCOC. Three sources of cooling are available : S the LP fuel passing to the engine fuel system S the LP fuel which is returned to the aircraft fuel tanks S fan air There are four basic configurations between which the flow paths of fuel in the engine L. the EEC sends the signal to the fuel diverter valve. FUEL TEMPERATURE : The fuel temperature is measured at the exit of the filter. The thermocouple is composed of stainless steel sheathed sensing portion. The fuel diverter valve is used to reduce too high fuel temperature. THERMOCOUPLE The oil temperature is measured at the ACOC inlet by a thermocouple. stainless steel installing flange with seal spigot and electrical connector. stainless steel installing flange with seal spigot and electrical connector. The control of fuel temperature is done by the fuel diverter valve which is installed upstream of the FCOC. Maximum limits have been established to avoid breakdown of engine oil and to avoid excessively high fuel temperatures. The temperature is transmitted to the EEC ( Electronic Engine Control ). fuel system are varied.Within each configuration the cooling capacity may be varied by control valves which form the Fuel Diverter and Back to Tank Valve. THERMOCOUPLE The Fuel Temperature is measured by the thermocouple at the fuel exit of the FCOC ( Fuel Cooled Oil Cooler ). The excess of high pressure fuel flow from the FMU ( Fuel Metering Unit ) and return fuel from control actuator are plumbed to the diverter valve which normally turns the flow to the FCOC exit. the EEC sends the signal to the modulating air valve. In response to the measured temperature. whilst minimising the requirement for fan air offtake.The thermocouple is composed of stainless steel sheathed sensing portion. to maintain the critical oil and fuel temperatures within specified limits. The logic is generated around the limiting temperatures of the fuel and oil within the system together with the signal from the aircraft which permits/inhibits fuel spill to aircraft tanks. The transfer between modes of operation is determined by software logic contained in the EEC. Operation The measured temperature is transmitted to the EEC ( Electronic Engine Control ). The IDG oil temperature is measured at IDG oil cooler exit.P.

Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 IDG OIL TEMP. THERMOCOUPLE ACOC EEC For Training Purposes Only FUEL DIVERTER & RETURN VALVE Figure 78 FRA US/T Bu August 2001 HMS Main System Components Page: 155 . THERMOCOUPLE IDG OIL COOLER FUEL TEMP. THERMOCOUPLE FCOC OIL TEMP.

Then the valve changes the direction of the fuel flow and controls the metering port area. Fuel Return Valve The EEC operates the dual−wound torque motor to control the servo pressure. In this mode all the heat from the engine oil system and the I. HMS MODE 4 Fuel through IDG FCOC is modulated for fuel return to tank. oil system is absorbed by the LP fuel flows. FMU bypass flow returned upstream of FCOC. The two pistons are mechanically connected and make two valve areas which are referred to as valve A and valve B. the fuel flow can be controlled through the FDRV and the EEC. This mode is adopted at low engine speeds with a high IDG oil inlet temperature. The main valve has two valve functions that are referred to as valve C and valve D.Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM RETURN TO TANK MODES HMS MODE 1 ( NORMAL MODE ) A319/A320/A321 IAE V2530−A5 73−20 FUEL DIVERTER & RETURN VALVE General The FDRV configuration allows four modes of operation according to electrical signals from the EEC ( based on fuel and oil temperature measurements transmitted by thermocouples ). Supplemental cooling of fuel is provided by this mode. The switch assemblies transmit the EEC the valve position when the solenoid is de − energized. The pressure balance between two sides of the main valve (Valves C and D) gives the direction and the speed of the valve movement. For Training Purposes Only FAIL SAFE POSITION : ” FRV CLOSED. Some of the fuel is returned to the aircraft tank where the heat is absorbed or dissipated within the tank. The EEC gives the electrical signal to the FDRV to change the position of the valves. FMU bypass flow is returned upstream of fuel filter. Thus. Description The fuel diverter and return valve is installed on the FCOC. This main valve is a half − area piston − type valve which moves valve to change the metering port area. In this mode the fuel / oil heat exchanger is operating as a fuel ” cooler ” and the heat passed to the engine oil is extracted by the air / oil heat exchanger.D.G. NO RETURN TO TANK ( MODE 3 or 5 ) Fuel Diverter Valve The EEC energizes the solenoid valve to open the servo fuel flow. The FRV has a main valve and a pushing piston in a sleeve. This is the normal mode and is shown below. Fuel through the IDG FCOC or combined with a quantity of fuel downstream of the FCOC is modulated for return to tank. The FDV is a two − position selector valve which has two pistons in a sleeve. FAIL SAFE POSITION : ” FDV SOLENOID DE − ENERGIZED ” ( MODE 4 or 5 ) FRA US/T Bu August 2001 Page: 156 . The FDRV gives a feedback signal to the EEC to transmit the position of valves in the unit. This servo fuel pushes the main valve. The fuel flow changes with the position of the valves.

Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 MODE 1 Normal Return to Tank Mode FROM FUEL TANK MODE 4 Mode selected when in Normal Mode 1 the Limit Temperature ( IDG Oil. Fuel ) can not be= maintained within Limits. FROM FUEL TANK LP FUEL SHUTOFF VALVE LP PUMP LP FUEL SHUTOFF VALVE LP PUMP OIL IN OIL TEMP SNSR OIL IN OIL TEMP SNSR RETURN TO TANK OIL IN IDG FCOC OIL TEMP SNSR ENG OIL FCOC FAN AIR ACOC RETURN TO TANK OIL IN IDG FCOC OIL TEMP SNSR ENG OIL FCOC FAN AIR ACOC OIL OUT OIL OUT OIL OUT OIL OUT DIVERTER VALVE DIVERTER VALVE For Training Purposes Only FUEL RETURN TO TANK VALVE FUEL FILTER FUEL TEMP SNSR FUEL RETURN TO TANK VALVE FUEL FILTER FUEL TEMP SNSR HP PUMP HP PUMP FMU FMU TO INJECTORS TO INJECTORS Figure 79 FRA US/T Bu August 2001 Return to Tank Modes 1 and 4 Page: 157 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 158 . If however. Return to tank inhibited. by a modulated air flow. In this condition all the heat from the engine and IDG oil systems is absorbed by the burned fuel. NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE SPEED ( FAIL SAFE POSITION ). 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. e. before passing to the fuel / oil heat exchanger. 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. Fuel through IDG FCOC returned downstream of FCOC. FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse direction. the fuel flow is too low to provide adequate cooling the engine oil will be pre − cooled in the air/oil heat exchanger.Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 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. This mode is adopted if the conditions exist.

Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 MODE 3 High Engine Speed FROM FUEL TANK MODE 5 D D Low Engine Speed Cold Fuel Fail Safe Mode FROM FUEL TANK LP FUEL SHUTOFF VALVE LP PUMP LP FUEL SHUTOFF VALVE LP PUMP OIL IN OIL TEMP SNSR OIL IN OIL TEMP SNSR RETURN TO TANK IDG FCOC OIL TEMP SNSR OIL IN ENG OIL FCOC FAN AIR ACOC RETURN TO TANK IDG FCOC OIL TEMP SNSR OIL IN ENG OIL FCOC FAN AIR ACOC OIL OUT OIL OUT OIL OUT OIL OUT DIVERTER VALVE DIVERTER VALVE For Training Purposes Only FUEL RETURN TO TANK VALVE FUEL FILTER FUEL TEMP SNSR FUEL RETURN TO TANK VALVE FUEL FILTER FUEL TEMP SNSR HP PUMP HP PUMP FMU FMU TO INJECTORS TO INJECTORS Figure 80 FRA US/T Bu August 2001 NO Return to Tank Modes 3 and 5 Page: 159 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 160 .Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 AIR MODULATING VALVE Purpose To govern the flow of cooling ( fan ) air through the air/oil heat exchanger ( ACOC ). Location Bolted to the outlet face of the air/oil heat exchanger. Features S fire seal forms an air tight seal between the unit outlet and the cowling orifices S controlled by either channel A or B of EEC S valve positioned by fuel servo pressure acting on a control piston S valve position feed back signal via LVDT to each channel of EEC S 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. 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.

Lufthansa Technical Training ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM A319/A320/A321 IAE V2530−A5 73−20 For Training Purposes Only Figure 81 FRA US/T Bu August 2001 Air Modulating Valve Page: 161 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 162 . The fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox.Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 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. hydraulic and water drains The two sub−systems come together at the same drain mast. The drain system comprises two sub−systems: − fuel drains − oil.

Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 IAE V2530-A5 71-70 RIGHT SIDE OIL TANK SCUPPER OIL TANK SCUPPER FUEL PUMPS FUEL DIVERTER VALVE FUEL METERING UNIT LP BOOSTER BLEED MASTER ACTUATOR BIFURCATION PANEL VARIABLE STATOR VANE ACTUATOR FWD ACTIVE CLEARANCE CONTROL ACTUATOR DRAINS MAST ACOC LP BOOSTER BLEED SLAVE ACTUATOR IDG For Training Purposes Only HYDRAULIC PUMPS AIR COOLED OIL COOLER ACTUATOR S. ( STARTER ) HYDRAULICS AIR STARTER INTEGRATED DRIVE GENERATOR OIL TANK SCUPPER LEFT SIDE NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY Figure 82 FRA US/T Bu August 2001 Drain System Page: 163 .

Any leckage from fluid lines is drained overboard through seperate lines in the rear of the pylon. For Training Purposes Only FRA US/T Bu August 2001 Page: 164 .Various systems are routed through these areas.Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 IAE V2530-A5 71-70 PYLON DRAINS The engine pylon is divided into 7 compartments.

Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 IAE V2530-A5 71-70 FUEL PYLON DRAINS FUEL / HYDR. For Training Purposes Only Figure 83 FRA US/T Bu August 2001 Pylon Drains Page: 165 . HYDR.

Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 IAE V2530-A5 71-70 DRAIN SYSTEM DESCRIPTION Fuel Drain The fuel drain lines come from engine accessories on the engine core. 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 engine core drains go through the bifurcation panel. The other drains are for engine oil or accessory lubricant. the engine fan case and gearbox. hydraulic and water drains system comes from engine accessories on the engine fan case and gearbox. For Training Purposes Only FRA US/T Bu August 2001 Page: 166 . Hydraulic and Water Drains The oil. 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.

Lufthansa Technical Training POWER PLANT DRAINS A319/A320/A321 IAE V2530-A5 71-70 For Training Purposes Only Figure 84 FRA US/T Bu August 2001 Drain System Leakage Test & Limits Page: 167 .

TAKE OFF THRUST S DETENT  = (REVERSE) IDLE THRUST S DETENT  = MAX.The extraction current for the resolvers is provided by the EEC. the revers thrust laching lever must be lifted.Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 ATA 76 ENGINE CONTROLS THROTTLE CONTROL SYSTEM General The throttle control system consist of : − the throttle control lever − the throttle control artificial feel unit (Mecanical Box) − the thrust control unit − the electrical harness. The thrust lever is linked to a mechanical rod. The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: S 0° STOP = FWD IDLE THRUST S -20 ° STOP = FULL REVERSE THRUST S 45° STOP = MAX . Thrust Control Unit The Thrust Control Unit contains two resolvers. Autothrust Disconnect pushbutton. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box).CLIMB (ALSO CRUISE SELECTION) S DETENT  = MAX. CONTINOUS (FLEX TAKE OFF THRUST) 3 2 1 1 THRUST LEVERS General 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. each of which sends the thrust lever position to the Electronic Engine Control . The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function. Reverse Thrust Latching Lever To obtain reverse thrust settings. A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position. The design of the throttle control is based upon a fixed throttle concept : This means that the throttle control levers are not servo motorized. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 168 .

Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 ENGINE THRUST LEVER CONTROL AUTOTHRUST DISCONNECT PB REVERSE THRUST LATCHING LEVER THRUST LEVER REVERSE THRUST LATCHING LEVER MECHANICAL BOX For Training Purposes Only THRUST CONTROL UNIT FMU − FUEL METERING VALVE CHANNEL A EEC CHANNEL B RESOLVER 1 RESOLVER 2 Figure 85 FRA US/T Bu August 2001 Engine Thrust Lever Control Page: Page: 169 .

For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 170 . the MCT detent. S Airplane is within the takeoff envelope. only in the EPR mode when the airplane is on the ground.This enables the EEC to be re-rated to provide addi tional thrust capability for use during specific aircraft operations. In some cases the throttle control levers are provided with ”BUMP” rating push buttons. The maximum take-of f rating will then be increased by the pre−programmed delta EPR provided the airplane is on the ground.This information is for tracking by maintenance personnel. regardless of the thrust lever angle.Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 BUMP RATING PUSH BUTTON This Push Buttons are optional equipment. The bump ratings.one per engine. Actuation of the switch will generate a digital signal to both EECs via the EIU. The bump rating is a non−standard rating and is only available on certain designated operator missions. the bump ratings are fully removed when the thrust lever is moved from the TO detent to. S Bump rating initially selected on the ground. Bump Rating Description The takeoff bump ratings can be selected. Inflight. if available. S TO/GA thrust lever position set. 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. Use of the bump rating must be recorded. The bump rating is available inflight (EPR or rated N1 mode) under the following conditions. or below. are selected by a push button located on the thrust lever.

Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 For Training Purposes Only Figure 86 FRA US/T Bu August 2001 Bump Push Bottons Page: Page: 171 .

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. 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.Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) The Throttle control artificial feel unit is located below the cockpit center pedestal. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 172 . This toothed quadrant causes inverse rotation of a gear equipped with a disk which has four detent notches. This artificial feel unit comprises two symetrical casings. Each casing contains an identical and independent mechanism. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers. The linear movement of the throttle levers is transformed into a rotary movement at the belcrank wich turns about the friction brake assembly shaft. The artificial feel unit is a friction system wich provides a load feedback to the throttle control lever. one left and one right. This movement rotates a toothed quadrant integral with the shaft.

Lufthansa Technical Training Engine Controls General A319/A320/A321 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 For Training Purposes Only DETENT FORCE ADJUSTMENT Figure 87 FRA US/T Bu August 2001 Mechanical Boxes Page: Page: 173 .

8 deg.25 deg.9 TRA. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 174 . Relation between TRA and TLA: The relationship between the throttle lever angle and throttle resolver angle (TRA) is linear and : 1 deg.Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 THROTTLE CONTROL UNIT The throttle control unit comprises : S an input lever S mechanical stops which limit the angular range S 2 resolvers whose signals are dedicated to the EEC (one resolver per channel of the EEC) S 6 potentiometers fitted three by three. The accuracy of the throttle control unit (error between the input lever position and the resolver angle) is 0.5 deg. The EEC incorporates a resolver fault accomodation logic.5 deg. TRA or − greater than 98. TRA as resolver position signal failure. The EEC considers a throttle resolver angle value : − less than −47. TRA. TLA = 1. Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC. The TLA resolver operates in two quadrants : the first quadrant serves for positive angles and the fourth quadrant for negative angles. Each sector drives itself a set of one resolver and three potentiometers. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal. TRA. The maximum discrepancy between the signals generated by the two resolvers is 0. The input lever drives two gear sectors assembled face to face. Their signals are used by the flight control system S a device which drives the resolver and the potentiometer S a pin device for rigging the resolvers and potentiometers S a safety device which leads the resolvers outside the normal operating range in case of failure of the driving device S two output electrical connectors.

Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 3 COUPLED POTENTIOMETERS ELECTRICAL CONNECTORS C C C RESOLVER For Training Purposes Only RIGGING POINT THRUST CONTROL UNIT(S) − 2 units Each unit consists of : − 2 resolvers − 6 potentiometers. Figure 88 FRA US/T Bu August 2001 Thrust Control Units Page: Page: 175 .

1 − TRA EEC 2 : − ( − ( − ( ) ) ) PRINT> <RETURN For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 176 .Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 RIGGING The throttle control levers must be at the idle stop position to perform the rigging procedure.0 0. 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.

Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 A MECHANICAL BOX RIG PIN For Training Purposes Only THRUST CONTROL UNIT RIG PIN Figure 89 FRA US/T Bu August 2001 Thrust Control System Rigging Page: Page: 177 .

Lufthansa Technical Training Engine Controls General A319/A320/A321 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) For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 178 .

1 <RETURN For Training Purposes Only Figure 90 FRA US/T Bu August 2001 Alpha Call−up TRA Page: Page: 179 .Lufthansa Technical Training Engine Controls General A319/A320/A321 V2530-A5 76−00 AIDS PARAM ALPHA CALL−UP ENTER ALPHA CODE − TRA − TRA − ( − ( − ( − ( ) ) ) ) PRINT> EEC 1 : EEC 2 : 0.0 0.

S Engine Vibration − of N1 and N2 S As warnings by system problems only: − OIL FILTER COLG − Fuel FILTER CLOG Some engine parameters also displayed on the CRUISE page For Training Purposes Only FRA US/T Bu August 2001 Page: 180 . the starter duct pressure and during eng start up. fuel clogging. Secondary Engine Display The lower display shows the secondary engine parameters listed below. Overspeed governor. messages are generated on the following devices : − Upper ECAM : Engine Warning Display (EWD). that operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. or to provide warning messages to the crew and maintenance personnel. indication.− speed. Normal indication can be achieved by using the FADEC GRD power switches.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 ATA 77 INDICATING 77−00 ENGINE INDICATING PRESENTATION Indication General The engine is equipped with sensors that monitor − temperature . or warning. Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E/WD ): S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). 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. the analog indicator and the marks on the circle disappear.. − Master caution. The engine page is available for display by command. Depending on the data transmitted. − thrust reverser hydraulic pressure. etc.− pressure. − Lower ECAM :Systems Display (SD). the indication is replaced by amber crosses. If a failure occurs on any indication displayed. The master caution and warning are located in front of the pilot on the glance panel. These messages are used to run the engine under normal conditions throughout the operating range. manually or automatically during engine start or in case of system fault: S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79 S OIL temperature For further info see ATA 79 S Starter valve positions. T/R. − Audible chimes and oral warning. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. the circle becomes amber.− vibration − fuel flow lt also has switches that provide indication for − oil... − position (SAV.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 FF KG / H FOB: 19.125 For Training Purposes Only                             A IGN B                       ONLY ON ENGINE           35 35 START PAGE Figure 91 FRA US/T Bu August 2001 Engine ECAM Indications Page: 181 .

and then remains steady. In MREV no EPR value is dis played. NOTE: WHEN A THRUST LEVER IS SET BETWEEN TWO POSITIONS THE EEC SELECTS THE RATING LIMIT CORRESPONDING TO THE HIGHEST MODE. The pressure from this sensors are routed to the EEC pressure transducer. the associated EPR rating is displayed in blue. For Training Purposes Only If FLX mode is selected. 6 Thrust limit mode. on ground. the indication first flashes for 9 sec. whatever the lever position is. CL. FLX EPR is displayed whatever the thrust lever position between IDLE and FLX / MCT. MREV selected mode is displayed in green.this limit corresponds to: TO GA thrust limit. 3 4 EPR TLA ( white circle ) Predicted EPR corresponding to the thrust lever position. For FLX mode indication the ADIRU‘s must be switched on. Cyan EPR command arc ( transient ) from current EPR pointer to EPR command value. 1 2 Actual EPR Actual EPR is green. 5 REV indication Appears in amber when one reverser is unstowed or unlocked or inadvertenly deployed. it indicates the mode which the EPR limit value will be computed. the flexible take off temperature in _ C. FLX. THE EPR RATING LIMIT VALUE IS REPLACED BY AMBER CROSSES ( M REV MODE IS LIMITED BY N1) − On ground ( with engines running ) S With engines running.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 ATA 77−10 POWER INDICATING EPR INDICATION EPR − Engine Pressure Ratio The Engine Pressure Ratio indicating system consists of one combined P2 / T2 sensor and eight ports located in each of the three LPT exhaust case struts. The temperature value is displayed in green and the _ C is displayed in blue. on ground. − In flight ( or on ground with ENG stopped ): S The selected mode corresponds to the detent of the most advanced thrust lever position S Rating limit is computed by the EEC receiving the highest actual EPR value ( exept on ground with ENG stopped where it is computed by the EEC receiving the most advanced thrust lever position ). if FLX mode is selected. MCT. EPR rating limit TO GA. ( In flight.9.9 / P 2 ) and transmits the EPR value to the ECAM.The EEC converts the signal to a digital format and proccess the pressure to form actual EPR ( P 4. P4. the circle becomes amber. the analog indication is replaced by amber crosses. S With engine running. is only displayed with A / THR engaged. If a failure occurs on any indication displayed. NOTE: NOTE: Thrust limit mode is displayed in digital form. the analog indicator and the marks on the circle disapear. It changes to green when the reverser is fully deployed . is displayed. EPR max ( thicker amber mark ) It is the limit value of EPR corresponding to the full forward thrust lever position. FRA US/T JaG MAR 2006 Page: 182 . selected through the FMS MCDU’ s. WHEN IDLE IS SELECTED THE EEC SELECTS CL WHEN M REV IS SELECTED. Each of the two channels performs this operation independently.

503 35_ C TOGA 1. 520 OR MCT For Training Purposes Only OR CL OR MREV Figure 92 FRA US/T JaG MAR 2006 EPR Indication − Upper ECAM Display Unit Page: 183 .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 3 2 4 2 3 4 6 5 REV EPR FLX OR 1 1.

9 ). A tube from this manifold is connected to the Electronic Engine Control ( EEC channel A ). NOTE: IN CASE OF LOSS OF P2 / T2 HEATING . The P2 / T2 sensor has an anti−icing function accomplished by a single heating element internally bonded to the sensor. is switched on and off by the EEC depending on TAT ( < 7.9 into a useable electronic signal ( proportional to pressure ) that can be processed and used by the EEC to control the engine. It measures total pressure and temperature in the inlet air stream of the engine forward of the engine front flange. For Training Purposes Only FRA US/T Bu August 2001 Page: 184 .9 SENSORS The P4. Aircraft power. AN AUTOMATIC REVERSION FROM EPR MODE TO UNRATED N1 MODE OCCURS. The heater is a hermetically sealed. The dual output total temperature measurement is accomplished by two resistance−sensing elements housed in the P2/T2 sensor body. coaxial resistance element brazed internally to the sensor casting. Each channel of the Electronic Engine Control ( EEC ) monitors one of these resistance elements and converts the resistance measurement to a temperature equivalent. The total air pressure is carried via pressure tubing to the pressure sensor located in channel A of the EEC.2 ° C heater ” ON ” ).Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 EPR SYSTEM COMPONENTS P2 / T2 SENSOR The P2 / T2 sensor is located near the 12 o’clock position of the inlet cowl. P4. Struts 4.9 sensor and manifold has three probes which measure the total pressure of the exhaust gas stream. A pressure transducer located within the EEC converts the average pressure at station 4. via the relay box. The resulting average radial pressure value from each strut is then plumbed into a manifold which provides an overall turbine exhaust pressure average ( P4. 7 and 10 contain the pressure sensing ports. which is used for the heater. Each sensing point contains eight radial pressure sensing ports which are combined to yield an average pressure.

9 SENSOR B PRESSURE CONTROL MANIFOLD PRESSURE CONTROL MANIFOLD For Training Purposes Only ADAPTOR P2/T2 SENSOR P4.9 PRESSURE RAKE TUBE Figure 93 FRA US/T Bu August 2001 P2 / T2 and P4.9 Sensor Page: 185 .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 P2/T2 SENSOR B A P 4.

FAIL SAFE POSITION: ”PROBE HEATER OFF” For Training Purposes Only FRA US/T Bu August 2001 Page: 186 .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 P2 / T2 HEATER Aircraft Power . 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.which is used for the heater . NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 204XP-C 115VAC BUS 2 11DA2 C/B 24-58-06 ANTI ICE / PROBES P2/T2 ENG 2 122VU212 INPUT FOR IGNITION RELAYS 1WD ENG/APU FIRE PNL 20VU210 26-12 4100KS RELAY BOX 446STA450 73-25 4014KS SENSOR P2/T2 444STA390 73-25 RELAY BOX CH B CONNECTOR For Training Purposes Only RELAY BOX CH A CONNECTOR P2/T2 HEATING CONNECTOR Figure 94 FRA US/T Bu August 2001 P2/T2 Heater Schematic Page: 187 .

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 FADEC P2/T2 HEATER TEST For Training Purposes Only FRA US/T Bu August 2001 Page: 188 .

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 For Training Purposes Only Figure 95 FRA US/T Bu August 2001 P2/T2 Heater Test Page: 189 .

It is not displayed during: −Engine start up. FRA US/T Bu August 2001 Page: 190 . A red band begins at the point of over temperature and a red cross line appears at the max value achieved. it is the max EGT value up to MCT thrust. instead a amber mark is placed at 635 _ C −Take Off sequence. 3 Max permissible EGT Goes up to 650 _C. For Training Purposes Only 4 Red cross line is set at the max EGT over temperature achieved during the last leg. Pulses amber up to MCT when EGT w 610 _ C. 2 Max EGT Thicker amber mark is set at w 610 _ C.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 ATA 77−20 TEMPERATURE EGT INDICATION EGT Indicator 1 Actual EGT Normally displayed in green. Pulses red when EGT w650 _ C. NOTE: EGT INDEX PULSING AMBER MUST BE DISREGARDED WHEN USING TO OR FLX THRUST. The red cross line will disappear through corresponding DMC’ s − MCDU action or by the next T/ O.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 2 3 4 1 For Training Purposes Only Figure 96 FRA US/T Bu August 2001 EGT Indication Page: 191 .

in parallel. from where two indepent signals are send to the EEC. at 9. 4. − the remaining four thermocouples ( one from each probe assembly ) are used to form an averaged signal.5 2.5 For Training Purposes Only JUNCTION BOX 4. each comprizing 2 thermocouples. Each signal is an average of the four probes. The EGT probes are located at engine station 4.5 FRA US/T Bu August 2001 Page: 192 . 7. 9. The EEC uses the Exhaust Gas Temperature in the engine start control logic and also transmits the EGT signal to the ECAM .5.95 ( LPT exhaust case strut ).5.0 7. The thermocouples are connected. − four thermocouples ( one from each probe assembly ) are used to form an averaged signal send to the channel ” A ” of the EEC. send to channel ” B ” of the EEC. to the junction box for each channel.5 and 2 O ’Clock.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 EGT PROBES The messurement channel for the exhaust gas temperature consist of: S Four probe assemblies.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 EGT JUNCTION BOX JUNCTION BOX 1 CHROMEL STUD For Training Purposes Only Figure 97 FRA US/T Bu August 2001 EGT System Page: 193 .

ON. the analog indicator and the marks on the circle disapear. If the RPM exeeds 100 % index and numeric value pulses red. 3 Red cross line is set at the max N1 over speed value achieved during the last leg. rated or unrated mode. in N1 MODE. EPR mode is selected N2 Indication The signal fore the HP rotor speed is originated from the dedicated alternator to the EEC for use in engine control computation and to the ECAM for visual display on ECAM. Digital indication normally green.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 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 computation and for ECAM visual display. Pulses amber when N1 exeeds the N1 rating limit. N1 rated MODE can activated automaticly or by switching the N1 MODE switch at the overhead panel ( close to the ENG MAN START switches ). N1 . Following an automatic reversion to N1. General: A failure title will be displayed on E / WD in the MEMO display. if the displayed value compared by the DMC’ s with the actual value from the EEC differs and the last digit from the value shown will be XX ed. Both engine must be in the same MODE. 1 Actual N1 Displayed normaly in green. 5 CHECK appears for EPR. The red ” X ” will disappear through corresponding DMC’s − MCDU action or by the next T/O. A separate signal goes to the engine vibration monitoring unit ( EVMU ) for use in processing engine vibration data. EGT. the analog indication is replaced by amber crosses. Pulses red if N1 exceeds 100%. N2 and FF. 7 Actual N2 6 For Training Purposes Only N1 command corresponding to the thrust lever ( angle ) position ( predict N1 ) appears when in rated N1 mode. rated or unrated. 4 White circle 6 N1 MODE switches ON: −Thrust control reverts from EPR mode to N1 rated mode. General: A failure title will be displayed on E / WD on the MEMO display. Not displayed in unrated N1 MODE. Auto thrust is not active in rated N1 mode . 2 Max permissible N1 is 100 %. If a failure occurs on any indication displayed. It is overbrightness and grey boxed during engine start sequence up to 43 % ( starter cut out ). the circle becomes amber. Turns red if N2 exceeds 100 % and a red ” X ” appears. At 100 % a red band begins. FRA US/T Bu August 2001 Page: 194 . pressing the P/B switch to confirm the mode. it illuminates blue OFF: − If available.

8 C H E C K For Training Purposes Only 7 X 4 7 ENG 1 EPR MODE FAULT ENG 1 N 2 OVER LIMIT Figure 98 N1 and N2 Speed Indication Page: 195 August 2001 FRA US/T Bu .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 4 EPR XX 5 1 4 2 3 XX MCT N 1 MODE 95.

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

Lufthansa Technical Training INDICATING GENERAL A319/A320/A321 IAE-V2530-A5 31-00 For Training Purposes Only Figure 99 FRA US/T kh August 2001 Max Pointer Reset Page: 197 .

6 and reconnect the harness leads to the spare speed sensor as described above. 4 of the spare speed sensor. 2 from their terminals No 1 and No 2. S One sensor provides the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ). INTERCHANGE OF N1 SPEED SENSORS For Training Purposes Only Task 77−11−00−860−010 S If the fan speed sensor No. The electrical leads from each sensor goes through the N1 tube and is connected to the terminal block. 1 and No. disconnect the harness leads No. 3 strut of the intermediate structure and to the terminal block. S The N1 electrical harness tube goes through the inner strut of the no.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320A321 IAE V2530−A5 77−00 ATA 77-10 POWER N1 INDICATION The fan speed ( N1 ) indication system has four sensors: S Two of them are used to provide EEC channels ” A ” and ” B ” with N1 ro− tational speed signal. 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 ). Reconnect the harness lead No 1 to the terminal No. For the trimbalance sensor. 5 and No. S The EEC speed sensors have two pole pieces compared to the trimbalance sensor who has only one pole piece. see below. S For the fan speed sensors. S One sensor acts as a spare fore either EEC channel ( it can be activated by changeover connectors at the junction box ). one turn on the LP shaft causes 60 teeth on the phonic wheel to pass its sensor. S If the fan speed sensor No 3 is unserviceable. FRA US/T Bu August 2001 Page: 198 . 3 and the harness lead No. disconnect the harness leads No. 2 to the terminal No. one slot in the phonic wheel passes the sensor one time for one turn. 1 is unserviceable. 6 from their terminals No. 5 and No.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320A321 IAE V2530−A5 77−00 TERMINAL BLOCK TWO POL PIECES TERMINAL NO.N1 Terminal Block Page: 199 . 4 (SPARE) ONE POL PIECE THREE FAN SPEED SENSORS For Training Purposes Only ONE TRIM BALANCE SENSOR Figure 100 FRA US/T Bu August 2001 Fan Speed & Trim Balance Sensor.

If a shaft seal failure occurs and the alternator fills with engine oil. the alternator will continue to function normally.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320A321 IAE V2530−A5 77−00 DEDICATED ALTERNATOR (PMA) The alternator function are: S the primary power source for the Electronic Engine Control (EEC) S 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. one for each channel of the EEC. two of which provide three phase frequency AC electric power to respectively channel ” A ” and ” B ”. The rotor is mounted directly on the gearbox output shaft and the stator is bolted to the gearbox housing. The forth winging provides a dedicated N2 signal to Channel ”A ” of the EEC. the stator has four independing windings. For Training Purposes Only FRA US/T Bu August 2001 Page: 200 . The stator and rotor are sealed from the gearbox by a shaft seal. The alternator provides two identical and independent power outputs. The third winding provides a single phase AC analog signal propotional to N2 for the Engine Vibration Monitoring System. To maintain the temperature of the dedicated alternator at an acceptable level the alternator incorporate an integral cooling air manifold using fan air. bearings or similar parts which can deteriorate or fail. S Is driven from the main accessory gearbox S Consists of a magnetic rotor running in a stator. S The N2 windings gives an analog signal through the cockpit for ECAM indication. S It comprises two stators (one power and one speed) and a rotor.

Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320A321 IAE V2530−A5 77−00 A P12.5 AIR A For Training Purposes Only Figure 101 FRA US/T Bu August 2001 Engine Dedicated Alternator Page: 201 .

For Training Purposes Only Interfaces The EVMU interfaces with the ECAM and the CFDS CFDS interfaces: Maintenance fault messages. THE SAME ACCELEROMETER IS NOT USED FOR TWO SUCCESSIVE FLIGHTS. 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. THE CHANGEOVER OCCURS AT POWER−UP OR ON SPECIAL REQUEST (MCDU) ON THE GROUND. FRA US/T Bu August 2001 Page: 202 .Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 VIBRATION INDICATION An engine vibration monitoring unit monitors the N1 and N2 levels of both engines. − an Engine Vibration Monitoring Unit − two vibration indications N1 and N2. The N1 and N2 vibrations of the left and right engines are displayed on the engine and cruise pages. NOTE: ONLY ONE ACCELEROMETER IS USED AT A TIME (A OR B). General The engine vibration measurement system comprises : − one transducer on each engine with 2 piezoelectric accelerometers .

2 1.3 0.9 N2 1.8 1.2 140 160 80 80 Powersupply 115V AC DMU VIB SENSOR A For Training Purposes Only AIDS SDAC1 VIB SENSOR B SDAC2 CFDIU DED: GEN Figure 102 FRA US/T Bu August 2001 Vibration Indication Page: 203 .8 0.2 N1 0. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5 VIB 0.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 VIBRATION indications: THE VIBRATION INDICATIONS OF THE LP AND HP ROTORS ARE DISPLAYED IN GREEN.8 VIB 1.

The accelerometer signals pass through these tracking filters which extract the N1 and N2 related fundamental vibration. Any detected failure is stored in the non−volatile memory with GMT. Power supply module The power supply module receives the 115VAC/400Hz power. the following parts of the EVMU are checked: − the non−volatile memory − the timers − the analog−to−digital converter − the ARINC 429 transmitter and receivers − the tacho generators. the following parts of the EVMU system are checked: − N1 and N2 NB velocity − unbalance data − N1 and N2 tacho frequencies − accelerometer signals. through the circuit breaker 1EV. The acceleration signal is then integrated in order to express the vibration in velocity terms. Built in test equipment (BITE) maintenance and fault information The equipment contains a BITE system to detect internal and external failure. These modules are removable parts from the signal conditioner and are repairable subassemblies. the date and other reference parameters. It also receives digital input from CFDS through ARINC 429 data bus. Channel modules Each channel module processes the signals from the two engine accelerometers and from the two speed signals N1 and N2 : this enables the extraction from the overall vibration signal of a component due to rotor first order unbalance. 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. The EVMU receives analog signals from : − the 2 engine accelerometers (1 per engine) − and the N1 and N2 speed sensors of each engine. It provides the other modules with the necessary voltages. The N1 and N2 signals are used to: − drive the tracking filters. During the execution of the cyclic BITE sequence. Power Supply The EVMU is supplied with 115V/400Hz by the busbar 101XPA. and − slave their center frequencies at the shaft rotational speed. For Training Purposes Only FRA US/T Bu August 2001 Page: 204 . During the power−up sequence of the BITE.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 ENGINE VIBRATION MONITORING UNIT (EVMU) Description The signal conditioner is composed of: − 2 channel modules − 1 balancing module − 1 data processing module − 1 power supply module.

Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 For Training Purposes Only Figure 103 FRA US/T Bu August 2001 EVMU Schematic Page: 205 .

For Training Purposes Only FRA US/T KoA May 04 Page: 206 . The EVMU is located in the Avionics compartment 86VU.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 COMPONENTS The vibration transducer including two indipendent channels is installed on the fan case at the top left side of the engine.

Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 ELECTRICAL HARNESS VIBRATION TRANSDUCER For Training Purposes Only VIBRATION SENSOR FAN CASE Figure 104 FRA US/T KoA May 04 Vibration Sensors Page: 207 .

The results are sent to the printer. the message TEST OK is displayed. through the MCDU menu. For Training Purposes Only FRA US/T bu July 01 Page: Page: 208 . − Frequency analysis : enables a frequency analysis of the acceleration signal to be per formed. and performs balancing calculations for both engines using both accelerometers. − Previous leg report : lists the LRU’s detected faulty during the legs (max 62) previous to the last leg. lf no failure has been detected. lt also enables previously acquired unbalance data to be read. lt allows troubleshooting of the LRU itself and corresponds to failures at LRU level. − LRU identification : provides the unit part number and manufacturer name. lf any failure has been detected the failed LRU is displayed. − Engine unbalance : allows selection of 5 different speeds per engine (from 50% to 100% N1 RPM) at which unbalance data is stored. − Test: enables a complete check of the EVM system. Second page: − Accelerometer reconfiguration : allows selection of the accelerometer (fan no.Lufthansa Technical Training Engine Indicating Analyzers A319 / A320 / A321 IAE V2530−A5 77−30 EVMU OPERATION (CFDS) The maintenance mode (CFDS mode) of operation. − Class 3 failures : lists the LRU’s detected faulty during a ground test. or print the following First page : − Last leg report : lists the LRU’s detected faulty during the last leg. − Shop maintenance : operational only when the EVMU is in the shop for maintenance. The EVMU also indicates which accelerometer is in operation. 1 bearing or TRF) to be used for the next flights. Only the last 3 failures detected are displayed. allows maintenance staff to obtain.

Lufthansa Technical Training Engine Indicating Analyzers A319 / A320 / A321 IAE V2530−A5 77−30 For Training Purposes Only Figure 105 FRA US/T bu July 01 EVMU CFDS Pages Page: Page: 209 .

If any failure has been detected the failed LRU is displayed. Last leg report The EVMU sends the list of the LRUs which have been detected faulty during the last leg. LRU identification The EVMU sends the EVM unit part number Test The test item allows initiation of a complete check of the EVM system. the message ”TEST OK” is displayed. 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. If no failure has been detected. For Training Purposes Only FRA US/T Bu August 2001 Page: 210 . The first menu sent to the MCDU is the main menu. The faults detected are the same as for the last leg report.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 CFDS SYSTEM REPORT / TEST The Centralized Fault Data System (CFDS) enables access to the system. The various functions are detailed here after.

For Training Purposes Only Figure 106 FRA US/T Bu August 2001 CFDS System Report / Test EVMU Page: 211 .K.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 OR TEST TEST IN PROGRESS TEST 77-32-16 ENG1 ACCLRM 4004EV (A) TEST SELF-TEST O.

REFER TO AMM 31-32-00. For Training Purposes Only FRA US/T Bu August 2001 Page: 212 .Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU This menu permits for both engine. It also permits to effectuate balancing for a selected engine with both accelerometers.to the output bus. It provides this information. TO GET ACCESS AGAIN TO THE SYSTEM REPORT / TEST MENU ENG. Storage of unbalance data If requested. when available. For every stored measurement the stabilized conditions shall be met once more again. REFER TO AMM ATA 77-32-34. NOTE: THIS TEST CAN BE DONE DURING AN ENGINE RUN-UP IN OR DER TO OBTAIN VIBRATION MEASUREMENT FOR DIFFERENT N1 SPEEDS. Measurement of the unbalance data The EVMU measures the position and the amplitude of the rotor unbalance of each engine. 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). to command unbalance data storage during next flight and the read out of the stored data.

A START N1/N2% PHASE DEG ACC.1 < ACC.A BALANCING LEFT START N1/N2% PHASE DEG ACC. EVMU BALANCING LEFT < ACC.0 / 0.0 ACC.B > 00 / 00 0 0/0 0.A * DISPL MILS DISPL MILS STOP STOP Figure 107 FRA US/T Bu August 2001 Unbalance Data Page: 213 .1 * ACC.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 EVMU ENGINE UNBALANCE EVMU <ACCELEROMETER RECONFIGURATION < LEFT < LEFT < LEFT CLEAR READ BALANCING RIGHT > RIGHT > RIGHT > < ENGINE UNBALANCE < FREQUENCY ANALYSIS < RETURN PRINT > NOTE : THE N1 SPEED CAN BE INDICATED IN % OR RPM DEPENDING ON EVMU SOFTWARE.1 0.B > < ACC.0 0.0 < ACC.1 / 0.0 0.0 / 0.0 0.B > EVMU For Training Purposes Only 00 / 00 0 0/0 0.A 20 / 59 359 0 / 359 0.0 / 0.B > 20 / 59 359 0 / 359 0.

Lufthansa Technical Training ENGINE INDICATING ANALYZERS CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu. A319/A320/A321 IAE V2530-A5 77-30 For Training Purposes Only FRA US/T Bu August 2001 Page: 214 .

Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 For Training Purposes Only Figure 108 FRA US/T Bu August 2001 Unbalance Data Page: 215 .

Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 CFDS ACCELEROMETER RECONFIG. For Training Purposes Only FRA US/T Bu August 2001 Page: 216 . 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.

Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 For Training Purposes Only Figure 109 FRA US/T Bu August 2001 Accelerometer Reconfiguration Page: 217 .

− Engine take−off report.Lufthansa Technical Training Engine Indicating Analyzers A319 / A320 / A321 IAE V2530−A5 77−30 AIRCRAFT INTEGRATED DATA SYSTEM AIDS reports Vibration data is provided to the Aircraft Integrated Data System (AIDS). − Engine run−up report. The vibration information is printed on various reports. which are: − Engine cruise report. − Engine on−request report. lt allows maintenance staff to perform engine parameter trend monitoring and troubleshooting. For Training Purposes Only FRA US/T bu July 01 Page: Page: 218 . − Cruise performance report. − Engine mechanical advisory report. which is used to monitor aircraft and engine parameters.

Lufthansa Technical Training Engine Indicating Analyzers A319 / A320 / A321 IAE V2530−A5 77−30 For Training Purposes Only Figure 110 FRA US/T bu July 01 AIDS Page: Page: 219 .

Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING A319/A320/A321 IAE V2530 −A5 73−20 ATA 73 ENGINE FUEL AND CONTROL 73−20 FADEC FADEC LRU’S Electronic Engine Control (EEC ) Fuel Metering Unit ( FMU ) Sensors For Training Purposes Only FRA US/T Bu August 2001 Page: 220 .

Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING A319/A320/A321 IAE V2530 −A5 73−20 /PB For Training Purposes Only IDG TOIL GEN Figure 111 FRA US/T Bu August 2001 FADEC Architecture Page: 221 .

This is accomplshed by changing the configuration of the jumper leads in accordence with the relevant instructions. THEN AN AUTOMATIC REVISION FROM EPR MODE TO UNRATED N1 MODE OCCURS.to make sure the pins and jumpers are proberly installed. During removal/replacement of the DEP it is necessary to use an EEC Harness Wrench as it is imperative that the connectors are tight. For Training Purposes Only FRA US/T Bu August 2001 Page: 222 . During a life of an engine . NOTE: IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST.Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING DATA ENTRY PLUG MODIFICATION A319/A320/A321 IAE V2530 −A5 73−20 FADEC LRU‘S Electronic Engine Control ( EEC ) Data Entry Plug The Data Entry Plug ( DEP ) provides discrete inputs to the EEC.Located to the Junction 6 of the EEC it provides unique engine data to channel A and B. Description The DEP links the coded data inputs through the EEC by the use of shorting jumper leads which are used to select the plug pins in a unique combination. either during incorporation of Service Bulletins or after engine overhaul . when the EPR modifier code may need to be changed. NOTE : THE PART NUMBER IS WRITTEN ON THE DEP .Then using the EEC Harness Wrench torque tighten the DEP connector to 32 Ibf in. it may be necessary to change the DEP configuration . THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE. EEC DEP TESTER After modifing the DEP a electrical wiring test on the data entry plug assemblymust be performed with the tester below.WHICH IS LOCATED AT THE LEFT HAND SIDE OF THE FAN CASE. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector. The data transmitted by the DEP is: S EPR Modifier (Used for power setting ) S Engine Rating S Engine Serial No.

Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING A319/A320/A321 IAE V2530 −A5 73−20 VIBRATION ISOLATOR MOUNTS HANDLE DATA ENTRY PLUG EEC For Training Purposes Only *MARKING AERA CHANNEL A HOUSING COOLING AIR PORTS CHANNEL B HOUSING PRESSURE PORTS Figure 112 FRA US/T Bu August 2001 EEC/ Data Entry Plug Page: 223 .

P .fan outlet pressure ( fan rake ) Electrical Connections Front Face Harness Connector Plug Identification E. 4000 KSA Engine D202P Engine D203P Engine D204P Engine D211P J1 J2 J3 J4 J11 Rear Face J5 J6 J7 J8 J9 J10 The following .U.booster stage outlet pressure . P12.burner pressure (air pressure) P3/T3 probe . Pamb . − THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL ELECTRONIC SIGNALS TO CHANNELS A AND B.Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING A319/A320/A321 IAE V2530 −A5 73−20 ELECTRONIC ENGINE CONTROL (EEC) Harness (Electrical) and Pressure Connections Two identical. P5 (P4. and the relevant sensor/control actuator. pressures are sensed: .9) .C.B.E. and the aircraft interface. but separate electrical harnesses provide the input/output circuits between the E. P2.L. Pb .ambient air pressure ( fan case sensor ) .5 .U.E. P2 .C. The harness connectors are ’keyed’ to prevent misconnection.B.9) rake ) .pressure ( P2/T2 fan itlet probe ) . 4000 KSB Engine D208P Engine D209P Engine D210P For Training Purposes Only FRA US/T Bu August 2001 Page: 224 . NOTE: SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE TRANSDUCERS − LOCATED WITHIN THE E.5 Engine D205P Data Entry Plug E. Turbine exhaust pressure ( P5 (P4.

Lufthansa Technical Training ENGINE FUEL AND CONROL CONTROLLING A319/A320/A321 IAE V2530 −A5 73−20 For Training Purposes Only FRONT FACE REAR FACE BOTTOM FACE Figure 113 FRA US/T Bu August 2001 Electronic Engine Control ( EEC ) Page: 225 .

Electronic Engine Control (EEC) Power Supply The EEC is supplied from the aircraft electrical power when engine is shutdown. no switching has to be done. Two TRU’s in the EEC provides 28VDC to each EEC channel. FRA US/T Bu August 2001 Page: 226 . For Training Purposes Only Powering N2 >10% As soon as engine is running above 10% N2. − aircraft electrical power when N2 <10%. Auto Depowering The FADEC is automatically depowered on ground. FADEC Ground Power Panel For maintenance purposes and MCDU engine tests. − EEC generator power when N2 >10%. A/C 28 VDC permits : − automatic ground check of FADEC before engine running − engine starting − powering the EEC while engine reaches 10% N2. − after 5 mn of engine shutdown NOTE: AN ACTION ON THE ENG FIRE P/B PROVIDES EEC POWER CUT OFF. through the EIU after engine shutdown. NOTE : ALSO THE FADEC IS REPOWERED AS SOON AS THE ENGINE MODE SELECTOR OR THE MASTER LEVER IS SELECTED . NOTE: THE EIU TAKES POWER FROM THE SAME BUS BAR AS THE EEC.Lufthansa Technical Training ENGINE AND FUEL CONTROL CONTROLLING A319/A3207A321 IAE V2530 A5 73−20 FADEC POWER SUPPLY EIU Power supply The EIU is powered from the aircraft electrical power. then from the EEC generator when the engine is running. When the corresponding ENG FADEC GND POWER P/B is pressed ”ON” the EEC is powered again . EEC automatic depowering on ground : − after 5 mn of A/C power up. The EEC generator supplies each channel with three−phase AC. the FADEC Ground Power Panel permits FADEC power supply to be restored on ground with engine shut down. the EEC generator can supply directly the EEC. Powering N2 <10% Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit.

Lufthansa Technical Training ENGINE AND FUEL CONTROL CONTROLLING A319/A3207A321 IAE V2530 A5 73−20 NOTE: * supplied for 5 min NORM EEC 401 PP (DC ESS BUS) FOR ENGINE 1 & 2 A DEDICATED GEN TRU/ 28V TRU/ 28V EEC For Training Purposes Only B 202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1 Figure 114 FRA US/T Bu August 2001 FADEC Power Supply Page: 227 .

Lufthansa Technical Training ENGINE AND FUEL CONTROL CONTROLLING A319/A3207A321 IAE V2530 A5 73−20 49VU For Training Purposes Only 2450000HMQ0 Figure 115 FRA US/T Bu August 2001 Engine Circuit Breakers Page: 228 .

Lufthansa Technical Training ENGINE AND FUEL CONTROL CONTROLLING A319/A3207A321 IAE V2530 A5 73−20 121VU ANTI ICE 2450000VAQ0 122VU For Training Purposes Only 2450000UMR0 Figure 116 FRA US/T Bu August 2001 Engine Circuit Breakers Page: 229 .

9 (EGT) Sensor (Ref. 77−20−00) N1 Sensor (Ref. 79−30−00) P2/T2 Sensor (Ref. 77−10−00) N2 Sensor (Ref.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS A319/A320/A321 IAE V2530 A5 73−20 ATA 73-22 F ADEC SENSORS FADEC LRU‘S SENSORS Engine Sensors T4. 77−10−00) Engine Oil Temperature Sensor (Ref. 77−00) P3/T3 Sensor P4.9 ( P5) For Training Purposes Only FRA US/T Bu August 2001 Page: 230 .

5 For Training Purposes Only P4.9 P2.5 T2.9 P2/T2 N1 EEC T4.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS A319/A320/A321 IAE V2530 A5 73−20 P0 (Pamb) P12.9 P3 / T3 T4.9 (P5) N2 Figure 117 FRA US/T Bu August 2001 FADEC Sensors Page: 231 .9 (P5) P4.9 (P5) T4.5 T4.9 P4.

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. to one channel of the Electronic Engine Control (EEC). Each thermocouple provides an independant electrical signal. The combined sensor houses two thermocouples and one pressure inlet port.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS A319/A320/A321 IAE V2530 A5 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. P3/T3 For Training Purposes Only FRA US/T Bu August 2001 Page: 232 . proportional to temperature.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS A319/A320/A321 IAE V2530 A5 73−20 PRESSURE PORT CHROMEL ALUMEL For Training Purposes Only Figure 118 FRA US/T Bu August 2001 P3/T3 Sensor Page: 233 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 234 .5 sensor is a pressure tapping at the top of the fan case.5 is used for system scheduling.5 SENSORS A319/A320/A321 IAE V2530 A5 73−20 P12. These two sensors are located in the intermediate case.5 SENSOR The P12. P2. The pressure tapping is also used for the cooling air supply of the dedicated alternator(see Fig.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS P2.5 is used for trend monitoring. T2. They are monitoring the pressure and temperature between the two compressors. This pressure is used for trend monitoring.114).5 / T2. It monitors the pressure behind the fan stator.

5 / T2.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC SENSORS A319/A320/A321 IAE V2530 A5 73−20 P12.5 Sensors Page: 235 .5 OFFTAKE For Training Purposes Only Figure 119 FRA US/T Bu August 2001 P2.

three torque motors are activated by the EEC . They are permanently operational. It also monitors the engine oil cooling through an air/oil heat exchanger servo valve. N1 and N2 speeds.These provide the correct fuel flow . and the fault message to the EIU for aircraft maintenance data system. S Variable Stator Vanes ( VSV ). FRA US/T Bu August 2001 Page: 236 . For Training Purposes Only Sensors Various sensors are provided for engine control and monitoring. S 7th and 10th stage handling bleed valves.sensors and peripheral components. In case of an overspeed. In case of failure of the operational channel. Electronic Engine Control The EEC consists of two channels (A and B) with crosstalk. The EEC transmits the thrust parameters and TLA to the FMGCs for the autothrust function.(If Installed) Engine oil cooling : S Air Cooled Oil Cooler ( ACOC )servo valve .9/P2 ). Compressor airflow control : S Booster Stage Bleed Valves ( BSBV ).Each channel can control the various components of the engine systems. Interfaces The EEC receives air data parameters from the Air Data Inertional Reference System ( ADIRS ). an incorporated valve reduces the fuel flow .Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 FADEC DESCRIPTION General The Full Authority Digital Engine Control system consists of an Electronic Engine Control plus a Fuel Metering Unit. S 10th stage make−up air valve. and operational commands from the Engine Interface Unit ( EIU ) . NOTE: THE FUNCTIONS OF THE FADEC ARE ALSO RESET WHEN THE ENG MASTER LEVER IS SET TO OFF. Compressor Airflow and Turbine Clearance Control The EEC controls the compressor airflow and the turbine clearance through separated sub systems. Fuel Metering Unit ( FMU ) In the FMU. the system automatically switches to the other one. one channel is in command while the other is in standby .THE COMMAND CHANNEL ALTERNATES EACH ENGINE START . Exhaust Gas Temperature ( EGT ) and metered Fuel Fuel Flow ( FF ). Pressure sensors and thermocouples are provided at the aerodynamic stations. The primary parameters are Engine Pressure ratio ( EPR = P4. NOTE: THE CHANNEL SELECTION STRATEGY IS BASED ON CHANNEL HEALTH CRITERIA . Each EEC channel directly receives the Thrust Lever Angle (TLA ) . Turbine clearance control : S HP and LP Turbine Active Clearance Control ( ACC ) valves. It also provides the data outputs nescessary for the Flight Management and Guidance Computers ( FMGCs ). but it is closed directly from the corresponding ENG MASTER lever when set to OFF. overspeed protection and Engine Shut Down. The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the FMU .

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 /PB For Training Purposes Only IDG TOIL GEN Figure 120 FRA US/T Bu August 2001 FADEC Architecture Page: 237 .

Non Volatile Memory In flight fault data is stored in FADEC non volatile memory and. Fuel Diverter and Return Valve The EEC manages the thermal exchange between the engine oil . is available on an aircraft centralized maintenance display unit. For Training Purposes Only FRA US/T Bu August 2001 Page: 238 . 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.9 (EGT). Communication with CFDS Ground test of electrical and electronic parts is possible from cockpit. WF valve or actuator position − status and maintenance words. T2.5 and T2. Engine Parameter Transmission for Cockpit Display The FADEC provides the necessary engine parameters for cockpit display through the ARINC 429 buses output. The EEC controls the operation of the Fuel Diverter and Return Valve according to the engine fuel temperature ( T FUEL ) and the IDG oil temperature and the engine oil temperature ( T OIL ). P3 and T3. Part of the engine fuel can be recirculated to the aircraft tanks by means of a return valve included in the fuel diverter valve module. In order to perform a better analysis of engine condition. through the CFDS. PB.HPT cooling. FADEC is such that no engine ground run for trim purposes is necessary after component replacement. BSBV. The results of this fault detection are contained in status and maintenance words according to ARINC 429 specification and are available on the output data bus. P2. IDG oil and engine fuel system by means of a Fuel Diverter and Return Valve. the fuel Pressure Raising Shut − Off Valve opening and the ignition during the engine start sequence. − VSV. 7th and 10th stage bleed commanded positions HPT/LPT ACC. N2. The FADEC provides engine control system self testing to detect problems at LRU level. Pamb T4. engine serial number and position. P2. with engines not running.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING FADEC DESCRIPTION Thrust Reverser Hydraulic Control Unit The EEC controls the thrust reverser operation through a Hydraulic Control Unit (HCU ) Each EEC channel will energize the solenoids of an isolation valve and a directional valve included in the HCU to provide deployment and stowage of the thrust reverser translating sleeves. These are P12. Start and Ignition Control Each channel can control the starter valve operation. P5. some additional parameters are optionally available. The basic engine parameters available are: − WF. when requested.5. A319/A320/A321 IAE V2530 − A5 73−20 FADEC SYSTEM MAINTENANCE Fault Detection The FADEC maintenance is facilitated by internal extensive Built in Test Equipment (BITE) providing efficient fault detection. N1.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 /PB For Training Purposes Only IDG TOIL GEN Figure 121 FRA US/T Bu August 2001 FADEC Architecture Page: 239 .

programme memory and input/ output functions. S Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. AUTOMATIC RECOVERY IS POSSIBLE. Single Input Signal Failure There is no channel changeover for input signal failure. there is an automatic switchover to the standby active channel. processor. S In the event of loss of both channels. S Dual sensors are used to supply all EEC inputs exept pressures. as long as the Cross Channel Data Link is operativ. THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION. inputs. NOTE: IF THE EEC POWER SUPPLY IS LOST. if it recognises faulty or suspect .Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 FAILURES AND REDUNDANCY Improved reliability is achieved by utilising dual sensors dual feedback. Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. Single Output Signal Failure If an output failure occurs. the system runs on synthetized values of the healthiest channel. T/S ACTION: One Channel . S The EEC uses indentical software in each of the two channels. S An output fault in one channel will cause switchover to control from the other channel. Each channel has its own power supply . the systems are designed to go to their failsafe positions. or loss of electrical power. S In the event of faults in both channels a pre−determined hierarchy decides whitch channel is more capable of control and utilises that channel. The associated component will be the ” FAIL−SAFE ” position.most likely LRU failure. NOTE: FAULTS ARE NOT LATCHED. (single pressure transducers within the EEC provide signals to each channel−A and B ) . The selected channel is one having the least significant failure. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. Dual Input Signal Failure If dual input signal failure occurs . For Training Purposes Only FRA US/T Bu August 2001 Page: 240 . e.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 TM For Training Purposes Only Figure 122 FRA US/T Bu August 2001 FADEC Processing and Fault Logic Page: 241 .

S In the event of faults in both channels a pre−determined hierarchy decides whitch channel is more capable of control and utilises that channel. Overspeed Overspeed protection logic consists of overspeed limiting loops. (single pressure transducers within the EEC provide signals to each channel−A and B ) . or loss of electrical power. 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. The FADEC unit also provides surge recovery. the EEC will reset the stator vanes by several degrees in the closed direction. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. General The FADEC prevents inadvertent overboosting of the expected rating (EPR limit and EPR target) during power setting. In addition. S Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. which indicates that surge varies with engine power level . S Dual sensors are used to supply all EEC inputs exept pressures. S An output fault in one channel will cause switchover to control from the other channel. Engine surge Engine surge is detected by a rapid decrease in burner pressure or the value of rate of change of burner pressure. the systems are designed to go to their failsafe positions. programme memory and input/ output functions. S In the event of loss of both channels. For Training Purposes Only FRA US/T Bu August 2001 Page: 242 . which act directly upon the fuel flow command. Once detected. if it recognises faulty or suspect .and lower the maximum Wf/Pb schedule. e. It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure limits. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC. for both the low and high speed rotors. Trip signals for hardware and software are combined to activate a torque motor which drives a separate overspeed valve in the fuel metering unit to reduce fuel flow to a minimum value. the FADEC unit monitors EGT and sends an appropriate indication to the cockpit display in case of exceedance of the limit. Each channel has its own power supply . S The EEC uses indentical software in each of the two channels. processor. The engine can be shut down to reset the overspeed system to allow a restart if desired.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING ENGINE LIMITS PROTECTION A319/A320/A321 IAE V2530 − A5 73−20 FAILURES AND REDUNDANCY Improved reliability is achieved by utilising dual sensors dual feedback. open the booster 7th and 10th stage bleeds. inputs.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 TM For Training Purposes Only Figure 123 FRA US/T Bu August 2001 FADEC Processing and Fault Logic Page: 243 .

FRA US/T Bu August 2001 Page: 244 . setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . IN RATED & UNRATED N1 MODE AUTOTHRUST IS LOST. The ATHR de−activation and ATHR disengagement are achieved by action on the disconnect pushbutton located on the throttle levers or by depressing the ATHR pushbutton provided that the ATHR was engaged. If the Alpha Floor condition is not present. After take−off the lever is pulled back to the maximum climb position. The autothrust function will be active and will provide an EPR target for: S Max climb thrust S Optimum thrust S An aircraft speed ( Mach number ) S A minimum thrust. the ATHR function can be activated regardless of throttle position. Memo Mode In the memo the thrust value is frozen to the last EPR actual value.) The autothrust function (ATHR) can be engaged or active. When ATHR is deactivated (pilot’s action or failure). The activation logic in the EEC unit is based upon two digital discretes: –ATHR engaged. thrust lever sets an EPR value proportional to the thrust lever position up to maximum take−off thrust. For Training Purposes Only Manual Mode This mode is entered any time the conditions for autothrust or memo modes are not present. Memo mode or Thrust locked is entered automatically from autothrust mode when: S The EPR target is invalid. 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 maximum one certified for engine operation . or by selection of the reverse thrust. S Or autothrust signalis lost from EIU. –ATHR active from the FMGC. and will remain frozen until the thrust lever is moved manually or autothrust is reset with the autothrust pushbutton switch.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING AUTOTHRUST ACTIVATION / DEACTIVATION A319/A320/A321 IAE V2530 − A5 73−20 POWER MANAGEMENT Autothrust Mode The autothrust mode is only available between idle and maximum ( MCT ) when the aircraft is in flight. In this mode. plus an analog discrete from the instinctive disconnect pushbutton on the throttle. 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. If the Alpha Floor condition is present. When the autothrust function is disengaged while the thrust lever is in MCT/ FLX or CL (Maximum Continuous / Flexible Take−Off or Climb ) detent. S Or one of the two instinctive disconnect pushbutton switches on the thrust levers is activated. the thrust is locked until the thrust lever is moved manually. 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. The engagement logic is done in the Flight Management Computer (FMGC) and the activation logic is implemented into the EEC. The ATHR function is engaged automatically in the FMGC by auto pilot mode demand and manually by action on the ATHR pushbutton located on the Flight Control Unit (FCU). the thrust is frozen to the actual value at the time of the deactivation. NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. ( 30 deg C.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 AUTOTHRUST DISC.PB FMGC For Training Purposes Only EEC FUEL FLOW COMMAND EPR Figure 124 FRA US/T Bu August 2001 Thrust Control Architecture Page: 245 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 THIS PAGE INTENTIONALLY LEFT BLANK For Training Purposes Only FRA US/T Bu August 2001 Page: 246 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 For Training Purposes Only Figure 125 FRA US/T Bu August 2001 Auto Thrust Defenition Page: 247 .

MAX REVERSE) are achieved at constant throttle lever positions. MAX CLIMB. the thrust is frozen to the actual value at the time of the deactivation. TLA versus rated thrust is consistent regardless of ambient conditions. setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle lever position (except in Alpha−floor mode). 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. the ATHR function can be activated regardless of throttle position. IDLE. When ATHR is deactivated (pilot’s action or failure)..FLEXIBLE TAKE−OFF for a given derating is achieved at constant retarded throttle lever position. For Training Purposes Only FRA US/T bu July 01 Page: Page: 248 . thrust lever sets an N1 value proportional to the thrust lever position up to maximum take−off thrust.e. This mode is also entered any time the conditions for autothrust or memo modes are not present. Manual Mode The thrust is controlled manually (i. Other ratings (MAX CONTINUOUS. 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 maximum one certified for engine operation to provide for the maximum derate allowed by the certifying Authorities.Lufthansa Technical Training Engine Fuel and Controls FADEC Power Management A319 / A320 / A321 IAE V2530−A5 73−20 Alpha Floor Condition If the Alpha Floor condition is not present. If the Alpha Floor condition is present. 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. In this mode. function of TLA position) if the throttles are not in the ATHR area.

Lufthansa Technical Training Engine Fuel and Controls FADEC Power Management A319 / A320 / A321 IAE V2530−A5 73−20 EPR EPR RATING EPR TARGET EPR TARGET EPR REQUIRED For Training Purposes Only DETENT DETENT DETENT Figure 126 FRA US/T bu July 01 Thrust Lever Positions Page: Page: 249 .

The input required for unrated N1 control is: . the EPR target is compared to the actual EPR to determine the EPR error. For Training Purposes Only 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. Service Bleeds UNRATED N1 SETTING REQUIREMENTS Unrated N1 The loss of the T2 signal will cause automatic reversion to unrated N1 closed loop control.Use of unrated N1 thrust setting overboost above normal rated thrust is not recommended and will result in reduced engine life. This is a alternate control mode which utilizes to control the thrust automatically. The EPR error is converted to a rate controlled Fuel Flow command ( FF ) which is summed with the measured fuel flow ( FF actual ) to produce the FF error. The maximum N1 must therefore be determined from charts in the Flight Crew Operating Manual ( FCOM ).The torque motor repositions the Fuel Metering Valve ( FMV ) to change the fuel flow.An overboost can occur in the unrated N1 thrust setting at the full forward thrust lever position. Max N1.N1 thrust lever. The processing of the N1 error signal is the same as for EPR error signal. The inputs required for EPR control are: S S S S S S Ambient temperature ( T amb ) Engine air inlet temperature ( T2 ) Altitude ( ALT ) Mach number (Mn ) Throttle Resolver Angle ( TRA ). Page: 250 FRA US/T Bu August 2001 .the Throttle Resolver Angle ( TRA ). if EPR is unoptainable. The FF error is converted to a current ( I ) which is sent to the dual torque motor. the EEC will remain in its current thrust setting mode.T2 and . Rated N1 The loss of either the P2 or the P 4.The rated N1 mode can also be manually selected by actuating the related N1 MODE P/B switch (one per engine) that is located on the overhead panel.If the fault is no longer present.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING RATED N1 SETTING REQUIREMENTS A319/A320/A321 IAE V2530 − A5 73−20 EPR SETTING REQUIREMENTS EPR The EEC uses closed loop control based on EPR or.It is a despatchable mode but autothrust is not available when operating in this mode. The inputs required for Rated N1 control are: . If the fault is still present. Under EPR control.reversion back to N1 mode (rated or unrated) will result.the Throttle Resolver Angle ( TRA).N1 mode and N1 rating limit indications on the upper ECAM are lost. If the fault later reoccurs. on N1. The processing of the N1 error signal is the same as for the rated N1 error signal. It is a non-despatchable mode and autothrust is not available when operating in this mode. the EEC will switch to the primary control mode (EPR). The unrated N1 thrust setting requires the thrust to be set manually to an N1 speed.9 signal will cause an automatic reversion to the rated N1 closed loop control.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 For Training Purposes Only Figure 127 FRA US/T Bu August 2001 Power Setting Requirements Schematic Page: 251 .

Approach idle (approx.Approach Idle) S For conditions where the compensated fuel temperature is greater than 140 deg. C.FADEC sets the engine speed at reverse idle when the throttle is set in the reverse idle detent position . Bleed Idle S = Bleed demand.(Flap Lever Position -” NOT UP”) Reverse Idle ( approx.pressurization ( Pb-”ON” or valves not closed ) . the heat management control logic calculates raised idle speed. .60% N2 ) S is corrected for ambient temp >30° C.Lufthansa Technical Training ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT A319/A320/A321 IAE V2530 − A5 73−20 IDLE CONTROL Minimum idle ( 56 % . 70% N2 ) S = Approach Idle + 1000 RPM .wing anti ice and engine anti ice . then N2 will increase. (in flight and on ground !) For Training Purposes Only FRA US/T Bu August 2001 Page: 252 .Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization . HMS Idle (Min Idle . 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 configuration. 70% N2 ) S It varies as a function of Total Air Temperature ( TAT ) and altitude.

IDLE) LANDING GEARS LGCIU 1/2 0 1 2 3 FULL 0 1 2 3 FULL WOW (GRD) EIU Reverse Idle Approach Idle N2 Idle Setting SLAT / FLAP LEVER AIR SFCC 1/2 EIU LEVER NOT ZERO EIU FAULT WING ANTI ICE Min Idle ENG ANTI ICE ECS DEMAND ZONE CONT. 1/2 Figure 128 FRA US/T Bu August 2001 HMS EEC Idle Control Requirements Page: 253 . EIU Bleed Idle For Training Purposes Only PACKs ENGINE FUEL TEMPERATURE PACK CONT.Lufthansa Technical Training ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT A319/A320/A321 IAE V2530 − A5 73−20 THRUST LEVERS TLA (REV.

7 % 90 % 87 % 80 % 77.5 4520 4372 3955 3825.7 % 60 % 58.5 2260 2186 1695 % N1 100 % 96.5 1130 1093 FRA US/T Kh August 2001 Page: 254 .7 % 30 % 29 % 20 % 19.3 % For Training Purposes Only 1639.5 3390 3279 2825 2732.4 % 70 % 67.0 % 50 % 48.4 % 40 % 38.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT A319/A320/A321 IAE V2530 − A5 73−20 N1 SPEED TABLE RPM 5650 5465 5085 4918.

8% −80 −60 −40 −20 0 +10 +15 +20 +30 +40 +50 AMBIENT TEMPERATURE ( DEG.2% N2 ROTOR SPEED ( RPM / % ) For Training Purposes Only 9200 61. C.1% 8000 53. ) Figure 129 FRA US/T Kh August 2001 Ground Idle Speed Diagram N2 Page: 255 .Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT A319/A320/A321 IAE V2530 − A5 73−20 V2530-A5 SLS / STD GROUND IDLE ( NO OFFT AKES ) 9600 64.5% 7600 50.8% 57.5% 8800 58.5% 8400 56.

The selected channel is one having the least significant failure. as long as the Cross Channel Data Link is operativ.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 FADEC FAULT STRATEGY General The Electronic Engine control ( EEC ) system is dual. the system can use data from the other channel. T/S ACTION: One Channel . Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION. Dual Input Signal Failure If dual input signal failure occurs . According to the failure class. NOTE: For Training Purposes Only IF THE EEC POWER SUPPLY IS LOST. there is an automatic switchover to the standby active channel. Single Output Signal Failure If an output failure occurs. 3 .most likely LRU failure. or switch to the other channel. Failures are classified as class 1. the two channels are equal. FRA US/T Bu August 2001 Page: 256 . AUTOMATIC RECOVERY IS POSSIBLE. Input Fault Strategy All sensors and feedback signals are dual. the system runs on synthetized values of the healthiest channel. 2 . Each parameter sensor as well as feedback sensors used by each channel come from two different sourses : S Local or cross− channel through the Cross channel Data Link NOTE: SOME SENSORS CAN DIRECTLY BE SYNTHETIZED BY THE CORRESPONDING CHANNEL Single Input Signal Failure There is no channel changeover for input signal failure. Faults are memorized in the system BITE as they occur. The associated component will be the ” FAIL−SAFE ” position. NOTE: FAULTS ARE NOT LATCHED.

Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING . A319/A320/A321 IAE V2530 − A5 73−20 For Training Purposes Only Figure 130 FRA US/T Bu August 2001 FADEC Single Input Signal Failure Page: 257 .

45% OPEN OPEN FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 ) SOLENOID DE-ENERGIZED CLOSED ( MODE 3 OR 4 ) ON CLOSED OFF REVERSER STOWED For Training Purposes Only IF THERE IS A FAILURE OF THE THRUST REVERSER HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE WHILE THE REVERSER IS DEPLOYED.THE REVERSER WILL REMAIN DEPLOYED.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING A319/A320/A321 IAE V2530 − A5 73−20 COMPONENT FAIL SAFE STATES COMPONENTS: METERING VALVE VARIABLE STATOR VANE ACTUATOR 2. August 2001 Page: 258 FRA US/T Bu .5 BLEED ACTUATOR (BSBV) 7TH STAGE HANDLING BLEED VALVES 10TH STAGE HANDLING BLEED VALVE HPT ACC VALVE LPT ACC VALVE ACOC AIR VALVE 10TH STAGE ”MAKEUP” AIR VALVE FUEL DIVERTER VALVE RETURN TO TANK VALVE IGNITION STARTER AIR VALVE P2/T2 PROBE HEAT THRUST REVERSER CONTROL UNIT * NOTE: FAIL SAFE STATE: MIN FLOW VANES OPEN BLEED OPEN BLEED OPEN BLEED OPEN VALVE CLOSED VALVE PARTIALLY OPEN .

NO AUTOTHRUST ON BOTH ENGINES.THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY.POWER IS SET TO IDLE. NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE.Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING LOSS OF INPUTS FROM AIRCRAFT A319/A320/A321 IAE V2530 − A5 73−20 EIU SIGNALS: NO ENGINE STARTING. CONTINUOUS IGNITION EEC USES ENGINE SENSORS. ADC SIGNALS: BOTH TLA: ONE TLA: BOTH 115V AC: BOTH 28V DC: For Training Purposes Only DISAGREEMENT BETWEEN TRA: FRA US/T Bu August 2001 Page: 259 . THE EEC USES THE REDUNDANT SENSOR. NO IGNITION NO P2/T2 PROBE HEATING NO START RUN ON ALTERNATOR ABOVE 10% N2 ON GROUND: IN FLIGHT: ON REVERSE: SET FORWARD IDLE SELECT LARGER VALUE BUT LIMIT THIS TO MCT SELECT REVERSE IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA. IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID.

FADEC PREVIOUS LEGS REPORT This CFDS menu function gives access to the faults which have been detected and stored during the previous 64 flight legs. Then press the line key adjacent to CFDS . For Training Purposes Only FRA US/T bu August 2001 Page: 260 .(2A).Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 ATA 73-20 F ADEC TEST GENERAL: To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD PWR must be switched ”ON”.NEXT P AGE .ENG 1A (1B).(2B). The Cells indicate if the failure was detected in the ground memory or the flight memory.SYSTEM REPORT / TEST .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC A FAULT <LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3> For Training Purposes Only NEXT PAGE Figure 131 FRA US/T bu August 2001 Previous Legs Report Page: 261 .

) when a fault occured during the flight.AROUND F AILURE (WAF) A detected failure in the circuitry of a system.check LRU/moving mechanism. The EEC compares feedback position against commanded position. This data is saved in a CELL.solenoids are depowered in groups) T/S ACTION: Most likley a loose connector or chaffed harness next LRU and finally EEC.Each CELL provides 2 menu pages of troubleshooting informations.most likely mechanical failure .) In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE ) is indicated.most likely LRU failure.) when a fault occured on ground. T/S ACTION: Most likely a LRU problem .Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC TROUBLESHOOTING REPORT The trouble shooting menu has 4 submenus: S FLIGHT DATA S GROUND DATA S AIRCRAFT DATA S EEC CONFIGURATION FLIGHT DATA This menu gives additional failure data (temperatures.pressures.Ground Scanning menu. For Training Purposes Only FRA US/T bu August 2001 Page: 262 . Failure of TRA: EEC has specific fault accomodation based on previous value.RPM. If failed in one channel: S EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: S Healthiest channel continues to command actuator. as long as the Cross Channel Data Link is operativ. Failure of Reverser: EEC will select most stowed and will not allow a deploy. THUS AUTOMATIC RECOVERY IS POSSIBLE. FADEC FAILURE TYPES DEFINITION WRAP . NOTE: FAULTS ARE NOT LATCHED. both channels .pressures. The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg. T/S ACTION: one channel .The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg. If failed in one channel: S EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: S specific output is depowered (exception .Ground Scanning menu.etc.etc. CROSS CHECK FAILURES (XCF) A detected difference in the feedbacks from the LRU LVDT‘s or microswitches.The EEC checks for continuity.) TRACK-CHECK F AILURES (TKF) Failure of the system to follow the commands of the EEC.RPM. Failure of Temperature sensors: EEC will use fail safe value.next check harness then EEC INPUT LATCHED FAILED (ILF) (Single Input Signal Failure ) There is no channel changeover for input signal failure. This data is saved in a CELL. The EEC compares channel A against Channel B. GROUND DATA This menu gives additional failure data (temperatures.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 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 For Training Purposes Only <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3> Figure 132 FRA US/T bu August 2001 Trouble Shooting Report Page: 263 .

Station 2 ) EEC Operating Hours CELL: 31 FAULT: WOFWAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.0 PSIA: PB = 458.0 For Training Purposes Only NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC FAULT CELL N1 RPM T5 Temperature ( T4.117 HOURS = 571.0 FLTPH = 3 TCJC = 42.0 T2 = 26.9 EGT ) Cold Junction Temperature ( Actual Temp. Figure 133 FRA US/T bu August 2001 Flight Data / Ground Data Page: 264 . in EEC ) Air Pressure on Eng.5 P2 = 14.62 MN = . Station 3 ( PB = Burner Pressure ) Mach Number FADEC 1B FLIGHT DATA Page one of the Cell 31 PG:01 Fault Code N2 RPM T2 Temperature ( Eng. Inlet ) Flight Phase Total Air Pressure ( Eng.

0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs CELL: 31 FAULT: WOFWAF ALT: = 336. Figure 134 FRA US/T bu August 2001 Flight Data / Ground Data Page: 265 .Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC 1B FLIGHT DATA FADEC Fault Cell Standart Altitude Stator Vane Actuator ( Feedback ) Fuel Flow 2.562 SVA : = 1.218 INCH LEG = 398.0 WOW = 1 Weight on Wheels 1 = Yes ( Ground ) 0 = NO ( Flight ) For Training Purposes Only NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.5 Bleed Actuator Feedback Page two of the Cell 31 PG:02 Fault Code EPR ( indicated ) Channel in Control 1 = Yes .906 INCH INCOM = 1 FF = 11162 PPH BACKUP = 0 B 25 = 1.0 FT EPRI = 1.

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. Pb. Pressure Sensor(s) Disagree − Indicates that the static pressure sensor test ran and any two pressure sensors were not within the specified tolerances. 3. For Training Purposes Only FRA US/T bu August 2001 Page: 266 . 8. 2. Input / lnternal Test This is the FADEC (EEC) internal check to verify that the local channel interface. Pressure Sensor(s) Agree − Indicates that the static pressure sensor test ran and that all the pressure sensors are within tolerances. Output Driver Test Passed − Indicates that no wraparound fault was found. Output Driver Test Failed − Indicates that a continuity fault was found. There are three possible results as follows: 1. 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. 9. The test and results can be split into three categories described as follows. The three possible results are as follows: 7. 5. P5. Output Driver Test No Run − Indicates that the test was not run because the tested channel was not capable of powering the outputs. Output Driver Test This is a systen maintenance test that performs a wraparound (continuity) test of all the EEC output driver lines and associated component wiring. Pressure Sensor(s) Failed − Indicates that an interface or range failure (from normal mode) is set for any pressure sensor (hard failures). There are three possible results as follows: 4. 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. PMX) in the EEC via the local channel to make sure they are within a specified tolerance of each other. input and output circuits are functional prior to entering MENU MODE. Pressure Sensor Test This is an internal measurement of the pressure sensors (P2.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC SYSTEM TEST The FADEC SELF TEST should really be known as the FADEC SYSTEM TEST. 6.

Figure 135 FRA US/T bu August 2001 FADEC Self Test Page: 267 .Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 <LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3> SYSTEM TEST <FADEC SELF TEST <REVERSER TEST <IGNITOR TEST <STARTER VALVE TEST <RETURN For Training Purposes Only NOTE : IF EVERY TEST FAILED.RETURN TO FADEC / MENU PUSH THE LINE KEY ADJACENT TO GROUND SCANNING AND CHECK THE FAILURE MESSAGE.

Starter Valve Test. For Training Purposes Only FRA US/T bu August 2001 Page: 268 .More information can be obtained using the troubleshooting menu.Reverser Test.etc. This menu must also be used to indicate which faults were detected in the other FADEC TEST menus (eg.Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC GROUND SCANNING This menu shows the faults which are present on ground.) FADEC CLASS 3 FAULT REPORT This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check.

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 <LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3> CLASS 3 FAULT For Training Purposes Only Figure 136 FRA US/T bu August 2001 Ground Scanning Page: 269 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 FADEC CLASS 3 FAULT REPORT This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check. For Training Purposes Only FRA US/T bu August 2001 Page: 270 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC TEST A319/A320/A321 IAE V2530 −A5 73−20 <LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3> CLASS 3 FAULT For Training Purposes Only Figure 137 FRA US/T bu August 2001 FADEC Class 3 Fault Report Page: 271 .

824 80VU EIU INPUT DESCRIPTION EIU input from the EEC The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. − to select the airframe electrical supplies for the FADEC. The main functions of the EIU are: − to concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine. In the case where EIU is not able to identify the channel in control. Bleed Air. it will assume Channel A as in control. data from the other channel are used. they are essential to start the engine. EIU output to the EEC Through its output ARINC 429 data bus. located in the electronics bay 80VU. − to insure the segregation of the two engines. thus reducing the number of wires. one for engine 2 Each EIU. ECS. There is no data flow during EIU internal test or initialization. one for engine 1. EIU For Training Purposes Only EIU Location FRA US/T Bu August 2001 Page: 272 . 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. − to give to the airframe the necessary logic and information from engine to other systems (APU. Maintenance). When some data are not available on the channel in control. the EIU transmits data coming from all the A/C computers which have to communicate with the EEC.Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 ATA 73-25 ENGINE INTERF ACE UNIT EIU PRESENTATION Two EIUs are fitted on each aircraft. is an interface concentrator between the airframe and the corresponding FADEC located on the engine. EIUs are active at least from engine starting to engine shutdown. except from ADCs and throttle which communicate directly with the EEC.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 S To CIDS (23−73 ) S To DFDRS INTCON Monitoring (31−33) S To CVR power Supply (23−71 ) S To Avionics Equipment Ventilation (21−26 ) S To WHC (30−42 ) S To PHC ( 30−31 ) S To FCDC (27−95) S To Blue Main Hydraulik PWR( 29−12) S To Green Main HYD PWR RSVR Indicating (29−11) S To Yellow Main HYD PWR RSVR Indicating (29−13 ) S To Blue Main HYD PWR RSVR Warning / Indicating For Training Purposes Only Figure 138 FRA US/T Bu August 2001 EIU Schematic Page: 273 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 EIU INTERFACES SIGNALS WING ANTI-ICE SWITCH ENGINE FIRE P/B SIGNAL LOW OIL PRESSURE SWITCH (AND GROUND) PURPOSE ENGINE BLEED COMPUTATION LOCIG FADEC ENGINE SHUTDOWN LOGIC -COCKPIT W ARNING SIGNALS -HYDRAULIC MONIT ORING -WINDOW AND PROBE HEA TING SYSTEM -A VIONIC VENTILATION SYSTEM -RAIN REPELLENT SYSTEM -CIDS.OIL QUANTITY AND OIL TEMPERATURE NACELLE TEMPERATURE START VALVE POSITION (FROM EEC) For Training Purposes Only N2 GREATER THAN MINIMUM IDLE (FROM EEC) ENGINE START FAULT SIGNAL APU BOOST DEMAND SIGNAL (EIU) FRA US/T Bu August 2001 .CVR.DFDR FADEC POWER SUPPLY LOGIC THRUST REVERSER AND IDLE LOGIG ENGINE FLIGHT IDLE COMPUTATION LOGIC THRUST REVERSER INHIBITION CONTROL HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE CONTROL ENGINE 1 OR 2 INDENTIFICATION INDICATION ECAM INDICATING (ECAM) ECS FOR AUTOMATIC PACK VALVE CLOSURE.2 AND 3 FLSCU 1 AND 2 ENGINE SELECTED OIL PRESSURE. DURING ENGINE START FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIMETER TRANSCEIVER -BLUE HYDRAULIC SYSTEM PUMP CONTROL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START PANEL MAIN ENGINE START MODE TO THE APU ELECTRONIC CONTROL BOX Page: 274 FADEC GROUND POWER P/B LGCIU 1 AND 2 (GROUND SIGNAL) SFCC 1 AND 2 SEC 1 .

T/O N2. FROM EEC) PURPOSE A319/A320/A321 IAE V2530 A5 73−20 PACK CONTROLLER FOR INLET FLAP CLOSURE -A VIONIC EQUIPMENT VENTILATION CONTROLLER ( CLOSED CIRCUIT CONFIGURATION ) -CABIN PRESSURIZA TION COMPUTER PRE-PRESSUR IZATION MODE THRUST REVERSER INHIBITION RELAY THRUST REVERSER (FROM SEC 1.2 AND 3 ) For Training Purposes Only FRA US/T Bu August 2001 Page: 275 . SIGNALS TLA IN TAKE-OFF POSITION (MIN.Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU INTERFACES CONT.

The EIU is availlable in CFDS back up Mode.Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 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. For Training Purposes Only FRA US/T Bu August 2001 Page: 276 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 139 FRA US/T Bu August 2001 EIU Menu Page: 277 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 278 .Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 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.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 140 FRA US/T Bu August 2001 Last Leg Rep./ LRU Indentification Page: 279 .

T est Ok. S RTOK means Re . you can ignore this Fault For Training Purposes Only FRA US/T Bu August 2001 Page: 280 .Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 GROUND SCANNING This Page gives the EIU Faillures still presend on Ground.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 141 FRA US/T Bu August 2001 Ground Scanning Page: 281 .

SIMULATION : ” APU BOOST ” To simulate an APU BOOST command through the MCDU. ”B (Y) ELEC PUMP LO PR” warning message is no longer inhibited The PHC2 commands a low probes heating level The WHC2 commands a low windshield (F/O) heating level The 3DB1 and 3DB2 rain repellant valve opening is authorized NOTE: THE ”LOP GND2” DISCRETE IS USED TO INHIBIT THE FLIGHT CONTROL SYSTEM TEST THROUGH THE CFDS. authorizing the directional control valve solenoid energization Page: 282 . DFDR and CVR. LOP GND1 discrete output status becomes GND1 ”0” FRA US/T Bu August 2001 The PHC1(3) commands a low probes heating level The WHC1 commands a low captain windshield heating level The CVR and DFDR are switched on NOTE : When ”LOP GND1” is simulated to ”0” the horn will be inhibited incase of low avionic bay extract airflow. ACCESS TO THIS MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTS MENU. PHC2. WARNING: The DISCRETE OUTPUT SIMULATION can operate systems and components without special indication on the MCDU. If the line key adjacent to LOP is pused. When the line key adjacent to T/R is pushed. AEVC. Make allways sure that the working areas are clear ! For the simulation refer to AMM 73-25-34 . Push the line key adjacent to”APU BOOST” discrete output status: ”APU BOOST”becomes ”1” and the EIU sends the APU BOOST command to the 59KD ECB. The Discrete Outputs are Listed on two Pages. SIMULATION : ” FAULT ” 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. APU BOOST 1 simulates a not closed starter air valve. CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST. WHC1. one for the Positive Type and one for the Negative Type.Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 EIU CFDS DISCRETE OUTPUTS SIMULATION The Purpose of this Menu is to Simulate some Engine Interface Unit ( EIU ) Discrete Outputs by Setting their Status to 0 or1 . (TASK 73-25-34-860-041). FCDC2. For Training Purposes Only SIMULATION : ” T/R INHIB ” To simulate the authorization of the T/R directional control valve solenoid closure (through the 14KS1(2) relay) through the MCDU. When the line key adjacent to LOP ”LOP GND2 ” discrete output status becomes GND2 ”0”. SIMULATION : ”LOP GND 2 ” To simulate ”OIL LOW PRESS & GND” for the following systems through the MCDU : Blue / yellow main hydraulic pressure power warning indicating WHC2.The APU is boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. ” T/R INHIB ” discrete output status INHIB becomes ”1” and the 14KS1(2) inhibition relay is energized. PHC3.The FAULT becomes ”1” and the FAULT legend of the 5KS1(2) annunciator light comes on. green main hydraulic PWR RVSR indicating. SIMULATION : ”LOP GND 1 ” To simulate ”OIL LOW PRESS & GND” for the following systems through the MCDU : PHC1. FCDC1.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 APU BST1 APU BST2 For Training Purposes Only Figure 142 FRA US/T Bu August 2001 Discrete Outputs Simulation Page: 283 .

Push the line key adjacent to HP”HP FUEL PN” discrete output status FUEL PN becomes ”1” and the zone controller 8HK will receive the HP FUEL VALVE 1(2) open condition. Push the line key adjacent to N2 . SIMULATION OF ” PACKS OFF ” To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent to”PACKS OFF” discrete output status. NOTE: THE ZONE CONTROLLER USES THE HP FUEL VALVE POSITION TO ELABORATE THE BLEED STATUS ON LABEL 061 AND SENDS IT TO THE EEC THROUGH THE EIU (LABEL 030). SIMULATION OF ” N2 > IDLE ” To simulate ”N2 > IDLE” for the following systems : XCVR radio altimeter 25A Blue main hydraulic power For Training Purposes Only WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE / DEPRESSURIZE A HYDRAULIC SYSTEM. PACKS OFF becomes ”1” and the PACK FLOW control valve closure solenoid is energized. N2 > IDLE DISCRETE OUTPUT becomes ”1”> IDLE The electric pump of the blue hydraulic system start and the blue hydraulic system is pressurized (approximately 3000PSI) FRA US/T Bu August 2001 Page: 284 . PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. ACCESS TO RADIO ALTIMETER RAMP TEST MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTSMENU. SIMULATION OF ” TLA > MCT ” To simulate ”TLA > MCT” for the following systems : AEVC. THE BLEED STATUS CAN ONLY BE MODIFIED BY THIS INPUT IF THE PRV OPENS (ENGINE RUNNING). NOTE: THE N2 > IDLE DISCRETE IS USED TO INHIBIT THE ”RAMP TEST” OF THE RADIO ALTIMETER 1(2). Push the line key adjacent to TLA ”TLA > MCT” discrete output status > MCT becomes ”1” On the ECAM PRESS page check that the inlet and extract skin air valves close .Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 EIU CFDS DISCRETE OUTPUTS SIMULATION SIMULATION : ” HP FUEL PN ” To simulate a HP FUEL VALVE 1(2) in open position through the MCDU. NOTE: THE PACK FLOW CONTROL VALVE 1(2) REQUIRE A MUSCLE AIR PRESSURE TO OPEN.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 APU BST1 APU BST2 For Training Purposes Only Figure 143 FRA US/T Bu August 2001 Discrete Outputs Simulation Page: 285 .

Low Oil Pressure Switching via EIU S To CIDS (23−73 ) S To DFDRS INTCON Monitoring (31−33) S To CVR power Supply (23−71 ) S To Avionics Equipment Ventilation (21−26 ) S To WHC (30−42 ) S To PHC ( 30−31 ) S To FCDC (27−95) S To Blue Main Hydraulik PWR( 29−12) S To Valve Rain RPLNT. (30−45 ) S To Green Main HYD PWR RSVR Indicating (29−11) S To Yellow Main HYD PWR RSVR Indicating (29−13 ) S To Blue Main HYD PWR RSVR Warning / Indicating (29−12) For Training Purposes Only FRA US/T Bu August 2001 Page: 286 .The relay is directley triggert from the EIU.Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 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.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 144 FRA US/T Bu August 2001 EIU Discrete Outputs Page: 287 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU DISCRETE OUTPUTS A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only FRA US/T Bu August 2001 Page: 288 .

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT A319/A320/A321 IAE V2530 A5 73−20 For Training Purposes Only Figure 145 FRA US/T Bu August 2001 EIU Discrete Outputs Page: 289 .

so that each channel knows the position sensed by the other channel. ATA 74 ) 75−30 Compressor Control − LP Compressor Airflow Control System − HP Compressor Airflow Control System 75−40 Nacelle Temperature Indicating The external air system consits of the following subsystems: S Fuel control system air bleed S HP / LP turbine active clearance control S High energy igniter harness cooling air S Engine bleed air. Compressor and Clearance Control LRU‘s S BSBV Master Actuator − Servo Valve − Feedback for EEC S BSBV Slave Actuator − Servo Valve − Feedback for EEC S VSV Actuator − Sevo Valve − Feedback for EEC S 7TH Stage Bleed Valves ( 3 ) − 7th Stage Solenoids ( 3 ) S 10th Stage Bleed Valve − 10th Stage Solenoid For Training Purposes Only FRA US/T BU August 2001 Page: 290 .Lufthansa Technical Training ENGINE AIR AIR SYSTEMS GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75 ENGINE AIR 75−00 SYSTEM PRESENTATION General − Nacelle Compartement and Accessory Cooling − Bearing Compartment Cooling and Sealing − HP TurbineCooling − HP / LP Turbine Clearance Control System ( ACC ) − Ignition System Cooling ( REF. The internal air system consits of : S Propulsion airflow ( secondary & primary flows ) S Bearing compartments pressurizing air S Cooling air FADEC Compressor and Clearance Control General The engine compressor and clearance control system are provided with servo valves operated by fuel pressure. There is a cross−talk between the two channels. exept for the HP compressor handling bleed valves which do not have any position feedback. The actuators have two feedback signals. but the HP compressor handling bleed valves are operated by pneumatic pressure. one for channel A one for channel B.

Lufthansa Technical Training ENGINE AIR AIR SYSTEMS GENERAL A319/A320/A321 IAE V2530−A5 75−00 LOCATIONS LOCATIONS VSV HPT AIR VALVE LOCATIONS ENGINE BLEED VALVE ENGINE BLEED VALVE FAN AIR For Training Purposes Only HP Turbine Active Clearance HPC BLEED VALVE (3x) HPC BLEED VALVE (1x) LPC BLEED FAN AIR ENGINE STABILITY BLEED PART LP Turbine Active Clearance Figure 146 FRA US/T BU August 2001 Air Systems Schematic Page: 291 .

Engine Stopped With the engine stopped. The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine cases. At this point : S The control valve for the HP turbine ACC is closed. ( HP valve closed ) FRA US/T Bu August 2001 Page: 292 . The LVDT’s transmit the valve position to the EEC. S The control valve for the LP turbine ACC is not less than 70 per cent opened.Lufthansa Technical Training AIR GENERAL OPERATING SCHEDULE A319/A320/A321 IAE V2530−A5 75−00 TURBINE COOLING CONTROL The EEC controls the actuation of an Active Clearance Control ( ACC ) valve for the HP and Lp turbine active clearance control and a 10th stage make-up air valve for supplementary internal cooling of the turbines. During cruise the valve is closed. and actuator position related to operation points A to E. The valve operates as a function of high rotor speed and altitude and incorporates a 2 − position switch to provide a feedback signal to the EEC ( channels A and B ). HPT/LPT Active Clearance Control ( HPT/LPT ACC ) The active clearance control ( ACC ) system ensures the blade tip clearances of the turbines for better performance. At this point : S The control valve for the HP turbine ACC is closed. the position of the actuator piston is at point C. For Training Purposes Only Fail Safe When there is no torque motor current or no fuel servo pressure. S The control valve for the LP turbine ACC is not less than 44 per cent opened. the position of the actuator piston is point A. Engine operation During engine operation. Take − off During take − off. the actuator piston moves to point A. The EEC controls the valve position as a function of thrust level and altitude. The graph shown below shows control valve position. HP Turbine ( 10th Stage ) Cooling Air Control (if installed) The HP turbine cooling air valve ( make up air valve ) supplies supplemental air ( from HPcompressor 10th stage ) to cool the 2nd stage vanes. NOTE : THE ACTUATOR POSITION BETWEEN POINT C AND POINT E DEPENDS ON ALTITUDE. the EEC controls the position of the actuator piston between point B and point E. LP valve will be partially open ( -44 deg ) The actuator piston remains at this point at all defective conditions. hubs and discs of the HP .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 10TH STAGE MAKE UP AIR VALVE F/B HPT AND LPT COOLING MANIFOLDS TO No 4 BEARING SCAVENCE VLV EEC HPT 2ND VANES INTERNAL COOLING 10TH STAGE HP COMP AIR MECHANICAL LINKAGE HPT / LPT ACC ACTUATOR P3 MAKE UP SOL CONTR VLV HPT FAN AIR LPT LP PRESS RETURN For Training Purposes Only ACC VALVE FMU SERVO PRESS Figure 147 FRA US/T Bu August 2001 Turbine Cooling Control Schematic Page: 293 .

THIS PLUGS CAN BE REMOVED ACCORDING TO A SERVICE BULLETIN TO ALLOW A PERMANENT COOLING OF THE HP TURBINE. THERE IS A STORAGE BRACKET PROVIDED ON THE ACTUATOR ROD. DO NOT THROW THE PLUGS AWAY ! HP COOLING 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 surfaces direct the air onto the LP turbine cases. Fan air is drawn from a common HP / LP turbine ACC air scoop in the fan duct. NOTE: THE HP TURBINE CLEARANCE CONTROL VALVE IS EQUIPPED WITH 4 PLUGS IN THE VALVE VANE. The HP / LP Turbine Active Clearance Control ( ACC ) system uses fan air to cool the HP and LP cases for blade tip clearance control in order to improve engine performance and maximize the turbine cases life time. This air is divided into HP and LP cooling air and passes through individual short ducts to the Active Clearance Control Valves which direct air for both HP and LP turbine case cooling. IN CASE OF A VALVE REMOVAL / INSTALLATION THE SAME CONFIGURATION MUST BE PROVIDED ON THE NEW VALVE. Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. IF THE PLUGS MUST BE REMOVED. SYS. For Training Purposes Only LP COOLING FRA US/T Bu August 2001 Page: 294 .Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HPT / LPT ACTIVE CLEARANCE CONT. LP Turbine Manifold The assembly consists of a upper and lower tube assemblies with integral manifolds. both ends of the cooling tubes are sealed.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 VANE STEM HP VALVE VANE REMOVABLE PLUGS LP VALVE For Training Purposes Only PLUGS STORAGE BRACKET HP VALVE LPT / HPT ACTVE CLEARANCE CONTROL VALVE ( ACC VALVE ) Figure 148 FRA US/T Bu August 2001 LPT / HPT Active Clearance Control Valve Page: 295 .

Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. both ends of the cooling tubes are sealed. LP Turbine Manifold The assembly consists of a upper and lower tube assemblies with integral manifolds.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 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. For Training Purposes Only FRA US/T Bu August 2001 Page: 296 . Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HP COOLING For Training Purposes Only LP COOLING Figure 149 FRA US/T Bu August 2001 HPT / LPT Cooling Manifolds Page: 297 .

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. At higher engine speeds the BSBV are closed so that all the booster discharge ( primary air flow ) enters the core engine. HP Compressor Bleed Valves The 7th and 10th stages bleed valves maintain a more stable operation of the compressor. For Training Purposes Only FRA US/T Bu August 2001 Page: 298 . The VSV angle determines the compression characteristics ( direction and velocity ) for any particular stage at compression. The VSV system maintains a satisfactory compressor performance over a wide range of operating conditions. The booster stage bleed valve controls the LP compressor airflow. The EEC uses the BSBV feedback signal from the LVDT to adjust the actual BSBV position. 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. Booster Stage Bleed Valve ( BSBV ) Control The BSBV position is controlled by the EEC.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 COMPRESSOR CONTROL General The booster stage bleed valve. This variation of vane position changes the effective angle at which the air flows across the compressor blades and vanes. The variable stator vane and the 7th and 10th stage bleed valves control the HP compressor airflow. At low LP spool speeds the booster provides more air than the core engine can utilize. the variable stator vane and HP compressor bleed valves systems are controlled by the EEC. 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.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 10TH SLAVE 7TH 3X MASTER 3X For Training Purposes Only Figure 150 FRA US/T Bu August 2001 Compressor Control Schematic Page: 299 .

FRA US/T Bu August 2001 Page: 300 .Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75-31 LP COMP .Two bleed−valve actuating rods 2.Pisten Jack Fork End 3. FAIL SAFE POSITION : ” BSBV OPEN ” For Training Purposes Only In case of a malfunction ” ENG 1 ( 2 ) COMPRESSOR VANE ” is displayed on the ECAM E / WD. 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.AIR FLOW SYS.An LPC bleed−slave actuator 5. The two actuators are mechanically attached to each actuating rod and. Description General The airflow control system includes : 1.An LPC bleed−master actuator 4.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 bleed − valve and actuating mechanism. The two actuators are connected hydraulically and operate together by command and feedback signals from/ to the EEC. − Engine transient operation.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 LVDT For Training Purposes Only EEC Figure 151 FRA US/T Bu August 2001 Booster Stage Bleed Valve System Page: 301 .

− 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. − The ring valve − The two upper arms. A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only FRA US/T Bu August 2001 Page: 302 . the lower arms and the eight mid arms.Lufthansa Technical Training AIR GENERAL BSBV ACTUATING MECHANISM Booster Bleed Valve and Actuating Mechanism Description The bleed valve and actuating mechanism is a sub − assembly which includes : − The support ring.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only Figure 152 FRA US/T Bu August 2001 BSBV and Actuating Mechanism Page: 303 .

VSV SYSTEM COMPONENTS The four stages of variable incidence stators comprise inlet guide vanes to stage 3 and stages 3. in response to electrical signals provided by the EEC. Description Variable Stator Vane Actuator The stator vane actuator accurately controls vane movement with respect to a torque motor current supplied by the EEC. and 5 variable stators FAIL SAFE POSITION : ” VANES OPEN ” In case of a malfunction ” ENG 1 ( 2 ) COMPRESSOR VANE ” is displayed on the ECAM E / WD. FRA US/T Bu August 2001 Page: 304 . 4 and 5 stator vanes. The LVDT completes the electronic control loop by providing a signal of actuator position to the Engine Electronic Control. Variable Stator Vane Actuation Mechanism The variable geometry operating mechanism for the compressor comprises the following elements − actuator/crankshaft drag link − crankshaft (steel) − four crankshaft/unison ring drag links − four unison rings − spindle levers ( titanium ) − variable IGVs and stage 3. the stator vane actuator will go to the full open position. using a fuel driven hydraulic actuator. The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual VSV position. General The purpose of this system is to position the Inlet Guide Vanes ( IGV ) and stator vanes. AIR FLOW SYS. Operation of the stator vanes in regulated by accurate control of high pressure fuel flow to one or other side of a differential area piston.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75-32 HP COMP . Provision is made to lock the piston with a rigging pin for setting purposes.6 ( synteziesed value ). The securing pin of link on to fork end. For Training Purposes Only Linear Variable Differential Transformer ( LVDT ) A Dual Wound Linear Variable Differential Transformer ( LVDT ) is located in the center of the actuator piston rod . Operation of the VSV Actuator Dual wound torque motors convert electrically isolated drive signals from each channel of the Electronics Engine Control ( EEC ) into hydraulic drive signals to position the actuator piston. The piston has an externally adjustable low speed stop at the extended end of its travel. Engine Linkage with the VSV Actuator The engine IGV and Stator Vane linkage is connected to a fork end on the piston rod of the VSVA unit. Variable Stator Vane ( VSV ) Control The VSV position is controlled by the EEC as a function of N2 / square root of theta T 2. The high speed stop is formed by a collar which limits piston retraction. If power to the stator vane actuator torque motor is lost. 4.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ACTUATOR For Training Purposes Only RIG HOLES Figure 153 FRA US/T Bu August 2001 VSV System Components Page: 305 .

as shown below.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 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. For Training Purposes Only FRA US/T Bu August 2001 Page: 306 . 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. Rig pins are provided to lock the crankshaft and the actuator. Installing the rig pin locks the crankshaft assembly with the actuator and vanes in the high speed position ( actuator fully retracted ). Spanner ( Wrench ) flats are provided on the crankshaft for this purpose.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 L/H R/H For Training Purposes Only Figure 154 FRA US/T Bu August 2001 VSV Actuator Rig Page: 307 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 308 . The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. and prevent engine surge when the compressor is operating at off−design conditions. Description The bleed valve is a two position valve and is either fully open or fully closed. All the bleed valves are spring loaded to the open position and so will always be in the correct position ( open ) for starting. and the bleed valve will move to the closed position. The handling bleed valves are two position only − fully open or fully closed.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HANDLING BLEED VALVES Handling bleed valves are fitted to the HP compressor to improve engine starting.open . The valve is kept in the open position by servo air ( P3 ) supplied from the solenoid control valve ( solenoid de-energised ). A total of four bleed valves are used. and are operated pneumatically by their respective solenoid control valve. When the engine is started the bleed air from the engine will try to close the valve. Silencers are used on some bleed valves. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position . three on stage 7 and one on stage 10. When the bleed valves are open air bleeds into the f an duct through ports in the inner barrel of the ” C ” ducts. The solenoid control valves are scheduled by the EEC.for the engine start. The bleed valves will be closed at the correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 7A NOTE: FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES.BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED ! For Training Purposes Only Figure 155 FRA US/T Bu August 2001 HP Compressor Bleed Valves Page: 309 .

All the bleed valves are spring loaded to the open position and so will always be in the correct position ( open ) for starting. A total of four bleed valves are used. Silencers are used on some bleed valves. three on stage 7 and one on stage 10. and are operated pneumatically by their respective solenoid control valve. The solenoid control valves are scheduled by the EEC. For Training Purposes Only FRA US/T Bu August 2001 Page: 310 . The handling bleed valves are two position only − fully open or fully closed. 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. and prevent engine surge when the compressor is operating at off−design conditions.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HANDLING BLEED VALVES Handling bleed valves are fitted to the HP compressor to improve engine starting.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 C C D L For Training Purposes Only Figure 156 FRA US/T Bu August 2001 HP Compressor Bleed Valves Page: 311 .

The valve remains open until the deceleration ceases and a deceleration time. In the event of an engine surge the valve will be commanded open. The valve is kept in the open position by servo air ( P3 ) supplied from the solenoid control valve ( solenoid de-energised ). 2 seconds. if the speed is below the open speed.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HANDLING BLEED VALVES FUNKTION Description The bleed valve is a two position valve and is either fully open or fully closed. Page: 312 FRA US/T Bu August 2001 . If the acceleration is to a speed below the transient closing speed the valve will remain open until the acceleration timer expires ( 30 seconds ). 7B 7C STEADY STATE 7650 8000 Transient The valve will be commanded open during engine acceleration whenever N2 is below the transient closing speed. Note : The transient regime is slightly modified for operation above 15000 ft but operates in the same way. and will remain open until the engine restabilises. During decelerations the valve will be commanded open whenever N2 is below the transient opening speed. During an engine deceleration the reverse operation occurs and the bleed valve opens. TO 100% =14950 RPM Handling bleed valves ( surge bleed ) The bleed valves and the solenoid control valves all operate in the same manner.open . BLEED VALVE OPERATING SCEDULE BLEED VALVE REGIME OPEN (RPM) CLOSE (RPM) 7A STEADY STATE 11400 11800 11800 (35000FT & BELOW) 12250 (42000FT & ABOVE) Operating Schedule The schedule for one bleed valve − 7C − is shown. SURGE & REVERSE 12562 12772 Steady State It can be seen that the valve will be commanded closed at stabilised min idle. 8600 N2. FAIL SAFE POSITION : ” 7th and 10th OPEN ”. and will not be opened again in Steady state. and the bleed valve will move to the closed position. Thus during an acceleration from min ” idle to max ” speed the valve will be opened and will remain open until the speed passes the transient closing speed. expires.for the engine start. The bleed valves will be closed at the correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve. When the engine is started the bleed air from the engine will try to close the valve. below. in detail. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position . STEADY STATE TRANSIENT SURGE & REVERSE 6800 11600 12352 7000 12050 12562 For Training Purposes Only 10 STEADY STATE SURGE & REVERSE IDLE 57%=8800 RPM 7650 10667 ( OPEN BELOW ) 8000 10667 Surge / Reverse If the engine is operating in reverse thrust operation is the same as Transient but different speeds apply. MAX.

BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED ! For Training Purposes Only Figure 157 FRA US/T Bu August 2001 HBV OPEN/CLOSED Schematic Page: 313 .Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 NOTE: FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES.

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. 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. S the engine operability ( surge free operation ) S the engine performance ( EGT. The consequences of the malfunction of one or more handling bleed valve‘s on : S the ground and airstart capability. For Training Purposes Only FRA US/T Bu August 2001 Page: 314 .Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HANDLING BLEED VALVE MALFUNCTIONS A engineering order ( 010169 ) is released to cover this problems.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 CONTROL SOLENOID LOCATION 7A 7C 7B A/C HIGH STAGE BLEED VALVE SOLENOID HANDLING BLEED VALVE SOLENOIDS 10 HANDLING BLEED VALVE SOLENOID MAKE UP AIR VALVE SOLENOID For Training Purposes Only Figure 158 FRA US/T Bu August 2001 Bleed Control Valve Solenoids Page: 315 .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 BLEED VALVE LOCATIONS The bleed valves are arranged radially around the HP compressor case as shown below. For Training Purposes Only FRA US/T Bu August 2001 Page: 316 .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 7A BLEED VALVE SEAL P3 PRESS CONNECTION SILENCER For Training Purposes Only COSTOMER BLEED P3 PRESS CONNECTION 7C BLEED VALVE STAGE 10 BLEED VALVE 7B (LOWER) BLEED VALVE Figure 159 FRA US/T Bu August 2001 Bleed Valve Locations Page: 317 .

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 : S the ground and airstart capability. For Training Purposes Only FRA US/T Bu August 2001 Page: 318 . 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. S the engine operability ( surge free operation ) S the engine performance ( EGT.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HANDLING BLEED VALVE MALFUNCTIONS A engineering order ( 010169 ) is released to cover this problems.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only Figure 160 FRA US/T Bu August 2001 HDLG Bleed Valves Malfunction Tables Page: 319 .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only Figure 161 FRA US/T Bu August 2001 Bleed Valve Functional Test Page: 320 .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only Figure 162 FRA US/T Bu August 2001 Bleed Valve Functional Test(cont) Page: 321 .

Ventilation during Ground Running During ground running local pockets of natural convection exist providing some ventilation of the fan case .C. Zone 2 Ventilation The ventilation of Zone 2 is provided by air exhausting from the active clearance control ( A. and the core compartment Zone 2 to : S prevent accessory and component overheating S prevent the accumulation of flammable vapours.H. Zone 1 Ventilation Ram air enters the zone through an inlet located on the upper L.The air circulates through the core compartment and exits through the lower bifurcation of the ” C ” ducts.Zone 2.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 NACELLE VENTILATION Ventilation is provided for the fan compartment Zone 1.C. ) system around the turbine area. For Training Purposes Only FRA US/T Bu August 2001 Page: 322 .The air circulates through the fan compartment and exits at the exhaust located an the bottom rear centre line of the fan cowl doors. side of the air intake cowl. Zone 2 ventilation is still effected in the same way as when the engine is running.

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only Figure 163 FRA US/T Bu August 2001 Nacelle Ventilation Page: 323 .

300 . The nacelle temperature is displayed if the system is not in engine starting mode and one of the two temperatures reaches the advisory threshold.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75-41 NACELLE TEMPERA TURE 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. For Training Purposes Only FRA US/T Bu August 2001 Page: 324 . The EIU Transmits the Data to the ECAM System. A advisory indication will be created on the engine system page when the temperature reaches approx.320 _C.

2 1.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 0.8 0.2 300 300 LOWER ECAM NACELLE TEMPERATURE SENSOR DMC1 DMC2 DMC3 For Training Purposes Only CONNECTOR PLUG FWC1 EIU FWC2 Figure 164 FRA US/T Bu August 2001 Nacelle Temperature System Page: 325 .8 1.

THE IGNITION SYSTEM „ A“ IS REQUIRED AS MINIMUM! For Training Purposes Only FRA US/T Bu August 2001 Page: 326 .located in the combustion system adjacent to No‘s 7&8 fuel spray nozzles.L. System Test The system can be checked on the ground. through the CFDS maintenance menu.T. The 115V relays which are used to connect / isolate the supplies are located in the relay box and are controlled by signals from the EEC.E. ACCORDING TO M.Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 ATA 74 IGNITION 74-00 IGNITION SYSTEM PRESENTATION General System Operation S Dual ignition is automatically selected for: − all inflight starts − manual start attempts − continuous ignition Single alternate ignition is selected for ground auto starts. S two air cooled H. Ignition relay box The ignition sytem utilises 115V AC supplied from the AC 115V normal and standby bus bars to the relay box. ignition connector leads (cooling is provided by fan air). with the engine shutdown. NOTE: NOTE: THE SAME RELAY BOX ALSO HOUSES THE RELAYS WHICH CONTROL THE 115V AC SUPPLIES FOR P2/T2 PROBE HEATING. IGNITION SYSTEM COMPONENTS The system comprises: S one ignition relay box S two ignition exiter units S two igniter plugs .

Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 IGNITION RELAY BOX CH B CONNECTOR CH A CONNECTOR P2/T2 HEATING CONNECTOR IGNITION EXCITER 1 (A) IGN A IGN B CONNECTOR IGNITOR PLUG AIR INLET HOSE For Training Purposes Only COOLING JACKET B HIGH TENSION LEAD IGNITION EXCITER 2 (B) Figure 165 FRA US/T Bu August 2001 Ignition System Components Page: 327 .

the EEC selects the continuous ignition on the corresponding engine In case of a fault during an automatic starting on the ground. engine not running. FRA US/T Bu August 2001 Page: 328 .IGN ON” Continuous Ignition Selection Manual Selection When the engines are running on the ground or in flight the continuous ignition is obtained by positioning the ENG/MODE selector switch in IGN/START position.the EEC energizes automatically the appropriate ignition exciter when N2 reaches between 10%-16% depending on T AT and keeps it energized until N2 reaches 43%. S take−off or during flexible take off S approach idle selected. A dormant failure of an ignition exciter is not possible for more than one flight because: − the two ignition systems are independent − the EEC selects alternately ignition system A or B. then back to IGN/START to select continuous ignition.Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 IGNITION / STARTING− OPERATION Description The ignition circuit is supplied with 115VAC − 400Hz. if the selector is maintained in IGN/START position. after engine start. 49VU and 121VU 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. For inflight restart the EEC selects simultaneously both ignition exciters On the ground. For Training Purposes Only Igniter Plug Test The operation of the igniter plugs can be checked on the ground. The deenergization of the ignition exciters is automatically commanded by the EEC when engine N2 speed reaches 43%. through the maintenance MENU mode of the FADEC or manually ( Manual Start without air ) IGNITION SYSTEM CIRCUIT BREAKERS There are 5 ignition CB’s installed in the cockpit. the EEC aborts automatically the sequence by closing the starter shut−off valve and the HP fuel shut−off valve and deenergizing the ignitors. Automatic selection The EEC selects automatically the continuous ignition in some specific conditions: S engine running and air intake cowl anti−icing is selected to ON S EIU failed.( Starter cut-out ) Positioning of the MASTER control switch to OFF . FAIL SAFE POSITION: ” IGN RELAYS . results in ignition exciter deenergization. S In flight.( both ignitors) In flight after engine restart. the selector must be placed in NORM position. when there is an engine flameout or stall S Reverse Ignition during Automatic Start Sequence When an automatic start sequence has been activated by the EEC (ENG/ MODE selector switch in IGN/START position and MASTER control switch to ON). The electrical power is supplied via the EEC and EIU which controls the ignition of the igniter plugs. during that starting sequence.

1 Page: 329 .Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 121VU EEC For Training Purposes Only Figure 166 FRA US/T Bu August 2001 Ignition and Starting System Eng.

engine not running.Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 IGNITION SYSTEM TEST Igniter Plug Test The operation of the igniter plugs can be checked on the ground. For Training Purposes Only FRA US/T Bu August 2001 Page: 330 . 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.

Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 MASTER 1 ON ENG 1 OFF For Training Purposes Only CONTINIUOUE I NEXT PAGE Figure 167 FRA US/T Bu August 2001 FADEC Ignition Test Page: 331 .

Lufthansa Technical Training IGNITION GENERAL IGNITOR TEST Operational Test of the Ignition System with CFDS Each ignition system must be individually selected to be tested.AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE. For Training Purposes Only FRA US/T Bu August 2001 Page: 332 . refer to AMM TASK 74−00−00−710−041 NOTE: A319/A320/A321 IAE V2530−A5 74−00 DURING THE TEST. For the test procedure.

Page: 333 .Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 For Training Purposes Only THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 168 FRA US/T Bu August 2001 FADEC Ignition Test Cont.

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. For Training Purposes Only FRA US/T Bu August 2001 Page: 334 .Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 IGNITION SYSTEM TEST Igniter Plug Test The operation of the igniter plugs can be checked on the ground.

Lufthansa Technical Training IGNITION GENERAL A319/A320/A321 IAE V2530−A5 74−00 MASTER 1 ON ENG 1 OFF For Training Purposes Only CONTINIUOUE I NEXT PAGE Figure 169 FRA US/T Bu August 2001 FADEC Ignition Test Page: 335 .

Lufthansa Technical Training

IGNITION GENERAL 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:

A319/A320/A321
IAE V2530−A5

74−00

DURING THE TEST,AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE.

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 336

Lufthansa Technical Training

IGNITION GENERAL

A319/A320/A321
IAE V2530−A5

74−00

For Training Purposes Only

THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 170
FRA US/T Bu August 2001

FADEC Ignition Test Cont.
Page: 337

Lufthansa Technical Training

IGNITION GENERAL

A319/A320/A321
IAE V2530−A5

74−00 IGNITION TEST WITHOUT CFDS
For the test procedure, refer to AMM TASK74−00−00−710−041−01 During the test,an aural check of the ignitor plug operation has to be done. WARNING:

MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER VALVE INLET BEFORE YOU PUSH THE MAN START P/B.READ THE PRESSURE ON THE ECAM START PAGE.

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 338

Lufthansa Technical Training

IGNITION GENERAL

A319/A320/A321
IAE V2530−A5

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
NORM

OFF For Training Purposes Only

Figure 171
FRA US/T Bu August 2001

Ignition Test without CFDS
Page: 339

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

ATA 80 STARTING
GENERAL
Starting Schematic 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 reduction 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. NOTE : NO START ABORT BY THE FADEC IN CASE OF FAILURE.

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 340

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

For Training Purposes Only

Figure 172
FRA US/T Bu August 2001

Starting System Schematic
Page: 341

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00 STARTING COMPONENTS
Starter Motor The pneumatic starter motor is mounted on the forward face of the external gearbox and provides the drive to rotate the H.P. compressor to a speed at which light up can occur. Attachment to the gearbox is done by a V−clamp adaptor. The starter motor is connected by ducting to the aircraft pneumatic system. The starter motor gears and bearings are lubricated by an integral lubrication system. Servicing features include:− S oil level sight glass S oil fill plug S 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 rotational speed increases above a predetermined r.p.m., centrifugal force overcomes 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. FRA US/T Bu August 2001 Page: 342 Starter Air Control Valve The starter 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. The start valve controls the air flow from the starter air duct to the starter motor.The start valve basically comprises a butterfly type valve housed in a cylindrical valve body with in−line flanged end connectors, an actuator, a solenoid valve and a pressure controller. A micro switch provides valve position feed back information to the FADEC.

For Training Purposes Only

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

STARTER VALVE

GEARBOX STARTER DUCT

STARTER FILL PLUG

For Training Purposes Only

SIGHT GLASS

DRAIN PLUG/CHIP DETECTOR

Figure 173
FRA US/T Bu August 2001

Starter Motor
Page: 343

H.Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 STARTER AIR CONTROL VALVE Description The start air control valve is a pneumatically operated .P. ”SOV CLOSED” FAIL SAFE POSITION: For Training Purposes Only FRA US/T Bu August 2001 Page: 344 . A micro switch provides valve position feed back information to the FADEC. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0.375 inch square drive. A valve position indicator is provided on the valve body. electrically controlled shut−off valve positioned on the lower right hand side of the L. fan cowl. NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE DUCT PRESSURE. Acces is through a panel in the R.

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

STARTER VALVE FILTER

MANUAL OVERRIDE

A

CL OP

For Training Purposes Only

STARTER VALVE

STARTER VALVE

Figure 174
FRA US/T Bu August 2001

Starter Air Control Valve
Page: 345

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

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. A micro switch provides valve position feed back information to the FADEC. NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE DUCT PRESSURE. ”SOV CLOSED”

FAIL SAFE POSITION:

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 346

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

STARTER VALVE FILTER

MANUAL OVERRIDE

A

CL OP

For Training Purposes Only

STARTER VALVE

STARTER VALVE

Figure 175
FRA US/T Bu August 2001

Starter Air Control Valve
Page: 347

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

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.

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 348

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

/FMU TEST

NOTE:RETURN NO FAULTS

RETURN FAULT DETECTED

OR

For Training Purposes Only

Figure 176
FRA US/T Bu August 2001

Starter Valve Test via CFDS
Page: 349

Lufthansa Technical Training

STARTING GENERAL START AIR CONTROL VALVE TEST ( FAULT DETECTED )

A319/A320/A321
IAE V2530−A5

80−00

AMM Starter Valve Test ata 80-13-51 p507

For Training Purposes Only

FRA US/T Bu

August 2001

Page: 350

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

80−00

RETURN FAULT DETECTED

/FMU TEST

For Training Purposes Only

Figure 177
FRA US/T Bu August 2001

Starter Valve Test via CFDS
Page: 351

Lufthansa Technical Training

STARTING GENERAL

A319/A320/A321
IAE V2530−A5

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: S the other engine through the crossbleed system S the APU and in that case, all the air bled from the APU is used for starting S 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: S it is necessary to eliminate any fuel accumulated in the combustion chamber S 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.

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FRA US/T Bu

August 2001

Page: 352

ENGINE INDICATIONS −BACK TO ‘0‘ ECAM ENG START PAGE DISAPPEARS For Training Purposes Only PUT MODE SELECTOR TO ‘NORM‘ POSITION PUSH C/B: HP FUEL SOV LP FUEL SOV CLOSES Figure 178 FRA US/T Bu August 2001 Dry Cranking Procedure Page: 353 . N1 AND OIL PRESSURE MUST INCREASE AFTER MAX. 30 PSI CHECK STARTER AIR PRESSURE PUSH ‘MAN START‘ PB TO ‘ON‘ MONITOR INDICATIONS START VALVE OPENS N2 AND N1 COMES INTO VIEW N2.Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘ PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO ‘CRANK‘ POSITION BOOST PUMP STARTS TO RUN LP FUEL SOV OPENS (ECAM WARNING) ECAM ENG START PAGE APPEARS MIN. 2 MINUTES RELEASE ‘MAN START‘ PB TO OFF NORM START VALVE CLOSES.

Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 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. On the ECAM the FF indication shows approx. For Training Purposes Only FRA US/T Bu August 2001 Page: 354 . 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). If such a test is performed. also the starter valve closes . 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%. When the MASTER control switch will be returned to the OFF position to shut-off the fuel . After three cycles or 4 miutes of continuous cranking. 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. stop for a cooling period of 30 minutes. 180kg initial fuel flow. The MASTER control switch is moved to ON and the exhaust nozzle of the engine carefully monitored to detect any trace of fuel.

30 PSI CHECK STARTER AIR PRESSURE PUSH ‘MAN START‘ PB TO ‘ON‘ MONITOR INDICATIONS START VALVE OPENS 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‘ NORM FUEL FLOW INDICATION GOES TO ‘0‘ START VALVE CLOSES For Training Purposes Only 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‘ ECAM ENG START PAGE DISAPPEARS PUT MODE SELECTOR TO ‘NORM‘ POSITION Figure 179 FRA US/T Bu August 2001 Wet Cranking Procedure Page: 355 .Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 PULL IGNITION SYSTEM C/B‘S (5) PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘ DO NOT PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO ‘CRANK‘ POSITION BOOST PUMP STARTS TO RUN ECAM ENG START PAGE APPEARS MIN.

− alternatively selected for each ground start − both selected for inflight or manual starts S fuel on function of the torque motor which opens the shutoff valve. The automatic start abort function is only available when N2 speed is below 43% and in case of: S Start valve failure S Ignition failure S Pressure Raising Shut Off Valve failure S Hot start S Hung start S Surge S EGT >250 deg C when restart (max 2 min) S Loss of EGT NOTE : THE OIL PRESSURE IS NOT MONITORED DURING AUTO START The EEC automatically shuts off fuel. in sequence: S the starter air valve S ignition exiter relay(s). The operator then has to decide to perform a new engine start or troubleshoot the system. the mode selector set to IGN/START and the master switch is ON. and starter air and provides the appropriate fault indication to the cockpit. the EEC commands . 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 ” ). Switching the master switch OFF during an autostart will close the fuel and starter air valves and turn the ignition system off. ignition.Lufthansa Technical Training STARTING GENERAL EEC AUTO START ABBORT A319/A320/A321 IAE V2530−A5 80−00 AUTOMATIC START The automatic start mode gives the EEC full control to automatically sequence the starter air valve. During a normal start. The EEC’s ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions inflight.It also resets the EEC. For Training Purposes Only FRA US/T Bu August 2001 Page: 356 . (Auto Start Fault) Autostart fault messages will be displayed until approximately idle speed. THE START SEQUENCE WILL CONTIUE AND THE ENGINE WILL ACCELERATE TO THE TRUST LEVER POSITION. ignition relays and the fuel on / off torque motor. In case of an automatic start abort. Upon receipt of the appropriate start command signals from the engine interface unit ( EIU ) .) NOTE: IN CASE A AUTO START IS INITIATED AND ONE THRUST LEVER IS NOT IN IDLE POSITION A ECAM WARNING IS TRIGGERT. The autostart procedure commences only when the engine is not running. the starter air valve and ignition exciter are automatically turned off by the EEC at a predetermined N2 speed of 43% Starter assist will be comanded by the EEC for inflight starts at low MACH numbers where windmilling conditions are insufficient for engine starting. Intermittent mode selector position or manual start push button switch selection has no effect on autostart sequence once the autostart procedure is initiated. (The EEC has input data necessary to activate starter assist function where necessary.

60psi.Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 Panel 115 VU −Turn Mode Selector to IGNSTART Position ECAM ENG Start Page is displayed. Panel 115 VU −Turn Mode Selector to NORM NORM ENG 1 NORM Panel 115 VU −Set the ENG−MASTER switch to ON ( The Pack valves also ”Close” ) On the ENG Start Page: − 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 view -the EGT rises (max. ENG 1 NORM For Training Purposes Only Upper ECAM −MONITOR: EPR. −record the start EGT (R/U sheet) Figure 180 FRA US/T Bu August 2001 Automatic Start Procedure Page: 357 . the airpreessure ( HP−Connection or APU ) must be 30−40 psi. FF −at 43% N2 the starter valve symbole must go to cross line (closed) − IGN OFF −Check Oil Pressure min. EGT. N1. 20 sec. after FF). N2.

The EEC continues to provide fault indications to the cockpit. During manual Start operation.the manual start push button switch is set to ON and the master switch is OFF.Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 MANUAL START The engine manual start panel. FRA US/T Bu August 2001 Page: 358 . Intermittent mode selector position has no effect on the manual start sequence once the manual start procedure is initiated. The manual start mode limits the authority of the EEC so that the pilot can sequence the starter. This includes the ability to dry crank or wet crank. used for manual start. the control commands the HP fuel valve closed. the starter air valve closed and the ignitors off and the EEC is resetted. is located on the overhead panel and is composed of two manual start push button switches (one per engine). the EEC Auto Startabort feature is not available and conventional monitoring of the start parameters is required.. both ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H). ignition and fuel on/off manually. 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. the manual start push button switch has no effect on the start. The starter air valve is then commanded open by the EEC. For Training Purposes Only The manual start procedure commences when the mode selector is set to: IGN/START. When the master switch is turned OFF. When the master switch is turned ON ( at 22% N2 ) during a manual start. Once the master switch is turned ON.

On the ENG Start Page : −the starter valve symbole goes in line (open). Oilpressure and N1 must increase Panel 122 VU −release the MAN START PB Panel 115 VU −after 30sec (> 22% N2): set the ENG MASTER switch to ON For Training Purposes Only −A and B indication comes in to view ( below IGN ) −FUEL FLOW indication 180KG/H −EGT rise (max. 60psi. after FF ) NORM ENG 1 −at43% N2 the starter valve symbole must go to cross line (closed) − IGN OFF −Check Oil Pressure min.Connection or APU ) must be 30 .Lufthansa Technical Training STARTING GENERAL A319/A320/A321 IAE V2530−A5 80−00 Panel 115 VU − Turn MODE Selector to IGN / START Position ECAM ENG START Page is displayed. (−PACK VALVES closed ) −N2.40 psi Panel 122 VU − Turn MODE Selector to NORM ENG 1 NORM NORM Panel 122 VU −Push the MAN START PB − the blue ON light of this PB comes on. −record the start EGT (R/U sheet) Figure 181 FRA US/T Bu August 2001 Manual Start Procedure Page: 359 . 20 sec. the airpressure ( HP .

. 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.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 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. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 360 . The reverser is controlled through the FADEC system from the cockpit by a lever hinged to the corresponding throttle control leverThe 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 translating sleeves latched together.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 DRAG LINK For Training Purposes Only Figure 182 FRA US/T Bu August 2001 Thrust Reverser stowed / deployed Page: Page: 361 .

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30 THRUST REVERSER SYSTEM DESCRIPTION
General The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser hydraulic control unit. Thrust Reverser Deployment Thrust reverser deployment is initiated by rearward movement of the reverser lever which inputs a signal, via a dual resolver, to the EEC. The EEC supplies a 28 volt signal to the isolation valve and directional control valve solenoids mounted in the HCU. The supply of the signal to the directional control valve solenoid is also dependent if aircraft is on ground (weight onwheels) and upon the closure of the aircraft permission switch ( T/R inhibition relay) in that line. This switch is closed by the Throttle Lever Angle signal via the spoiler/elevator computer and the Engine Interface Unit energization of the isolation valve solenoid and the directional control valve solenoid allows hydraulic pressure into the system .This event being relayed to the EEC by the pressure switch mounted in the HCU. Pressure in the lower actuators releases the locks and these events are signalled to the EEC by the Proximity Switches (lock sensors). As the pistons move rearward to deploy the reverser, the Linear Variable Differential Transformer (LVDT) on the upper actuators monitors the movement and informs the EEC when the translating sleeve is fully deployed, the Proximity Switches and LVDTs remain active and the isolation valve remains energized. Thrust Reverser Stowage Stowage of reverser is initiated by forward movement of the piggyback 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, allowing pressure to remain only in the stow side of the actuators. The pistons then move forward 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. NOTE: DURING NORMAL REVERSER OPERATION THE ISOLATION VALVE REMAINS ENERGIZED FOR A PERIOD OF FIVE SECONDS AFTER THE LVDTS HAVE REGISTERED FULLY STOWED TO ENSURE FULL LOCK ENGAGEMENT AND COMPLETION OF THE STOW CYCLE.

For Training Purposes Only

Inadvertent Stowage/Deployment In either case the LVDT sensors would detect a movement the EEC would execute auto−restow or auto−redeploy. This occurs when the LVDTs sense uncommanded movement greater than 10% of actuator full travel. When auto−restow is initiated the EEC signals the isolation valve to open. Pressure is returned to the system and with the directional control valve in its stow position the reverser is returned to its stowed condition. Following auto−restow the isolation valve would remain energized for the remainder of the flight. If the reverser travel exceeds 15% of its travel from the fully stowed position then the EEC will command idle. Following restow, full power is again obtainable. When auto redeploy is initiated to counteract inadvertent stow, the EEC will command the isolation valve to close and maintain it closed until forward thrust has been reselected. This action will prevent further movement in the stow 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 exceeds 22% of its travel from the fully deployed position then the EEC will command idle power. T/R components monitored by CFDS The following components are monitored by the CFDS: S HYDRAULIC CONTROL UNIT (HCU) S STOW SWITCH LOWER ACTUATOR R/H S STOW SWITCH - LOWER ACTUA TOR L/H S LVDT -THRUST REV UPPER ACTUA TOR R/H ( DEPLOY ) S LVDT - THRUST REV UPPER ACTUA TOR L/H ( DEPLOY )

FRA US/T Bu August 2001

Page: Page: 362

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30
STATIC RELAY

EIU 1/ 2
SEC 1

OR
SEC 2 (3 )

CFDIU

DMC
1,2 1,4 1,6 1 REV

EPR

MREV 70,0%
1,2 1,4 1,6 1 REV 1,010

LGCIU 1/2

MCDU T/R TEST

FWC

1,009

(WOW)
MAIN LANDING GEARS1&2

T/R POSITION CHANNEL A

T/R POSITION CHANNEL B

E.E.C.
THRUST LEVER
N2 >50%

CHANNEL A CHANNEL B PRESS SW
SOV F

SUPPLY HCU T/R

For Training Purposes Only

TLA RESOLVERS POTENTIO− METERS

AND CHANNEL B CHANNEL A

HYDRAULIC RETURN INHIBITION RELAY

DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL

Figure 183
FRA US/T Bu August 2001

Reverser System Schematic
Page: Page: 363

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

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 Computer), bypassing the FADEC command circuit.

For Training Purposes Only

FRA US/T Bu August 2001

Page: Page: 364

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30
STATIC RELAY

EIU 1/ 2
SEC 1

OR
SEC 2 (3 )

CFDIU

DMC
1,2 1,4 1,6 1 REV

EPR

1,2 1,4 1,6 1 REV 1,010

LGCIU 1/2

MCDU T/R TEST

FWC

1,009

(WOW)
MAIN LANDING GEARS1&2

T/R POSITION CHANNEL A

T/R POSITION CHANNEL B

E.E.C.
THRUST LEVER
N2 >50%

CHANNEL A CHANNEL B PRESS SW
SOV F

SUPPLY HCU T/R

For Training Purposes Only

TLA RESOLVERS POTENTIO− METERS

AND CHANNEL B CHANNEL A

HYDRAULIC RETURN INHIBITION RELAY

DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL

Figure 184
FRA US/T Bu August 2001

Reverser System Schematic
Page: Page: 365

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30 THRUST REVERSER SYSTEM
Cacades There are 16 cacades installed. The cacades are not interchangeable.

For Training Purposes Only

FRA US/T Bu August 2001

Page: Page: 366

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30

For Training Purposes Only

Figure 185
FRA US/T Bu August 2001

Reverser Installation
Page: Page: 367

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30 THRUST REVERSER HYDRAULIC SUPPLY
Thrust Reverser Operation The thrust reverser is operated by aicraft hydraulic pressure. The reverser hydraulic control unit ( HCU ) directs hydraulic pressure to the actuators. The EEC controls the HCU and the reverser operation.

THRUST REVERSER MANUAL DEPLOYMENT
Non Return Valve ( By−pass ). During manual deployment the non return valve must be set in the bypass position to allow the hydraulic from the actuators to go back to return. Access to the non return valve is gained by removing the pylon access panel on the left hand side..

For Training Purposes Only

FRA US/T Bu August 2001

Page: Page: 368

Lufthansa Technical Training

Exhaust Reverser System

A319/A320/A321
IAE V2530-A5

78−30

NON RETURN VALVE

For Training Purposes Only

Figure 186
FRA US/T Bu August 2001

Reverser Hydraulic Supply
Page: Page: 369

For Training Purposes Only LOCATION FRA US/T Bu August 2001 Page: Page: 370 . The lower magnetic piston monitors the differential between the filtered and unfiltered fluid pressure across the filter element. a filter and associated plumbing. As the differential pressure increases. 001) COMPONENT DESCRIPTION Shut−Off Valve The thrust reverser Shut−Off Valve (SOV) is a 3 port. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer). It is controlled by a solenoid driven 3 port.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 THRUST REVERSER INDEPENDENT LOCKING SYSTEM **ON A/C 116−199. Two spring−loaded magnetic pistons keep the pop out indicator in retracted position. 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 necessary to replace the filter element. two position normally open pilot valve. (Ref. General An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. two position spool valve. This system consists of thrust reverser Shut−Off Valve (SOV) upstream of the Hydraulic Control Unit (HCU). the piston compresses its spring and moves away from the upper magnetic piston. the upper magnetic piston spring overcomes the magnetic force and drives the pop−out indicator from its retracted position. bypassing the FADEC command circuit.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. At a preset displacement of approximately 2 mm. Electrical power is supplied to the SOV through the fan electrical feeder box. mounting and electrical supply. Filter and Clogging Indicator It is used to filter the fluid from the aircraft hydraulic system. Fig. Component Location The SOV and the filter are located under the pylon.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 187 FRA US/T Bu August 2001 T/R Independent Locking System (**On A/C 116−199) Page: Page: 371 .

The clogging indicator monitors pressure loss through the filter cartridge and features a pop− out indicator to signal when it is necessary to replace the filter element.(this is also a part of blocking the reverser. Manual Lockout Lever With the manual lockout lever it is possible to shut the hydraulic supply to the reverser by closing the isolation valve in the HCU. Control and feedback signals are exchanged with the EEC. − pressure switch. The filter is a flow through cartridge type filter. Isolation Valve The solenoid operated isolation valve isolates the thrust reverser actuation systems from the remaining hydraulic network on the engine. Pressure Switch The pressure switch provides signals to the EEC to indicate when there is hydraulic pressure downstream of the isolation valve.) This must always be done when working on the reverser system ! For Training Purposes Only . Upon actuation of the thrust reverser system. just forward of the C−duct and is accessible from the left side. 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. − filter and clogging indicator (pop out).Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 REVERSER HYDRAULIC CONTROL UNIT Reverser Hydraulic Control Unit ( HCU ) General The hydraulic control unit controls hydraulic fluid flow to the thrust reverser actuators. 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 translating sleeve.The directional control valve solenoid is a dual wound solenoid connected to both channels of the EEC. The isolationvalve is in the closed position while the thrust reverser is in the stowed position. The isolation valve solenoid is a dual coil valve solenoid connected to both channels of the EEC. FRA US/T Bu August 2001 Page: Page: 372 Filter and clogging indicator The hydraulic control unit filter is used to filter the fluid supply from the aircraft hydraulic system. The HCU is mounted on the pylon over the engine centerline. The hydraulic control unit includes the following items: − isolation solenoid valve solenoid. the isolation valve solenoid is energized and the isolation valve is opened. − isolation valve. − directional control valve. The pressure switch is closed at pressure between 798 and 1450 psi and is opened at a minimumpressure of 798 psi.The lever can be secured in the lockout position with a pin. − directional control valve solenoid.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HYDRAULIC INPUT UNION ISOLATION VALVE SOLENOID VALVE FILTER (POP-OUT) INDICATOR HOUSING SPRING DIRECTIONAL VALVE SOLENOID VALVE BLEED VALVE FILTER PRESSURE SWITCH QUICK RELEASE PIN HYDRAULIK OUTPUT ISOLATING LEVER For Training Purposes Only CONNECTOR „A“ CHANNEL CONNECTOR „B“ CHANNEL Figure 188 FRA US/T Bu August 2001 Hydraulic Control Unit ( HCU ) Page: Page: 373 .

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HCU IN FORWARD THRUST POSITION In the initial stowed position with the reverse stow control selected in the cockpit.All reverser hydraulic 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. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 374 .the hydraulic pressure is applied to the input of the HCU.

**ON A/C 116−199. SHUT-OFF VALVE S FILTER For Training Purposes Only NON RETURN VALVE ( MANUAL OPERATED) Figure 189 FRA US/T Bu August 2001 HCU Schematic Page: Page: 375 .Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 FORWARD THRUST CONFIGURATION ACTUATORS STOWED.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HCU DEPLOY SEQUENCE DESCRIPTION 1 When reverse thrust is selected in the cockpit. the EEC ensures that deploy ment is permitted. THE ISOLATION VALVE REMAINS ENERGIZED TO MAINTAIN THE HYDRAULIC PRESSURE IN THE ACTUATORS TO PREVENT VIBRATION. In the cockpit an amber REV indication is dis played in the middle of the EPR dial or the ECAM display unit. 2 When the isolation valve is opened and the directional control valve solenoid is energized.2 seconds (indicating that translating sleeves are ”unlocked sleeves” signal is sent by these sensors to the EEC. and then extending the actuators. REV indication changes to green. 4 Each translating sleeve arriving at 95 percent of its travel is slowed down until completely deployed through hydraulic actuator inner restriction. THIS WILL LEAD TO A THRUST REVERSER REDEPLOY DUE TO AERODYNAMICAL FORCES ON THE BLOCKER DOORS. hydraulic pressure (3000 psi) moves the directional control valve to supply hydraulic pressure to the head end of the actuator to unlock the actuators. NOTE: WHEN THE THRUST REVERSER IS IN THE DEPLOYED POSITION.In that case. This event is indicated to EEC when both Linear variable Differential Transform ers (LVTD) detect this position. the electrical power (28VDC) is sent to the isolation valve solenoid and to the directional valve solenoid. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 376 . IF AN UNCOMMANDED STOW MOVEMENT IS DETECTED. 3 As soon as both lock sensors indicate unlocked for more than 0. THE EEC WILL DE−ENERGIZE THE ISOLATION VALVE.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 190 FRA US/T Bu August 2001 HCU Deploy Sequence Page: Page: 377 .

The REV indication disappears. the head is connected to return. 2 Hydraulic pressure is supplied to the rod end of the actuator. 3 When both translating sleeves are at 0 % from their stowed position. the EEC ensures that stowing is permitted. In that case the EEC de−energizes the directional valve sole noid. REV indica tion changes to amber. they set the proximity switches (lock sensor) which send the ”stowed sleeves” information to the EEC. 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. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 378 . A flow limiter controls hydraulic actuator piston retrac tion speed.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HCU STOW SEQUENCE DESCRIPTION 1 When translating sleeves stowing is selected. When one translating sleeve is less than 95 % deployed.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 191 FRA US/T Bu August 2001 HCU Stow Sequence Page: Page: 379 .

The Upper actuators ( 2 ) have internal LVDT. As hydraulic pressure builds up in the actuator. This synchronization keeps the top and bottom of the sleeve traveling at the same rate so the sleeve will not tilt and jam.the piston retracts which moves the translating back to the stow position. COMP. the piston extends. The flexible shafts are installed inside the extend (deploy) hydraulic hoses. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 380 .Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HYDRAULIC ACTUATION SYS. The Lower actuators ( 2 ) have a manual unlocking handle and proximity switches. A cross−over shaft connects the two upper actuators. Another shaft connects the upper and lower actuators on each side. Hydraulic Actuators The actuator base is attached to a torque ring and the end of the piston is attached to the translating sleeve. The shaft engages a worm gear at the base of the actuator that translates the turning action of the actuator piston as it moves out or in. This moves the translating sleeve aft to the deploy position. 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 . In the retract mode. The synchronization also keeps the two translating sleeves moving together so reverse pressure in the secondary air flow is equal on both sides of the engine.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only MANUAL DRIVE Figure 192 FRA US/T Bu August 2001 Flexible Drive Shafts Page: Page: 381 .

S the lower actuators incorporate an integral lock mechanism which holds the piston in the fully stowed position. to the EEC. control movement of the fan reverser translating elements in response to hydraulic inputs from the HCU. S the upper actuators incorporate an integral Linear Variable Directional Transformer (LVDT) to indicate piston position. UPPER NONLOCKING ACTUATOR The two upper actuators are identical and in conjunction with the two lower locking actuators . For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 382 .and thus translating cowl position .Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 HYDRAULIC ACTUATORS DESCRIPTION Four actuators are used for each thrust reverser. 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.two actuators are used for each translating cowl.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 193 FRA US/T Bu August 2001 Upper Nonlocking Actuator Page: Page: 383 .

The actuators incorporate an integral lock mechanism to hold the piston rod when the actuator is in the fully stowed position. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 384 .Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 LOWER LOCKING ACTUATORS The two lower loking actuators are identical and in conjunction with the two upper actuators. control movement of the fan reverser translating elements in response to hydraulic inputs from the hydraulic control unit (HCU). The lock releases on rising hydraulic pressure when deploy is commanded via the HCU.The lock mechanism incorporates a manual release facility and proximity switch for electrical lock position feedback to the EEC.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 194 FRA US/T Bu August 2001 Lower Locking Actuator Page: Page: 385 .

S open the L. and R. the full procedure. S position the non return valve in the bypass position ( deploy only−not necessary for stow operation ).Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 THRUST REVERSER MANUAL DEPLOY / STOW Manual Deploy/stow The thrust reverser may be deployed/stowed manually for maintenance − troubleshooting operations. S disengage the locks on the two locking actuators. warnings and cautions may be found in the MM ATA 78−30. Insert pins to ensure locks remain disengaged. hand fan cowls. S open and tag the CB’s listed in the MM. The procedure is summarised below. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 386 . S move the thrust reverser hydraulic control unit de−activation lever to the de− activated position and insert the lockout pin. S insert 3/8 inch square drive speed brace into external socket. NOTE: DO NOT EXCEED MAX. push to engage drive and rotate speed brace to extend/retract translating cowl as required. INDICATED TORQUE LOADING.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 NON RETURN VALVE For Training Purposes Only Figure 195 FRA US/T Bu August 2001 Reverser Manual Operation Page: Page: 387 .

the full procedure is described in the MM 78−30−00 P.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 THRUST REVERSER DEACTIVATION De−activation The procedure is summarised below. 0.407.8” TO PROVIDE VISUAL INDICATION OF ”LOCK OUT”.it has to be stowed manually. S if the thrust reverser is deployed. T / R Lockout pin installation NOTE: WHEN FULLY INSERTED IN THE DE−ACTIVATION POSITION THE PINS WILL PROTUDE APPROX. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 388 . S remove the translating cowl de−activation pins (2) from their stowage and insert them in the de−activation position. S install the lock out pin in the de−activation lever of the hydraulic control unit.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 196 FRA US/T Bu August 2001 T/R Deactivation Page: Page: 389 .

( Green ENG 1.k. Movement of the throttle into the reverse idle position will deploy the reverser. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 390 . During the test also the REV indication in the EPR indicator must be checked. FOR SAFTEY REASONS THE TEST TIME DURATION IS LIMITED TO 60 SEC. CAUTION: MAKE SURE THE TRAVEL RANGES OF THE THRUST REVERSERS ARE CLEAR.If the test is active the REV UNSTOW warning appears on the engine warning display. All the test steps are written on the MCDU.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 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. Yellow END 2 ). For the TEST refer to: MM Task 78−31−00−710−41 Operational Test of the Thrust Reverser System wth the CFDS. The actual position of the T/R is also indicated on the MCDU . Description For the test hydraulic power must be switched on depending which reverser system will be tested.Returning the throttle to the FWD idle position will restow the reverser.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 WARNING MASSAGE WHEN IN TEST For Training Purposes Only Figure 197 FRA US/T Bu August 2001 FADEC T/R Test (NO FAULT) Page: Page: 391 .

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 FADEC T/R TEST ( FAULT DETECTED ) For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 392 .

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 For Training Purposes Only Figure 198 FRA US/T Bu August 2001 FADEC T/R Test (FAULT DETECTED) Page: Page: 393 .

K. NOTE: IF THE TEST PROCEDURE IS NOT PERFORMED 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 OPERATIONAL TEST (OPENING & CLOSING ) IS LIMITED TO 60 SECONDS. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 394 .Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 FADEC T/R TEST ( NOT O. IF THIS TIME IS EXCEEDED THE TEST WILL BE INTERRUPTED AND A NEW TEST MUST BE INITIATED. ) For saftey reasons the time for the test is limited.

Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 NO THRUST LEVER MOVEMENT TO REV. WITHIN THE TIMELIMIT For Training Purposes Only Figure 199 FRA US/T Bu August 2001 FADEC T/R Test (NOT O.) Page: Page: 395 .K.

2 ( Wet motor leak check ) S TEST NO. 3 ( Idle leak check ) S TEST NO. S Functional check of engine ice protection system.EEC P/N. S Operational Test of EEC via CFDS. Engine Rating. 1 ( Dry motor leak check ) S TEST NO. For Training Purposes Only FRA US/T Bu August 2001 Page: 396 . After a new engine was installed different Test Tasks have to be performed: S Check of engine datas via CFDS ( ESN. NOTE: DURING THIS OPERATION THE ”C” DUCTS ARE SUPPORTED BY RODS WHICH ARE POSITIONED BETWEEN THE ”C” DUCT AND THE ENGINE PYLON. S TEST NO. 6 ( EEC system idle test ) S TEST NO. S Functional check of IDG disconnect system. S If A/C is operated in actual CAT III conditions. data entry plug and engine identification plates. Bump level ) to make sure that they are the same as written on the EEC.Lufthansa Technical Training ENGINE ENGINE CHANGE A319/A320/A321 IAE V2530-A5 71-00 ATA 71-00 ENGINE CHANGE ENGINE REMOVAL / INSTALLATION The arrangements for slinging / hoisting the engine are shown below ( Bootstrap).a Land Test must be performed. 13 ( Prestested engine replacement test ) For further information refer to AMM ATA 71-00-00.

Lufthansa Technical Training ENGINE ENGINE CHANGE A319/A320/A321 IAE V2530-A5 71-00 For Training Purposes Only Figure 200 FRA US/T Bu August 2001 Engine Removal / Installation Page: 397 .

Equipment Engine Oil. B.Equipment Engine Covers.General The procedures in AMM 71−00−00−100−010 describes the cleaning of the Engine.General The procedures in AMM 71−00−00−550−010 are for Engines stored on wing or inside/outside.Equipment Anti-corrosion inhibit fluid. Preservation of the Main Line Bearings Task 71−00−00−550−012 A.General The procedures in AMM 71−00−00−550−012 describes the preservation of the main line Bearings. B. For Training Purposes Only FRA US/T5 KoA May 04 Page: 398 .Equipment Engine Oil Clean and Examine the Power Plant Task 71−00−00−100−010 A.moisture resistant tape.Equipment Cleaning Solvent Protect the Engine External Surfaces Task 71−00−00−600−011 A. B.desiccant.General The procedures in AMM 71−00−00−550−011 are for depreservation up to 3 months or over 3 months.rust preventative.General The procedures in AMM 71−00−00−600−011 describes the protection of external surfaces.7−30 days.Lufthansa Technical Training ENGINE GROUND OPERATION POWER PLANT PRESERVATION A319/320/321 71−00 POWER PLANT PRESERVATION List of Preservation Procedures Task 71−00−00−500−010 Preservation of the Power Plant Task 71−00−00−550−010 A. B.31 days-3 months and over 3 months. B.The periods are for 7 days. Depreservation of the Power Plant Task 71−00−00−550−011 A.

Lufthansa Technical Training ENGINE GROUND OPERATION POWER PLANT PRESERVATION A319/320/321 71−00 THIS PAGE INTENTIONALLY LEFT BLANK For Training Purposes Only FRA US/T5 KoA May 04 Page: 399 .

FAULT − (PB−Switch Out. Ignition− ON (via EIU/EEC). OFF − (PB−Switch Out) Anti ice system is OFF (valve solenoid energized).Lufthansa Technical Training ICE AND RAIN PROTECTION ENG. A solenoid−operated shutoff valve (which is designed to fail to the open position) provides the on−off control. Amber) Fault light illuminates amber. The ”FAULT” light comes on during transit or in case of abnormal operation. The valve is pneumatically operated. When the anti−ice valve is open. For Training Purposes Only FRA US/T Bu August 2001 Page: 400 . the valve will close. It can be blocked in the OPEN or in the CLOSED position. Amber) Fault light illuminates amber when valve not fully open. hot bleed air is ducted via an ”ON/OFF” valve. a message appears in GREEN on the ”ECAM MEMO” display. The spent air exhausts via a flush duct in the aft cavity of the intake cowl. SYSTEM CONTROL ON − (PB−Switch In. AIR INTAKE ICE PROTETION System Description Engine Air Intake Anti−Ice Air source The air bled from the 7th stage of the high compressor is the heat source. ENG ANTI ICE ON is indicated on the ECAM MEMO page. NOT CLOSED). FAULT − (PB Switch In. ECAM Page If at least one of the two engine air intake anti−ice systems is selected ”ON”. Continuos ignition (A/B) is automaticaly activated on both engines when the valve is opened. Valve For each Engine. Upon energization of the solenoid. The ECAM is activated S − Single chime sounds S − MASTER CAUT light ”ON” S − Warning message: − ANTI ICE ENG 1 (2) VALVE CLSD − ANTI ICE ENG 1 (2) VALVE OPEN.electrically controlled and spring loaded closed.PS3 Schedule Demand for both engines. Blue) The ON light comes on in blue. In case of loss of electrical power supply and pneumatic air supply available. the zone controller determines the bleed air demand for the Full Authority Digital Engine Control (FADEC) system. the”ON/OFF” valve is controlled by a pushbutton. the zone controller sends a signal to the FADEC (ECS signal).(Fail safe „OPEN“ ) S It has a “Manual Override and Lock”. the valve will open. (valve solenoid deenergized) . this will: S Modulate the Idle speed to Min. When the anti ice valve is open (valve position sw. Control For each engine. The piccolo tube distributes the air whithin the leading edge of the intake cowl. S Switch the Cont. AIR INTAKE ANTI ICE PROTECTION A319/A320/A321 IAE V2530−A5 30−20 ATA 30 ICE AND RAIN PROTECTION 30−20 ENG.

Lufthansa Technical Training ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION A319/A320/A321 IAE V2530−A5 30−20 7 FADEC OPEN POSITION SIGNAL 1 2 For Training Purposes Only CABIN ZONE CONTROLLER Figure 201 FRA US/T Bu August 2001 Engine Nacelle A/I Architecture Page: 401 .

Lufthansa Technical Training ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION A319/A320/A321 IAE V2530−A5 30−20 SYSTEM CONTROL SCHEMATIC For Training Purposes Only FRA US/T Bu August 2001 Page: 402 .

Lufthansa Technical Training ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION A319/A320/A321 IAE V2530−A5 30−20 ( ZONE CONT.) ( EIU ) For Training Purposes Only Figure 202 FRA US/T Bu August 2001 Control Schematic Page: 403 .

S Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed).ATA 30. A319/A320/A321 IAE V2530−A5 30−20 ENGINE ANTI ICE DUCT AND VALVE Procedure S Lock the intake anti−ice valve (1) in the open or the closed position S Remove the lock−pin (4) from the transportation hole (5) in the valve (1). S Hold the valve in the necessary position and install the lock−pin (4) in to the valve locking hole (3). AIR INTAKE ANTI ICE PROTECTION ANTI−ICE VALVE DEACTIVATION refer to MEL. For Training Purposes Only FRA US/T Bu August 2001 Page: 404 .Lufthansa Technical Training ICE AND RAIN PROTECTION ENG.

AIR INTAKE ANTI ICE PROTECTION A319/A320/A321 IAE V2530−A5 30−20 ANTI−ICE DUCT 1 ANTI−ICE VALVE 2 NUT For Training Purposes Only 5 TRANSPORTATION− HOLE 3 VALVE LOCKING− HOLE 4 LOCK PIN Figure 203 FRA US/T Bu August 2001 Engine Anti−Ice Duct and Valve Page: 405 .Lufthansa Technical Training ICE AND RAIN PROTECTION ENG.

. . . . . . . . . . . . . BORESCOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INLET CONE REMOVAL . . . . . . . . . . . . . NO 4 BEARING COMPARTMENT . . . . . . . . ENGINE MODULES . . . . . . . .DUCT OPENING / CLOSING SYSTEM . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . 10 TH. . . . . . . . . . . . . . . . . . . . . . . ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 40 HP COMPRESSOR . . . . . . . . . . . . . . . . . . . . 71-20 ENGINE MOUNTS . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROL P/B’S AND SWITCHES . . . . . . . . . . . . . . MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . C . . . . . . FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . . . . . . . . T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING . . . . . . . . . ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . . . . . . . . .DUCT HOLD OPEN STRUTS. . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . 96 79-30 OIL INDICATING SYSTEM . . . . . ATA 72-31-1 1 FAN BLADE REPAIR . . . . . . . . . . . . . . . . . . . . C . . . . . . . . . . . . . . . . COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 58 60 64 66 66 68 68 70 72 72 74 74 74 76 76 76 78 80 82 82 84 86 88 90 92 ATA 79 OIL 94 79−00 GENERAL . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . ATA 72-00 BORESCOPING . FAN COWLS OPENING / CLOSING . . . . . . . . . . . 100 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 79−00 GENERAL . . . . . . . . 98 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . ATA 71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMMON NOZZLE ASSEMBLY (CNA) . . . . . 100 OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Page i . . FADEC FUNCTIONS . . . . . . . . . . . . . . . REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . 73−20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPING GENERAL . . . . . . . . . . . FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . STAGE MAKE UP AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Köhler Mar 2006 1 1 2 3 4 6 8 10 10 12 14 18 18 24 24 26 28 30 32 34 36 38 40 42 42 42 44 46 48 50 52 54 56 ATA 72−60 ACCESSORY DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . FORWARD ENGINE MOUNT . . ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 BEARING SCAVENGE VALVE INDICATING . . . . . . . . . . . . . . SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FILT. . . . . . . . . . . MAGNETIC CHIP DETECTORS (M. . . . NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . . . . . . . . AIR MODULATING VALVE . . . . . . . . . . . . . . SCAVENGE SYSTEM . . . . . . . ENGINE OIL SERVICING . . . . . . . . . . . . PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .C. THROTTLE CONTROL SYSTEM . . . . . . . NO4 BEARING SCAVENGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 76 ENGINE CONTROLS . . . . . OIL PRESSURE PUMP . . . OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMPERATURE THERMOCOUPLE . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . . . 79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. . . . . . . . . . . . . . SCAV. . . . . . . . . . . . . . . . . . . . . . 73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Köhler Mar 2006 100 100 100 102 102 104 104 106 108 108 110 112 112 114 116 118 118 120 120 122 124 124 126 128 130 132 132 134 134 136 136 138 138 140 FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 3 . . MASTER MAGNETIC CHIP DETECTOR . . . NO 4 BEARING PRESSURE TRANSDUCER . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . SCAV. . . . . . . HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 1 ( NORMAL MODE ) . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-20 HEA T MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . 73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. . . FUEL FILTER DIFF. . . . . . GENERAL . . . . . . . . . . . . . . . . IDG OIL SERVICING . . . . . . . . . . . FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . .D. . . . HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . . . . . . . . HMS MODE 5 . . . . .) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73−10 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73−30 INDICATING . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . 140 140 140 140 142 144 144 146 146 148 150 152 154 154 154 154 154 154 156 156 156 156 158 158 158 160 162 162 164 166 168 168 168 170 Page ii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DISTRIBUTION VALVE . . . . . . . . . OIL SYSTEM PRESSURE SENSING . . . . . DE-OILER . . . . . . . . . . . . . . . . . . . . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . . ACOC OIL TEMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO4 BEAR. . . . VALVE DESCRIPTION . . . . . . . . . . . . . . . . . NO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL NOZZLE . . . . . . . . . . . FUEL TEMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFF. . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . FADEC P2/T2 HEATER TEST . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . P4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 SENSORS . . . . . . ATA 73-22 F ADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR SYSTEM COMPONENTS . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . FADEC LRU‘S . . . . . . . . . . . . . . . . ATA 73-20 F ADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIBRATION INDICATION . . . . . . .5 / T2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . 218 220 220 222 222 224 226 230 230 232 232 234 234 236 238 238 240 242 242 244 244 250 250 250 252 254 256 258 259 260 260 262 262 266 FRA US/T-5 Köhler Mar 2006 Page iii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 SENSOR . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . . . . 73−20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONIC ENGINE CONTROL (EEC) . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX POINTER RESET ( N1. . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . P2. . . . . . . . . . . . . . . . . DATA ENTRY PLUG MODIFICATION . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . ATA 77−10 POWER . . . . . . . . . . . . . . . . FADEC LRU‘S SENSORS . . . . . .9 SENSORS . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . ATA 77−10 POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DEDICATED ALTERNATOR (PMA) . . . . . . . . . . . . . . . . . . . . RIGGING . . . . . . . . . ATA 77-10 POWER . . . . . . . . . . . . RATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE VIBRATION MONITORING UNIT (EVMU) . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 174 176 176 178 180 180 182 182 184 184 184 186 188 190 190 192 194 194 196 196 198 198 198 200 202 204 206 208 210 212 214 216 AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER MANAGEMENT . . . . . . . . . . COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N2 & EGT ) . . . . . . . . . . .5 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77−20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . AUTOTHRUST ACTIVATION / DEACTIVATION . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . N1 INDICATION . . . . . . . . . . . . . 77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P12. . . . . . . . . . . . EGT INDICATION . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . EVMU OPERATION (CFDS) . . . . . . . FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR INDICATION . . . . . . . . . . . . .

. . . . . . . . . . CRANKING−DESCRIPTION . . . . . . . . . REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . BSBV ACTUATING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WET CRANKING . . . . . . . . . . EIU DISCRETE OUTPUTS . . . ATA 80 STARTING . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPRESSOR CONTROL . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES FUNKTION . OPERATING SCHEDULE . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . . . . . NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV SYSTEM COMPONENTS . . . ATA 75-32 HP COMP . . . . . . . . . . . . . . . . . . . ATA 75-31 LP COMP . . . . . . . . . . . . . . . . . . . 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . 75−00 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT ACTIVE CLEARANCE CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . AIR FLOW SYS. . EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . ATA 73-25 ENGINE INTERF ACE UNIT . . . . . IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-41 NACELLE TEMPERA TURE . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Köhler Mar 2006 268 268 270 272 272 272 274 275 276 278 278 280 282 284 286 288 290 290 292 292 294 294 296 298 300 300 302 304 304 306 308 310 312 314 BLEED VALVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURBINE COOLING CONTROL . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . VSV RIGGING . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYS. . . . . . . . . . . . . . ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS FADEC GROUND SCANNING . . . . . . . . . . . . . . . IGNITION / STARTING− OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316 318 322 324 324 326 326 326 328 328 330 332 334 336 338 340 340 342 344 346 348 350 352 354 356 356 358 360 360 362 364 366 368 368 Page iv . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . HYDRAULIC ACTUATION SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( NOT O. .. . . . . . .. . . . . . . . . . . . . THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . SYSTEM CONTROL . . . . . . . . . . . . . . . HCU IN FORWARD THRUST POSITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . HCU DEPLOY SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . . . . FADEC CFDS REVERSER TEST .. . . . . . . . . . . . . . . . 398 POWER PLANT PRESERVATION . . . HYDRAULIC ACTUATORS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . UPPER NONLOCKING ACTUATOR . . . ANTI−ICE VALVE DEACTIVATION . . . . . . . . . . . . AIR INTAKE ICE PROTETION . . . . . . . 370 372 374 376 378 380 380 382 382 384 386 388 390 392 394 396 396 . . . . . . . . . . . . ) . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( FAULT DETECTED ) . . . 30−20 ENG. . . SYSTEM CONTROL SCHEMATIC . . ATA 71-00 ENGINE CHANGE . . . . HCU STOW SEQUENCE DESCRIPTION . .K. . . . . . . . . . . . . . . . . . . . . . . . . . 400 400 400 402 404 404 FRA US/T-5 Köhler Mar 2006 Page v . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOY / STOW . . . . . . . . . . . . . . . . . . . . . . . . 398 ATA 30 ICE AND RAIN PROTECTION . . . . COMP. . . . . . . . . . . . . . . . . . . . FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . . . . . . . . . REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . .. . . . . . . . LOWER LOCKING ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Sw and Oil Temp. . . .4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .Delta P. . . No. . . . . . . Transmitter . . . . . . . . . . Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 V2500 Propulsion Unit . . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . ”C” Duct Opening/Closing . . . . Oil Tank . . . . . . Engine Circuit Breakers . . . Fan Cowls Opening / Closing . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stage Numbering . . . . Manual Handcranking . . . ECAM Oil Indication . . . . . . . . . Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . . . . Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounts .4 Bearing Scavenge Valve . . . . . . . . . . .4 Bearing Scavenge Valve . . . . . . . . . Engine Control P / B‘s and Switches . . . . . . . . . . Front Bearing Compartment . . . . . . . . . . . . . . . . . . . Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . . . . . Front Latch with Open Indicator . . . . . . . . . . . Propulsion Unit Outline . . . Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pump and Fuel Metering Unit . . Angle and Main Gearbox . . Engine Components Location (L/H side) . . . . . . . . . . . . Engine Stations . . . Oil Pressure Chart . Common Nozzle Assemply . . . . . . . . . . . . . . . . . . 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 107 109 111 113 115 117 119 121 123 125 127 129 131 133 135 137 139 Page vi FRA US/T-5 Köhler . . . . . . . . . . . . . . . . . . . . . . . . . Oil System Basic Schematic . . . . Drive Seals . . . . . . . . . . . . De-Oiler . . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Cooled Oil Cooler . . . . . . . . . . . . . . Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Access Doors . . . . . . . . Scavenge Filter. . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Cowl Latch Adjustment . . . . . . . . . . . Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No. . . . . . . . . . . . . . . . . . . . . . . . . Engine Flanges . . . Fuel System Schematic . . . .4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . Rear Bearing Compartment . . . . . . . . . . . . . . . . C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . ACOC Air Flow . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor . . . . . Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . LOP Switch and Oil Press. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Mar 2006 5 7 9 11 13 15 16 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 62 63 65 67 69 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 Figure 69 Figure 70 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . . . Mounts and Loads . . . . . . . No. . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . . . . . . . „C“ Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . Latch Panel & Take Up Device . . . . . . . .

. . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . . . . . Previous Legs Report . . . . . . . . . . . 201 Figure 102 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . 145 Figure 74 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . .5 / T2. . . . . . . . Thermocouple . . . . . . . . . P3/T3 Sensor . . . . . . . . . . . 149 Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 75 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF FIGURES Fuel Filter Diff. . . . 177 Figure 90 Alpha Call−up TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . 161 Figure 82 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . 203 Figure 103 EVMU Schematic . . . . . . . 163 Figure 83 Pylon Drains . . . . . . 183 Figure 93 P2 / T2 and P4. . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . Power Setting Requirements Schematic . . . 171 Figure 87 Mechanical Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . EIU Schematic . . . . . . . . . 179 Figure 91 Engine ECAM Indications . Switch/FCOC Fuel Temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . .N1 Terminal Block 199 Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . . . . 155 Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 85 Engine Thrust Lever Control . . . . . . Electronic Engine Control ( EEC ) . . . . . . . . Auto Thrust Defenition . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 211 213 215 217 219 221 223 225 227 228 229 231 233 235 237 239 241 243 245 247 249 251 253 255 257 261 263 264 265 267 269 271 273 277 Page vii . . . . . . 181 Figure 92 EPR Indication − Upper ECAM Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 77 LP Fuel Shut−Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 95 P2/T2 Heater Test . . . . . . . . . . 157 Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 100 Fan Speed & Trim Balance Sensor. . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . P2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 81 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . . . . FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 104 Vibration Sensors . . . . . . . Thrust Control Architecture . . . . . . . . . . . Accelerometer Reconfiguration . . . . . . . . . . . AIDS . . . . . . . . 191 Figure 97 EGT System . . . . . . . . 143 Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . .5 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . 189 Figure 96 EGT Indication . . 207 FRA US/T-5 Köhler Mar 2006 Figure 71 Figure 105 Figure 106 Figure 107 Figure 108 Figure 109 Figure 110 Figure 111 Figure 112 Figure 113 Figure 114 Figure 115 Figure 116 Figure 117 Figure 118 Figure 119 Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Figure 127 Figure 128 Figure 129 Figure 130 Figure 131 Figure 132 Figure 133 Figure 134 Figure 135 Figure 136 Figure 137 Figure 138 Figure 139 EVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . Press. . . . . . . . . . . . 169 Figure 86 Bump Push Bottons . . . . Trouble Shooting Report . FADEC Sensors . . . . . . . . . . . 173 Figure 88 Thrust Control Units . .9 Sensor . . . . . . . . . FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 78 HMS Main System Components . . . . . . . . 141 Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . FADEC Ignition Test Cont. . . Flexible Drive Shafts . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . .) . . . . . . Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV Actuator Rig . . . . . . . . . . . . . . . . . HBV OPEN/CLOSED Schematic . . . . . Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . T/R Independent Locking System (**On A/C 116−199) Hydraulic Control Unit ( HCU ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition and Starting System Eng. . . . . . . . . . . . . . . . . . . . . . HCU Stow Sequence . . . . . . FADEC T/R Test (NOT O. . . Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . Ignition Test without CFDS . . .K. Reverser Manual Operation . . . . Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . 347 349 351 353 355 357 359 361 363 365 367 369 371 373 375 377 379 381 383 385 387 389 391 393 395 397 401 403 405 FRA US/T-5 Köhler Page viii . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV System Components . . FADEC T/R Test (FAULT DETECTED) . Nacelle Temperature System . . . . . . . . . . . . . . . . . . Reverser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . Dry Cranking Procedure . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . . . . . . . Control Schematic . . . . . . . . . . . . . . . . . . . . . HDLG Bleed Valves Malfunction Tables . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti−Ice Duct and Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser System Schematic . Thrust Reverser stowed / deployed . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . Ignition System Components . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . Bleed Control Valve Solenoids . . . . . . . . Turbine Cooling Control Schematic . . . . . . . . . . . . . Bleed Valve Locations . . . . . . . FADEC T/R Test (NO FAULT) . . . . . . . . . . HCU Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Functional Test . . . . Manual Start Procedure . . . ./ LRU Indentification . . . . . . . . . . . . Starter Valve Test via CFDS . . . Engine Removal / Installation . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . Mar 2006 279 281 283 285 287 289 291 293 295 297 299 301 303 305 307 309 311 313 315 317 319 320 321 323 325 327 329 331 333 335 337 339 341 343 345 Figure 175 Figure 176 Figure 177 Figure 178 Figure 179 Figure 180 Figure 181 Figure 182 Figure 183 Figure 184 Figure 185 Figure 186 Figure 187 Figure 188 Figure 189 Figure 190 Figure 191 Figure 192 Figure 193 Figure 194 Figure 195 Figure 196 Figure 197 Figure 198 Figure 199 Figure 200 Figure 201 Figure 202 Figure 203 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF FIGURES Figure 140 Figure 141 Figure 142 Figure 143 Figure 144 Figure 145 Figure 146 Figure 147 Figure 148 Figure 149 Figure 150 Figure 151 Figure 152 Figure 153 Figure 154 Figure 155 Figure 156 Figure 157 Figure 158 Figure 159 Figure 160 Figure 161 Figure 162 Figure 163 Figure 164 Figure 165 Figure 166 Figure 167 Figure 168 Figure 169 Figure 170 Figure 171 Figure 172 Figure 173 Figure 174 Last Leg Rep. . . . . . . . . . . . Starter Motor . . . . LPT / HPT Active Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . Compressor Control Schematic . . Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . .

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