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 .

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 .August 2001 Engine Hazard Areas Page: 9 .

) For Training Purposes Only Page: 10 . Part Power etc.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. with one channel active and one in standby. 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. and recording of failures FADEC cooling NOTE : There are no adjustments possible on the FADEC system ( e. N2. If one channel fails. 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). isolation. FADEC. The system has a magnetic altemator for an internal power source. the other automatically takes control. FADEC has two−channel redundancy. the fuel system configuration and the flight phase. FADEC is mounted an the fan case. is a digital control system that performs complete engine management. 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. also called the Electronic Engine Control (EEC). Idle. The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management. 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.g.

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 .

IDG oil and fuel temperatures − Aircraft fuel system configuration − Flight phases. The FMU has provision to route excess fuel above engine requirements to the fuel diverter valve through the bypass loop. ON in flight ) − Control of fuel schedule FRA US/T bu August 2001 − Control of ignition ( ON / OFF ) − EPR. flex take−off at constant intermediate position whatever the derating is . N2. ( EGT ) 3 Power management − Automatic engine thrust rating control − Thrust parameter limit computation − manual power management through constant ratings versus throttle lever relationship . 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.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. 6 Engine parameters transmission for cockpit indication − Primary engine parameters − Starting system status − Thrust reverser system status − FADEC system status. 7 Engine condition monitoring parameters transmission.Variable fuel metering is provided by the FMU through EEC commands by atorque motor controlled servo drive. 9 Heat Management system (Fuel return & diverter valve control) FADEC controls the ON / OFF return to the aircraft tank in relationship with : − Engine oil. max climb. accommodation and memorization of its internal system failures. idle. − Redeploy command in case of non commanded stowage. isolation. other ratings ( max continuous. − Automatic power management through direct engine power adjustment to the autothrust system demand. 5 Thrust reverser control − Control of thrust reverser actuation ( deploying and stowing ) − Control of engine power during reverser operation.Engine idle setting during reverser transient − Control of maximum reverse power at full rearward throttle lever position. − 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. Position resolvers provide feedback to the EEC. − Restow command in case of non commanded deployment. 4 Automatic engine start sequencing − Control of starter air valve ON / OFF − Control of HP fuel valve ( ON / OFF on ground. max reverse ) at associated throttle lever detent points. 8 Detection. . For Training Purposes Only Page: 12 . N1. EGT monitoring − Abort / Recycle capability on ground. Fuel Metering Unit The fuel metering unit ( FMU ) provides fuel flow control for all operating conditions. take−off / go−around at full forward throttle lever position .

Lufthansa Technical Training ENGINE FUEL AND CONTROL FADEC GENERAL A319/A320/A321 IAE V2530 A5 73−20 FMV FEEDBACK T2.5 F FLOW P12.5 P4.9 (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 .

− selects fuel and ignition on during manual start procedure. 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. − allows dry and wet motoring ( ignition is not availiable ). For Training Purposes Only FRA US/T bu August 2001 Page: 14 . Manual Start P/B − controls the start valve (when the mode selector is in IGNITION / START or CRANK position ). Position IGNITION / START : − selects FADEC power − allows engine starting (manual and auto). Position ON : − starts the engine in automatic mode ( when the mode selector is in IGNITION / START ).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.

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 .

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 engine page is available for display by command. Normal indication can be achieved by using the FADEC GRD power switches.Lufthansa Technical Training ENGINE INDICATING ECAM A319/A320/A321 IAE V2530−A5 77−00 ATA 77 INDICATING 77−00 ENGINE INDICATING PRESENTATION Indication general .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 ). indication. S OIL temperature For further info see ATA 79 S Starter valve positions. 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 . S Engine Vibration − of N1 and N2 S As warnings by system problems only : − OIL FILTER COLG − Fuel FILTER CLOG − No. the indication is replaced by amber crosses. 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 operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. the analog indicator and the marks on the circle disappear. If a failure occurs on any indication displayed. the circle becomes amber. the starter duct pressure and during eng start up. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.

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 .

BLEED. VSV ( & IGV ) VSV VSV VSV CUST.ACC.S. 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 .3 2. 1.5 3 4 5 6 7 8 9 10 11 12 NOTES : ACOC. HPT & NGV. Bleed. Muscl Air 20 Fuel Nozzles.ACAC FAN LOW PRESSURE COMPRESSOR ( BOOSTER ) B. Bleed.B. BLEED Hdlg.V. Hdlg.5 2 2. Internal Cooling CUST. Buffer Air. A / I.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.

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 .

TURBINE EXIT L.5 4.9 for EGT & Press P4.P. FRA US/T bu August 2001 Page: 22 . The manufacture uses numerical station designations.5 2.ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ENGINE STATIONS V2500 AERODYNAMIC STATION : 0 1 2 12.The station numbers are used as subscripts when designating different temperatures and pressures.5 for Monitoring Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb ) Temp T4.throughout the engine. COMPRESSOR COMBUSTION SECTION EXIT H. COMPRESSOR ( BOOSTER EXIT ) H. TURBINE EXIT EXHAUST STATION USED FOR: P0 ( ambient ) Press P2 for EPR & Temp T2 Press for Monitoring 12.5 Temp T2.5 or (CIT) & Press P2.P.P.5 3 4 4.9 5 STATION LOCATION : AMBIENT INTAKE / ENGINE INLET INTERFACE FAN INLET FAN EXIT L.P.9 for EPR also called P 5 Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring.

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

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 ” ) ). For Training Purposes Only FRA US/T bu August 2001 Page: 24 .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. S Bearing 4 ( Single track roller bearing ). 2 & 3. Front bearing compartment The front bearing compartment is located at the centre of the intermediate case.5 The Low Pressure or N1 rotor. 1. 4 Rear bearing compartment The rear bearing compartment is located in the turbine exhaust case No. Center bearing compartment (No. S Bearing 2 ( Single track roller bearing utilising ”squeeze film” oil damping ). and houses bearing No. is supported by three bearings : S Bearing 1 ( Single track thrust ball bearing ).4 Bearing Compartement ) The center bearing compartment is located in the diffuser/combustor case and houses bearing No. S Bearing 5 ( Single track roller bearing utilising ”squeeze film” oil damping ).

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

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

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 .

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. creating an area of cooler air from which the seal leakage is obtained. FAN AIR OUTLET BUFFER AIR COOLER ( ACAC ) NO. The exchanger is held by its coolant air duct flanges.The 12th stage air is cooled by fan air via the buffer air cooler. ( called No 4 bearing scavenge valve and described in the oil system ). The bearing compartment is shielded from radiated heat by a heat shield and air. high pressure environment at the centre of the combustion section. located on the rear left hand side of the engine.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. NOTE : The bearing compartment internal pressure level is determined by the area of the variable scavenge valve. FRA US/T bu August 2001 Page: 28 . It is located in the exhaust at 5 o clock position ( aft looking forward ) 12th Stage Air Cooler ( BUFFER AIR ) The No. Buffer air flow rates are controlled by restrictors at the outlet from the cooling passages. The No. 4 bearing compartment air cooler is installed on the turbine casing. This valve acts as a variable restrictor in the compartment vent / scavenge line. 4 bearing compartment is cooled by 12th stage air. 12th Stage Air ( Buffer Air ) This supply of cooled 12th stage air ( called ” buffer air ” ) is admitted to the space between the chamber and first heat shield. This results in an acceptable temperature of the air leaking into the bearing compartment. The buffer air is exhausted from the cooling spaces close to the upstream side of the carbon seals.

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 .

The compartment is covered by an insulating heat shield. Inside the LP shaft there is a small disc type plug with an 0-ring seal. with an 0. The compartment is sealed at the front end by an 8th stage air supported carbon seal. secured by a spring clip.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. For Training Purposes Only FRA US/T bu August 2001 Page: 30 . 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. both secured by the same twelve bolts. At the rear is a simple cover plate.

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 .

Fan Module It consists of a single stage. These include fuel. 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. 45 the high pressure turbine. and outlet stators. The high compressor exit guide vanes and the No. Accessory Drive Gearbox The accessory drive gearbox provides shaft horse power to drive engine and aircraft accessories. The No. axial flow module. 4 bearing compartment are also part of the module. & diffuser/combustor module. Intermediate Case Module It consists of the fan containment case. fan exit guide vanes ( EGV ). low spool stubshaft. rotor assembly. the accessory gearbox towershaft drive assembly. For Training Purposes Only FRA US/T bu August 2001 Page: 32 . annular two piece combustor.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 ENGINE MODULES The engine modules are: 32 the intermediate case module. Low Pressure Turbine The low pressure turbine is a five stage module. The gearbox also includes provision for a starter which is used to drive the N2 shaft for engine starting. 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. High Pressure Turbine The high pressure turbine is a two stage turbine and drives the HP compressor and the accessory gearbox. high spool stubshaft and the station 2. Active clearance control is used to control seal clearances and to provide structural cooling. 1.5 bleed valve ( BSBV ). 50 the LP turbine 60 the accessory drive gearbox. It is comprised of the drum rotor assembly. intermediate case. Active clearance control is used to control seal clearances and to provide structural cooling. booster. wide−chord. shroudless fan and hub. High Pressure Compressor The HP compressor is a ten stage. 2 and 3 ( front ) bearing compartment is built into the module and contains the support bearings for the low spool and high spool stubshafts. 31 the fan module. NOTE: THE MODULE NUMBERS REFER TO THE ATA CHAPTER REFERENCE FOR THAT MODULE. 40 / 41 the high pressure compressor. oil and hydraulic pressure pumps and electrical power generators for the EEC and for the aircraft. Diffuser / Combustor Module The combustion section consists primarily of the diffuser case. with 20 fuel injector and 2 ignitors.

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

Two actuating rods which are each motivated by actuators allow a axial motion to the valve ring via 2 power arms. BOOSTER STAGE BLEED VALVE For Training Purposes Only FRA US/T bu August 2001 Page: 34 . The outer platform is bolted to the fan case and the inner platform is pinned to the outer shroud ring of the LP compressor stage 2.5 stator assembly. The vanes consist of 20 segments.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. Both sides of the vanes are attached to the outer and inner platforms.5 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 ( BSBV ) The bleed valve mechanism is supported by the intermediate structure and the outer ring of the stage 2. each containing 3 vanes.

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 .

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

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 .

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 INLET CONE REMOVAL A special tool is used to remove the Inlet Cone to prevent it from damage as shown below.

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 .

The blade retaining ring is secured to the fan disc by a ring of 36 bolts. Balance weights may be fitted to some of the bolts. identifies No 1 fan blade position. Installation After the new blade and the annulus fillers are fitted. Balance weights. S twist the annulus filler through about 60 deg counter .set locating dowells on the fan disc. relative to the numbered slots in the fan disc.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. The front blade retaining ring can only be fitted in one position which is determined by tree off . The position of these weights must be marked before removal to ensure they are refitted to the same position. if required are located on the retaining ring. 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. The annulus fillers can be removed as follows : S lift the front end of the annulus filler 3 to 4 inches. Both rings of bolts must be removed before attempting to remove the front retaining ring. Remove the annulus fillers on either side of the blade to be removed. The fan blades and annulus filler positions are not identified. The front blade retaining ring can be fitted. Be careful when removing the nose cone retaining bolts. A second ( outer ) ring of bolts passes through the retaining ring and screws into each of the 22 annulus fillers.For this reason it is important to identify the blade and annulus filler position. before disassembly. NOTE: FAN BLADE INSPECTION / REPAIR ARE DESCRIBED IN THE AMM 72-31-1 1 PAGE BLOCK 800. 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 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 .

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 .

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

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 .

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

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 .

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

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

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 .

the combustion inner and outer liners. The inner combustion liner is attached to the turbine nozzle guide vane assembly. and the No 4 bearing assembly. The diffuser section has 20 mounting pads for the installation of the fuel spray nozzles. Combustion Liner The combustion liner is formed by the inner and outer liners. For Training Purposes Only FRA US/T bu August 2001 Page: 50 . It also has two mounting pads for the two ignitor plugs. The segments can be replaced independently.Lufthansa Technical Training ENGINE GENERAL A319/A320/A321 IAE V2530-A5 72-00 COMBUSTION SECTION The combustion section includes the diffuser section. The inner and outer liners are manufactured from sheet metal with 100 separate liner segments attached to the inner surface. Diffuser Casing The diffuser section is a primary structural part of the combustion section. The outer liner is located by five locating pins which pass through the diffuser casing.

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 .

The first stage HPT blades are cooled by the HPC discharge air which flows through the fist stage HPT duct assembly. FRA US/T bu August 2001 Page: 52 NOTE : The E. turbine. and is controlled by a two position pneumatically operated valve. This directs pneumatic servo supplies to position the 10th stage air valve to the open / close position. solenoid de−energised.E. Operation Signals from the E.C. The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950 For Training Purposes Only .C. The air then discharges into the area around No 4 bearing housing.P.P. 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 ).C. The cooling air used is taken from the 10th stage manifold. stage 2.E.E. The air then goes into the second blade root and out the cooling holes. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally.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. as a function of corrected N2 and altitude. All of the HPT airfoils are cooled by secondary air flow. 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.E. 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.stage 2. will keep the air valve open at all engine operating phases except cruise. This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs.C channel A & B. turbine. The ” fail safe ” position is valve open. In the open position ( solenoid deenergized ) the valve allows 10th stage air to flow through two outlet tubes down the left and right hand side of the diffuser case and then pass into the engine across the diffuser area. The valve position is controlled by the E. The valve incorporates 2 micro switches for transmitting valve position to the E. will energise / deenergise the solenoid control valve.

SWITCH For Training Purposes Only TO DEOILER REED SW OIL AND AIR NO.4 BEARING PRESS XMTR EEC PB EIU Figure 26 No.4 BEARING SCAVENGE VALVE OIL PRESS XMTR OIL PRESSURE LOW OIL PRESS.4 Bearing Scavenge Valve Page: 53 FRA US/T bu August 2001 .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.

STAGE MAKE UP AIR VALVE The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. The valve is equipped with a position indicator ( closed or open ) The HPC Stage 10 make up air valve and associated hardware has been 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.

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 INDICATOR PIN O C VISUAL POSITION INDICATOR 2 POSITION FEEDBACK SWITCES TO EEC P3 SERVOPRESS.

These gas outflows then go out to the atmosphere through the common nozzle. and go in different directions. The first is the cold airflow. For Training Purposes Only FRA US/T bu August 2001 Page: 56 . The cold airflow exhaust is part of the thrust reverser system described in 78−30−00. S The common exhaust collector admits the hot and cold gas outflows. which is the fan bypass air. When the thrust reverser operates. an attachment ring and a closure panel. the cold and hot outflows divide.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 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. S The engine exhaust cone forms the inner contour of the common nozzle exhaust collector. The mixed exhaust system is made up of the common nozzle exhaust collector and the engine exhaust cone. S Interface seals provide sealing between the exhaust collector. the thrust reverser and the pylon . The second is the hot airflow which comes from the engine core.

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 .

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. The gearbox is mounted by 4 flexible links to the bottom of the fan case.D.) FRA US/T bu August 2001 Page: 58 .G.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 also provides a hand cranking for the HP rotor ( N2 ) for maintenance operations.

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 .

replace the complete seal ! For Training Purposes Only FRA US/T bu August 2001 Page: 60 . Consists of the following parts : S A mating ring ( glazed face ) with four lugs engageing the four corresponding slots in the gearshaft ball bearing.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 ). to ensure constant contact between the glazed face and the static part of the seal. If one of the components is damaged. secured to the bearing housing with nuts. This type of seals are used on the drive pads on the gearbox. The sealol seals are matched assemblies. S A cover.

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 letter designations are used for flange identification whenever it is necessary to be explicit about flange location.etc. For Training Purposes Only FRA US/T bu August 2001 Page: 64 . Physical Description The external flanges of the engine have been assigned letter designations alphanumerical from A to U.The letters I.bolt.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.claps.O and Q are not used.

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 .

Inspection/Check Procedure S Install the tool to turn the HP system.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. Borescope ports are provided to give acess for visual inspection of the compressor and the turbine .5MM PROBE FOR PORTS C.D. S Whilst turning the HP system.E. FRA US/T bu August 2001 Page: 68 . NOTE: USE AN 8MM PROBE FOR PORTSX. BORESCOOPE INSPECTION OF THE HP COMP.F & G AND A FLEXIBLE BORESCOPE FOR INSPECTION OF THE HEATSHIELD ASSEMBLIES. S Prepare the borescope equipment for use as given in the makers instructions. S Remove the tool used to turn the HP system & return the engine to normal. 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. For furter information and limits refer to AMM 72-00-00.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.B AND A 5. S Carefully put the borescope probe into the access port of the stage of the compressor you want to examine .

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 .

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

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 .

Z loads (vertical) and Mx (engine rotational inertia moment + Y load transfer moment). Each engine mount design provides dual load paths to ensure safe operation if one member fail.: Y loads (lateral). Y loads (lateral) and Z loads (vertical). − 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 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. For Training Purposes Only FRA US/T Bu July 01 Page: 72 . It takes the loads in a plane normal to the engine centerline i. 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. They allow thermal expansion of the engine without inducing additional load into the mount system.e. 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. It takes the X loads (thrust). The engine mount system has these components: − A front mount − A rear mount .

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 .

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

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 .

Pressure relief Doors: Two access doors also operate as pressure relief doors. they will not latch close again automatically.and the units mounted on it . If overpressure causes one or the two doors in a nacelle to open during flight. Spring−loaded latches hold the doors in place.They are installed on each nacelle.2 bar (2. 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.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.9007 psi) and more.is gained by opening the hinged ”C” ducts. Access to the core engine . 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 door (doors) will be found open during ground inspections. 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. For Training Purposes Only The two pressure relief doors protect the core compartment against a differential overpressure of 0. FRA US/T bu August 2001 Page: Page: 76 .

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 .

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. 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. 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 .using support points provided on the fan case (rear) and inlet cowl (front).When in the open position the fan cowls are supported by two telescopic hold − open struts.

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 .

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. 4. 2. pylon fairing must be removed. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU ) FADEC power ”OFF” Put Warning Notices in the Cockpit FRA US/T bu August 2001 Page: 82 . 3.up devices must be released. All 6 latches & take . If reverser is deployed. 5. 6. For Training Purposes Only Wing slats must be retracted and deactivated.

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

Open Indicator on the Bifurcation Latch.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 .

THE FRONT LATCH CAN GET CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED. The latch is equipped with a red open indicator.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. For Training Purposes Only FRA US/T bu August 2001 Page: 88 . 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. 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.(TAKE UP DEVICE) IF YOU DO NOT DO THIS .

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 .

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

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 .

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

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. 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.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. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 94 .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. chip detectors. pressure relief and bypass valves. The oil system lubricates the engine components.

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 .

S No. The No.4 bearing two position scavenge valve is operated pnuematically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting.which ensures that engine oil.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. For Training Purposes Only Page: Page: 96 . A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. A differential pressure warning switch set at 12 psi. 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.PRIOR EXCEEDING IDLE : -10 − MIN. FRA US/T bu August 2001 the valve closes to a reduced area which provides. and the pressure in the No. gives cockpit indication of impending scavenge filter bypass.the pressure supplied to each location is controlled by a restrictor. upstream of the two position scavenge valve. to the bearings.This allows for cockpit monitoring of low oil pressure. The savenge oil is then piped.which are part of the Heat Management System (HMS) .either directly or through the de-oiler to the 5 stage scavenge pumps.The engine oil temperature is measured in the combined scavenge line to the oil tank.There is a ”last chance” strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil.There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler . A coarse cleanable filter is employed. thevalve opens to provide the maximum area for scavenge flow. At higher power. 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. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications.adequate pressure in the No. 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.40 0C − MIN. upstream of any restrictors. which is set for 60 psi.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. It is a hot tank system that is not pressure regulated.4 bearing compartment.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber.IDG oil and fuel temperatures are maintained at acceptable levels.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. 4 compartment scavenge valve inoperative. 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. S engine oil pressure S engine oil temperature 0 C − MINIMUM STARTING: . A low pressure warning switch. The oil pressure is measured as a differential between the main supply line pressure.Except for the No 3 bearing damper and the No.4 bearing compartment scavenge line. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter.At engine idle power.

WARNING SWITCH ( 60 PSI ) OIL PRESS. ECAM MESS: ” OIL FILTER CLOG )” RESTRICTOR NO. XMTR Figure 49 FRA US/T bu August 2001 Oil System Schematic Page: Page: 97 .5 BEARING FUEL FILTER OUT NO 1. 2 & 3 BEARINGS OIL TANK FILLER CAP NO.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 . 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.

Lufthansa Technical Training OIL SYSTEM INDICATING ECAM OIL INDICATIONS 1.. 3. FRA US/T Bu August 2001 Page: 98 ..C S turns amber when oil TEMP < 10 deg C or > 165 deg C.Oil pressure indication color turns red (W arning) : S when press <60PSI. A319/A320/A321 IAE V2530-A5 79-30 79-30 OIL INDICATING SYSTEM General The oil system monitoring is performed by: ..Oiltemperature indication flashes green (Advisory) : S when TEMP >156 deg.Oil quantity indication flashes green (Advisory): S when QTY <4quarts.−Eng.indications: S oil quantity (quarts) S oil temperature (degree celsius) S oil pressure (psi) . 4 bearing compartment pressure is is to high according to the valve position and a high burner press.Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged. ( 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.audio and visual warnings: S oil low pressure (LO PRESS) S oil filter clogging (OIL FILTER CLOG) 2. Oil HI TEMP is displayed : S when oil TEMP >165 deg C or 156 deg C more than 15 min. For Training Purposes Only 5.. S The massage HI PRESS is displayed when the No.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction. 4.1 (2) BEARING 4 OIL SYS.

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 .

The low oil pressure information is send to different aircraft systems.2 and then to ECAM. The order of priority has been defined as follows: SDAC 1 SDAC 2 EIU.the maximum oil tank capacity is 30. For Training Purposes Only NO. OIL PRESSURE INDICATION The analog signal from the oil pressure transmitter is transmitted to the SDAC 1. FRA US/T Bu August 2001 Page: 100 . SCAV. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. SDAC2.The EIU transforms this signal into a digital signal. 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.5 US qts) S 0 to 99.The EIU transforms this signal into a digital signal.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..C .8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts. The oil quantity displayed in green on the ECAM display unit is graduated from: S 0 to 25.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction. 4 bearing compartment pressure is is to high according to the valve position and a high burner press. ( 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. SDAC1. The ECAM oil temperature indication scale is graduated from 0 deg. DIFF.SDAC2 and the EIU . PRESSURE WARNING The Scavenge filter diff. A message will be displayed on the E/WD. The oil pressure indication scale is graduated from 0 . The DMC’s process the information received as a priority order from the EIU’s through FWC 1 and 2.C to 999 deg.400 PSI .4 BEARING WARNING Two EIU logics provide a warning message to the ECAM : Eng. FILT.9 in digital form. The massage HI PRESS is displayed when the No.pressure warning is send to the SDAC 1.1 (2) BEARING 4 OIL SYS.

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 .

the maximum oil tank capacity is 30. The normal max-usable oil quantity in the tank is 25 US qts.Lufthansa Technical Training ENGINE OIL SYSTEM A319/A320/A321 IAE V2530-A5 79−00 OIL TANK The tank is located on the top L. H.5 US qts Features: S oil qty..if necessary .a dry motoring must be performed. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 102 . side of the gearbox. within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more.This make sure that the oil level shown in the tank is correct before oil is added.the oil tank should be checked and oil added. 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.

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 .

Lufthansa Technical Training ENGINE OIL SYSTEM OIL QUANTITY TRANSMITTER The oil quantity transmitter is located in the oil tank.5 US qts Features: S oil qty. side of the gearbox. Oil Tank The tank is located on the top L.8 quarts.If the engine is stopped for 10 hours or more. Engine Oil Servicing Where conditions permit.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.101PP (DC BUS 1 ) through circuit breaker 1EN1 (2EN1). Output voltage : 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25..the maximum oil tank capacity is 30.a dry motoring must be performed.if necessary . H. 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. The normal max-usable oil quantity in the tank is 25 US qts. 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. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 104 . within a period of 5 to 20 minutes after engine shutdown.

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

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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

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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 .

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. Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked ( +12PSI or . C. The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU. This element causes a linear change in the DC resistance when exposed to a temperature change. Location The filter is mounted to the rear of the oil tank. Scavenge Filter Differential Press. C to 250 deg.near the FCOC. Temperature measurement range: − 60 deg.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.This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The unit consists of a sealed. Switch The scavenge filter differential pressure switch is installed on a bracket at the top left side of the engine fan case.2 PSI dif ferential press) For Training Purposes Only FRA US/T bu August 2001 Page: Page: 114 . The EIU transforms this signal into a digital signal. The oil temperature is sensed by a dual resistor unit. wire−wound resistance element.

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

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. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 116 . S provides location for the No. Features S provides mounting for the No.4 bearing chamber scavenge valve. Purpose S To separate the breather air/oil mixture.4 bearing magnetic chip detector housing. S vent the air overboard through the R/H fan cowl. S return the oil to the oil scavenge system via its own scavenge pump. S overboard vent.

Figure 59 FRA US/T bu August 2001 De-Oiler Page: Page: 117 .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.

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.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 . 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. Type of valve Pneumatically operated two position valve. Purpose Maintains No.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.4 bearing indicating system is to monitor the correct operation of the No. For Training Purposes Only FRA US/T bu August 2001 Page: Page: 118 . The No.4 bearing outlet line.4 bearing carbon−seal failure. Linear output 1VDC to 9 VDC (0 To 300 PSIG).4 bearing 2−position scavenge valve and to detect a No.4 bearing pressure transducer is installed on the right side of the deoiler and senses pressure at the No.

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

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

4 Bearing Scavenge Valve Page: Page: 121 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 61 No.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.

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

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 .

S Output voltage : 1VDC to 9VDC varying linearly with pressure from 0 to 400 psid. 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 . The low oil pressure switch is installed on a bracket at the top left side of the engine fan case.4 bearing scavenge tube. S Power supply : 28VDC from busbar 101PP (202PP). The oil pressure switch is connected between the oil supply tube and the No. One tube connects to the oil supply tube (to the engine and gearbox bearings). S Pressure range : 0 to 400 psid. The indication of this pressure comes electrically from an oil pressure transmitter on each engine. 4 bearing oil scavenge tube (to the oil scavenge pump). The set point range is between 45psi and 75psi. S The oil pressure transmitter is connected to the engine oil system by two steel tubes.beside the oil pressure transmitter. The other tube connects to the No.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 The oil pressure transmitter is bolted to a bracket on the top left side of the engine fan case.

Transmitter Page: Page: 125 . 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.

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

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

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

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 .

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

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 .

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. 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 switches from one channel to the other. These include the Booster Stage Bleed Valve actuators. Stator Vane Actuator. High pressure fuel is also used to provide pressure for some actuators.The transfer between configurations is determined by a software logic contained in the EEC. engine oil and fuel temperatures within specified limits.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. The FMU also provides hydraulic pressure to all hydraulic system external actuators. 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). For Training Purposes Only FRA US/T Bu August 2001 Page: 132 . Low pressure return fuel from the actuators is routed back into the fuel diverter valve. 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.In case of specific failure detection. 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. The FADEC controls the fuel supply via the Fuel Metering Unit (FMU). ACOC air modulating valve and HPT/LPT Active Clearance Control valve.

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 .

− the fuel flow transmitter. ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The FADEC System operates compatibly with applicable aircraft systems to perform the following: − Control of fuel flow. Stator Vane Actuator. The FMU also provides hydraulic pressure to all hydraulic system external actuators. − Protect the powerplant from exceeding limits for N1. − the fuel filter − the fuel diverter and return to tank valve.The transfer between configurations is determined by a software logic contained in the EEC. − Control of the low and high turbine active clearance control systems. − Control of fuel.The FADEC is a dual channel EEC with crosstalk and failure detection capability. fied limits. − the fuel distribution valve. 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). − Automatic sequencing of start system components. − the fuel metering unit (FMU). The system consists of: − the two stage fuel pump with low pressure & high pressure ele ments. engine oil and fuel temperatures within speci- For Training Purposes Only FRA US/T Bu August 2001 Page: 134 . and burner pressure. 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. maximum allow able thrust. − Control of the thrust reverser. 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). − the engine fuel cooled oil cooler (FCOC). − the integrated drive generator (IDG) fuel cooled oil cooler (FCOC). These include the Booster Stage Bleed Valve actuators.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.In case of specific failure detection. − 20 fuel nozzles. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil. engine and IDG oil temperature. stator vanes and bleeds to automatically maintain for ward and reverse thrust settings and to provide satisfactory transient response. the FADEC switches from one channel to the other. N2. − Extensive diagnostic and maintenance capability.

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 .

The warning and cautions reflect: − the engine health and status through the FADEC. 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. − the FADEC health & status. When the pressure loss in the filter decreases between 0 and −1. The signals are routed to the EEC and via the DMCs to the ECAM. − the warning and caution lights. The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid. the pressure switch is energized. Fuel flow indication. − the fuel filter condition through a dedicated hardwired pressure switch. The indications cover all the main engine parameters through the FADEC. The Fuel Used-is calculated in the DMCs .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. Fuel Used The Fuel Flow Transmitter is installed near the FMU. the pressure switch is de−energized which causes the caution to go off. 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 differential pressure switch signal is fed directly to the SDAC through the hardware . This causes: − Triggering of the MASTER CAUTion light and single chime. Fuel filter clogging indication The fuel filter clog indication is provided on the lower ECAM display unit.5 psid from the filter clog energizing pressure. − The associated caution message to come on the upper ECAM DU. For Training Purposes Only FRA US/T Bu August 2001 Page: 136 . − The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG.

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 .

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

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 FRV operates to control fuel flow which goes back to the aircraft fuel tank acting as a fuel cooler. the pressure switch is energized. When the pressure loss in the filter decreases between 0 and −1. 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. The FCOC includes the following components : – A filter cap which has a pressure plate to keep the filter element in position once installed.The filter cap of the FCOC also includes a fuel drain plug to drain the fuel for maintenance purposes. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid. The filter element is installed in the lower housing of a fuel cooled oil cooler ( FCOC ). − the fuel cooled IDG oil cooler ( IDG FCOC ). FUEL FILTER DIFF. PRESS.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. The FDV operates to change the direction of the fuel metering unit ( FMU ) spill flow to : − The fuel cooled oil cooler ( FCOC ) or. The differential pressure switch signal is fed directly to the SDAC For Training Purposes Only FRA US/T Bu August 2001 Page: 140 . The FD & RV has two valves in one body. the pressure switch is de − energized which causes the caution to go off.5 psid from the filter clog energizing pressure. – A filter bypass valve to let the fuel go around the filter element when it be comes clogged. They are a fuel diverter valve (FDV) and a fuel return valve ( FRV ). 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. SWITCH The fuel filter clog indication is provided on the lower ECAM display unit.

Lufthansa Technical Training ENGINE FUEL AND CONTROL DISTRIBUTION A319/A320/A321 IAE V2530−5A 73−10 FUEL FILTER DIFF. Switch/FCOC Fuel Temp. SW. Press. THERMOCOUPLE Figure 71 FRA US/T Bu August 2001 Fuel Filter Diff. Thermocouple Page: 141 . PRESS. 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.

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

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. For Training Purposes Only FRA US/T Bu August 2001 Page: 144 . Heatshields installed also prevent formation of coke. The high−velocity flow of fuel prevents formation of coke on areas where fuel touches metal. All the brackets and tubings are fire proof. Each fuel manifold feeds two fuel nozzles. The fuel nozzles are installed through the wall of the case. The fuel is vaporized by high−velocity air as it enters the combustion chamber. and good start quality. high combustion efficiency. The fuel nozzles mix the fuel with air. This results in decreased emissions. and each nozzle is held in position by three bolts. Fuel supplied to the fuel nozzles is carried by a large tube from the fuel metering unit to the fuel distribution valve. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation. Fuel pressure for actuating various valves is supplied by small tubes from the fuel metering unit mounted on the fuel pump. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. FUEL NOZZLE General The fuel nozzles receive fuel from the fuel manifolds. Description/Operation There are 20 fuel nozzles equally spaced around the diffuser case assembly. and send the mixture into the combustion chamber in a controlled pattern. The fuel nozzles carry the fuel through a single orifice. At the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles by ten 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 .

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

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.

thus preventing the engine from being reaccelerated. S overspeed protection for both the LP ( N1 ) and HP ( N2 ) rotors. The three main functions of the FMU are : S metering the fuel supplies to the fuel spray nozzles.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. A small by − pass flow is arranged around the overspeed valve to prevent engine flame out. The overspeed valve is hydraulically latched in the closed position. The recommended procedure is for the flight crew to shut down the engine . AND IN FLIGHT. 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. In the event of an overspeed ( 109.4% N2 ) the EEC sends a signal to the overspeed valve torque motor which changes position and directs H. These three functions are carried out by three valves arranged in series. 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.1% N1 . 105. AND OPENED BY FUEL PRESSURE. To shut down the engine is the only way to release the hydraulic latching. NOTE: THE EEC’S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. it is opened by increasing fuel pressure during engine start and during normal engine operation is always fully open.P. FAIL SAFE POSITION OF THE PRSOV : ” LAST COMMANDED POSITION ” For Training Purposes Only FRA US/T bu August 2001 Page: 148 . THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE SHUT DOWN. ABOVE 43% N2. THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT. It is commanded open or closed by the MASTER SWITCH in the cockpit during MANUAL starts. S isolation of fuel supplies for starting/ stopping the engine. The position of each valve is monitored and positional information is transmitted back to the EEC. as shown: S the Fuel Metering Valve S the Overspeed Valve S the Pressure Raising and Shut Off Valve. NOTE : BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO THE CLOSED POSITION. This ensures that the EEC always knows that the valves are in the commanded position. fuel to the top of the overspeed valve − this fully closing the valve.

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

1 ENG MASTER switch is set to ON. 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 . For Training Purposes Only NOTE : FRA US/T bu August 2001 Page: 150 . NOTE: THE LP FUEL − VALVE OPENS ( CLOSES ) WHEN THE ENG MASTER SWITCH IS SET TO ON ( OFF ). BUT THE OPERATION OF THE ENGINE FIRE PUSH SWITCH ALWAYS OVERRIDES AN ON SELECTION AND CLOSES THE VALVE. When the No. it connects a 28VDC supply to the relay 11QG. 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. IT IS ALSO COMMANDED OPEN VIA THE RELAY 11QG WHEN THE C / B OF THE HP FUEL SOV IS PULLED. The actuator then closes the LP fuel − valve. 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. The relay energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the ” close ” side LP fuel − valve actuator.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 . LP Fuel Shutoff Valve Control The LP fuel shut−off system has two independent electrical control circuits for each LP fuel − valve. ( RELAY 11QG ( 12QG ) DEENERGIZED ). This tourque motor operated PRSOV is powered by the 28VDC. 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 disconnects a 28VDC supply from the relay 11QG ( HP FUEL SOV SOL P / B SW ). The actuator then opens the LP fuel − valve. S The cockpit command ” OFF ” has priority over the EEC command. When the No. 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. S Loss of power supply does not lead to change the selected HP fuel shutoff valve position. 1 ENG MASTER switch is set to OFF.

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 .

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

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 .

stainless steel installing flange with seal spigot and electrical connector.The thermocouple is composed of stainless steel sheathed sensing portion. 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.P. Operation The measured temperature is transmitted to the EEC ( Electronic Engine Control ). 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 temperature is transmitted to the EEC ( Electronic Engine Control ). The system is designed to provide adequate cooling. the EEC sends the signal to the fuel diverter valve. 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. THERMOCOUPLE The Fuel Temperature is measured by the thermocouple at the fuel exit of the FCOC ( Fuel Cooled Oil Cooler ). Maximum limits have been established to avoid breakdown of engine oil and to avoid excessively high fuel temperatures. the EEC sends the signal to the modulating air valve. THERMOCOUPLE The oil temperature is measured at the ACOC inlet by a thermocouple. The transfer between modes of operation is determined by software logic contained in the EEC. stainless steel installing flange with seal spigot and electrical connector. THERMOCOUPLE IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler Exit by a thermocouple. The termocouple gives an electrical output in relation to the temperature of the oil in the fuel cooled IDG oil cooler. The thermocouple is composed of stainless steel sheathed sensing portion. For Training Purposes Only ACOC MODULATING AIR VALVE The modulating air valve regulates air flow to the ACOC.Within each configuration the cooling capacity may be varied by control valves which form the Fuel Diverter and Back to Tank Valve. In response to the measured temperature. The fuel diverter valve is used to reduce too high fuel temperature. Page: 154 . FUEL TEMPERATURE : The fuel temperature is measured at the exit of the filter. The IDG oil temperature is measured at IDG oil cooler exit. The control of fuel temperature is done by the fuel diverter valve which is installed upstream of the FCOC. 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. IDG OIL COOLER TEMP. engine oil and IDG oil is accomplished by the Fuel Cooled Oil Cooler ( FCOC ).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. This temperature information is send to the EEC and is used for the heat management system. In response to the measured temperature. Oil heated by the engine passes through the ACOC and then to the FCOC. Minimum oil temperature limits are used such that the oil may be used to prevent fuel icing with the use of FCOC. whilst minimising the requirement for fan air offtake. ACOC OIL TEMP. to maintain the critical oil and fuel temperatures within specified limits. The air valve is modulated by the EEC to maintain both oil and fuel temperatures within acceptable minimum and maximum limits. fuel system are varied. FRA US/T Bu August 2001 FUEL TEMP.

THERMOCOUPLE FCOC OIL TEMP. THERMOCOUPLE IDG OIL COOLER FUEL TEMP.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 .

The FDV is a two − position selector valve which has two pistons in a sleeve. Then the valve changes the direction of the fuel flow and controls the metering port area. oil system is absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank where the heat is absorbed or dissipated within the tank. HMS MODE 4 Fuel through IDG FCOC is modulated for fuel return to tank. The FRV has a main valve and a pushing piston in a sleeve. The fuel flow changes with the position of the valves. The FDRV gives a feedback signal to the EEC to transmit the position of valves in the unit. Fuel Return Valve The EEC operates the dual−wound torque motor to control the servo pressure. This servo fuel pushes the main valve. In this mode all the heat from the engine oil system and the I. Thus. FAIL SAFE POSITION : ” FDV SOLENOID DE − ENERGIZED ” ( MODE 4 or 5 ) FRA US/T Bu August 2001 Page: 156 . The pressure balance between two sides of the main valve (Valves C and D) gives the direction and the speed of the valve movement. This main valve is a half − area piston − type valve which moves valve to change the metering port area. This is the normal mode and is shown below.D. The main valve has two valve functions that are referred to as valve C and valve D. Fuel through the IDG FCOC or combined with a quantity of fuel downstream of the FCOC is modulated for return to tank.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 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. 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. FMU bypass flow is returned upstream of fuel filter. FMU bypass flow returned upstream of FCOC.G. For Training Purposes Only FAIL SAFE POSITION : ” FRV CLOSED. Description The fuel diverter and return valve is installed on the FCOC. This mode is adopted at low engine speeds with a high IDG oil inlet temperature. NO RETURN TO TANK ( MODE 3 or 5 ) Fuel Diverter Valve The EEC energizes the solenoid valve to open the servo fuel flow. The EEC gives the electrical signal to the FDRV to change the position of the valves. The switch assemblies transmit the EEC the valve position when the solenoid is de − energized.

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 .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.

the fuel flow is too low to provide adequate cooling the engine oil will be pre − cooled in the air/oil heat exchanger. This is the preferred mode of operation when return to tank is not allowed. Return to tank inhibited. Return to tank inhibited. NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE SPEED ( FAIL SAFE POSITION ). For Training Purposes Only FRA US/T Bu August 2001 Page: 158 . If however. FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse direction. before passing to the fuel / oil heat exchanger. In this condition all the heat from the engine and IDG oil systems is absorbed by the burned fuel. 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. 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 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. Fuel through IDG FCOC returned downstream of FCOC. by a modulated air flow. FMU bypass flow returned upstream of fuel filter.

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 .

operated by an Electro − Hydraulic Servo Valve mechanism. 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.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 ). as commanded by the Heat Management Control System ( EEC ) Type Plate type supported at either end by stubshafts. 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 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 .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 fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox. The drain system comprises two sub−systems: − fuel drains − oil.

( 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 .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.

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. 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 .

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

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. the engine fan case and gearbox. The engine core drains go through the bifurcation panel. 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 . The other drains are for engine oil or accessory lubricant. 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.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.

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 .

Autothrust Disconnect pushbutton. A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position. Reverse Thrust Latching Lever To obtain reverse thrust settings. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 168 . The thrust lever is linked to a mechanical rod. Thrust Control Unit The Thrust Control Unit contains two resolvers.The extraction current for the resolvers is provided by the EEC. The design of the throttle control is based upon a fixed throttle concept : This means that the throttle control levers are not servo motorized. the revers thrust laching lever must be lifted. each of which sends the thrust lever position to the Electronic Engine Control .CLIMB (ALSO CRUISE SELECTION) S DETENT  = MAX. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box). 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 . 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.TAKE OFF THRUST S DETENT  = (REVERSE) IDLE THRUST S DETENT  = MAX.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 autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function.

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 .

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

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 .

The artificial feel unit is a friction system wich provides a load feedback to the throttle control lever. 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. This artificial feel unit comprises two symetrical casings. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers. 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. Each casing contains an identical and independent mechanism. The linear movement of the throttle levers is transformed into a rotary movement at the belcrank wich turns about the friction brake assembly shaft. This movement rotates a toothed quadrant integral with the shaft. one left and one right. 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.

RIGGING POINT ADJUSTMENT SCREW For Training Purposes Only DETENT FORCE ADJUSTMENT Figure 87 FRA US/T Bu August 2001 Mechanical Boxes Page: Page: 173 .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.

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. Relation between TRA and TLA: The relationship between the throttle lever angle and throttle resolver angle (TRA) is linear and : 1 deg. The maximum discrepancy between the signals generated by the two resolvers is 0. The TLA resolver operates in two quadrants : the first quadrant serves for positive angles and the fourth quadrant for negative angles.5 deg. TRA.5 deg. 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. TLA = 1. The EEC considers a throttle resolver angle value : − less than −47. TRA as resolver position signal failure.8 deg. Each sector drives itself a set of one resolver and three potentiometers. TRA. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal.9 TRA. TRA or − greater than 98. The input lever drives two gear sectors assembled face to face. The accuracy of the throttle control unit (error between the input lever position and the resolver angle) is 0.25 deg. Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 174 . The EEC incorporates a resolver fault accomodation logic.

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 .

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 : 0.1 − 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 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 .

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 0.1 <RETURN For Training Purposes Only Figure 90 FRA US/T Bu August 2001 Alpha Call−up TRA Page: Page: 179 .

Depending on the data transmitted.. − Lower ECAM :Systems Display (SD). T/R. Normal indication can be achieved by using the FADEC GRD power switches. These messages are used to run the engine under normal conditions throughout the operating range. 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 starter duct pressure and during eng start up. 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 ). The engine page is available for display by command.− vibration − fuel flow lt also has switches that provide indication for − oil.− pressure. Secondary Engine Display The lower display shows the secondary engine parameters listed below.− speed. indication. messages are generated on the following devices : − Upper ECAM : Engine Warning Display (EWD). the indication is replaced by amber crosses. 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. Overspeed governor. − Audible chimes and oral warning. fuel clogging. or to provide warning messages to the crew and maintenance personnel. The master caution and warning are located in front of the pilot on the glance panel. etc. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. − thrust reverser hydraulic pressure. or warning.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 . If a failure occurs on any indication displayed. 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. 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 .. − position (SAV. the circle becomes amber..

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 .

FRA US/T JaG MAR 2006 Page: 182 . the circle becomes amber. the analog indicator and the marks on the circle disapear.9 / P 2 ) and transmits the EPR value to the ECAM.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. is displayed. it indicates the mode which the EPR limit value will be computed. the indication first flashes for 9 sec. NOTE: WHEN A THRUST LEVER IS SET BETWEEN TWO POSITIONS THE EEC SELECTS THE RATING LIMIT CORRESPONDING TO THE HIGHEST MODE. S With engine running.The EEC converts the signal to a digital format and proccess the pressure to form actual EPR ( P 4. whatever the lever position is. Each of the two channels performs this operation independently. the flexible take off temperature in _ C. 3 4 EPR TLA ( white circle ) Predicted EPR corresponding to the thrust lever position. MREV selected mode is displayed in green. selected through the FMS MCDU’ s. EPR max ( thicker amber mark ) It is the limit value of EPR corresponding to the full forward thrust lever position. EPR rating limit TO GA. if FLX mode is selected. CL.this limit corresponds to: TO GA thrust limit. 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 ). Cyan EPR command arc ( transient ) from current EPR pointer to EPR command value. For FLX mode indication the ADIRU‘s must be switched on. P4. MCT. 1 2 Actual EPR Actual EPR is green. It changes to green when the reverser is fully deployed . 5 REV indication Appears in amber when one reverser is unstowed or unlocked or inadvertenly deployed. and then remains steady. NOTE: NOTE: Thrust limit mode is displayed in digital form. 6 Thrust limit mode. ( In flight. The pressure from this sensors are routed to the EEC pressure transducer. In MREV no EPR value is dis played.9. the analog indication is replaced by amber crosses. 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. is only displayed with A / THR engaged. The temperature value is displayed in green and the _ C is displayed in blue. FLX EPR is displayed whatever the thrust lever position between IDLE and FLX / MCT. If a failure occurs on any indication displayed. the associated EPR rating is displayed in blue. on ground. For Training Purposes Only If FLX mode is selected. WHEN IDLE IS SELECTED THE EEC SELECTS CL WHEN M REV IS SELECTED.

503 35_ C TOGA 1.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. 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 .

NOTE: IN CASE OF LOSS OF P2 / T2 HEATING . P4. which is used for the heater. coaxial resistance element brazed internally to the sensor casting. Each sensing point contains eight radial pressure sensing ports which are combined to yield an average pressure. A pressure transducer located within the EEC converts the average pressure at station 4. The P2 / T2 sensor has an anti−icing function accomplished by a single heating element internally bonded to the sensor.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. A tube from this manifold is connected to the Electronic Engine Control ( EEC channel A ).2 ° C heater ” ON ” ).9 ). The heater is a hermetically sealed.9 SENSORS The P4.9 into a useable electronic signal ( proportional to pressure ) that can be processed and used by the EEC to control the engine. AN AUTOMATIC REVERSION FROM EPR MODE TO UNRATED N1 MODE OCCURS. 7 and 10 contain the pressure sensing ports. It measures total pressure and temperature in the inlet air stream of the engine forward of the engine front flange. via the relay box. The total air pressure is carried via pressure tubing to the pressure sensor located in channel A of the EEC. is switched on and off by the EEC depending on TAT ( < 7. For Training Purposes Only FRA US/T Bu August 2001 Page: 184 . The dual output total temperature measurement is accomplished by two resistance−sensing elements housed in the P2/T2 sensor body.9 sensor and manifold has three probes which measure the total pressure of the exhaust gas stream. Each channel of the Electronic Engine Control ( EEC ) monitors one of these resistance elements and converts the resistance measurement to a temperature equivalent. The resulting average radial pressure value from each strut is then plumbed into a manifold which provides an overall turbine exhaust pressure average ( P4. Aircraft power. Struts 4.

9 Sensor Page: 185 .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 P2/T2 SENSOR B A P 4.9 PRESSURE RAKE TUBE Figure 93 FRA US/T Bu August 2001 P2 / T2 and P4.9 SENSOR B PRESSURE CONTROL MANIFOLD PRESSURE CONTROL MANIFOLD For Training Purposes Only ADAPTOR P2/T2 SENSOR P4.

is switched on and off by the EEC.Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320/A321 IAE V2530−A5 77−00 P2 / T2 HEATER Aircraft Power . NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS. via the relay box. The heater and the heating Circuit can be tested using the FADEC CFDS Test menu. FAIL SAFE POSITION: ”PROBE HEATER OFF” For Training Purposes Only FRA US/T Bu August 2001 Page: 186 .which is used for the heater .

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 .

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

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 .

send to channel ” B ” of the EEC. − four thermocouples ( one from each probe assembly ) are used to form an averaged signal send to the channel ” A ” of the EEC.5 and 2 O ’Clock. each comprizing 2 thermocouples.5. 9.5 For Training Purposes Only JUNCTION BOX 4. − the remaining four thermocouples ( one from each probe assembly ) are used to form an averaged signal.5 FRA US/T Bu August 2001 Page: 192 . The thermocouples are connected. at 9. to the junction box for each channel. in parallel.5 2. The EGT probes are located at engine station 4.0 7. 7.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. 4.95 ( LPT exhaust case strut ).5. from where two indepent signals are send to the EEC. Each signal is an average of the four probes. The EEC uses the Exhaust Gas Temperature in the engine start control logic and also transmits the EGT signal to the ECAM .

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

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 95.8 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 .

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.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. If the N1 actual value exceeds the N1 red line (even for a short period of time).a red cross appears next to the digital indication.635 deg. one per engine. and FF indications of both engines are monitored internally and externally .C. EGT.Red line Limit is 650 deg. N2 RED LINE Exceedance The N2 indications are displayed in digital form only. N1 RED LINE Exceedance The N1 red line is represented by an arc shaped red ribbon situated at the end of the scale. The same applies to the EGT parameters indications. C at engine start and 610 deg. a CHECK amber message is displayed just below the relevant parameter indication . 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. As for the N2 and FF parameters. 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. N2 & EGT ) Monitoring of the relevant display of the engine parameters N1 . Should an exceedance occur.3 ) must be selectet. N2 and EGT can be reset using the CFDS menu INSTRUMENTS. For Training Purposes Only FRA US/T kh August 2001 Page: 196 . N2. EGT RED LINE Exceedance The EGT indications are provided in the same form as for the N1 indications.However it has to be noticed that the amber linie (EGT MAX) is variable. NOTE : A RESET OF THE RED LINE LIMITS HAVE TO BE PERFORMED ON ALL 3 DMCS.Should N2 actual exceeds the N2 red line value. N2 & EGT ) The Max pointers for N1.3. In case of detected discrepancy. This red cross disappears only after a new take off or a DMC reset. 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. the DMC memorizes in its BITE memory the maximum value reached during the Last Flight Leg The values of the N1. for one or more parameters. C afterwards.The same applies to changes in color and EGT exceeding indications. In addition the FWC.2. Read out of this engine parameter exceedance can be performed via the DMC MCDU menu. 100% N2 correspond to 14460 RPM. but with the displayed position of the engine 2 EGT needle and the engine 1 EGT digital feedback value. EGT red lines and transitory overlimit values are stored in 2 independent tables.2. This indicates a N1 exceedance condition. the DMC compares the direct signal from the EEC with the displayed digital value.Should this condition occur. The menu for the EIS 1. the small red line disappears only after a new take−off or after a maintenance action through the MCDU DMC reset. a small red line appears across the N1 scale and then stays at the maximum value which has been reached.With the function engines the parameters can be selected either for engine 1 or 2.Lufthansa Technical Training INDICATING GENERAL A319/A320/A321 IAE-V2530-A5 31-00 ATA 31 INDICATING MAX POINTER RESET ( N1.( DMC 1.

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 .

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

N1 Terminal Block Page: 199 .Lufthansa Technical Training ENGINE INDICATING GENERAL A319/A320A321 IAE V2530−A5 77−00 TERMINAL BLOCK TWO POL PIECES TERMINAL NO. 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.

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

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

3 0.8 1.8 0.2 N1 0.8 VIB 1.2 1. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5 VIB 0.9 N2 1.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.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 .

The N1 and N2 signals are used to: − drive the tracking filters.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. Power Supply The EVMU is supplied with 115V/400Hz by the busbar 101XPA. through the circuit breaker 1EV. 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. and − slave their center frequencies at the shaft rotational speed. The accelerometer signals pass through these tracking filters which extract the N1 and N2 related fundamental vibration. The acceleration signal is then integrated in order to express the vibration in velocity terms. 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 receives analog signals from : − the 2 engine accelerometers (1 per engine) − and the N1 and N2 speed sensors of each engine. 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. Any detected failure is stored in the non−volatile memory with GMT. During the power−up sequence of the BITE. Power supply module The power supply module receives the 115VAC/400Hz power. Built in test equipment (BITE) maintenance and fault information The equipment contains a BITE system to detect internal and external failure. It provides the other modules with the necessary voltages. These modules are removable parts from the signal conditioner and are repairable subassemblies. It also receives digital input from CFDS through ARINC 429 data bus. the following parts of the EVMU system are checked: − N1 and N2 NB velocity − unbalance data − N1 and N2 tacho frequencies − accelerometer signals. the date and other reference parameters. During the execution of the cyclic BITE sequence. For Training Purposes Only FRA US/T Bu August 2001 Page: 204 .

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 .

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. For Training Purposes Only FRA US/T KoA May 04 Page: 206 .

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 .

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

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 .

The first menu sent to the MCDU is the main menu. If no failure has been detected. LRU identification The EVMU sends the EVM unit part number Test The test item allows initiation of a complete check of the EVM system. Last leg report The EVMU sends the list of the LRUs which have been detected faulty during the last leg. the message ”TEST OK” is displayed.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. For Training Purposes Only FRA US/T Bu August 2001 Page: 210 . The various functions are detailed here after. The faults detected are the same as for the last leg report. 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 any failure has been detected the failed LRU is displayed.

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.

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

1 0.0 / 0.1 < ACC.B > 00 / 00 0 0/0 0.0 ACC.0 0.0 / 0.0 < 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.B > EVMU For Training Purposes Only 00 / 00 0 0/0 0.0 / 0.B > < ACC.A 20 / 59 359 0 / 359 0.B > 20 / 59 359 0 / 359 0.1 / 0.1 * ACC.A BALANCING LEFT START N1/N2% PHASE DEG ACC.A * DISPL MILS DISPL MILS STOP STOP Figure 107 FRA US/T Bu August 2001 Unbalance Data Page: 213 .A START N1/N2% PHASE DEG ACC.0 0. EVMU BALANCING LEFT < ACC.0 0.

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 CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu.

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 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 216 . The EVMU indicates which accelerometer is in operation.Lufthansa Technical Training ENGINE INDICATING ANALYZERS A319/A320/A321 IAE V2530-A5 77-30 CFDS ACCELEROMETER RECONFIG. This menu allows selection of the accelerometer A or B or the auto switch mode alternate to be used for the next flights.

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 .

The vibration information is printed on various reports. lt allows maintenance staff to perform engine parameter trend monitoring and troubleshooting. which is used to monitor aircraft and engine parameters. − Engine take−off report. − Engine run−up report. − Engine mechanical advisory report. For Training Purposes Only FRA US/T bu July 01 Page: Page: 218 . which are: − Engine cruise 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 on−request report. − Cruise performance report.

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 .

either during incorporation of Service Bulletins or after engine overhaul . NOTE : THE PART NUMBER IS WRITTEN ON THE DEP .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.Then using the EEC Harness Wrench torque tighten the DEP connector to 32 Ibf in. 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. The data transmitted by the DEP is: S EPR Modifier (Used for power setting ) S Engine Rating S Engine Serial No. For Training Purposes Only FRA US/T Bu August 2001 Page: 222 .This is accomplshed by changing the configuration of the jumper leads in accordence with the relevant instructions.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. when the EPR modifier code may need to be changed. THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE. NOTE: IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector.Located to the Junction 6 of the EEC it provides unique engine data to channel A and B. During a life of an engine . it may be necessary to change the DEP configuration . THEN AN AUTOMATIC REVISION FROM EPR MODE TO UNRATED N1 MODE OCCURS. 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.

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 .

P5 (P4.U. pressures are sensed: . and the relevant sensor/control actuator. 4000 KSB Engine D208P Engine D209P Engine D210P For Training Purposes Only FRA US/T Bu August 2001 Page: 224 .E.C. Pb .burner pressure (air pressure) P3/T3 probe .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.B.C. The harness connectors are ’keyed’ to prevent misconnection. but separate electrical harnesses provide the input/output circuits between the 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 . NOTE: SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE TRANSDUCERS − LOCATED WITHIN THE E.B. P2 . and the aircraft interface.E. P2.5 .ambient air pressure ( fan case sensor ) .booster stage outlet pressure . Turbine exhaust pressure ( P5 (P4.9) .fan outlet pressure ( fan rake ) Electrical Connections Front Face Harness Connector Plug Identification E.L.5 Engine D205P Data Entry Plug E. Pamb .U.P . − THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL ELECTRONIC SIGNALS TO CHANNELS A AND B.pressure ( P2/T2 fan itlet probe ) .9) rake ) . P12.

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 .

The EEC generator supplies each channel with three−phase AC. NOTE: THE EIU TAKES POWER FROM THE SAME BUS BAR AS THE EEC. Auto Depowering The FADEC is automatically depowered on ground. the FADEC Ground Power Panel permits FADEC power supply to be restored on ground with engine shut down.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. through the EIU after engine shutdown. 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. When the corresponding ENG FADEC GND POWER P/B is pressed ”ON” the EEC is powered again . FRA US/T Bu August 2001 Page: 226 . then from the EEC generator when the engine is running. NOTE : ALSO THE FADEC IS REPOWERED AS SOON AS THE ENGINE MODE SELECTOR OR THE MASTER LEVER IS SELECTED . EEC automatic depowering on ground : − after 5 mn of A/C power up. Two TRU’s in the EEC provides 28VDC to each EEC channel. the EEC generator can supply directly the EEC. − after 5 mn of engine shutdown NOTE: AN ACTION ON THE ENG FIRE P/B PROVIDES EEC POWER CUT OFF. Powering N2 <10% Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit. For Training Purposes Only Powering N2 >10% As soon as engine is running above 10% N2. FADEC Ground Power Panel For maintenance purposes and MCDU engine tests. A/C 28 VDC permits : − automatic ground check of FADEC before engine running − engine starting − powering the EEC while engine reaches 10% N2. − EEC generator power when N2 >10%. − aircraft electrical power when N2 <10%.

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 .

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. 79−30−00) P2/T2 Sensor (Ref. 77−10−00) N2 Sensor (Ref.9 (EGT) Sensor (Ref.9 ( P5) For Training Purposes Only FRA US/T Bu August 2001 Page: 230 . 77−10−00) Engine Oil Temperature Sensor (Ref. 77−20−00) N1 Sensor (Ref. 77−00) P3/T3 Sensor P4.

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

P3/T3 For Training Purposes Only FRA US/T Bu August 2001 Page: 232 .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. to one channel of the Electronic Engine Control (EEC). The combined sensor houses two thermocouples and one pressure inlet port. Each thermocouple provides an independant electrical signal. 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. 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 .

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

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

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

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 .

with engines not running. some additional parameters are optionally available. 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. the fuel Pressure Raising Shut − Off Valve opening and the ignition during the engine start sequence. In order to perform a better analysis of engine condition. The FADEC provides engine control system self testing to detect problems at LRU level. IDG oil and engine fuel system by means of a Fuel Diverter and Return Valve. FADEC is such that no engine ground run for trim purposes is necessary after component replacement. P5. through the CFDS. Engine Parameter Transmission for Cockpit Display The FADEC provides the necessary engine parameters for cockpit display through the ARINC 429 buses output. BSBV. Communication with CFDS Ground test of electrical and electronic parts is possible from cockpit. − VSV.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. P2. engine serial number and position.9 (EGT). PB. The basic engine parameters available are: − WF. Pamb T4.5 and T2. P2. Engine Condition Parameter Transmission Engine Condition monitoring is provided by the ability of the FADEC to transmit the engine parameters through the ARINC 429 bus output. The 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.HPT cooling. N1. 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. WF valve or actuator position − status and maintenance words. N2. These are P12. 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 ). Start and Ignition Control Each channel can control the starter valve operation. T2. Fuel Diverter and Return Valve The EEC manages the thermal exchange between the engine oil . when requested. Non Volatile Memory In flight fault data is stored in FADEC non volatile memory and. For Training Purposes Only FRA US/T Bu August 2001 Page: 238 . 7th and 10th stage bleed commanded positions HPT/LPT ACC. is available on an aircraft centralized maintenance display unit.5. P3 and T3.

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 .

The selected channel is one having the least significant failure. processor. S In the event of loss of both channels. there is an automatic switchover to the standby active channel.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. Single Input Signal Failure There is no channel changeover for input signal failure. if it recognises faulty or suspect . The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. S The EEC uses indentical software in each of the two channels. as long as the Cross Channel Data Link is operativ. THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION. NOTE: FAULTS ARE NOT LATCHED. S An output fault in one channel will cause switchover to control from the other channel.most likely LRU failure. Dual Input Signal Failure If dual input signal failure occurs . or loss of electrical power. the systems are designed to go to their failsafe positions. e. the system runs on synthetized values of the healthiest channel. Each channel has its own power supply . AUTOMATIC RECOVERY IS POSSIBLE. 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. S Dual sensors are used to supply all EEC inputs exept pressures. inputs. Single Output Signal Failure If an output failure occurs. The associated component will be the ” FAIL−SAFE ” position. S Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. For Training Purposes Only FRA US/T Bu August 2001 Page: 240 . programme memory and input/ output functions. 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. (single pressure transducers within the EEC provide signals to each channel−A and B ) . NOTE: IF THE EEC POWER SUPPLY IS LOST.

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 .

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

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 .

and will remain frozen until the thrust lever is moved manually or autothrust is reset with the autothrust pushbutton switch. thrust lever sets an EPR value proportional to the thrust lever position up to maximum take−off thrust. plus an analog discrete from the instinctive disconnect pushbutton on the throttle. NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. 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. setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . 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 . 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. –ATHR active from the FMGC. S Or one of the two instinctive disconnect pushbutton switches on the thrust levers is activated. 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). When ATHR is deactivated (pilot’s action or failure). ( 30 deg C. the thrust is frozen to the actual value at the time of the deactivation. When the autothrust function is disengaged while the thrust lever is in MCT/ FLX or CL (Maximum Continuous / Flexible Take−Off or Climb ) detent. For Training Purposes Only Manual Mode This mode is entered any time the conditions for autothrust or memo modes are not present. the ATHR function can be activated regardless of throttle position. or by selection of the reverse thrust.) The autothrust function (ATHR) can be engaged or active. Memo Mode In the memo the thrust value is frozen to the last EPR actual value. Memo mode or Thrust locked is entered automatically from autothrust mode when: S The EPR target is invalid. If the Alpha Floor condition is present. the thrust is locked until the thrust lever is moved manually.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. 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. FRA US/T Bu August 2001 Page: 244 . The activation logic in the EEC unit is based upon two digital discretes: –ATHR engaged. 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. S Or autothrust signalis lost from EIU. IN RATED & UNRATED N1 MODE AUTOTHRUST IS LOST. If the Alpha Floor condition is not present. After take−off the lever is pulled back to the maximum climb position.

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 AUTOTHRUST DISC.

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 .

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. For Training Purposes Only FRA US/T bu July 01 Page: Page: 248 . IDLE. TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle lever position (except in Alpha−floor mode). Manual Mode The thrust is controlled manually (i. the thrust is frozen to the actual value at the time of the deactivation. setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged .FLEXIBLE TAKE−OFF for a given derating is achieved at constant retarded throttle lever position.e. TLA versus rated thrust is consistent regardless of ambient conditions. 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 Alpha Floor Condition If the Alpha Floor condition is not present. When ATHR is deactivated (pilot’s action or failure). 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. MAX CLIMB. This mode is also entered any time the conditions for autothrust or memo modes are not present. the ATHR function can be activated regardless of throttle position. the thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate.. If the Alpha Floor condition is present. thrust lever sets an N1 value proportional to the thrust lever position up to maximum take−off thrust. MAX REVERSE) are achieved at constant throttle lever positions. Other ratings (MAX CONTINUOUS. In this mode.

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 .

reversion back to N1 mode (rated or unrated) will result. Rated N1 The loss of either the P2 or the P 4.Use of unrated N1 thrust setting overboost above normal rated thrust is not recommended and will result in reduced engine life. Under EPR control. If the fault later reoccurs. The unrated N1 thrust setting requires the thrust to be set manually to an N1 speed. 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.the Throttle Resolver Angle ( TRA ).It is a despatchable mode but autothrust is not available when operating in this mode. If the fault is still present. The input required for unrated N1 control is: . the EEC will switch to the primary control mode (EPR).N1 thrust lever. Max N1. Service Bleeds UNRATED N1 SETTING REQUIREMENTS Unrated N1 The loss of the T2 signal will cause automatic reversion to unrated N1 closed loop control.the Throttle Resolver Angle ( TRA). the EEC will remain in its current thrust setting mode. Page: 250 FRA US/T Bu August 2001 . 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 processing of the N1 error signal is the same as for EPR error signal. This is a alternate control mode which utilizes to control the thrust automatically.T2 and .N1 mode and N1 rating limit indications on the upper ECAM are lost. It is a non-despatchable mode and autothrust is not available when operating in this mode.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. The processing of the N1 error signal is the same as for the rated N1 error signal.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. on N1.If the fault is no longer present.The torque motor repositions the Fuel Metering Valve ( FMV ) to change the fuel flow. The inputs required for Rated N1 control are: . The FF error is converted to a current ( I ) which is sent to the dual torque motor.An overboost can occur in the unrated N1 thrust setting at the full forward thrust lever position. if EPR is unoptainable.9 signal will cause an automatic reversion to the rated N1 closed loop control. 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 ). The maximum N1 must therefore be determined from charts in the Flight Crew Operating Manual ( FCOM ).

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 .

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

Lufthansa Technical Training ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT A319/A320/A321 IAE V2530 − A5 73−20 THRUST LEVERS TLA (REV. 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.

3 % For Training Purposes Only 1639.7 % 90 % 87 % 80 % 77.4 % 70 % 67.5 4520 4372 3955 3825.4 % 40 % 38.5 1130 1093 FRA US/T Kh August 2001 Page: 254 .5 2260 2186 1695 % N1 100 % 96.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 4918.5 3390 3279 2825 2732.7 % 30 % 29 % 20 % 19.7 % 60 % 58.0 % 50 % 48.

5% 7600 50.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. C.8% −80 −60 −40 −20 0 +10 +15 +20 +30 +40 +50 AMBIENT TEMPERATURE ( DEG.1% 8000 53.8% 57.5% 8400 56. ) Figure 129 FRA US/T Kh August 2001 Ground Idle Speed Diagram N2 Page: 255 .5% 8800 58.2% N2 ROTOR SPEED ( RPM / % ) For Training Purposes Only 9200 61.

as long as the Cross Channel Data Link is operativ. Dual Input Signal Failure If dual input signal failure occurs . there is an automatic switchover to the standby active channel. Input Fault Strategy All sensors and feedback signals are dual. T/S ACTION: One Channel . the system can use data from the other channel. Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. NOTE: FAULTS ARE NOT LATCHED. 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. or switch to the other channel. The associated component will be the ” FAIL−SAFE ” position. AUTOMATIC RECOVERY IS POSSIBLE. According to the failure class. NOTE: For Training Purposes Only IF THE EEC POWER SUPPLY IS LOST.most likely LRU failure. Single Output Signal Failure If an output failure occurs. Faults are memorized in the system BITE as they occur. THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION. the two channels are equal. Failures are classified as class 1. the system runs on synthetized values of the healthiest channel. 3 . 2 . The selected channel is one having the least significant failure.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. FRA US/T Bu August 2001 Page: 256 .

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 .Lufthansa Technical Training ENGINE FUEL AND CONTROL CONTROLLING .

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.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.THE REVERSER WILL REMAIN DEPLOYED.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 . August 2001 Page: 258 FRA US/T Bu .

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. IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID.THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY. 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 .POWER IS SET TO IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA.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. NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE. NO AUTOTHRUST ON BOTH ENGINES.

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.(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”. Then press the line key adjacent to CFDS .ENG 1A (1B). The Cells indicate if the failure was detected in the ground memory or the flight memory. For Training Purposes Only FRA US/T bu August 2001 Page: 260 .NEXT P AGE .SYSTEM REPORT / TEST .(2B).

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 .

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

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 .

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. Figure 133 FRA US/T bu August 2001 Flight Data / Ground Data Page: 264 .62 MN = .117 HOURS = 571.0 T2 = 26.0 PSIA: PB = 458. 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.0 For Training Purposes Only NOTE: THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME. Station 2 ) EEC Operating Hours CELL: 31 FAULT: WOFWAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.5 P2 = 14.0 FLTPH = 3 TCJC = 42. Inlet ) Flight Phase Total Air Pressure ( Eng. in EEC ) Air Pressure on Eng.9 EGT ) Cold Junction Temperature ( Actual Temp.

0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs CELL: 31 FAULT: WOFWAF ALT: = 336.0 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.562 SVA : = 1.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 2.5 Bleed Actuator Feedback Page two of the Cell 31 PG:02 Fault Code EPR ( indicated ) Channel in Control 1 = Yes .218 INCH LEG = 398.0 FT EPRI = 1.906 INCH INCOM = 1 FF = 11162 PPH BACKUP = 0 B 25 = 1. Figure 134 FRA US/T bu August 2001 Flight Data / Ground Data Page: 265 .

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

RETURN TO FADEC / MENU PUSH THE LINE KEY ADJACENT TO GROUND SCANNING AND CHECK THE FAILURE MESSAGE. 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.

This menu must also be used to indicate which faults were detected in the other FADEC TEST menus (eg. For Training Purposes Only FRA US/T bu August 2001 Page: 268 .etc.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.Reverser Test. Starter Valve Test.More information can be obtained using the troubleshooting menu.

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 .

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 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 137 FRA US/T bu August 2001 FADEC Class 3 Fault Report Page: 271 .

Maintenance). thus reducing the number of wires. they are essential to start the engine. When some data are not available on the channel in control. − to give to the airframe the necessary logic and information from engine to other systems (APU. In the case where EIU is not able to identify the channel in control. the EIU transmits data coming from all the A/C computers which have to communicate with the EEC. 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. There is no data flow during EIU internal test or initialization. it will assume Channel A as 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. except from ADCs and throttle which communicate directly with the EEC. located in the electronics bay 80VU.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. 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. EIUs are active at least from engine starting to engine shutdown. one for engine 2 Each EIU. ECS. one for engine 1. is an interface concentrator between the airframe and the corresponding FADEC located on the engine. data from the other channel are used. Bleed Air. EIU For Training Purposes Only EIU Location FRA US/T Bu August 2001 Page: 272 . EIU output to the EEC Through its output ARINC 429 data bus. − to insure the segregation of the two engines.

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 .

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 .CVR.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.2 AND 3 FLSCU 1 AND 2 ENGINE SELECTED OIL PRESSURE.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 .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.

Lufthansa Technical Training ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU INTERFACES CONT. 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. SIGNALS TLA IN TAKE-OFF POSITION (MIN.2 AND 3 ) For Training Purposes Only FRA US/T Bu August 2001 Page: 275 .

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

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 .

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 LAST LEG REPORT Last leg Report Here are Displayed the Internal EIU Faillures that Occured during Last Flights. For Training Purposes Only FRA US/T Bu August 2001 Page: 278 .

/ LRU Indentification Page: 279 .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.

T est Ok. 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. S RTOK means Re .

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 .

The Discrete Outputs are Listed on two Pages. (TASK 73-25-34-860-041). PHC3. APU BOOST 1 simulates a not closed starter air valve. one for the Positive Type and one for the Negative Type. When the line key adjacent to T/R is pushed. WHC1. 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. DFDR and CVR. CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST. 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. authorizing the directional control valve solenoid energization Page: 282 . 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”. AEVC. FCDC2. PHC2. SIMULATION : ”LOP GND 1 ” To simulate ”OIL LOW PRESS & GND” for the following systems through the MCDU : PHC1.The APU is boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. 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. 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.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 . If the line key adjacent to LOP is pused. green main hydraulic PWR RVSR indicating. Make allways sure that the working areas are clear ! For the simulation refer to AMM 73-25-34 . ” T/R INHIB ” discrete output status INHIB becomes ”1” and the 14KS1(2) inhibition relay is energized. SIMULATION : ” APU BOOST ” To simulate an APU BOOST command through the MCDU. FCDC1. WARNING: The DISCRETE OUTPUT SIMULATION can operate systems and components without special indication on the MCDU.The FAULT becomes ”1” and the FAULT legend of the 5KS1(2) annunciator light comes on. ”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.

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 .

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 . 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 . ACCESS TO RADIO ALTIMETER RAMP TEST MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTSMENU. PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. 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. 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 . NOTE: THE PACK FLOW CONTROL VALVE 1(2) REQUIRE A MUSCLE AIR PRESSURE TO OPEN. THE BLEED STATUS CAN ONLY BE MODIFIED BY THIS INPUT IF THE PRV OPENS (ENGINE RUNNING). SIMULATION OF ” TLA > MCT ” To simulate ”TLA > MCT” for the following systems : AEVC.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 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 ” 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.

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 .

(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 .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. 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.The relay is directley triggert from the EIU.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 .

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.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. one for channel A one for channel B. exept for the HP compressor handling bleed valves which do not have any position feedback. but the HP compressor handling bleed valves are operated by pneumatic pressure. There is a cross−talk between the two channels. The actuators have two feedback signals. 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 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 .

and actuator position related to operation points A to E. The EEC controls the valve position as a function of thrust level and altitude. At this point : S The control valve for the HP turbine ACC is closed. 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. S The control valve for the LP turbine ACC is not less than 70 per cent opened. the position of the actuator piston is point A. 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 ). Take − off During take − off. ( HP valve closed ) FRA US/T Bu August 2001 Page: 292 . the EEC controls the position of the actuator piston between point B and point E. The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine cases. LP valve will be partially open ( -44 deg ) The actuator piston remains at this point at all defective conditions.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. the position of the actuator piston is at point C. NOTE : THE ACTUATOR POSITION BETWEEN POINT C AND POINT E DEPENDS ON ALTITUDE. During cruise the valve is closed. the actuator piston moves to point A. The LVDT’s transmit the valve position to the EEC. hubs and discs of the HP . At this point : S The control valve for the HP turbine ACC is closed. 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. S The control valve for the LP turbine ACC is not less than 44 per cent opened. Engine operation During engine operation. For Training Purposes Only Fail Safe When there is no torque motor current or no fuel servo pressure. Engine Stopped With the engine stopped. The graph shown below shows control valve position.

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 .

Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 HPT / LPT ACTIVE CLEARANCE CONT. IF THE PLUGS MUST BE REMOVED. 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. For Training Purposes Only LP COOLING FRA US/T Bu August 2001 Page: 294 . THERE IS A STORAGE BRACKET PROVIDED ON THE ACTUATOR ROD. Air outlet holes on the inner surfaces direct the air onto the LP turbine cases. SYS. 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. Fan air is drawn from a common HP / LP turbine ACC air scoop in the fan duct. IN CASE OF A VALVE REMOVAL / INSTALLATION THE SAME CONFIGURATION MUST BE PROVIDED ON THE NEW VALVE. both ends of the cooling tubes are sealed. 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. Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. THIS PLUGS CAN BE REMOVED ACCORDING TO A SERVICE BULLETIN TO ALLOW A PERMANENT COOLING OF THE HP TURBINE. NOTE: THE HP TURBINE CLEARANCE CONTROL VALVE IS EQUIPPED WITH 4 PLUGS IN THE VALVE VANE. 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 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 .

For Training Purposes Only FRA US/T Bu August 2001 Page: 296 .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. both ends of the cooling tubes are sealed. Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. LP Turbine Manifold The assembly consists of a upper and lower tube assemblies with integral manifolds. 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 .

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. The variable stator vane and the 7th and 10th stage bleed valves control the HP compressor airflow. For Training Purposes Only FRA US/T Bu August 2001 Page: 298 . The EEC uses the BSBV feedback signal from the LVDT to adjust the actual BSBV position. The VSV angle determines the compression characteristics ( direction and velocity ) for any particular stage at compression. The booster stage bleed valve controls the LP compressor airflow. To match the booster discharge airflow to the core engine requirements at low speed. The VSV system maintains a satisfactory compressor performance over a wide range of operating conditions. excess air is bled off through booster stage bleed valves ( BSBV ) into the fan discharge air stream. This variation of vane position changes the effective angle at which the air flows across the compressor blades and vanes. At low LP spool speeds the booster provides more air than the core engine can utilize. 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. Variable Stator Vane ( VSV ) Control The VSV position is controlled by the EEC The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual VSV position. The 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. the variable stator vane and HP compressor bleed valves systems are controlled by the EEC.

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 .

An LPC bleed−slave actuator 5. 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. − Engine transient operation. the bleed − valve and actuating mechanism. 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. Description General The airflow control system includes : 1.Two bleed−valve actuating rods 2. The two actuators are mechanically attached to each actuating rod and.AIR FLOW SYS.Intermediate Structure A booster bleed valve and actuating mechanism The airflow control system automatically operates to control the air bled from the LP compressor.An LPC bleed−master actuator 4. The two actuators are connected hydraulically and operate together by command and feedback signals from/ to the EEC.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75-31 LP COMP .Pisten Jack Fork End 3. FRA US/T Bu August 2001 Page: 300 .

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 .

A319/A320/A321 IAE V2530−A5 75−00 For Training Purposes Only FRA US/T Bu August 2001 Page: 302 . The bleed valve and actuating mechanism operates to make each bleed valve synchronized. − The ring valve − The two upper arms. in relation to the positions of the two actuators. 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. − The two actuating rods connect the two upper power arms to the two actuators.

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 .

The securing pin of link on to fork end. 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. Description Variable Stator Vane Actuator The stator vane actuator accurately controls vane movement with respect to a torque motor current supplied by the EEC. FRA US/T Bu August 2001 Page: 304 . If power to the stator vane actuator torque motor is lost. Variable Stator Vane ( VSV ) Control The VSV position is controlled by the EEC as a function of N2 / square root of theta T 2. AIR FLOW SYS. 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. The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual VSV position. The LVDT completes the electronic control loop by providing a signal of actuator position to the Engine Electronic Control. Provision is made to lock the piston with a rigging pin for setting purposes. VSV SYSTEM COMPONENTS The four stages of variable incidence stators comprise inlet guide vanes to stage 3 and stages 3. the stator vane actuator will go to the full open position. The piston has an externally adjustable low speed stop at the extended end of its travel. The high speed stop is formed by a collar which limits piston retraction. 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 . 4. 4 and 5 stator vanes. General The purpose of this system is to position the Inlet Guide Vanes ( IGV ) and stator vanes. 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.6 ( synteziesed value ). 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. using a fuel driven hydraulic actuator.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 ATA 75-32 HP COMP . 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. in response to electrical signals provided by the EEC.

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 .

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. 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. Installing the rig pin locks the crankshaft assembly with the actuator and vanes in the high speed position ( actuator fully retracted ). Rig pins are provided to lock the crankshaft and the actuator. For Training Purposes Only FRA US/T Bu August 2001 Page: 306 . 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 the engine start. The handling bleed valves are two position only − fully open or fully closed. 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. and are operated pneumatically by their respective solenoid control valve. and the bleed valve will move to the closed position.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. The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position . A total of four bleed valves are used.open . Description The bleed valve is a two position valve and is either fully open or fully closed. and prevent engine surge when the compressor is operating at off−design conditions. When the engine is started the bleed air from the engine will try to close the valve. 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. Silencers are used on some bleed valves. All the bleed valves are spring loaded to the open position and so will always be in the correct position ( open ) for starting. The valve is kept in the open position by servo air ( P3 ) supplied from the solenoid control valve ( solenoid de-energised ). For Training Purposes Only FRA US/T Bu August 2001 Page: 308 . The solenoid control valves are scheduled by the EEC.

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 .

A total of four bleed valves are used. and prevent engine surge when the compressor is operating at off−design conditions. The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. and are operated pneumatically by their respective solenoid control valve. For Training Purposes Only FRA US/T Bu August 2001 Page: 310 . When the bleed valves are open air bleeds into the f an duct through ports in the inner barrel of the ” C ” ducts. Silencers are used on some bleed valves. The solenoid control valves are scheduled by the EEC. three on stage 7 and one on stage 10. The handling bleed valves are two position only − 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.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 .

During decelerations the valve will be commanded open whenever N2 is below the transient opening speed. TO 100% =14950 RPM Handling bleed valves ( surge bleed ) The bleed valves and the solenoid control valves all operate in the same manner. 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.open . In the event of an engine surge the valve will be commanded open. When the engine is started the bleed air from the engine will try to close the valve. During an engine deceleration the reverse operation occurs and the bleed valve opens. If the acceleration is to a speed below the transient closing speed the valve will remain open until the acceleration timer expires ( 30 seconds ).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. 7B 7C STEADY STATE 7650 8000 Transient The valve will be commanded open during engine acceleration whenever N2 is below the transient closing speed. 8600 N2. SURGE & REVERSE 12562 12772 Steady State It can be seen that the valve will be commanded closed at stabilised min idle. and will not be opened again in Steady state. Note : The transient regime is slightly modified for operation above 15000 ft but operates in the same way. MAX. if the speed is below the open speed. Thus during an acceleration from min ” idle to max ” speed the valve will be opened and will remain open until the speed passes the transient closing speed. 2 seconds. The valve remains open until the deceleration ceases and a deceleration time. 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. and the bleed valve will move to the closed position. FAIL SAFE POSITION : ” 7th and 10th OPEN ”.for the engine start. below. 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. expires. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position . Page: 312 FRA US/T Bu August 2001 . in detail. and will remain open until the engine restabilises. The valve is kept in the open position by servo air ( P3 ) supplied from the solenoid control valve ( solenoid de-energised ).

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.

For Training Purposes Only FRA US/T Bu August 2001 Page: 314 . S the engine operability ( surge free operation ) S the engine performance ( EGT. 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. 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.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. The consequences of the malfunction of one or more handling bleed valve‘s on : S the ground and airstart capability.

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 .

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

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 .

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. The consequences of the malfunction of one or more handling bleed valve‘s on : S the ground and airstart capability. 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. For Training Purposes Only FRA US/T Bu August 2001 Page: 318 . 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 .

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

For Training Purposes Only FRA US/T Bu August 2001 Page: 324 . The EIU Transmits the Data to the ECAM System. The nacelle temperature is displayed if the system is not in engine starting mode and one of the two temperatures reaches the advisory threshold. 300 .320 _C.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. A advisory indication will be created on the engine system page when the temperature reaches approx.

2 1.8 0.8 1.Lufthansa Technical Training AIR GENERAL A319/A320/A321 IAE V2530−A5 75−00 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 .

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. ACCORDING TO M.E. 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.T. System Test The system can be checked on the ground. through the CFDS maintenance menu. S two air cooled H. 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.L. ignition connector leads (cooling is provided by fan air). 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 . Ignition relay box The ignition sytem utilises 115V AC supplied from the AC 115V normal and standby bus bars to the relay box. with the engine shutdown.

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 .

S take−off or during flexible take off S approach idle selected. For inflight restart the EEC selects simultaneously both ignition exciters On the ground. the selector must be placed in NORM position. The electrical power is supplied via the EEC and EIU which controls the ignition of the igniter plugs. A dormant failure of an ignition exciter is not possible for more than one flight because: − the two ignition systems are independent − the EEC selects alternately ignition system A or B.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.( both ignitors) In flight after engine restart. results in ignition exciter deenergization.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. FRA US/T Bu August 2001 Page: 328 . 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). For Training Purposes Only Igniter Plug Test The operation of the igniter plugs can be checked on the ground. FAIL SAFE POSITION: ” IGN RELAYS .( Starter cut-out ) Positioning of the MASTER control switch to OFF . 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. 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. then back to IGN/START to select continuous ignition.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%. during that starting sequence. the EEC aborts automatically the sequence by closing the starter shut−off valve and the HP fuel shut−off valve and deenergizing the ignitors. 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. engine not running. after engine start. the EEC selects the continuous ignition on the corresponding engine In case of a fault during an automatic starting on the ground. The deenergization of the ignition exciters is automatically commanded by the EEC when engine N2 speed reaches 43%. if the selector is maintained in IGN/START position. S In flight.

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. 1 Page: 329 .

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.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 .

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 .

For the test procedure. For Training Purposes Only FRA US/T Bu August 2001 Page: 332 .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. refer to AMM TASK 74−00−00−710−041 NOTE: A319/A320/A321 IAE V2530−A5 74−00 DURING THE TEST.

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.

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. 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. through the maintenance MENU mode of the FADEC. For Training Purposes Only FRA US/T Bu August 2001 Page: 334 . engine not running.

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.

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August 2001

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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

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 . ”SOV CLOSED” FAIL SAFE POSITION: For Training Purposes Only FRA US/T Bu August 2001 Page: 344 . H. A valve position indicator is provided on the valve body.P.375 inch square drive. Acces is through a panel in the R. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0. NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE DUCT PRESSURE. fan cowl. electrically controlled shut−off valve positioned on the lower right hand side of the L. A micro switch provides valve position feed back information to the FADEC.

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

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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

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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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August 2001

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30 PSI CHECK STARTER AIR PRESSURE PUSH ‘MAN START‘ PB TO ‘ON‘ MONITOR INDICATIONS START VALVE OPENS N2 AND N1 COMES INTO VIEW N2. 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 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.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.

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

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. 30 PSI CHECK STARTER AIR PRESSURE PUSH ‘MAN START‘ PB TO ‘ON‘ MONITOR INDICATIONS START VALVE OPENS N2 AND N1 COMES INTO VIEW N2.

− 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 EEC commands .) NOTE: IN CASE A AUTO START IS INITIATED AND ONE THRUST LEVER IS NOT IN IDLE POSITION A ECAM WARNING IS TRIGGERT. In case of an automatic start abort. For Training Purposes Only FRA US/T Bu August 2001 Page: 356 . Then the operator has to select the Master switch to the OFF position by a command indicated on the ECAM page ( ”Master lever OFF ” ). and starter air and provides the appropriate fault indication to the cockpit. 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. THE START SEQUENCE WILL CONTIUE AND THE ENGINE WILL ACCELERATE TO THE TRUST LEVER POSITION. 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.It also resets the EEC. ignition. the mode selector set to IGN/START and the master switch is ON. The operator then has to decide to perform a new engine start or troubleshoot the system. Intermittent mode selector position or manual start push button switch selection has no effect on autostart sequence once the autostart procedure is initiated. Switching the master switch OFF during an autostart will close the fuel and starter air valves and turn the ignition system off. The autostart procedure commences only when the engine is not running. The EEC’s ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions inflight. (Auto Start Fault) Autostart fault messages will be displayed until approximately idle speed. (The EEC has input data necessary to activate starter assist function where necessary. ignition relays and the fuel on / off torque motor. During a normal start. 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. Upon receipt of the appropriate start command signals from the engine interface unit ( EIU ) . in sequence: S the starter air valve S ignition exiter relay(s).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.

ENG 1 NORM For Training Purposes Only Upper ECAM −MONITOR: EPR. EGT. 20 sec. FF −at 43% N2 the starter valve symbole must go to cross line (closed) − IGN OFF −Check Oil Pressure min. the airpreessure ( HP−Connection or APU ) must be 30−40 psi. N2. after FF). −record the start EGT (R/U sheet) Figure 180 FRA US/T Bu August 2001 Automatic Start Procedure Page: 357 . N1. 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. 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.

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

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. the airpressure ( HP . −record the start EGT (R/U sheet) Figure 181 FRA US/T Bu August 2001 Manual Start Procedure Page: 359 . 20 sec. after FF ) NORM ENG 1 −at43% N2 the starter valve symbole must go to cross line (closed) − IGN OFF −Check Oil Pressure min. On the ENG Start Page : −the starter valve symbole goes in line (open).Connection or APU ) must be 30 . 60psi.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.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. (−PACK VALVES closed ) −N2.

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 translating cowl is moved by four hydraulically operated actuators which are pressurized by the pumps mounted on each engine. 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.. The air is discharged through cacades.

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

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

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 .

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. − filter and clogging indicator (pop out).) This must always be done when working on the reverser system ! For Training Purposes Only . Control and feedback signals are exchanged with the EEC. the isolation valve solenoid is energized and the isolation valve is opened. − directional control valve. The filter is a flow through cartridge type filter. 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. − pressure switch. The isolation valve solenoid is a dual coil valve solenoid connected to both channels of the EEC. Upon actuation of the thrust reverser system. The isolationvalve is in the closed position while the thrust reverser is in the stowed position. − directional control valve solenoid. − isolation valve. just forward of the C−duct and is accessible from the left side. 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.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. The HCU is mounted on the pylon over the engine centerline.(this is also a part of blocking the reverser. Isolation Valve The solenoid operated isolation valve isolates the thrust reverser actuation systems from the remaining hydraulic network on the engine. The hydraulic control unit includes the following items: − isolation solenoid valve solenoid.The lever can be secured in the lockout position with a pin. 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. The pressure switch is closed at pressure between 798 and 1450 psi and is opened at a minimumpressure of 798 psi.The directional control valve solenoid is a dual wound solenoid connected to both channels of the EEC. 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. Pressure Switch The pressure switch provides signals to the EEC to indicate when there is hydraulic pressure downstream of the isolation valve.

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. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 374 .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.the hydraulic pressure is applied to the input of the HCU.

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 . **ON A/C 116−199.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 FORWARD THRUST CONFIGURATION ACTUATORS STOWED.

2 When the isolation valve is opened and the directional control valve solenoid is energized. 3 As soon as both lock sensors indicate unlocked for more than 0.2 seconds (indicating that translating sleeves are ”unlocked sleeves” signal is sent by these sensors to the EEC. In the cockpit an amber REV indication is dis played in the middle of the EPR dial or the ECAM display unit. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 376 . IF AN UNCOMMANDED STOW MOVEMENT IS DETECTED.In that case. REV indication changes to green. the electrical power (28VDC) is sent to the isolation valve solenoid and to the directional valve solenoid. THIS WILL LEAD TO A THRUST REVERSER REDEPLOY DUE TO AERODYNAMICAL FORCES ON THE BLOCKER DOORS. NOTE: WHEN THE THRUST REVERSER IS IN THE DEPLOYED POSITION. THE EEC WILL DE−ENERGIZE THE ISOLATION VALVE. THE ISOLATION VALVE REMAINS ENERGIZED TO MAINTAIN THE HYDRAULIC PRESSURE IN THE ACTUATORS TO PREVENT VIBRATION. This event is indicated to EEC when both Linear variable Differential Transform ers (LVTD) detect this position. and then extending the actuators. hydraulic pressure (3000 psi) moves the directional control valve to supply hydraulic pressure to the head end of the actuator to unlock the actuators.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. 4 Each translating sleeve arriving at 95 percent of its travel is slowed down until completely deployed through hydraulic actuator inner restriction. the EEC ensures that deploy ment is permitted.

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. the EEC ensures that stowing is permitted. In that case the EEC de−energizes the directional valve sole noid. they set the proximity switches (lock sensor) which send the ”stowed sleeves” information to the EEC. 2 Hydraulic pressure is supplied to the rod end of the actuator. REV indica tion changes to amber. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 378 . When one translating sleeve is less than 95 % deployed. 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. 3 When both translating sleeves are at 0 % from their stowed position. 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.

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 .

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

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 upper actuators incorporate an integral Linear Variable Directional Transformer (LVDT) to indicate piston position.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 also incorporate the necessary deploy stroke mechanical stops. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 382 . UPPER NONLOCKING ACTUATOR The two upper actuators are identical and in conjunction with the two lower locking actuators . control movement of the fan reverser translating elements in response to hydraulic inputs from the HCU.two actuators are used for each translating cowl. to the EEC. S the lower actuators incorporate an integral lock mechanism which holds the piston in the fully stowed position. 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.

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 .

For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 384 .The lock mechanism incorporates a manual release facility and proximity switch for electrical lock position feedback to the EEC. control movement of the fan reverser translating elements in response to hydraulic inputs from the hydraulic control unit (HCU). The actuators incorporate an integral lock mechanism to hold the piston rod when the actuator is in the fully stowed position. The lock releases on rising hydraulic pressure when deploy is commanded via the HCU.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.

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 and tag the CB’s listed in the MM. The procedure is summarised below. S disengage the locks on the two locking actuators. NOTE: DO NOT EXCEED MAX. For Training Purposes Only FRA US/T Bu August 2001 Page: Page: 386 . S position the non return valve in the bypass position ( deploy only−not necessary for stow operation ). S insert 3/8 inch square drive speed brace into external socket. S open the L. warnings and cautions may be found in the MM ATA 78−30. and R. hand fan cowls. the full procedure. Insert pins to ensure locks remain disengaged. S move the thrust reverser hydraulic control unit de−activation lever to the de− activated position and insert the lockout pin. push to engage drive and rotate speed brace to extend/retract translating cowl as required.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. 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 .

0.8” TO PROVIDE VISUAL INDICATION OF ”LOCK OUT”.Lufthansa Technical Training Exhaust Reverser System A319/A320/A321 IAE V2530-A5 78−30 THRUST REVERSER DEACTIVATION De−activation The procedure is summarised below.407. S install the lock out pin in the de−activation lever of the hydraulic control unit. the full procedure is described in the MM 78−30−00 P. S remove the translating cowl de−activation pins (2) from their stowage and insert them in the de−activation position. S if the thrust reverser is deployed.it has to be stowed manually. 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 .

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 .

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

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 .

NOTE: THE DURATION OF THE COMPLETE T/R OPERATIONAL TEST (OPENING & CLOSING ) IS LIMITED TO 60 SECONDS. IF THIS TIME IS EXCEEDED THE TEST WILL BE INTERRUPTED AND A NEW TEST MUST BE INITIATED. ) For saftey reasons the time for the test is limited. 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. 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.K.

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

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

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 .

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.General The procedures in AMM 71−00−00−550−010 are for Engines stored on wing or inside/outside.Equipment Engine Oil. B.31 days-3 months and over 3 months. B.Equipment Engine Oil Clean and Examine the Power Plant Task 71−00−00−100−010 A.Equipment Engine Covers.moisture resistant tape.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.7−30 days.General The procedures in AMM 71−00−00−100−010 describes the cleaning of the Engine. B. Depreservation of the Power Plant Task 71−00−00−550−011 A. B. For Training Purposes Only FRA US/T5 KoA May 04 Page: 398 .General The procedures in AMM 71−00−00−550−011 are for depreservation up to 3 months or over 3 months.The periods are for 7 days.rust preventative.Equipment Cleaning Solvent Protect the Engine External Surfaces Task 71−00−00−600−011 A.desiccant.General The procedures in AMM 71−00−00−600−011 describes the protection of external surfaces.Equipment Anti-corrosion inhibit fluid.

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 .

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

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 .

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 .Lufthansa Technical Training ICE AND RAIN PROTECTION ENG.

AIR INTAKE ANTI ICE PROTECTION ANTI−ICE VALVE DEACTIVATION refer to MEL. S Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed).ATA 30. For Training Purposes Only FRA US/T Bu August 2001 Page: 404 .Lufthansa Technical Training ICE AND RAIN PROTECTION ENG. 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 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.

. . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT LATCH AND OPEN INDICATOR . . . . . . . FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . ATA 72-00 BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . COMBUSTION SECTION . . . . . . ENGINE CONTROL P/B’S AND SWITCHES . . . . . . . . . . . . . . . . . ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C . . . . . . . COMMON NOZZLE ASSEMBLY (CNA) . . . BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . . . . . . . . . MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 OIL QUANTITY INDICATING . . . . . . . . . . . . . 100 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 TH. . . . . . . . . . . . BORESCOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STAGE MAKE UP AIR VALVE . . . . . . . . . . . ATA 71-00 INTRODUCTION . . . . . . ATA 72-31-1 1 FAN BLADE REPAIR . . . . . . . ATA 77 INDICATING . . . INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . 96 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . HP TURBINE . . . . . . . . . . FAN BLADE REMOVAL / INSTALLATION . . . . . 98 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . ATA 71 POWER PLANT . . NO 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . 94 79−00 GENERAL . . . . . . . . . . . . . . 73−20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING . . . . . . . . . . .DUCT HOLD OPEN STRUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CONT. . . . . . . . . . . .DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . . ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER HALF LATCHES . . FORWARD ENGINE MOUNT . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77−00 ENGINE INDICATING PRESENTATION . . ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . . . . FAN COWLS OPENING / CLOSING . . . . . . . . C . . . . . . . . . . ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . 100 Page i . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OIL TEMPERATURE INDICATION . . . . . . LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 40 HP COMPRESSOR . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . .

. . . . . . . . . . . . ACOC OIL TEMP. . . . . . . . . . . . . . . . . . . . . . . . . . . . . SWITCH . . . . . NO RETURN TO TANK MODES 3 AND 5 . . . . . . . NO4 BEARING SCAVENGE VALVE . . . . . . . 73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . HMS MODE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73−30 INDICATING . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. . . . . PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 76 ENGINE CONTROLS . . . . . . . . . . NO 4 BEARING PRESSURE TRANSDUCER . . . . . . . . . SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PUMP . . . NO4 BEAR. IDG OIL SERVICING . . . . . . . .C. . . . . . . . . AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-20 HEA T MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . .4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESENTATION . . . . . . OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-70 POWER PLANT DRAINS . . . . . . . . . .4 BEARING SCAVENGE VALVE INDICATING . . . .) . . . HMS MODE 3 . . . . . . . . FUEL FILTER DIFF. . . . . . . . . . . . . . . . . . . . . . OIL TANK . . . FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . AIR MODULATING VALVE . . . . . . . . . . . 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 . . . . 79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . . NO. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73−10 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . .D. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DIFF. . . FUEL METERING UNIT . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . MAGNETIC CHIP DETECTORS (M. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . DE-OILER . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . HMS MODE 1 ( NORMAL MODE ) . . . . . ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . PRESS. . . . . . . . . . . . . . FILT. . . . THROTTLE CONTROL SYSTEM . . . . . . FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. . . . . . . . . . . . . HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . 73−00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO TANK MODES . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . OIL SYSTEM PRESSURE SENSING . . . . . . . . . . . FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . OIL PRESSURE PUMP . . . . . . . . . ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . THERMOCOUPLE . . . . . . SCAV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMP. . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PYLON DRAINS . . . THERMOCOUPLE . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE OIL COMPONENTS . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . . . IDG FUEL COOLED OIL COOLER . . . . . .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL UNIT . . . . UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77-10 POWER . . . . . . . . . FADEC POWER SUPPLY . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENTS . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA ENTRY PLUG MODIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77−00 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77−10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77−10 POWER INDICATING . . . . . . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . ATA 73-20 F ADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR SYSTEM COMPONENTS . . . . . . . . RATED N1 SETTING REQUIREMENTS . . . . .5 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 SENSOR . . . . . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONIC ENGINE CONTROL (EEC) . . . ATA 73-22 F ADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . MAX POINTER RESET ( N1. . . . . . FADEC P2/T2 HEATER TEST . . . . . . . . AUTOTHRUST ACTIVATION / DEACTIVATION . . . N1 INDICATION . . . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . RIGGING . . . . . . . . . . . . . . .5 / T2. . . . . . . . . . . . . . . . . . . . . . . . . DEDICATED ALTERNATOR (PMA) . . . LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . . FADEC LRU‘S SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRU‘S . . . . . . . . . . . . . . . . . . . . . . P2. . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . ATA 77−20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 SPEED TABLE . . . . COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . EVMU OPERATION (CFDS) . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . P12. . . ENGINE VIBRATION MONITORING UNIT (EVMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73−20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . EPR INDICATION . . . . . . . VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . .5 SENSOR . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT INDICATION .

. . . . . . . . . . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . .AIR FLOW SYS. . . . . ATA 75-41 NACELLE TEMPERA TURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BSBV ACTUATING MECHANISM . . . . . . . . IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM COMPONENTS . . . . . EIU DISCRETE OUTPUTS . . . . . . . EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-32 HP COMP . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . HANDLING BLEED VALVES FUNKTION . . . . . . . . VSV RIGGING . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75−00 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLE TEMPERATURE GENERAL . . . . . . OPERATING SCHEDULE . . . . . . . WET CRANKING . . . . . . . . . . ATA 75-31 LP COMP . . . . . . . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . STARTING COMPONENTS . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . TURBINE COOLING CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSER SYSTEM . . . . . ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . .A320 71−80V2500JARB1 TABLE OF CONTENTS FADEC GROUND SCANNING . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 74 IGNITION . THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . HPT / LPT ACTIVE CLEARANCE CONT. . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . . . . . . VSV SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYS. CRANKING−DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . ATA 75 ENGINE AIR . . ATA 73-25 ENGINE INTERF ACE UNIT . . . . . . . . . . . . . . . . . . . IGNITION / STARTING− OPERATION . . . . . . . .

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

. . . . . . . . . . . . „C“ Duct Hold Open Struts . . . . . . . . . . . Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounts . . . . . . . . No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Transmitter . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Latch with Open Indicator . . . . . . . Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . . . . . . . . . . . . Manual Handcranking . . . . . . Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . Thrust Reverser Half Latches . . . . . . . . . . . . . . . . No. . . No. . . . . . . . . . . . . . . . . . . Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Unit Outline . . . . . . . . . . Fan Blade Repair Limits . . Engine Circuit Breakers . . . . . . . . . . . . . . . .4 Bearing Compartment . . Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . De-Oiler . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . . ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indication . . . . . . . . . . . . .Delta P. Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pump and Fuel Metering Unit . . . . . . Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . Engine Control P / B‘s and Switches . . . . . . . . . . . . . . . . . . . . . . . Engine Modules . . . . . Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOP Switch and Oil Press. . . . . . . . . . Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .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 . . . . . . . . . . . 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 . . . . Fan Case Section .Sw and Oil Temp. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . ”C” Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Indication . . . . Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . C-Duct Opening/Closing . Fan Blade Removal / Installation . . . . . . . . . Scavenge Filter. . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil System Basic Schematic . . . . . . . . No. . . . . . . . . . . . . Mounts and Loads . . . . . . . . Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . Scavenge Pump Assembly . . . . . . . . . . . . . . Engine Components Location (L/H side) . . . . . . . . . . . .4 Bearing Scavenge Valve . . . . . . . . Oil System Schematic . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4 Bearing Scavenge Valve . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . Latch Panel & Take Up Device . . . . . . . . . . . . . . . Common Nozzle Assemply . . . . . . . . Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Flanges . . . . . . . . . . . . . . . . . . . . . .4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drive Seals . . . . . . . . . . . . . . . HP Compressor . . . . . . Front Bearing Compartment . . . . . . . . . . IDG Oil Servicing . . . . . . . .

. . . . . . . . . . . . . . . . . . 201 Figure 102 Vibration Indication . . . . . . . . . . . . . . . 161 Figure 82 Drain System . . . . . . . . . . . . . . . . . . . AIDS . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Control Architecture . . . . . . . . . . . . . . . . P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . Idle Control Requirements . . . . . . . . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . 155 Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . Thermocouple . . . . . 147 Figure 75 Fuel Metering Unit Schematic . EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 96 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auto Thrust Defenition . . . . P2. . . . . . . . . . . . . . 197 Figure 100 Fan Speed & Trim Balance Sensor. . . 141 Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . . . . 165 Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 86 Bump Push Bottons . . . . . . . . . .5 Sensors . . . .9 Sensor . . . . . . . . . . . . . 159 Figure 81 Air Modulating Valve . . EIU Schematic . . . . . . . . . Unbalance Data . .N1 Terminal Block 199 Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . 195 Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . 203 Figure 103 EVMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . Electronic Engine Control ( EEC ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 87 Mechanical Boxes . . . . . . . . . . . . . 153 Figure 78 HMS Main System Components . . . . . . . . . . . . . 183 Figure 93 P2 / T2 and P4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177 Figure 90 Alpha Call−up TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Lever Positions . . . . . 181 Figure 92 EPR Indication − Upper ECAM Display Unit . . . . . . . . . . . . . . . . . . . . Ground Idle Speed Diagram N2 . . . . Press. . . . 191 Figure 97 EGT System . . . . . . . . . . . . . . . . . 149 Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 77 LP Fuel Shut−Off Valve . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . 167 Figure 85 Engine Thrust Lever Control . . 193 Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 74 IDG Fuel Cooled Oil Cooler . . FADEC Architecture . . 205 Figure 104 Vibration Sensors . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . Power Setting Requirements Schematic . Previous Legs Report . . . . . . . . 179 Figure 91 Engine ECAM Indications . . . . . . 157 Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . FADEC Power Supply .A320 71−80V2500JARB1 TABLE OF FIGURES Fuel Filter Diff. . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 88 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . 187 Figure 95 P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . .5 / T2. . . . . . . . . . . . . . . . . . . . . . . . . . Switch/FCOC Fuel Temp. . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 83 Pylon Drains .

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . Air Systems Schematic . . . . BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (NOT O. T/R Deactivation . . . . . . . . . . . . . HCU Schematic . . . . . . . . . . . . . . . . . . . . Compressor Control Schematic . . . . . . . . . . . . . . . . . . 1 . . . . . . . . . . . . . . . . Engine Removal / Installation . Ignition System Components . Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HDLG Bleed Valves Malfunction Tables . . . . Automatic Start Procedure . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . HCU Stow Sequence . . . . Reverser Manual Operation . Turbine Cooling Control Schematic . . Starter Valve Test via CFDS . . . . . . . . . . . . . Starter Motor . . HCU Deploy Sequence . . . . . Control Schematic . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .K. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . ./ LRU Indentification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Booster Stage Bleed Valve System . HPT / LPT Cooling Manifolds . . . . . Flexible Drive Shafts . . . . . . HP Compressor Bleed Valves . . . . . . . Reverser Installation . . . . . . . . . . . . . . . . . . . . . . Dry Cranking Procedure . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . T/R Independent Locking System (**On A/C 116−199) Hydraulic Control Unit ( HCU ) . VSV System Components . . . . LPT / HPT Active Clearance Control Valve . . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . Manual Start Procedure . . . . . . . . . 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 . . . . . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (FAULT DETECTED) . . . . . Starting System Schematic . . . . . . . . . . Bleed Valve Functional Test . . . . . . . . . . . . . . . . . . . Ground Scanning . .) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HBV OPEN/CLOSED Schematic . . . . . . . . . . . . . . . . . . FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition and Starting System Eng. . . . . . . . . . . . . . . Engine Anti−Ice Duct and Valve . . . . Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV Actuator Rig . . .