A330 ATA 71 80 RR Trent 700 L3 e PDF

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TABLE OF CONTENTS
ATA 71-80 ENGINE RR TRENT MAIN ROTATING ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . 42
700 . . . . 1 ENGINE MAIN BEARING ARRANGEMENT . . . . . . . . . . . 44
MODULE BREAKDOWN OF ENGINE . . . . . . . . . . . . . . . . 46
L.P. COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . . 48
FAN BLADE, ANNULUS FILLER, SPINNER, FAIRING
ATA 71- 80 ENGINE RR TRENT 700 . . . . . . . . . . . . 2 AND MAKE–UP PIECE INSPECTION/CHECK . . . . . . . . 50
AIR INTAKE FAIRING/SPINNER AND MAKE–UP
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 PIECE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . 52
RB 211 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LP COMPRESSOR (FAN)BLADE REMOVAL /
.................................................. 2 INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ENGINE LEFT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . . . 4 I.P. COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . . . 56
ENGINE RIGHT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . . 6 INTERMEDIATE CASE MODULE . . . . . . . . . . . . . . . . . . . . 58
ENGINE SPECIFIC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 COMPRESSOR FAIRINGS / ’A’ FRAME STRUTS . . . . . 60
LEADING PARTICULARS . . . . . . . . . . . . . . . . . . . . . . . . . . 8 H.P. SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
ENGINE OPERATING LIMITS AND GUIDELINES . . . . . 8 I.P. TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10 L.P. TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
SPRING LOADED L.P. TURBINE BEARING . . . . . . . . . . 68
72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
H S GEARBOX MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 70
MAJOR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
L.P. COMPRESSOR CASE MODULE . . . . . . . . . . . . . . . . 72
AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
REVERSER COWL ( C-DUCT ) . . . . . . . . . . . . . . . . . . . . . 16 72-00 ENGINE BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
LEFT AND RIGHT HAND FAN COWL DOORS . . . . . . . . 18 BORESCOPE ACCESS PORTS . . . . . . . . . . . . . . . . . . . . . 74
FAN COWL DOOR OPENING AND CLOSING . . . . . . . . 20 IP HAND TURNING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . . 76
C - DUCT OPENING AND CLOSING . . . . . . . . . . . . . . . . . 22 IP BORESCOPE PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
C-DUCT LATCH NO.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 VIGV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
C-DUCT LATCH 3 AND 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 TURNING THE HIGH PRESSURE (H.P.) SYSTEM . . . . 82
ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 COMBUSTION LINER BORO PLUGS . . . . . . . . . . . . . . . . 86
COMMON NOZZLE ASSEMBLY ( CNA ) . . . . . . . . . . . . . 30 HP-TURBINE BORO PLUGS . . . . . . . . . . . . . . . . . . . . . . . . 86
ACCESSIBILITY (LEFT SIDE) . . . . . . . . . . . . . . . . . . . . . . . 32 HP AND IP TURBINE BORO PLUG . . . . . . . . . . . . . . . . . . 88
ACCESSIBILITY (RIGHT SIDE) . . . . . . . . . . . . . . . . . . . . . 34 LP TURBINE BORO PLUG . . . . . . . . . . . . . . . . . . . . . . . . . 90
71-70 ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 77-00 ENGINE INDICATION PRESENTATION . . . . . . . . . . . . . . . . 92
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 ENGINE/WARNING DISPLAY . . . . . . . . . . . . . . . . . . . . . . . 92
OPERATION OF DRAINS TANK . . . . . . . . . . . . . . . . . . . . . 38 SYSTEM DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . 40 PRESSURE AND TEMPERATURE STATIONS . . . . . . . . 96
72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 SHAFT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Page: i
TABLE OF CONTENTS
N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 THROTTLE CONTROL LEVER MECHANISM . . . . . . . . . 172
N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 BASIC CONTROL LOOP–STEADY STATE . . . . . . . . . . . 176
N3 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 THRUST MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
POWER MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 THRUST SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 ENGINE RATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
POWER MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . 110 CMS EEC INTERACTIVE TESTS . . . . . . . . . . . . . . . . . . . . 182
EXHAUST GAS TEMPERATURE . . . . . . . . . . . . . . . . . . . . 112
VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
ENGINE INTERFACE AND VIBRATION MONITORING 79-00 OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . 122 FEED OIL, LUBRICATION AND COOLING . . . . . . . . . . . 194
EIVMU . 126 VENTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 196
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
EIVMU CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 SCAVANGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . 200
FAN UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 OIL PUMP / SCAVENGE FILTER . . . . . . . . . . . . . . . . . . . . 202
MAX FLIGHT VIBRATION DISPLAY . . . . . . . . . . . . . . . . . 132 OIL PUMP / MCD HOUSINGS . . . . . . . . . . . . . . . . . . . . . . 204
FREOUENCY ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 CENTRIFUGAL BREATHER . . . . . . . . . . . . . . . . . . . . . . . . 206
DISCRETE INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . 208
DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138 FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . 212
ENGINE CONDITION MONITORING . . . . . . . . . . . . . . . . 140 AIR OIL HEAT EXCHANGER DEACTIVATION . . . . . . . . 214
I.D.G. OIL COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
AIR COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . 218
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 142 FILLING THE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . . 220
M.C.D. REMOVAL, INSPECTION AND REPLACEMENT 222
73-20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
PRESSURE OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . 144
POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . 146 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . 150 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 226
E.E.C. INTEGRITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
DEP PROGRAMMING UNIT . . . . . . . . . . . . . . . . . . . . . . . . 158
OVERSPEED PROTECTION SYSTEM (OPU) . . . . . . . . 160
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 238
TURBINE OVERSPEED PROTECTION SYSTEM . . . . . 164 73-00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 238
P20 / T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
Page: ii
TABLE OF CONTENTS
FUEL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240 ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
FUEL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . 310
FUEL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
FUEL SPRAY NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 312
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258 30-20 ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . . . . . 312
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
75-33 IP/HP COMPRESSOR AIRFLOW CONTROL . . . . . . . . . . . 258 ANTI–ICING SYSTEM OPERATION . . . . . . . . . . . . . . . . . 314
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
VIGV / VSV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
V.I.G.V./V.S.V. OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . 262 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
COMPRESSOR BLEED CONTROL SYSTEM . . . . . . . . . 268
78-00 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
COMPRESSOR BLEED VALVES . . . . . . . . . . . . . . . . . . . . 270
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
75-20 TURBINE CASE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . . 322
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280 SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
TCC ACTUATOR AND VALVE . . . . . . . . . . . . . . . . . . . . . . . 282 HYDRAULIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
TCC COOLING SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . 282 HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . 328
TCC MANIFOLD AND COOLING LINER . . . . . . . . . . . . . . 284 PRIMARY LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332
ENGINE COOLING AND SEALING SYSTEM . . . . . . . . . 286 ACTUATORS AND SECONDARY LOCKS . . . . . . . . . . . . 334
BEARING COMPARTMENT COOLING SYSTEM . . . . . . 288 MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 338
COMPONENT DESCRIPTION AND LOCATION . . . . . . . 292 MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . 340
TURBINE OVERHEAT DETECTION SYSTEM . . . . . . . . 294 THRUST REVERSER CMS TEST . . . . . . . . . . . . . . . . . . . 352
75-00 ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . 298 ATA 74 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . 356
NACELLE TEMPERATURE INDICATION . . . . . . . . . . . . . 300
74–00 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 356
IGNITER PLUG REMOVAL/INSTALLATION . . . . . . . . . . . 360
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 306
76-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306 ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
.................................................. 306
HP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . 308 80-00 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
STARTING SYSTEM INTRODUCTION . . . . . . . . . . . . . . 364
LP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . 308
AIR STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
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TABLE OF CONTENTS
START CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 370
ENGINE START CONTROL AND INDICATION . . . . . . . . 376
START PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
Page: iv
TABLE OF FIGURES
Figure 1 The RB 211 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 LP Compressor Case Module . . . . . . . . . . . . . . . . . . . . . . 73
Figure 2 Engine Left Hand View . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 Borescope Access Ports . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 3 Engine Right Hand View . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 IP Hand Turning Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 External Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 IP Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 Propulsion System Outline . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 VIGV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 6 Engine Major Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Hand Turning of the HP System . . . . . . . . . . . . . . . . . . . . 83
Figure 7 Engine Nose Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 HP Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 43 Combustion Liner / HPT Boro Plugs . . . . . . . . . . . . . . . . 87
Figure 9 Fan Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 HP / IP Turbine Boro Plugs . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 10 Fan Cowl Door Latches and Rods . . . . . . . . . . . . . . . . . . 21 Figure 45 LP Turbine Boro Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 11 C - Duct Latches / Hydraulic Manifold / Open Rods . . . 23 Figure 46 Engine Primary Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 12 C - Duct Latches 1, 3 and 4 . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 Engine System Display . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 Front Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 48 Pressure and Temperature Stations . . . . . . . . . . . . . . . . 97
Figure 14 Rear Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 Shaft Speed Components . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 15 Common Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 Shaft Speed Components . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 Left Side Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 51 N1 Indication / N2 Indication . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 17 Right Side Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 N3 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 Drains System Simplified . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 EPR System P20 / P50 Probes . . . . . . . . . . . . . . . . . . . . 107
Figure 19 Drains Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 Drains Tank / Drains Mast . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 EPR Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 Main Rotating Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 56 Simplified EGT Diagram / ECAM Indication . . . . . . . . . . 113
Figure 22 Engine Bearing Arrangement . . . . . . . . . . . . . . . . . . . . . . 45 Figure 57 EGT Thermocouples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 Trent Modular Breakdown . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 EGT Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 LP Compressor Module . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 Simplified Vibration Diagram . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 Fan Blade, Spinner Fairing, Make-up Piece . . . . . . . . . . 51 Figure 60 EIVM System Architecture . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 Support Ring, Slider Assembly and Annulus Fillers . . . 53 Figure 61 Vibration Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 Fan Blade Replacement Sequence . . . . . . . . . . . . . . . . . 55 Figure 62 Remote Charge Converter . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 28 IP Compressor Module . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 EIVMU System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 29 Intermediate Case Module . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 EIVMU Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129
Figure 30 Compressor Fairings / A Frame Struts . . . . . . . . . . . . . . 61 Figure 65 EIVMU Fan Unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 HP System Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 EIVMU Max Flight Vibration Display . . . . . . . . . . . . . . . . 133
Figure 32 IP Turbine Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 67 Frequency Analysis Readout . . . . . . . . . . . . . . . . . . . . . . 135
Figure 33 LP Turbine Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 Spring Loaded LP Turbine Bearing . . . . . . . . . . . . . . . . . 69 Figure 69 Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 External Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 Thermocouples ( T30 / T25 ) . . . . . . . . . . . . . . . . . . . . . . 141
Page: v
TABLE OF FIGURES
Figure 71 FADEC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 106 Fuel Cooled Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 107 Air / Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 FADEC Electrical Power Configuration . . . . . . . . . . . . . 147 Figure 108 Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 74 Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 109 Air cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 75 Electronic Engine Controller . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 110 Engine Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 76 EEC Suitcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 Master MCD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 77 High Integrity Computer Schematic . . . . . . . . . . . . . . . . . 155 Figure 112 Oil Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 225
Figure 78 Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 79 DEP Programming Unit and Printouts . . . . . . . . . . . . . . . 159 Figure 114 Oil Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 Overspeed Protection Logic . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 115 Oil Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 81 Overspeed Protection Unit . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 116 Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 82 Overspeed Pretection Simplified Diagram . . . . . . . . . . . 165 Figure 117 Oil Pressure Filter Differential Pressure Switch . . . . . . 235
Figure 83 Turbine Overspeed Protection . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 Oil Scavenge Filter Differential Pressure Switch . . . . . 237
Figure 84 P20 / T20 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 85 FADEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 120 FCOC and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 86 Thrust Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 121 Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243
Figure 87 Combined TRA Relationship . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 122 Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 88 Power Setting - Basic Control Loop . . . . . . . . . . . . . . . . . 177 Figure 123 Fuel Spray Nozzle and Manifold . . . . . . . . . . . . . . . . . . . 247
Figure 89 Forward Thrust - Throttle Legend . . . . . . . . . . . . . . . . . . . 179 Figure 124 Fuel Spray Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 249
Figure 90 Flat Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 125 Fuel Spray Nozzle Removal / Installation . . . . . . . . . . . 251
Figure 91 Ground Scanning / Class 3 Faults / Ground Report . . . 183 Figure 126 Fuel Temperature Thermocouples . . . . . . . . . . . . . . . . . 253
Figure 92 EEC System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 127 LP Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 93 EEC Probe Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 128 HP Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 94 CMS Engine Runningn Test . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 129 VIGV / VSV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 95 Specific Data Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 130 VIGV / VSV System Schematic . . . . . . . . . . . . . . . . . . . 261
Figure 96 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 131 VIGV / VSV Actuation Schematic . . . . . . . . . . . . . . . . . 263
Figure 97 Oil System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 132 VSV Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265
Figure 98 Oil System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 133 CMS VSV Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 99 Engine Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 134 IP and HP Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 100 Scavenge Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . . 201 Figure 135 IP and HP Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 101 Oil Pump and Scavenge Filter . . . . . . . . . . . . . . . . . . . . 203 Figure 136 Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273
Figure 102 Oil Pump / MCD Housings . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 137 Bleed Valve Solenoid Pack . . . . . . . . . . . . . . . . . . . . . . . 275
Figure 103 Centrifugal Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 138 Bleed Valve Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
Figure 104 Heat Management System . . . . . . . . . . . . . . . . . . . . . . . 209 Figure 139 Bleed Valve Closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279
Figure 105 AOHE Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . 211 Figure 140 Turbine Case Cooling Schematic . . . . . . . . . . . . . . . . . . 281
Page: vi
TABLE OF FIGURES
Figure 141 TCC Actuator / Valve and Solenoid . . . . . . . . . . . . . . . . 283 Figure 175 Tertiary Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Figure 142 TCC Manifold and Cooling Liner . . . . . . . . . . . . . . . . . . 285 Figure 176 CMS Thrust Reverser Test 1 . . . . . . . . . . . . . . . . . . . . . 353
Figure 143 Cooling and Sealing Airflows . . . . . . . . . . . . . . . . . . . . . 287 Figure 177 CMS Thrust Reverser Test 2 . . . . . . . . . . . . . . . . . . . . . 354
Figure 144 ACAC Open Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . 289 Figure 178 CMS Thrust Reverser Test 3 . . . . . . . . . . . . . . . . . . . . . 355
Figure 145 ACAC Closed Position . . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 179 Ignition System Components . . . . . . . . . . . . . . . . . . . . . 357
Figure 146 Air Cooled Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Figure 180 Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 147 Turbine Overheat Detection Probes . . . . . . . . . . . . . . . 295 Figure 181 Igniter Plug Depth of Immersion Check . . . . . . . . . . . . 361
Figure 148 Fireproof Bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 182 CMS Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Figure 149 Accessory cooling Zones . . . . . . . . . . . . . . . . . . . . . . . . . 299 Figure 183 Starting System Overview . . . . . . . . . . . . . . . . . . . . . . . . 365
Figure 150 Zone 3 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Figure 184 Starter Motor and Air Duct . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 151 Fire Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Figure 185 Air Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 152 EEC Unit Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 186 Air Start Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Figure 153 Throttle Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 307 Figure 187 Air Start Valve: Closed Position . . . . . . . . . . . . . . . . . . . 373
Figure 154 HP and LP Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . . 309 Figure 188 Air Start Valve: Open Position . . . . . . . . . . . . . . . . . . . . 375
Figure 155 Throttle Control / Artificial Feel Unit . . . . . . . . . . . . . . . . 311 Figure 189 Engine Start Control and Indications . . . . . . . . . . . . . . . 377
Figure 156 Anti Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313 Figure 190 Auto Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 157 Anti Icing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315 Figure 191 Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 158 Anti Ice Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . . 317
Figure 159 Anti Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 319
Figure 160 Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . . 321
Figure 161 Thrust Reverser Control Indication . . . . . . . . . . . . . . . . 323
Figure 162 Thrust Reverser Actuation Diagram . . . . . . . . . . . . . . . 325
Figure 163 Hydraulic Control Fwd Thrust Position . . . . . . . . . . . . . 327
Figure 164 Hydraulic Control Commanding Deploy . . . . . . . . . . . . 329
Figure 165 Hydraulic Control Deploy Position . . . . . . . . . . . . . . . . . 331
Figure 166 Primary Lock Mechanism . . . . . . . . . . . . . . . . . . . . . . . . 333
Figure 167 TR Actuator Commanding Extending . . . . . . . . . . . . . . 335
Figure 168 TR Actuation System Schematic . . . . . . . . . . . . . . . . . . 337
Figure 169 TR Activation/ De–Activation . . . . . . . . . . . . . . . . . . . . . 339
Figure 170 TR In–Flight Lock Out . . . . . . . . . . . . . . . . . . . . . . . . . . . 341
Figure 171 Primary, Secondary and Tertiary Locks Release
Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 172 Pivoting Door RVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Figure 173 Pvoting Door Stow Switch . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 174 Tertiary Lock/ Power Conditioning Module . . . . . . . . . . 349
Page: vii
Lufthansa Technical Training
ENGINE A 330
GENERAL Trent 700
71-00
ATA 71-80 ENGINE RR TRENT 700

For Training Purposes Only
FRA US-T TH NOV 99 Page: 1

ENGINE A 330
GENERAL Trent 700
71-00
ATA 71- 80 ENGINE RR TRENT 700

GENERAL INFORMATION
RB 211 FAMILY
The Engine identification is built up from 6 basic blocks:

S RB 211 - The family designation
S TRENT - Is now used instead of a numerical designation e.g. 524 or 535
S 7 - Series
S 68 - Approximate thrust
S -A - A letter coding indicating minor performance changes
S -60 - Indicates the aircraft the engine is fitted to
In the above examples the engine would be written as RB 211 TRENT

768-A-60
THRUST LEVELS
TRENT- 890 90,000
TRENT- 884 84,400
TRENT- 877 77,000
TRENT- 875 74,600
TRENT- 775 75,150
TRENT- 772 71,100
TRENT- 768 67,500

RB 211- 524H 60,600
RB 211- 524G 58,000
RB211- 524D4 53,000
RB211- 524C2 51,500
RB211- 524B4 50,000

ENGINE A 330
GENERAL Trent 700
71-00
Figure 1 The RB 211 Family

ENGINE A 330
GENERAL Trent 700
71-00
ENGINE LEFT HAND VIEW

The following diagram shows the left hand side of the engine.

ENGINE A 330
GENERAL Trent 700
71-00
Figure 2 Engine Left Hand View

ENGINE A 330
GENERAL Trent 700
71-00
ENGINE RIGHT HAND VIEW

The following diagram shows the right hand side of the engine.

ENGINE A 330
GENERAL Trent 700
71-00
Figure 3 Engine Right Hand View

ENGINE A 330
GENERAL Trent 700
71-00
ENGINE SPECIFIC DATA
LEADING PARTICULARS
Take off thrust R.P.M’s
S (S.L. Static), Trent 768 67,500 lbs S 100 % N1 - 3900 RPM
Trent 772 71,100 lbs S 100 % N2 - 7000 RPM
S 100 % N3 - 10611 RPM
L.P. System
S (N1 Indication) 4 Stage turbine, Single stage Fan
I.P. System ENGINE OPERATING LIMITS AND GUIDELINES
S (N2 Indication), 8 stage axial flow compressor, single EGT Limits
stage turbine S Starting 700_ C
H.P. System S Take Off 920_ C
S (N3 Indication), 6 stage axial flow compressor, single S Max Cont. 850_ C
stage turbine Oil Pressure Limits
S Minimum Oil Pressure 25 PSI
Flat rated Temperature
Oil Temperature Limits
S ISA +150C
S Minimum Temp above Idle 50_ C
By–pass ratio S Maximum Temp Steady State 170_C
S Trent 768 4.9 : 1, Trent 772 4.66 : 1 S Maximum Temp Transient 190_ C
Overall pressure at take off Starter Limits
S Trent 768 35.9 : 1, Trent 772 37.42 : 1 S Cycle: 3 min...............3 min...............1 min
S Cooldown: ...........30 sec................30 sec
Overall length
S Extended Cycle: 5 min then 30 min cooldown
S 221 inches / 5613mm
Vibration Guidelines
Fan diameter S N1 Advisory 3.3 Units
S 97.4 inch / 2474mm S N2 Advisory 2.6 Units
Powerplant weight S N3 Advisory 4.0 Units
S 14350 lbs / 6500Kg
Direction of rotation all shafts

S Anti clockwise viewed from the rear

ENGINE A 330
GENERAL Trent 700
71-00
Figure 4 External Dimensions

ENGINE A 330
GENERAL Trent 700
71-00
GENERAL DESCRIPTION
MAINTENANCE PRACTICES PROPULSION SYSTEM OUTLINE
The Maintenance practices explained throughout these course notes may not Engine power to operate the Airbus A330 is provided by two propulsion sys-
be a word for word copy of what is described in the maintenance manual, but tems located through pylons to the underside of the wings.
rather an understanding of the principles of a particular maintenance task. Looking forward from the rear of the aircraft they are numbered one and two,
It is therefore essential that these course notes are never used when working the left hand engine being number one.
on an engine.The official Maintenance Manual must be used at all times. The Rolls–Royce Trent engine is a 3 shaft high by–pass ratio turbo fan engine
The maintenance manual will list all warnings and cautions at the beginning with Low Pressure (L.P.), Intermediate Pressure (I.P.) and High Pressure
of each task. In the course notes they will be listed at the beginning of each (H.P.) compressors driven by turbines through the co–axial shafts.
maintenance section of each chapter. Take time to read these warnings and All the air entering the engine through the air intake cowl passes through the
cautions so that you become familiar with them. L.P. Compressor (fan) and is then directed into two main flows by the split-
Also listed at the end of each chapter is a list of precautions under the heading ter fairing, the cold airflow and the hot gas flow.
of ETOPS AWARENESS. ETOPS stands for Extended Range Twin Engine The cold airflow passes through the fan outlet guide vanes (O.G.V’s) into
Operation. In the past the only aircraft with the capability of flying long range the by–pass casing and enters the common nozzle assembly (C.N.A.). The
operations were four engined or three engined. With the development of air passing through the gas generator also enters the C.N.A. Both flows are
more powerful turbo fan engines it became possible to operate twin engined exhausted through the CNA to atmosphaere
aircraft with equivalent long range capability. For the first time the regulatory
Exhausting both flows through the C.N.A. results in a low velocity jet efflux pro-
authorities and manufacturers
ducing high propulsive efficiency.
had to consider the airworthiness and safety implications of twin–engined air-
The L.P. system consists of a single stage wide chord hollow fan blade com-
craft operating a long way from any en–route airfield.
pressor driven by a 4 stage turbine.
Typically these routes are over water but there are some over land. The certifi-
The I.P. system consists of an 8 stage axial flow compressor driven by a single
cation rules of all regulatory authorities prevent operations of twin–engined
stage turbine.
aircraft more than a specific distance (expressed as flying time) from an alter-
nate airfield, en–route. In the early 1980’s the design of twin engine aircraft The H.P. system consists of a 6 stage axial flow compressor driven by a single
with long range capability and with reliable engines and systems demanded a stage turbine.
rational evaluation of the technical and operation factors involved. The Combustion system is of annular construction incorporating spray nozzles
It was deemed by the major certification authorities that a threshold of 60 min- through which fuel is supplied from a fuel – system in accordance with the set-
utes flying time at single engine cruise speed from a suitable alternate airfield ting of the engine throttle and aircraft operating conditions.
was acceptable.

ENGINE A 330
GENERAL Trent 700
71-00
Figure 5 Propulsion System Outline

ENGINE A 330
GENERAL RR Trent 700
72-00
72-00 ENGINE PRESENTATION

MAJOR UNITS
The propulsion system comprises of the following items:
S Air intake cowl

S Right and left fan cowl doors
S Engine, associated fairings, front and rear mounts
S Common nozzle assembly (C.N.A.)
S Pylon mounted, left and right hand
S Thrust reverser halves (’C’ ducts)
The left fan side is the so called dry side ( EEC, power control unit...) of the
engine.
The right fan side is the so called wet side ( Oil and Fuel components ) of the
engine.

ENGINE A 330
72-00
Figure 6 Engine Major Units

ENGINE A 330
72-00
AIR INTAKE COWL

The air intake cowl provides a smooth airstream into the engine. On the upper
side is an access panel for the P2/T2 probe. There are several Pip Pin posi-
tions around the nose cowl for installing the engine cover.
S The intake cowl uses stage 3 HP air for anti icing purposes
S The NACA inlet provides ambient air to enter the fan case for venting
S EEC cooling is also supplied by air taken from the nose cowl

ENGINE A 330
72-00
Figure 7 Engine Nose Cowl

ENGINE A 330
72-00
REVERSER COWL ( C-DUCT )

DESCRIPTION
The function of the thrust reverser is to supply reverse thrust when the aircraft
has made a landing. Reverse thrust helps decrease the speed of the aircraft
after landing.
This is done by the movement of the pivot doors into the L.P. compressor outlet
duct, which seals off the duct and makes the L.P. compressor airflow go out-
board and in a forward direction. The equal and opposite reaction to the air
moving forward creates the reverse thrust.
The thrust reverser is an assembly of primary parts, a left and right C–duct.
The C–ducts are connected to the pylon by 5 hinges and are latched together
at the bottom by 7 latches.
When they are closed they make a cover over the core engine and an exit for
the L.P. compressor air.
The pivot doors are operated by hydraulic pressure from the engine driven
hydraulic pump. There are two actuators installed in the C–ducts they allow the
C–ducts to be opened for access to the engine. The actuators are operated
by hydraulic pressure. A hand operated pump (ground support equipment) is
used to supply pressure.
NOTE: The A330 uses aircraft hydraulic systems to operate the thrust reverser
pivoting doors. Engine No.1 uses the blue hydraulic system, Engine No.2 uses
the yellow hydraulic system of the aircraft.

ENGINE A 330
72-00
Figure 8 Thrust Reverser Assembly

ENGINE A 330
72-00
LEFT AND RIGHT HAND FAN COWL DOORS

DESCRIPTION
The fan cowl doors are manufactured from a lightweight composite material.
Each door is attached to the aircraft pylon by four hinges and are closed
around the LP compressor cases.They can be opened during ground mainte-
nance to give access to the components installed on the cases and to enable
the thrust reverser halves (’C’ Ducts) to be opened.
Each fan cowl door has a number of access doors and outlets as follows:
S Left Fan Cowl Door
– Starter control valve and thrust reverser ground safety switch access
– IDG oil fill, sight glass and reset lever access
– IDG oil cooler air outlet
S Right Fan Cowl Door

– Oil fill and sight glass access
– Hydraulic filter contamination indicator and master MCD access
– Air oil heat exchanger air outlet
– Zone 1 airflow outlet
– Engine breather outlet mast
Each fan cowl door has four hinges, four latches or latch keepers, one
deflection restraint and two hold open rods.

ENGINE A 330
72-00
Figure 9 Fan Cowl Doors

ENGINE A 330
72-00
FAN COWL DOOR OPENING AND CLOSING

DESCRIPTION
The fan cowl doors are held together by 4 adjustable latches, and 2 deflection
restraints.
It is not permitted to open the fan cowl doors when the wind speed is more
than 60 mph.
The engine operation is also limited to idle power only with opened fan cowl
doors.
There are two deflection restraints which engage in a hole on the nose cowl.
OPENING SEQUENCE
S release the deflection restraints on the leading edge of the fan cowl doors
S release the four fan cowl latches in the sequence 1, 3, 2, 4 numbered from
the front
S get access to the hold open rods and attach them on support brackets on
the fan case
CLOSING PROCEDURE
S hold the fan cowl doors and disengage the hold open rods to stow them
back on the fan cowl door
S close the fan cowl doors and engage the four latches in the sequence 1, 3,
2, 4
S engage the deflection restraints

ENGINE A 330
72-00
DEFLECTION RESTRAINTS
Figure 10 Fan Cowl Door Latches and Rods

ENGINE A 330
72-00
C - DUCT OPENING AND CLOSING

DESCRIPTION S engage the take-up device and pull the c-duct together
The C - duct contains all the reverser pivoting doors and actuators and is S engage the pin latches 3 and 4 and remove the take-up deivice and stow it
mounted on the pylon by 5 hinges. back
The sleeves are hydraulicaly opened by two hydraulic actuators pressurized by S engage the hook latches in this sequence numbers 1, 2, 5, 6, 7,
a handpump . S close the pressure relief door and remove the hand pump
There are 7 reverser latches which are adjustable to keep both c - ducts to- S close the fan cowl doors
gether.
To keep the c-duct in the open position each c-duct has two hold open rods
NOTE:
Prior opening and closing a Take - up Device has to be installed to take the
load from the latches.
The latches 1, 2, 5, 6, 7, are hook latches.
The latches 3 and 4 are pin latches and located underneath of a pressure relief
door which is also the access panel.
OPENING PROCEDURE
S open the fan cowl doors
S open the thrust reverser lacth access and overpressure relief door
S operate the take-up device to take the load off the latches
S release the hook latches in this sequence, numbers 7, 6, 5, 2, 1
NOTE: The hook latch 1 is operated by a remote lever
S then insert a speed brace into pin latch 3 and 4. Push up and turn to disen-
gage the pin
S remove the take-up device

S connect the hand pump on the manifold and open the c-duct sleeve until
both hold open rods can be engaged
CLOSING PROCEDURE
S connect the hand pump to the manifold and take the load off the hold open
rods
S disengage the hold open rods and stow them back on the c-duct
S lower down the c-duct

ENGINE A 330
72-00
Figure 11 C - Duct Latches / Hydraulic Manifold / Open Rods

ENGINE A 330
72-00
C-DUCT LATCH NO.1

DESCRIPTION
The c-duct latch No. 1 is operated by a remote handle and trigger.
To open the remote handle the trigger must be released first. The trigger is
spring loaded and must hold the handle in the latched position.
The force of the handle can be adjusted by use of a flat blade screwdriver to
turn the adjusting nut.
C-DUCT LATCH 3 AND 4

DESCRIPTION
The pin latches 3 and 4 can be operated by use of a 3/8 inch square .
To engage the pin into the keeper the direction is clockwise, to disengage the
pin counterclockwise is the direction of turn.

ENGINE A 330
72-00
LATCHES 3 AND 4
HOUSING
ASSEMBLY
LATCH 1
Figure 12 C - Duct Latches 1, 3 and 4

ENGINE A 330
72-00
ENGINE MOUNTS
DECRIPTION
The engine is attached to the aircraft pylon with two engine mounts. The front
mount is attached at the top of the intermediate case.The rear mount is at-
tached at the top of the exhaust case.
The mounts support the weight of the engine and transmit loads to the aircraft
structure.
Spherical bearings in each mount permit thermal expansion and some move-
ment between the engine and the aircraft pylon, the two mounts are made to
fail safe.
FRONT MOUNT
The engine front mount transmits engine thrust, side and vertical loads to
the aircraft pylon. The thrust and side loads are transmitted from the intermedi-
ate case through a split spherical bearing – which is mounted on the intermedi-
ate case – to the cylindrical trunnion.
These loads are now transmitted through the main attachment bracket to the
aircraft pylon.
The vertical loads are transmitted from the intermediate case through the ver-
tical load links to the vertical load support beam.They are then transmitted
through the front horizontal trunnion to the main attachment bracket to the air-
craft pylon.
The main attachment bracket is in two halves to give more than one route for
the thrust and side loads.
If there is a failure of a primary component that affects the vertical loading the
engine would drop and the fail safe catcher link would contact the rear trunnion
(on the main attachment bracket) and support the vertical loads.

ENGINE A 330
72-00
Figure 13 Front Mount

ENGINE A 330
72-00
REAR ENGINE MOUNT
The engine rear mount transmits engine torque loads, vertical loads and side
loads to the aircraft pylon.
The torque loads and side loads are transmitted from the lug at the top of the
exhaust to the fail safe link. They are then transmitted through the left hand
inboard fork lugs (when viewed from the rear of the engine) to the intermediate
fitting to the aircraft pylon.
Vertical loads are transmitted through the engine mount links through the inter-
mediate fitting to the aircraft pylon. If a failure of the fail safe link occurs, the
fail safe link pin will transmit torque and side loads. The fail safe pin is in a
clearance hole. Therefore the pin will only transmit loads if a failure occurs. If
there is a failure of the fail safe link where it attaches to the exhaust case, the
torque pads and shoulder pads engage and transmit side and torque loadings.
If there is a failure of an engine mount link the fail safe link will transmit side,
torque and vertical loads, the remaining engine mount link will transmit verti-
cal and torque loads.

ENGINE A 330
72-00
Figure 14 Rear Mount

ENGINE A 330
72-00
COMMON NOZZLE ASSEMBLY ( CNA )

DESCRIPTION
The CNA which is bolted to the engine exhaust case mixes the primary and the
secondary airstreams together. There are 4 different CNA’s available from the
manufacturer.
Each of the four CNA’s has slightly different airstreams through it. Therefore
the engine data plate shows a EPR trim value on it which results from those
manufacturer tolerances.

ENGINE A 330
72-00
TRIM
PLATE
Figure 15 Common Nozzle Assembly

ENGINE A 330
72-00
ACCESSIBILITY (LEFT SIDE)

DESCRIPTION
Detachable or hinged panels are provided in the propulsion system outer sur-
faces where necessary to allow for access to the following:
S Thermal anti–icing air outlet
S Interphone socket
S Starter control valve and thrust reverser ground safety switch access door
S I.D.G. oil fill sight glass and reset lever access door
S I.D.G. oil cooler air outlet Thrust reverser pivot doors

ENGINE A 330
72-00
Figure 16 Left Side Accessibility

ENGINE A 330
72-00
ACCESSIBILITY (RIGHT SIDE)

DESCRIPTION
Detachable or hinged panels are provided in the propulsion system outer sur-
faces where necessary to allow for access to the following:
S P20/T20 probe access panel
S Engine breather outlet
S Hydraulic filter contamination indicator and master M.C.D. access door
S Oil filter and sight glass access door
S Engine air oil heat exchanger (A.O.H.E.) air outlet
S Zone 1 airflow outlet
S Thrust reverser pivot doors

ENGINE A 330
72-00
Figure 17 Right Side Accessibility

POWER PLANT A 330
ENGINE DRAINS RR Trent 700
71-70
71-70 ENGINE DRAINS

INTRODUCTION
The powerplant drains system is provided to fulfil the following functions:
S To collect fuel which has not been burned because of engine shut
down or failure to start.
S To remove and discard fuel and/or oil if a leak occurs across an internal seal
in certain primary components. This also provides the means of moni-
toring the condition of these seals.
S To remove unwanted liquids which can collect in the pylon, cowls
and fairings.
DESCRIPTION
If component seals are leaking stainless steel tubes convey the fluid to an
overboard drain (drains mast). Most of the tubes connect to specified primary
components as follows:
S Air Oil Heat Exchanger (A.O.H.E.)
S Hydraulic Pumps
S L.P./H.P. Fuel Pump
S Fuel Metering Unit (F.M.U.)
S Starter Motor
S Integrated Drive Generator (I.D.G.)
S (V.I.G.V./V.S.V.) Actuator
S Drains Collector Tank
S Oil Tank Filler Scupper
Other tubes in the drains system remove unwanted fluids from specified areas
of the powerplant and they are:–

S The Pylon Primary Structure
S The Core Engine Fairings
S The L.P. Turbine Area
A small sump is installed in many of the components drain tubes. The sump
will hold some of the fluid if leaks occur from the components. This fluid in the
sumps can then be used to identify the defective component.

POWER PLANT A 330
71-70
Figure 18 Drains System Simplified

POWER PLANT A 330
71-70
OPERATION OF DRAINS TANK

DESCRIPTION
When the engine is shut down, or after failure to start fuel is drained from the
fuel manifold.
As fuel flows into the tank air is released through the outlet tube. After a num-
ber of failed starts, the tank can become full of drained fuel, this fuel is then
discharged through the outlet tube and to the drains mast.
During normal operation fuel in the drains tank lifts the float valve and moves it
to the open position. During engine starting L.P. fuel flows through the ejector,
this will lower the fuel pressure in the ejector to less than that in the tank and
the non–return valve opens, fuel is now removed from the tank to be routed to
the inlet side of the L.P. pump.
When the fuel falls to a certain level the float valve closes this prevents air
being introduced into the L.P. fuel supply.

POWER PLANT A 330
71-70
Figure 19 Drains Tank

POWER PLANT A 330
71-70
COMPONENT LOCATION
DRAINS TANK
The drains tank is attached to the front face of the external gearbox.
DRAINS MAST
The drains mast is located on a bracket and fitted to the front face of the
external gearbox. Provision is made for it to protrude out of the bottom of the
hinge side cowls.

POWER PLANT A 330
71-70
DRAINS TANK
DRAINS MAST
Figure 20 Drains Tank / Drains Mast

ENGINE A 330
72-00
72-00 ENGINE PRESENTATION

MAIN ROTATING ASSEMBLIES
The three rotating assemblies comprise:
S Low Pressure (L.P.) compressor (Fan) connected by a shaft to a four
stage turbine.
S Intermediate pressure (I .P.) compressor connected by a shaft to a single
stage turbine.
S High Pressure (H.P.) compressor connected by a shaft to a single stage
turbine.
S Each shaft is supported by roller bearings and ball (location) bearings.
S The external gearbox is driven from the H.P. shaft through an internal gear-
box and an intermediate (step–aside) gearbox.

ENGINE A 330
72-00
Figure 21 Main Rotating Assemblies

ENGINE A 330
72-00
ENGINE MAIN BEARING ARRANGEMENT

DESCRIPTION
The LP and IP rotor assemblies are each supported by three bearings. The HP
rotor is supported by two.
Two types of bearings are used in this engine:
– deep seated ball bearings for shaft location
– roller bearings providing shaft radial support whilst allowing axial thermal
movement
The location bearings for all three spools are positioned in the intercase (mod-
ule 33 ) All 3 bearings are ball bearings which are used for thrust transmission.
They are located in line with the front engine mount.
The roller bearings are in the respective bearing housings i.e., the LP compres-
sor and IP compressor shaft roller bearings are in the module 32 front
bearing housing, the HP turbine and IP turbine roller bearings are in the
module 05 bearings housing and the LP turbine roller bearing is in the module
51 tail bearing housing.

ENGINE A 330
72-00
Figure 22 Engine Bearing Arrangement

ENGINE A 330
72-00
MODULE BREAKDOWN OF ENGINE

DESCRIPTION
The engine modules are corresponding to ATA chapters.
S Module 31 LP Fan Shaft and Rotor
S Module 32 IP Compressor
S Module 33 Intermediate Case
S Module 34 LP Compressor Case
S Module 41 HP system
S Module 51 IP Turbine
S Module 52 LP Turbine
S Module 61 External Gearbox
NOTE:
For Splitship transportation the module 32 front part has to detached from the
LP compressor case.

ENGINE A 330
72-00
Figure 23 Trent Modular Breakdown

ENGINE A 330
72-00
L.P. COMPRESSOR MODULE

DESCRIPTION
The L.P. compressor is a one stage rotor with 26 wide chord fan blades which
engage in axial ”dovetail” slots. Each blade is held in the disc with two shear
keys, radial movement is prevented by a slider assembly.
Installed between adjacent blades and held by the front support ring are annu-
lus fillers to give smooth contour to prevent air turbulence.
The L.P. shaft is attached to the disc with a curvic coupling. Behind the curvic
coupling is a roller bearing and to the rear of the bearing is a machined phonic
wheel.
This is used with an electrical pick–up to measure L.P. compressor speed.
Bolted to the front of the disc is a spinner which gives a smooth contour to the
air entering the L.P. compressor.
At the rear end of the L.P. compressor shaft there are internal splines which
engage the L.P. turbine shaft.
A coupling, a splined locking ring and a nut that can be adjusted for setting the
turbine blades, in relation to the turbine static assembly, connect the two
shafts together.
The rear of the L.P. compressor shaft is held in location by a ball bearing which
maintains it in the correct axial position.

ENGINE A 330
72-00
Figure 24 LP Compressor Module

ENGINE A 330
72-00
FAN BLADE, ANNULUS FILLER, SPINNER, FAIRING AND MAKE–UP PIECE INSPECTION/CHECK
DESCRIPTION
S Examine blades for cracks, if cracks are found reject blade. S Examine the make up piece inner and outer surface for scores, the Mainte-
nance Manual explains the accept/reject standard.
S Examine blade tips for blueing or heat discolouration, if found the mainte-
nance manual explains the accept/reject standard. S If there are shank nuts with damaged threads reject.
S Examine blade surface for arc burns, if found reject blade.
S Examine blade for nicks and bends, if either are found the Maintenance
Manual explains the accept/reject standard. In some cases there are ”fly on”
limits for a maximum of 125 hours or 25 flight cycles. The Maintenance
Manual splits the blade up into zones and in some cases it depends
which zone a nick or bend is in as to whether to accept or reject. In
the diagram below is a typical example.
S Examine the annulus filler, if cracks, bends or distortion are found reject
filler. If nicks, scores, dents, loss of surface protection are found the Main-
tenance Manual explains the accept/reject standard. If the airseals are
damaged or missing reject filler.
S Examine spinner rubber tip, if it is not there or there is not a good bond be-
tween tip and spinner reject spinner.
S If the filler is not all there but there is a good bond between tip and spinner
accept it.
S Examine the spinner for grooves, scores, cracks and delamination, see
Maintenance Manual for accept/reject standard.
S Examine fairing for cracks and bulges, if found reject fairing.
S If fairing ”P” seal is damaged, loose, or not there reject fairing. ”Fly on”
limits maximum of 125 hours or 25 flight cycles.

ENGINE A 330
72-00
SHEAR KEYS
Figure 25 Fan Blade, Spinner Fairing, Make-up Piece

ENGINE A 330
72-00
AIR INTAKE FAIRING/SPINNER AND MAKE–UP PIECE RE-

MOVAL/INSTALLATION
DESCRIPTION
WARNING
Make sure CNA rear cover FK22421 is installed. Movement of air through
the engine can cause the LP compressor to turn very quickly and cause injury.
S Get access to air intake cowl.

S Install work mats in air intake.
Removal Procedure
S Mark a line from the annulus filler surface across the make–up piece, fair-
ing and spinner using the OMat 262 marker.
S Remove fairing retaining bolts.
S Using extractor HU 29255 and adapter HU 35451 remove the fairing.
S Remove the spinner.
S Hold ma’ke–up piece and remove bolts.
NOTE : The make–up piece weighs 17 lbs (8 kgs).
Installation Procedure
S Position make–up piece on the support ring. Make sure it is correctly
aligned with the line on the annulus filler and fit bolts.
S Torque load the bolts to 285 lbf/in (3,22 mdaN).

ENGINE A 330
72-00
SUPPORT RING
ALIGNMENT PIN
Figure 26 Support Ring, Slider Assembly and Annulus Fillers

ENGINE A 330
72-00
LP COMPRESSOR (FAN)BLADE REMOVAL / INSTALLATION

NOTE: When handling the LP compressor blades use suitable gloves to
avoid injury from the edges of the blade.
Removal Procedure
S Remove air intake fairing/spinner and make–up piece.
S Hold support ring and remove bolts. Usea applicable bolts and install them
in the extractor bushes.Tighten bolts in increments until support ring is re-
leased
S Using the OMat 262 marker, mark the blade and the annulus fillers
either side of the blade to be removed. Correlate each annulus filler to
the disc for refit purpose
Pull annulus filler forward to disengage it from the disc and then turn the
annulus filler in the direction of its curve to clear the blade and remove it.
Make sure the blade to be removed is at the bottom
S Use extractor HU 29255 and adapter HU 37954 to remove the slider as-
sembly.
S Hold the blade and lift it radially until the two shear keys disengage from
their safety slots: then pull the blade forward approximately lin (25mm)
and lower the blade back to the bottom of disc groove.
S Pull the blade slowly forward until the rear shear key engages in the front
safety slot.
S Hold the blade and lift it radially until the rear shear key disengages from
the front safety slot: then pull the blade forward approximately lin (25mm)
and lower the blade back to the bottom of the disc groove.
S Pull the blade forward and remove it.
S Make a note of the moment weight of the removed blade.

ENGINE A 330
72-00
Figure 27 Fan Blade Replacement Sequence

ENGINE A 330
72-00
I.P. COMPRESSOR MODULE

DESCRIPTION I.P. COMPRESSOR ROTOR
The I.P. compressor module is an eight stage axial assembly consisting four The I.P. compressor rotor is an assembly of eight rotor discs made of titanium
main sections: and welded together to form a drum, in between the discs there are spacers
S Front bearing housing which have interstage seal fins. The discs at stages 1 to 6 have axial dovetail
slots into which the rotor blades are installed. Retaining plates and lock
S Variable stator vane case
plates keep the blades in position. At stages 7 and 8 the blades are installed
S The I.P. compressor case in circumferential dovetail slots. These blades are locked in position with nut
S The I.P. compressor rotor and screw lock assemblies.
FRONT BEARING HOUSING
The I.P. front stubshaft is attached to the stage 1 disc with bolts, the forward
The front bearing housing, most of which is made of titanium, includes a hub, end of the stubshaft has a phonic wheel.
which locates the L.P. and I.P. compressor bearings and an oil sump, also
the L.P. and I.P. shaft speed probes. Connected to the hub are 58 titanium
The rear stubshaft is attached to the stage 6 disc with a curvic cou-
engine section stator vanes. The vanes are welded together as one unit and
pling.Splines in the stubshaft engage with splines on the I.P. turbine shaft.
there are lugs on the outer ring. These lugs align with the titanium outlet guide
vanes at the torsion ring to make the FBH/OGV joint.
The mating parts of this joint are aligned with dowels and are connected with
bolts that pass through the dowels. This FBH/OGV joint holds the L.P. com-
pressor case to the core engine. Two electrical cables pass internally
through two of the E.S.S. vanes to transmit signals from the shaft speed
probes. Six more vanes contain tubes to supply oil to and from the roller
bearings. Behind the E.S.S. vanes are 58 variable inlet guide vanes.
VARIABLE STATOR VANE CASE

The I.P. compressor case can be divided into two cylindrical parts. The front
part which is made of titanium contains the first two stages of the compres-
sor. This is the V.S.V. case which can be divided into two semi–circular half
cases.
Stage 1 and 2 stator vanes, which are variable, are installed in these half
casings and are connected to the V.I.G.V. mechanism.
I.P. COMPRESSOR CASE

The I.P. compressor case is flanged and bolted to the rear of the V.S.V. case
and is made of steel and contains stages 3 to 8 of the compressor. It also
can be divided into two semi–circular half cases. The stage 8 stator vanes,
also known as the I.P. compressor outlet guide vanes are contained in a case
which is flanged and bolted to the rear of the I.P. compressor case.

ENGINE A 330
72-00
Figure 28 IP Compressor Module

ENGINE A 330
72-00
INTERMEDIATE CASE MODULE

DESCRIPTION
The intermediate case is made from two titanium cylindrical casings which
are welded together. In the rear case there are ten vanes which support the
internal gearbox housing. These aerofoil shaped vanes are hollow and some
contain tubes which supply oil to and from the internal gearbox.
Other vanes will supply I.P. compressor air for cooling and sealing bearing-
chambers. The internal gearbox contains the three location bearings for the
three compressor shafts and provides the drive for the H.S. external gearbox
drive housing.
The front part of the casing has a strengthened top section to include the
front engine mount. Above and below the centre line are the positions for
the installation of the ’A’ frame struts. These struts connect to the inside of
the L.P. case.
The front part of the intermediate case is installed around the rear part of the
I.P. compressor case. The flange connecting to a flange at the rear of the
V.S.V. case.
The rear part of the intermediate case is installed around the H.P. compressor
case. The flange connecting to a flange of the combustion chamber outer case.

ENGINE A 330
72-00
A-FRAME
ATTACHMENT
Figure 29 Intermediate Case Module

ENGINE A 330
72-00
COMPRESSOR FAIRINGS / ’A’ FRAME STRUTS

COMPRESSOR FAIRINGS
To ensure a smooth airflow over the parts of the gas generator not covered by
the inner fixed structure ( C-ducts ), 6 removable fairings are fitted around the
front part o fthe IP compressor case.
Each fairing is made of carbon fibre with a honeycomb core. the inner surface
has a fireproof protection.
At the front edge bolts attach the fairings to the LP compressor OGV torsion
ring with floating anchor nuts.
The rear edge is attached to mounting brackets on the rear support diaphragm
with bolts and floating anchor nuts.
’A’ FRAME STRUTS

The ’A’ Frames make a connection between the intermediate case module and
the LP case inner side. There are two attachment positions on each side of the
intermediate case module just above and below the centre line. On the inner
side of the LP case there is one attachment position on each side ( 03:00 and
09:00 position ).
The struts are made of titanium and strengthen the connection between the LP
case and the intermediate case compressor.

ENGINE A 330
72-00
Figure 30 Compressor Fairings / A Frame Struts

ENGINE A 330
72-00
H.P. SYSTEM MODULE

DESCRIPTION a stubshaft. On the front face of the disc there are two sets of seal fins
The system comprises: which control the flow of cooling air. The disc has fir tree roots into which fit
92 turbine blades.
S H.P. compressor
S Combustion chamber and outer case
S H.P. turbine
H.P. COMPRESSOR
The H.P. compressor rotor is a six stage assembly of titanium discs welded
together to form one drum. The first stage blades are installed in axial dovetail
slots and are locked with retaining plates and lock plates. Stages 2 to 6 are
installed in circumferential dovetail slots and locked with nuts and screws.
The rotor blades 1 to 3 are made of titanium and the others of a heat resis-
tant alloy. Welded to the rear of the stage 6 disc is a titanium cone which tapers
rearwards. At the rear of this cone is a mini disc to which the H.P. turbine is
connected.
The H.P. compressor case is an assembly of six flanged, cylindrical casings,
bolted together. The flanged joints are also the location for the rotor path
abradable linings. There are slots in this assembly for the installation of the sta-
tor vanes.The stage 6 stator vanes are also the H.P. compressor outlet guide
vanes (O.G.V’s).These are installed at the entrance of the combustion cham-
ber inner case.
COMBUSTION CHAMBER AND OUTER CASE

The outer case is flanged and bolted to the rear of the intermediate case and to
the front of the I.P. turbine module. There are 24 openings through which
the fuel spray nozzles are installed. There are also two igniter plugs
installed through bosses in the combustion outer case. The combustion
chamber is fully annular and consists of a liner which is located inside the
combustion chamber inner case. At the front of the inner case are the H.P.
compressor O.G.V’s and at its rear are 40 H.P. turbine nozzle guide vanes
(N.G.V’s).
H.P. TURBINE
The H.P. turbine is a single stage disc connected to a mini disc to the rear of
the H.P. compressor drum. On the rear of the disc is a flange which attaches to

ENGINE A 330
72-00
Figure 31 HP System Module

ENGINE A 330
72-00
I.P. TURBINE MODULE

DESCRIPTION
The I.P. turbine is a single stage disc which has a flange on its rear face.
Attached to this with bolts are the flanges of two shafts which go forward
through the centre of the disc.
One of these is a stubshaft which is supported by the inner race of a roller
bearing to hold the I.P. turbine in position. The other shaft passes through the
stubshaft and the H.P. system and connects to the I.P. compressor shaft
with splines.
The disc has fir tree roots into which fit 126 turbine blades. In front of the I.P.
turbine blades are 26 hollow N.G.V’s. In 13 of these N.G.V’s is a strut which is
attached to the turbine case by a bolt. The inner end of each strut is connected
to the structure which holds the H.P./I.P. bearing support assembly.
Through some of the other N.G.V’s are tubes to supply oil to and from the
bearings and I.P. 8 cooling air to cool the housing. The I.P. turbine case is
flanged and bolted between the combustion chamber outer case at the front,
and the L.P. turbine case at the rear.
Adjacent to the rear flange is a turbine case cooling (T.C.C.) air manifold and
location bosses for eleven thermocouples. To the rear of the turbine blades are
the L.P. 1 N.G.V’s.

ENGINE A 330
72-00
11 EGT THERMOCOUPLES
Figure 32 IP Turbine Case

ENGINE A 330
72-00
L.P. TURBINE MODULE

DESCRIPTION
The L.P. turbine has four discs which are bolted together to form a drum. The
discs have fir tree roots into which fit the turbine blades.
In front of each stage of turbine blades there is a stage of N.G.V’s. The first-
stage of N.G.V’s, which are hollow, are installed as 3 vane sets in the outlet
from the I.P. turbine case. One vane in each set of eleven sets contains a
thermocouple and another set includes an overheat detector. Stages 2, 3
and 4 N.G.V’s which are solid are installed in the L.P. turbine case. At the in-
ner ends of the N.G.V’s are honeycomb liners which touch the fins of the in-
terstage seals between the rotor discs.
The stage 3 turbine disc has a flange on the front which is attached to the tur-
bine shaft with a curvic coupling. This shaft goes forward through the centre
of the I.P. shaft and connects with the L.P. compressor shaft with
splines. Also connected to the rear of the stage 3 disc flange is a stubshaft.
This is connected to the inner race of the L.P. roller bearing to hold the
L.P. turbine in position at the rear.
The L.P. turbine case is a one piece cylinder flanged and bolted between
the I.P. turbine case at the front, and the tail bearing housing at the rear.
Around the case is a cooling duct through which cooling air flows. On the inner
surface between the N.G.V. locations there are seal segments which
touch the turbine blade shrouds.
The tail bearing housing support structure includes a hub which is held concen-
tric in an outer case by twelve radial hollow vanes. Some of the vanes con-
tain tubes which supply oil to and from the bearing housing. There is also a
supply of I.P. 8 air to cool and seal the bearings.
Five of the vanes have pressure inlets in the leading edge to measure L.P. tur-
bine outlet pressure ( P50 ). These pressure values are used as part of the en-
gine pressure ratio ( EPR ) system. The front flange of the case is attached
with bolts to the rear flange of the L.P., turbine case, and at the rear flange to
the common nozzle assembly (C.N.A.). Around the case are two flanges to
increase the strength. Attached to these flanges, at the top, is the rear mount.

ENGINE A 330
72-00
Figure 33 LP Turbine Module

ENGINE A 330
72-00
SPRING LOADED L.P. TURBINE BEARING

DESCRIPTION
It is possible when the engine is running within a certain power range that the
L.P. location bearing may suffer damage from skidding due to load cross
over. Load cross over is when the L.P. location bearing is not axially
loaded, either forwards or rearwards. It is known that ball bearing skidding can
be eliminated if the bearing is always loaded axially.
On the Trent 700 engine the L.P. turbine rear stubshaft has, in addition to a
roller bearing, a spring loaded ball bearing. The bearing is part of a spring
pack assembly housed within the tail bearing housing.This spring pack
loads the L.P. shaft in a rearwards direction, eliminating cross over under all
conditions.

ENGINE A 330
72-00
Figure 34 Spring Loaded LP Turbine Bearing

ENGINE A 330
72-00
H S GEARBOX MODULE
DESCRIPTION
The High Speed (H.S.) external gearbox is a one piece aluminium gearcase
and is mounted on the lower part of the L.P. compressor case. The H.S.
gearbox assembly transmits power from the engine to provide drives for the
accessories mounted on the gearbox front and rear faces. During engine
starting the gearbox also transmits power from the air starter motor to the en-
gine.
The gearbox also provides a means of hand turning H.P. rotor system for main-
tenance purposes.
COMPONENTS MOUNTED ON THE FRONT FACE

S Air Starter Motor
S No2 Hydraulic Pump
S Centrifugal Breather
S Dedicated Alternator
COMPONENTS MOUNTED ON THE REAR FACE

S Nol Hydraulic Pump
S Integrated Drive Generator (I.D.G.)
S Oil Pumps
S L.P./H.P. Fuel Pumps

ENGINE A 330
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Figure 35 External Gearbox Module

ENGINE A 330
72-00
L.P. COMPRESSOR CASE MODULE

DESCRIPTION
The L.P. compressor case is made up of two aluminium cases flanged and
bolted together. The front case contains the L.P. compressor and the rear case
includes the Outlet Guide Vanes (O.G.V.). The outside construction of the front
case is made up of 72 axial ribs equally spaced between the front and rear
flange, between these ribs are diagonal ribs that form a triangle, this type
of construction is known as isogrid.
Kevlar material which has great strength is wrapped around the front casing.
This is to contain any failed blade released from the disc. Opposite the
blade track there is an attrition lining and at each side of this there are
acoustic linings.
The rear case includes an O.G.V. outer ring to which are attached, with bolts,
58 hollow titanium O.G.V’s. The inner ends of the vanes are attached to a tor-
sion ring.
The titanium blades and the two outer titanium supports (”A” frames) con-
nect the case to the core engine.

ENGINE A 330
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Figure 36 LP Compressor Case Module

ENGINE A 330
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72-00 ENGINE BORESCOPING

BORESCOPE ACCESS PORTS
DESCRIPTION
IP COMPRESSOR
S There are 4 IP compressor access ports
HP COMPRESSOR
S There are 5 HP compressor access ports
COMBUSTION LINER
S There are 8 combustion liner borescope ports behind the fuel nozzles
HP TURBINE
S There is 1 borescope access port for the HP turbine
LP TURBINE
S There are 4 LP turbine access ports, one can also be used for HP turbine

ENGINE A 330
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Figure 37 Borescope Access Ports

ENGINE A 330
72-00
IP HAND TURNING TOOL

TURNING THE INTERMEDIATE PRESSURE (IP) SYSTEM
The IP system is turned using tool (HU38122).

Note:The same warnings and cautions apply as for turning the LP system
Before the IP system turning tool can be used, it is necessary to open the
VIGV’s as follows:
S Open the fan cowl doors
S Open thrust reverser ’C’ ducts
S Drain the HP fuel system into a clean container
S Get access to the VIGV actuators by removing the gas generator fair-
ings
S Attach the correct spanner to the spanner flats on the VIGV bellcrank
and pull the actuator rams to the retracted position (VIGV’s open)
S Remove spanner and replace gas generator fairings
NOTE : More fuel may drain as the actuator rams are retracted
Turning the IP system is as follows:
S Before installing the turning tool turn the clamp using the lever through 180
and lock the thumb nut
S Put the turning tool (HU38122) through the LP compressor blades, inlet
guide vanes and variable inlet guide vanes at approximately top dead centre
S Position the turning tool on the forward edge of the inlet guide vanes
(see diagram)
S Loosen thumb nut and turn the clamp back through 180_
S Ensure clamp is engaged on the trailing edge of the inlet guide vane and
tighten thumb nut
S Turn hand knob clockwise to turn the IP system
S On completion loosen thumb nut and turn clamp through 180 to disengage
clamp from trailing edge of inlet guide vane and remove turning tool
S Carry out fuel leak test lAW the MM

ENGINE A 330
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Figure 38 IP Hand Turning Tool

ENGINE A 330
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IP BORESCOPE PLUGS
There are 4 borescope plugs for the IP compressor these are:
S IP1S
S IP3S
S IP5S
S IP7S

ENGINE A 330
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Figure 39 IP Borescope Plugs

ENGINE A 330
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VIGV ACTUATOR
The VIGV actuator on the left hand side needs to be opened for IP borescop-
ing.
The bellcrank has a opening lug to connect an opening tool. The movement of
the actuator opens the VIGV’s and the VSV’s .

ENGINE A 330
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PULL HERE
TO OPEN
Figure 40 VIGV Actuator

ENGINE A 330
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TURNING THE HIGH PRESSURE (H.P.) SYSTEM

As can be seen from the diagram below, hand turning the H.P. system is done
using a special tool installed through the breather housing. This position
can be used to turn the H.P. system clockwise or counter–clockwise.
The procedure is as follows:
S Open the fan cowl doors.
S Remove the two bolts and remove breather cover.
S Remove and discard seal.
S Carefully install H.P. system turning tool E2J52189.
S Using breather cover bolts and washers secure turning tool to breather
housing.
S NOTE: The maximum torque to be applied to the tool is 70 lbf/ft
(9,49mdaN).
S When hand turning is completed remove the two bolts and washers and
carefully remove tool.
S Install new sealing ring to breather cover and fit breather cover to
breather housing.
S Torque load the bolts to 100 lbf/in (1,15m,daN).

ENGINE A 330
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Figure 41 Hand Turning of the HP System

ENGINE A 330
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HP BORESCOPING CONTINUED
The following grafic shows the borescope plugs used on the HP compressor.

ENGINE A 330
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Figure 42 HP Borescope Plugs

ENGINE A 330
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COMBUSTION LINER BORO PLUGS

There are 8 borescope plugs for the combustion liner and the Nozzle guide
vanes. They are located just behind the fuel nozzles.
NOTE: 3 of the 8 plugs are using the T30 thermocouples for their installation
HP-TURBINE BORO PLUGS

There is only one borescope plug for the high pressure turbine. The location is
about 05:00 position.

ENGINE A 330
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Figure 43 Combustion Liner / HPT Boro Plugs

ENGINE A 330
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HP AND IP TURBINE BORO PLUG

There is only one HP / IP turbine borescope plug which has a cover plate on it.
The location is about 02:00 position on the HP/IP turbine case.

ENGINE A 330
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Figure 44 HP / IP Turbine Boro Plugs

ENGINE A 330
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LP TURBINE BORO PLUG

There are 3 LP turbine borescope plugs in order to check the LP turbine. The
location is about 05:00 position.

ENGINE A 330
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Figure 45 LP Turbine Boro Plugs

ENGINE INDICATING A 330
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77-00 ENGINE INDICATION PRESENTATION

ENGINE/WARNING DISPLAY
There are six identical full colour D.U’s located in the flight deck as shown be-
low.
Engine parameters are displayed on the two ECAM (Electronic Centralised
AircraftMonitoring) display units.
The engine and warning display is normally on the upper ECAM display unit
which isdivided into an upper and lower area.
The upper area displays the following primary engine parameters:
S Engine Pressure Ratio (E.P.R.)
S Exhaust Gas Temperature (E.G.T.)
S N1 Speed
S N3 Speed
S Fuel Flow Per Engine
S Condition of Ignition System
S Warning (Cautions and Memo Messages)

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Figure 46 Engine Primary Display

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SYSTEM DISPLAY
The following secondary engine parameters are displayed on the lower ECAM
display unit:
S N2 Speed
S Fuel Used Per Engine
S Oil Pressure, Temperature and Quantity
S Vibration Level N1, N2, N3
S Nacelle Temperature
S Starting Information
The lower D.U. also provides system pages, (aircraft and engine system
synoptic diagrams and data) text pages (aircraft status and maintenance mes-
sages).
The engine system parameters will be displayed when the engine system page
is called up either automatically or manually.

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Figure 47 Engine System Display

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PRESSURE AND TEMPERATURE STATIONS

The diagram shows the internal system of numbering of pressures and temper-
atures throughout the engine.
Station numbers are assigned to identify specific positions along the aerody-
namic flowpath of an engine.
A station is a position at the engine, where thermodynamically changes
(Pressure, temperature or airspeed) starts or ends.

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Figure 48 Pressure and Temperature Stations

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SHAFT SPEED
INTRODUCTION
There are three primary compressor shafts in the engine. These are the Low
Pressure (L.P.) compressor shaft, the Intermediate Pressure (I.P.) compressor
shaft and the High Pressure (H.P.) compressor shaft. The speeds at which
the shafts turn are measured independently and shown as a percentage
equivalent (N1 and N3 rotor speeds) on the upper ECAM display unit, (N2 rotor
speed) on the lower ECAM display unit.
DESCRIPTION
The system uses speed probes together with phonic wheels to measure N1
and N2 shaft speeds. The dedicated alternator supplies the speed of the H.P.
shaft N3.
The outputs from the L.P. and I.P. speed probes are sent to the Overspeed
Protection Unit (O.P.U.). The O.P.U. uses two of these signals from each shaft
and transmits them to the E.E.C. The dedicated alternator supplies the speed
of the H.P. shaft to the E.E.C. via the Power Control Unit (PCU).

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Figure 49 Shaft Speed Components

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COMPONENT LOCATION
The following components are fitted in the system:
S The L.P. shaft phonic wheel
S The I.P. shaft phonic wheel
S Three L.P. speed probes
S Three I.P. speed probes
S The dedicated alternator
The L.P. shaft phonic wheel is at the rear of the L.P. compressor from the
roller–bearing inner–race assembly.
The I.P. shaft phonic wheel is on the I.P. compressor front stub shaft. The two
phonic wheels each have 60 teeth. There are three speed probes for each
phonic wheel.
Each speed probe has a magnet and a coil which when operational produces a
magnetic field.
During operation of the engine the shaft and hence the phonic wheels turn. As
the teeth of the phonic wheels pass through the magnetic field of the speed
probe, it causes an electrical pulse in that probe.
The frequency of the pulses is in proportion to the speed of the shaft. The
speed probes and the trim balance probe are attached to the support block in-
side the front bearing housing. Conduits carry wires from the probe assemblies
through the front bearing support case and through the fixed I.P. inlet guide
vanes to a junction block.
The dedicated alternator is installed on the front face of the external gearbox.

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Figure 50 Shaft Speed Components

77-00
N1 INDICATION
GENERAL
The N1 indication is displayed on the EWD in percent in analog and digital NOTE
forms. The N1 needle and the N1 digital indications are: The N2 exceedance must be erased by maintenance action on the MCDU or
S in green colour in normal operation by next engine start.
S in red steady colour if the N1 actual exceeds the N1 RED LINE value.
The master warning light comes on together with the CRC and the ECAM mes-
sage ENG N1 OVERLIMIT is displayed to the flight crew.
Degraded data are displayed in case of failure of the direct N1 measurement
system, in this case, the EEC computes a theoretical value through the other
engine parameters. The last digit is then displayed in amber dashes across.
N1 limit is displayed when EPR indication is lost and the engine has to be oper-
ated in the N1 reverionary mode ( N1MODE ).
The EPR limits are then replaced by the specific N1 limit indications in the
white box and the N1 MODE shows that the engines have to be controlled in
the N1 mode.
NOTE
The N1 exceedance must be erased by maintenace action on the MCDU or by
next engine start.
N2 INDICATION
GENERAL
The N2 indication is displayed in percent on the SD in digital form only.
Normally the N2 actual is displayed in green colour. When N2 actual exceeds
N2 red limit value ( 103,3% ):

S the indication changes from geen to red
S the red cross appears next to the digital indication to show the flight crew
and the maintenance that N2 exceedance occured
sage ENG N2 OVERLIMIT.
Degraded data is displayed with two amber dashes acrossthe last digit.

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N1 INDICATION N2 INDICATION
N2 ACTUAL
( NORMALLY GREEN )
DEGRADED
DATA ( AMBER )
N1 EXCEEDANCE ( RED )
N2 EXCEEDANCE
N1 ACTUAL N1 RED LINE ( RED )
( NORMALLY GREEN )
DEGRADED DATA ( AMBER )
Figure 51 N1 Indication / N2 Indication

77-00
N3 INDICATION
The N3 indication is displayed in percent on the EWD in digital form only.
Normally the N3 actual digital display is in green colour. When the N3 actual
exceeds N3 red limit value ( 100% ):
S the indication changes from green to red
S the the red cross appears next to the digital indication to show the flight
crew and the maintenance that an exceedance has occured
sage ENG N3 OVERLIMIT.
Degraded data is displayed with two amber dashes across the last digit.
NOTE: The exceedance must be erased by the maintenance through the
MCDU or next engine start.

77-00
N3 INDICATION
N3 ACTUAL ( GREEN )
DEGRADED DATA
( AMBER )
N3 EXCEEDANCE ( RED )
Figure 52 N3 Indication
77-00
POWER MEASUREMENT
INTRODUCTION
Actual thrust can only be measured in a test cell, therefore when the engine is
fitted to the aircraft some other method of measuring power that can equate
to thrust must be used.
The power measuring device used on the Trent is called the engine pressure
ratio (E.P.R.) system. The air intake pressure P20 and the turbine outlet pres-
sure P50 are compared and expressed as a ratio therefore:
EPR = P50 : P20
E.P.R. is related to thrust and as a result can be used as a parameter for its
control. The E.P.R. indication is displayed in the flight deck.
The P20 accumulator collects the air intake flow from the P20T20 probe and
smoothly supplies the air to the EEC. The accumulator prevents sudden
changes of the P20 which can have an unsatisfactory effect on engine perfor-
mance.
The accumulator is downstream of the P20T20 probe. You can find the accu-
mulator in a position lower than the electronic–unit protection–box.
DESCRIPTION
The E.P.R. indicating system consists of three primary components:
S The L.P. turbine bearing housing support vanes pressure inlets
S The E.E.C.
S The P20/T20 probe
OPERATION
The E.E.C. collects values of P50 from the L.P. turbine bearing support vanes
and P20 from the P20/T20 probe. The E.E.C. compares these values to
form the actual E.P.R. and transmits the E.P.R. value to the electron central-
ised aircraft monitoring system (E.C.A.M.) for display on the upper screen
engine/warning display (E/WD). Each of the two E.E.C. channels perform this
operation independently.

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Figure 53 EPR System P20 / P50 Probes

77-00
EPR INDICATION
EPR - ENGINE PRESSURE RATIO
EPR the primary parameter used to set the thrust, is the ratio of exhaust gas 5 EPR MAX
total pressure to front compressor inlet pressure ( P50/P20 ).
The EPR system has – The EPR max is displayed by means of a thick amber mark across the
EPR scale
– a combination P20/T20 probe to measure the front compressor inlet
pressure and temperature – corresponds to the EPR limit of the TOGA mode
– five probes used to measure exhaust gas pressure – not displayed in reverse mode or when the engine is off
Front compressor inlet pressure and exhaust gas pressure are routed to the
6 REVERSE INDICATION
EEC where transducers change the pneumatic pressures to electrical signals.
The signals are used to calculate the actual engine pessure ratio which is – green indication when reverser is deployed
transmitted to the flight deck for display. – amber indication when at least one sleeve is unstowed
– reverser failed stowed in flight amber indication flashes for 9 sec
1 EPR ACTUAl digital
– green steady in normal operation
– replaced by amber XX in the back-up mode
2 EPR ACTUAL analog

– green steady in normal operation
– disappears in back-up mode
3 EPR TREND
– four green arcs indicate the EPR trend
– only displayed if auto thrust is active
– not displayed when reverse is active or engine is off
4 EPR THROTTLE
– EPR throttle sysmbol ( small white circle )
– not displayed in reverse mode or when the engine is off ( FADEC deen-
ergized )

77-00
4 EPR THROTTLE
5 EPR MAX
3 EPR TREND
2 ACTUAL ANALOG EPR
6 REVERSE INDICATION
1 ACTUAL DIGITAL EPR 1.282 1.282
Figure 54 EPR Indication

77-00
POWER MEASUREMENT
E.P.R. TRIMMING
During pass off testing of an engine it is run at a designed thrust. However the
E.P.R. indication of different engines being run at the same thrust will be differ-
ent.This is due to the manufacturing tolerances of the tail bearing housing.
Therefore to enable the E.P.R. indication for all engines to be the same, for a
given thrust, E.P.R. trimming is required.
This is done by entering any one of 32 different trims into the E.E.C. by means
of a data entry plug. Each entry is allocated a trim code which is etched on to a
data plate see FIG 1. This data plate is located on the right hand side of the tail
bearing housing. This code is also etched onto the main data slip plate (Fig 2).
The areas of the C.N.A. can also affect the E.P.R. indication for a given thrust.
The C.N.A. has been grouped into 4 bands depending on area and each band
is given a code. This code is etched onto the main data slip plate (Fig 2) and
onto the CNA.
The engine name plate and main data slip plate (Fig 2) are attached to the left
side of the rear fancase.
During engine repair or overhaul of the tail bearing housing or a complete
C.N.A. or core engine is replaced, then the main data slip plate must be
checked to ensure that the E.P.R. trim code is consistent with the ones for the
C.N.A. and tail bearing housing. If it is incorrect it must be changed for one
that has the correct code. A check must also be carried out to ensure that the
data entry details align with this data.

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FIG. 1
FIG. 2
Figure 55 EPR Trimming

77-00
EXHAUST GAS TEMPERATURE

INTRODUCTION
Analog Electrical signals are sent from the 11 dual thermocouples in the
E.G.T.indicating system to the EEC.
The EEC transmits the signal to the E.C.A.M. to be displayed on the upper
screen E/WD. The voltage from each thermocouple is proportional to the tem-
perature at its thermocouple.
ECAM INDICATION
1 EGT actual
– digital and analog indication in green color
2 EGT amber line

– is a variable value
– 700_ C for eng start
– 920_ C for take-off
3 EGT red line exceedance

– appears when the EGT red line has exceeded
– stays at the maximum value which has been reached
– reset after new start on ground, or through the EEC via the MCDU
4 EGT red line

– is represented by an arc shaped red ribbon located at the end of the
scale beginning at the red limit value ( 920_ C )

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2 Amber Line
Red Line Exceedance

1 EGT Actual 720 3
4 Red Line Band
Figure 56 Simplified EGT Diagram / ECAM Indication

77-00
DESCRIPTION
The E.G.T. indicating system uses 11 thermocouple assemblies to measure
E.G.T. The thermocouples are installed in the L.P. turbine stage 1 nozzle guide
vanes.
A thermocouple assembly consists of two thermocouples each contained in a
tube. Each tube has an inlet and an outlet hole. These holes align with inlet and
outlet holes in the L.P.1 N.G.V..
The two tubes are brazed together to make a rounded thermocouple probe.
Each thermocouple probe is installed in the L.P.1 N.G.V. An end plug at the
end of each probe helps it stay rigid and also gives it some wear protection.
Each thermocouple probe passes through a transfer tube assembly. The tube
assembly isolates the case from the hot gas in the thermocouple N.G.V. The
thermocouple assemblies are connected in parallel through two wires. One wire
is made of Nickel Chromium (Chromel) and the other is made of Nickel Alumin-
ium (Alumel). A wire harness connects the, thermocouple set to the E.E.C.

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Figure 57 EGT Thermocouples

77-00
EGT TRIMMMING
The following grafic shows the engine data plate which is located on the left
hand side of the engine.
The EGT trim factors the actual engine EGT to a lower value for display in the
cockpit.
The EGT trim is calculated from data obtained during the engine manufacturers
test to align approved EGT levels with the cockpit indications.
The EGT trim is calculated at three temperatures equivalent to the aircraft
cockpit ECAM limits for crew warnings
S max continuous 850°
S max take-off 900°
S max overtemperature 920°

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Figure 58 EGT Trimming

77-00
VIBRATION MONITORING
INTRODUCTION
The purpose of the engine vibration monitoring system is to provide the flight
crew with continuous indication of the state of balance of the engine main rotat-
ing assemblies during steady state running conditions.This information can
alert operators to existing or impending engine problems and assist in planning
module renewal, with minimum disruption to aircraft operation.
The transducer converts vibration signals into electrical signals which are sent
to the dual junction box. The signal is then amplified by the remote charge con-
verter to be processed by the engine interface and vibration monitoring unit
(E.I.V.M.U.) and is displayed on the lower screen of the E.C.A.M.
VIBRATION GUIDELINES
N1 ADVISORY 3.3 UNITS

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Figure 59 Simplified Vibration Diagram

77-00
ENGINE INTERFACE AND VIBRATION MONITORING SYSTEM

The system consists in a computer EIVMU and in a separate Remote Charge
Converter, RCC.
The EIVMU is installed in the avionic compartment, interfaces with the aircraft
computers and controls, and with the associated propulsion system to perform
the following functions:
– Data concentration from the cockpit panels and various aircraft comput-
ers to the associated engine control
– Engine to Engine segregation
– Airframe electrical supplies to engine control
– Internal processing of some engine related status signals needed by air-
frame systems
– internal processing of some airframe status signals needed by the re-
lated engine control system
– Engine vibrations signals processing and monitoring

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Figure 60 EIVM System Architecture

77-00
VIBRATION MONITORING
DESCRIPTION
The engine vibration monitoring system contains three primary components:
S The vibration transducer
S The dual junction box
S The remote charge converter
The vibration transducer is a dual output accelerometer and is attached to
the intermediate case. It contains two piezo–electric crystal stack elements.
Each stack element is subjected to a mechanical load from an electrically insu-
lated seismic mass. During operation of the engine, vibration causes the seis-
mic mass to apply pressure to the crystal stack elements to generate electri-
cal signals which are in proportion to the engine vibration frequency.
These signals are then sent to the dual junction box and on to the remote-
charge converter this electronic unit amplifies the electrical signal to indicate
the vibration level on the lower screen of the E.C.A.M.

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Figure 61 Vibration Transducer

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REMOTE CHARGE CONVERTER
The RCC is located under the left hand fan cowl close to the starter air valve.
This RCC is an amplifier interfacing with the EIVMU and the engine mounted
dual accelerometer.

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Figure 62 Remote Charge Converter

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EIVMU
GENERAL
1 LAST LEG REPORT 7 TEST
The purpose of this item is to present in plain language the list of the class 1 This item enables the initiation of the EIVMU test from the MCDU.
and 2 internal and external faults detected by the EIVMU during the last flight.
8 GROUND REPORT
2 PREVIOUS LEGS REPORT The purpose of this item is to present in plain language the list of the internal
The purpose of this item is to present in plain language the list of the class 1 faults detected by the EIVMU and which occured after landing.
and 2 internal and external faults detected by the EIVMU during the last 63 This item enables access to the TROUBLE SHOOTING DATA fault by fault.
flights ( exluding the last flight ).
3 LRU IDENTIFICATION
The purpose of this item is to present the hardware and software status of the
EIVMU ( part number and serial number ).
4 GROUND SCANNING
The purpose of this item is to analyze on the ground only the faults that oc-
cured during the lasat flight.
All the faults detected while using this function ( internal, external, class 1, 2,
and 3 ) are shown in real time on the MCDU and are not memorized in NVM.
5 TROUBLE SHOOTING DATA

The purpose of this item is to present the encoded data ( hexadecimal )
associated to each fault detected by the EIVMU and displayed in the LLR, PLR
and GR.
6 CLASS 3 REPORT
The pupose of this item is to present in plain language all class 3 internal and
external faults detected by the EIVMU during the last flight

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1
6
2
7
3
4 8
5
Figure 63 EIVMU System Tests

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EIVMU CONTINUED
1 SPECIFIC DATA
This item can only be activated on the ground.
The specific data is composed of:

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Figure 64 EIVMU Specific Data

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FAN UNBALANCE
Acquisition ot 8 sets of points. Acquisition during ground run
Acquisition ot phase and displacement in stabilized flight conditions allows to This menu allows to acquire vibration data set updated every 3 seconds
rebalance the engine when aircraft is on the ground.
8 N1 speeds shall be selected through the MCDU in the following speed
ranges:
– 16 – 50 percent
These selected speeds are memorized in NVM until next change on the
MCDU.
Default values are: 50, 60, 67, 76, 84, 88, 92 and 96 percent rpm.
Corresponding to these speeds, 8 sets of points shall be stored for each of the
Iast two flights with the conditiones here under.
– Flight phase 6
– N1 speed range
– N1 speed accuracy ( variation allowed 2 percent )
– Stabilization time 15 seconds
A set is defined as:
– N1 phase
– N1 vibration
– N2 vibration
– N3 vibration
– N1 speed
– N2 speed
– N3 Speed
– Date and UTC
– Engine S/N

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Figure 65 EIVMU Fan Unbalance

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MAX FLIGHT VIBRATION DISPLAY

Max flight vibration acquisition
The EIVMU shall store for each of the Iast 8 flights for N1, N2 and N3 vibra-
tiones, and for each accelerometer the max vibration Ievel reached.
For each flight these max Ievels shall be processed during the whole flight
phase 6 and shall be stored in NVM with the following data sampled at the
same time:
– associated N1, N2 and N3 speeds
– N1, N2 and N3 vibrationes from the accelerometer
– N1 phase angle from the accelerometer
– broadband vibrationes from accelerometer
– engine S/N
– date and UTC

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Figure 66 EIVMU Max Flight Vibration Display

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FREOUENCY ANALYSIS
A frequency analysis giving measured vibrationes from 1 to 500 HZ by steps ot
40 HZ for one engine condition shall be processed once per flight
– if the broadband threshold exceeded or
– for the programmed accelerometer at a given flight phase and shaft
speed
A specific procedure is used between the printer and the EIVMU in order to
print the frequency analysis after the flight transition from flight phase 9 to 10,
in phases 1 and 10 with only one successfull print allowed per accelerometer.
Comments can be added in the print destination field using the specific com-
ment Iines via the scratchpad.

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Figure 67 Frequency Analysis Readout

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DISCRETE INPUTS
This page gives the state of each EIVMU discrete inputs. These discrete inputs
are used by the EIVMU and /or by the EEC which is Iinked to the EIVMU by an
ARINC 429 bus.

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Figure 68 Discrete Inputs

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DISCRETE OUTPUTS
This page gives the state of each EIVMU discrete outputs. These discrete out-
puts are the result of some EIVMU Iogics.
The discretes are updated every 3 seconds.

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Figure 69 Discrete Outputs

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ENGINE CONDITION MONITORING

DESCRIPTION
Ground based Engine Health Monitoring (EHM) computer programmes are flame–out is prevented during bad weather conditions (such as heavy rain and/or
used to analyse data generated by the engine and aircraft during revenue op- hail).
eration.
The engine condition monitoring programme must be able to predict when an
engine is no longer capable of providing, within certified limits, the maxi-
mum thrust required for single engine diversion.
The basic instrumentation and full gas path instrumentation are compul-
sory for Extended Twin Engine Operations (ETOPS) and airlines must use
the data output by this instrumentation.
Provision is made in the basic engine design for instrumentation and
EEC software to facilitate health monitoring and gas path performance analysis
down to component level.
The Airplane Condition Monitoring System (ACMS) is used to record, pro-
cess and store airplane system data for report generation. The reports gen-
erated by the ACMS are then used by ground analysis programmes to mon-
itor engine and other airplane systems for performance and trend analysis.
Engine Health Monitoring ground based software programmes such as
COMPASS – Condition Monitoring and Performance Analysis, analyse
data generated by the engine during operation, parameters are selected
from those already processed for engine control and output on the data bus by
the EEC, others are obtained by installing additional tappings/sensors on
the engine with some parameters transmitted via the EEC and oth-
ers hardwired direct from the sensor to the aircraft ACMS.
IP Compressor Exit Thermocouple ( T25 )
S The T25 probe is a single thermocouple which is used for Engine Condition
Monitoring
HP Compressor Exit Thermocouple ( T30 )
S The 3 thermocouples are located behind the fuel nozzles and viewed from
the rear in 1:00, 4:00 and 8:00 o’clock position. They are also used for com-
buster borescoping
The EEC monitors the temperature of the air supplied to the combustion chamber
(through the engine compressors) with three HP compressor exit thermocouples
The temperature (T30) is used as a control parameter to make sure an engine

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T30 THERMOCOUPLE
T25 THERMOCOUPLE
Figure 70 Thermocouples ( T30 / T25 )

ENGINE FUEL AND CONTROL A330
CONTROLLING RR Trent 700
73-20
ATA 73 ENGINE FUEL AND CONTROL

73-20 FADEC
GENERAL
A Full Authority Digital Engine Control system (FADEC) controls the
RB211–Trent engine.
The FADEC system is made of sub–systems working together to form a closed
loop control system, maintaining efficient engine operation at a selected condi-
tion ranging from engine start through the take–off flight/landing operation en-
velope to engine shut–down.
NOTE: Shut–down is effected by the H.P. fuel shut–off valve torque motor
(see Fuel System), which is hardwired directly from the cockpit, giving the pilot
the ability to operate the shut–off valve at any time. This function has priority
over any automatic H.P. fuel shut–off valve command.
The sub–systems are:
S Power generation and conditioning control.
– Dedicated Alternator
– Power Control Unit
S Engine Control
– Electronic Engine Control Unit ( EEC )
– Discrete Sensors
– Torque Motor Devices
– Solenoids
S Rotor Integrity Protection.
– Overspeed Protection Unit (OPU)

– Turbine Overspeed Protection

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Figure 71 FADEC Overview

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DEDICATED ALTERNATOR
The Dedicated Alternator supplies primary power to the FADEC system and
provides a speed reference signal of the H.P. shaft speed (N3).
The unit is mounted on the external gearbox and driven by direct drive from
the H.P. shaft N3.
The Alternator consists of two separate three phase stator windings and two
separate single phase stator windings. The associated rotor magnets are con-
nected to a common cantilever shaft. (The shaft does not require bearings).
The three phase circuits provide power to the E.E.C. in the speed range 8% to
125% N3. One of the phase windings in each three phase circuit provides the
E.E.C. with referencing to the H.P. shaft rotational speed.
The two separate single phase circuits provide power to the overspeed protec-
tion unit. For This power supply only one single phase is used and the other is
unused.
NOTE:
A swapover can be initiated by the maintenance in case of OPU power supply
problems.

73-20
PCU CHANNEL A SUPPLY
OPU POWER SUPPLY
OPU SPARE SUPPLY
PCU CHANNEL B SUPPLY
Figure 72 Dedicated Alternator

73-20
POWER CONTROL UNIT

GENERAL
The P.C.U. is a dual channel unit, it rectifies, filters and regulates power supply
to the respective channel of the Electronic Engine Control Unit to 22V DC and
also conditions power supply to the P20/T20 probe heater, the high energy
ignition circuits and cabin air bleed H.P.V.
The primary source of FADEC power is provided by the Dedicated Alternator.
A secondary back–up electrical supply is provided by two aircraft 115V sup-
plies.
The back–up supply provides electrical power:
– during engine start up
– system failure
– during ground test
The FADEC power supply is fed into the Power Control Unit (P.C.U.). The Ded-
icated Alternator power or aircraft power as appropriate is conditioned by the
P.C.U.
The unit is mounted on the fan case inside the suitcase.

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Figure 73 FADEC Electrical Power Configuration

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POWER CONTROL UNIT CONTINUED
The PCU is a digital unit which has two Channels of operation. The two Chan-
nels are identified as Channel A and Channel B.
You can find the PCU installed in an electronic–unit protection–box.
This box is for the protection of the electronic units in the FADEC system.
The PCU outer cover is made of metal and is specially prepared with a layer of
high emissivity paint. This type of paint gives better heat radiation to help keep
the unit cool.
Convection and radiation of heat from the internal power supply modules is
also helped by external fins on the case surfaces.
The PCU contains internal temperature sensors which are continuously moni-
tored by the EEC. If the internal temperature increases more than a specified
limit, the EEC transmits a status message to the cockpit. On the front face of
the outer cover are six electrical receptacles.
The top row of three receptacles are for the Channel A inputs/outputs.
The bottom row of three receptacles are for the channel B inputs/outputs. The
mating electrical connectors for each row of receptacles connect their related
PCU Channel to:
S The EEC
S The EEC Dedicated Alternator
S The aircraft power interfaces.

73-20
Figure 74 Power Control Unit

73-20
ELECTRONIC ENGINE CONTROL

DESCRIPTION EEC Air Pressure Module
The Electronic Engine Control unit is the heart of the FADEC system. It is lo- The EEC air pressure module contains a number of cylinder pressure transducers
cated on the fancase and is shielded and grounded as protection against (E . which give
M. I.) Electromagnetic Interference S An AC signal of frequency that is in proportion to the air pressure
The E.E.C. unit is a dual channel digital unit.The channels are identified as S A DC temperature diode signal for air temperature correction.
channel A and channel B with a communication link between each.
Each air connector on the EEC front face is identified to show its related air
Each channel uses the high integrity computer (H.I.C.) concept to perform pressure input. These inputs are:
software instructions and utilises dual interfaces to provide a high degree of
fault tolerance. S PO, which is measured from engine Zone 1
In normal operation only one channel controls, in the event of certain failures- S P20, LP compressor inlet pressure
control is transferred to the alternative channel. S P25, IP compressor outlet pressure
The E.E.C. also transmits engine performance data and system test data to the S P30, HP compressor outlet pressure
aircraft which is used in flight deck display, thrust management and condition S P50, LP turbine outlet pressure
monitoring systems. S P160, LP compressor outlet pressure.
The PO air is supplied and filtered through a special cap on the protection–box
The E.E.C. automatically exercises full control of the engine to achieve or external connection. The other air pressures are supplied to the protection–box
maintain a command signal, it automatically controls : external connections by rigid tubes which have routings from the different air
S Engine Starting (Ground & Flight) sources.
S Relighting following flame–out detection
S Control of fuel flow (thrust) in both forward and reverse thrust
S V.I.G.V./V.S.V. position
S The Airflow Handling Bleed Valves
S The engine oil/fuel Heat Management System
S Internal gearbox cooling airflow
S I.P. Turbine case cooling airflow
S Aircraft cabin air H.P. valve control

S
S P20/T20 probe heater control
S The F.M.U. in the event of L.P. shaft breakage
S The thrust reverser
S I.P. turbine overheat data

73-20
Figure 75 Electronic Engine Controller

73-20
EEc DESCRIPTION CONTINUED
The EEC had been designed as a single unit, mounted using anti–vibration S The EEC monitors the temperature of the fuel downstream of the FMU with
mountings high on the left hand side of the engine fan case with, and alongside two fuel temperature thermocouples. The fuel temperature and the engine
the PCU and OPU. All three units are contained within a hinged cover– oil temperature are used as the primary control parameters in the control
screw sealed box unit. and removal of unwanted heat from the engine
The two electronic circuits or channels of the EEC are almost the same, each S The EEC monitors the fuel flow to the combustion system with a fuel flow
channel contains circuit boards or cards which match the cards in the other transmitter and calculates the fuel used. Fuel flow and fuel used data is then
channel. Each card has a specific function related to it. transmitted for display at the cockpit.
The cards within an individual channel are inter–connected by a mother board, S The EEC monitors the fuel pressure downstream the LP fuel pump with a
each mother board is connected by electronic wiring to the engine and the air- fuel low pressure switch installed adjacent to the fuel outlet connection.
craft. When fuel low pressure is detected a maintenance message is sent by EEC
A wiring loom within the EEC unit connects Channel A to Channel B. Also to the CMS.
within the EEC unit is a pressure module which contains a number of pres-
Air Data Selection
sure transducers and transducer interface circuits. Each transducer is con-
nected to pressure signal pipes from the engine. The EEC initially does a check that each engine or aircraft air data input (P20,
T20 and P0) is correct before it is included in the selection procedure.
On the side of the EEC unit is a connector for a Data Entry Plug (see
73–21–12) which is attached when the EEC is installed on an engine. The EEC Allowance is made for the effects of probe heater operation in relation to the
computer reads the data and applies it to adjust the engine operation charac- P20 and the T20 inputs. The selection procedure is then as follows:
teristics. Condition 1
An external test socket is incorporated in the EEC. To allow discrete external If the engine and ADIRU 1 parameters agree then the ADIRU 1 parameter will
test signals to communicate with the EEC computers. be used to calculate the engine ratings. If they do not agree but the engine and
EEC input data is received from the aircraft and engine sensors. All input ADIRU 2 parameters agree then the ADIRU 2 parameters will be used.
data including signals from pressure transducers is checked and conditioned Condition 2
on entry into the EEC ie. all inputs are multiplexed and therefore, as neces- If the engine and aircraft parameters are at almost the same values then the
sary, converted to digital format. The inputs are also subject to radio fre- aircraft air data parameter will be used (as in condition 1).
quency interference (RFI) filtering and lightning strike voltage protection.
Condition 3
Temperature System If the engine and aircraft parameters are at different values (but their difference
S The EEC monitors the temperature of the air supplied to the combustion is satisfactory) then a value between these parameters will be used.
chamber (through the engine compressors) with three HP compressor exit Condition 4
thermocouples.The temperature (T30) is used as a control parameter to If the engine and aircraft parameters are at different values (but their difference
make sure an engine flame–out is prevented during bad weather conditions is unsatisfactory) then the engine air data is used. In this condition the EPR
(such as heavy rain and/or hail). control (in forward thrust) will be continued in relation to the engine P0 and T20
S The EEC monitors the temperature of the air around the IP turbine disk with values. But the engine P20 value will have the effect that follows:
IP turbine overheat thermocouples. If the air used to keep the disk cool be- S If engine P20 is more than aircraft P20 the EEC will stay in EPR control
comes too hot (forward or rearward of the disk) the EEC transmits a warn-
S If engine P20 is less than aircraft P20 the EEC will change to N1 reversion-
ing for display at the cockpit.
ary control (rated).

73-20
Figure 76 EEC Suitcase

73-20
E.E.C. INTEGRITY
DESCRIPTION
The EEC utilises advanced computer technology features. The dual
channels, both interfacing with the aircraft provide a high level of fault toler-
ance.
Each channel of the EEC contains a High Integrity Computer (HIC). This con-
sists of a control computer and a monitor computer.
Both control and monitor computers access memory, internal data and input
data from the airframe and engine sensors. Both computers process the
data independently and should produce identical output. Output from both
computers is fed into a comparator (parity memory) which is also within the
HIC, any discrepancy results in a request for a channel change and a reset of
the faulty channel. The channel change is achieved without interruption to en-
gine control.
The EEC as a computer, has multi–programmes of engine model logic. Air-
craft engine input data is continuously fed into these programmes for compari-
son.
Disagreements are processed to generate corrective output signals which are
fed to engine mounted units which control engine operation.
Contingency programmes are built into the EEC to cater for channel failure.
In addition the EEC is programmed with logic to synthesise any primary control
signal loss from available data.
The FADEC system has been designed to provide a high level of fault toler-
ance ie. following a signal failure, loss of redundancy occurs rather than
loss of function. This provides a system which is safe and reliable and sec-
ondly allows tolerance of faults for a limited period of time. This is achieved
by using duplicated engine hardware, and EEC dual channel software.

73-20
Figure 77 High Integrity Computer Schematic

73-20
ENGINE DATA PLUG
The E.E.C. has been designed to control all possible configurations of the en-
gine regardless of individual characteristics.
To provide interchangeability of the unit, specific engine information must be
made available to the E.E.C. i.e.:
S Engine Serial Number
S Thrust Rating
S E.P.R./Thrust Trim Relationship
S Turbine Gas Temperature Trim
S Engine Standard
S Intermix/Retrofit
S Engine Health Monitoring
S Idle Trim
This is achieved by a device known as the Data Entry Plug which plugs into
the E.E.C.
The plug is a dual channel memory device which is programmed with relevant
engine data which is used by the E.E.C. to enable correct engine operation
control.
The Data plug remains with the engine throughout its operational life not with
the E.E.C.

73-20
Figure 78 Data Entry Plug

73-20
DEP PROGRAMMING UNIT

DESCRIPTION
The purpose of the Programming Unit is the reprogramming of the DEP. Both
EEC channels must be programmed.
The following diagram shows an example of those four charts which can par-
tially be seen on the CMS readout as well.

73-20
Figure 79 DEP Programming Unit and Printouts

73-20
OVERSPEED PROTECTION SYSTEM (OPU)

SYSTEM DESCRIPTION
The OPU is an independent system to the E.E.C. for failures of the speed probes, overspeed valve torque motor and OPU cir-
It is designed to prevent severe L.P. and I.P. shaft overspeed in the event cuits.
of severe mal–scheduling V.S.V’s and/or fuel upward runaway due to fuel me-
Signal Conditioning / Overspeed Detection
tering valve failing open.
The speed probe inputs to the OPU are initially sent through probe selection
In the event of overspeed the unit indirectly signals the fuel shut–off valve
circuits. BITE controlled relays in these circuits independently supply an N1
to close.
and N2 signal to each OPU Channel: but only if they are found to be satisfac-
The primary function of the OPU is to give protection from an N1 or N2 over- tory.
speed. These engine shaft speeds are usuallykept in safe limits by ’red–line’
The satisfactory signals are also isolated and then transmitted to the EEC for
limiters in the EEC. But if a failure occurs such that these limiters can not pre-
usual engine control.
vent a shaft overspeed the OPU will shut down the engine independently of the
EEC. Each OPU Channel changes its N1 and N2 analog signal input to a digital sig-
nal. These signals are then read by an ASIC which continuously monitors their
The OPU also makes the selection of two satisfactory N1 and N2 compressor
values and uses logic to find an overspeed condition.
speed signals (from the three available N1 and N2 speed signals) and supplies
the same satisfactory speed signals for each EEC Channel. You can find the If an ASIC finds an overspeed condition it will energize its output circuit. If the
OPU installed to the rear face of the PCU. ASIC in the other Channel also energizes its output circuit, at the same time,
then the condition is read as ’TRUE’. An electrical signal is then sent to ener-
The OPU is a two channel digital control unit. It has interfaces with:
gize the FMU overspeed torque motor. This causes:
S Three speed probes for N1 speed
S The overspeed valve to operate and close the FMU PRSOV
S Three speed probes for N2 speed
S The engine to shutdown independently of the usual shutdown control selec-
S The EEC for operation of BITE and to transmit N1 and N2 speeds tions.
S The overspeed valve in the FMU. If one ASIC energizes its output circuit and it reads that the other has not, then
The OPU outer cover is made of metal. On the front face of the outer cover are the OPU is automatically disabled. And a failure indication is transmitted
four electrical receptacles. These are used to electrically connect the OPU to: (through the EEC) to the cockpit.
S The EEC dedicated alternator
S The speed probes
S Each channel of the EEC

S The FMU overspeed torque motor.
The OPU contains a power supplies circuit board, signal conditioning circuit
board and BITE. The power supplies board is used to change the one–phase
AC input from the alternator to DC supplies for the OPU. The signal condition-
ing board is used for the OPU functions and contains two Channels (A and B)
of logic.
The BITE does the selection of two satisfactory N1 and N2 speed signals from
the three available N1 and N2 speed signals. And will transmit data to the EEC

73-20
Figure 80 Overspeed Protection Logic

73-20
OPU continued
The OPU is made cool by convection and radiation to the air in the protection-
box. Air flows through the box when the LP compressor turns.
The OPU is attached with six bolts to the rear face of the PCU. A bonding strap
is permanently installed to the OPU and connects to one of the PCU mount
brackets.
Thus the OPU is grounded through the PCU.
A unit label and modification label are on the top of the unit. An electrostatic
sensitive–device warning–label and an insulation–test warning label are also on
the unit.

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Figure 81 Overspeed Protection Unit

73-20
TURBINE OVERSPEED PROTECTION SYSTEM

DESCRIPTION
The EEC monitors the LP shaft breakage. The LP TOS (Low Pressure Turbine If one logic lane ’A’ or ’B’ becomes defective the turbine overspeed circuit
OverSpeed) system is designed to accommodate turbine overspeed due to is disarmed. This prevents incorrect operation of the system.
shaft breakage.
A shaft breakage is detected by a comparison between the speed measured by
the compressor speed probes mounted in the front compressor bearing hous-
ing and the turbine speed probes, mounted in the turbine bearing housing.
For LP shaft breakage at any power:
S the fuel flow is automatically shut off via the HPSOV overspeed torque mo-
tor.
L P SHAFT BREAKAGE
Three L.P. compressor speed probes send signals of shaft speed to the over-
speed protection unit (O.P.U.). This unit makes a selection of two satisfactory
N1 signals and transmits them to the Electronic Engine Controller (E.E.C.).
One N1 signal is supplied to each of the logic lanes ’A’ and ’B’ on the turbine
overspeed circuit board in the E.E.C. lane ’A’.
Three L.P. turbine speed probes send signals directly to the L.P. Turbine
Overspeed (L.P.T.O.S.) circuit board of the E.E.C. lane ’A’.
Each logic lane is supplied with one N1 signal. If one of these signals is not
satisfactory then the applicable logic lane makes the selection of the alter-
native signal.
When the L.P. rotor system reaches a speed higher than 1000 R.P.M. the
turbine overspeed protection system is armed. Each logic lane compares the
L.P. compressor speed with its L.P. turbine speed.
If the two logic lanes detect a speed difference between L.P. compressor
and L.P. turbine in a specified time limit it is accepted as a true failure condi-
tion. If an L.P. shaft failure is accepted as true the system will signal a clo-
sure of the Pressure Raising and Shut–off Valve (P.R.S.O.V.). The engine is
immediately shut down.
Once the fuel flow has been shut off the P.R.S.O.V. is latched in the fuel off
position. If inadvertent shut down occurs the pilot has a reset facility in the
flight deck. If there is a failure of a compressor speed signal, which shows that
overspeed of the turbine is not possible, the related overspeed protection cir-
cuits are disarmed.

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Figure 82 Overspeed Pretection Simplified Diagram

73-20
Turbine Overspeed BITE
The E.E.C. does a test of the L.P. turbine overspeed function during each
ground start – pre light up.The B.I.T.E. provides the necessary turbine speed
difference to the turbine overspeed protection circuits to momentarily shut off
the fuel during start sequences. Movement of the P.R.S.O.V. in the F.M.U. to
the closed position is monitored by the E.E.C. Almost immediatel the E.E.C.
cancels the B.I.T.E. test signal to cause the P.R.S.O.V. to become open
again. Therefore the engine start sequence is not stopped by the test. Defects
found during the B.I.T.E. test are stored in the E.E.C. The defects are subse-
quently transmitted to the Central Maintenance Computer (C.M.C.).

73-20
EEC
N1C OVERSPEED SERVO

PRSOV
LOGIC A VALVE
N1T
PROBE TO
N1T DRIVE OVERSPEED ENGINE
SELECT
N1T TORQUE
OVERSPEED MOTOR
FMU
N1C LOGIC B
TURBINE EXHAUST
CASE
LPTOS COVER
PLATE
LP TURBINE BEARING
TERMINAL UPPER HOUSING COVER
SPEED PROBE
TERMINAL CENTER
SPEED PROBE
TERMINAL LOWER
SPEED PROBE
LP TURBINE OVERSPEED
ELECTRICAL HARNESS
Figure 83 Turbine Overspeed Protection

73-20
P20 / T20 PROBE

DESCRIPTION
The P20/T20 probe is mounted inside the air intake cowl at 15_ to right of top
dead centre when viewed from rear. The probe measures both engine intake
pressure and temperature.
Temperature is measured by two independent platinum resistance elements. A
small amount of air passes over the elements, whilst the rest of the air passes
straight through the probe.
The pressure signal offtake is just above where the main airstream flows
through the probe. A pipe passes through the body to the pressure connector
on the base plate.
P20 / T20 PROBE HEATER CONTROL

The EEC autimatically makes the selection of the T20 / P20 probe heater ele-
ments to prevent ice on the probe air inlets.
The elements are set to ON when the engine speed is higher than 10% N1.
And OFF when the engine speed is lower than 10% N1 ( or aircraft is on
ground and the engine speed is lower than 45% N3)
The EEC software allows to perform a probe heater test via the CMC on the
MCDU. This is a active test where the power supply and the temperature incre-
ment is checked.
WARNING
If you remove the inner row of nuts the probe will fall into the engine air in-
take. This can cause injury and/or damage.

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Figure 84 P20 / T20 Sensor

73-20
POWER MANAGEMENT
DESCRIPTION
A Full Authority Digital Engine Control System (FADEC) controls the
RB211–Trent engine.The FADEC system is described further in the FADEC
Section’.
The FADEC schematic outlines:
S Sub–systems
– For specific system refer to respective section, i.e. Airflow Control,
Fuel Control, Propulsion System.
S E.E.C. input and output signals
S The interface with the aircraft systems

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Figure 85 FADEC Schematic

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THROTTLE CONTROL LEVER MECHANISM

DESCRIPTION
Movement of the flight deck throttle control lever generates a command signal
for the Electronic Engine Control (E.E.C.) unit, which converts the signal to an
E.P.R. value or N1 value. (see FADEC section).
Each throttle lever is mechanically connected to two throttle resolvers which
convert Throttle Lever Angle (T.L.A.) into a Throttle Resolver Angle (T.R.A.)
command signal.
The resolvers are independent but produce the same output signal. Each re-
solver is dedicated to one channel of the E.E.C.
The throttle control lever moves a total arc path of approximately 55 degrees.
Forward thrust – is selected by moving the lever through an arc > 4.5 degrees.
Reverse thrust – is selected by moving the reverse thrust lever through an arc
of 96 degrees.

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Figure 86 Thrust Control

73-20
THROTTLE CONTROL LEVER MECHANISM
S Forward thrust
Three detents are provided in the forward thrust range i.e.:
– maximum climb (MCLB) at 30 degrees
– maximum continuous (MCT) at 42 degrees
– maximum take off (TOGA) at 55 degrees
S Reverse thrust
Lifting the reverse thrust lever allows the throttle to operate in the reverse
thrust range. Maximum reverse power – TLA at 96 degrees.

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Figure 87 Combined TRA Relationship

73-20
BASIC CONTROL LOOP–STEADY STATE

DESCRIPTION
The Electronic Engine Control (E.E.C.) receives a command signal from the
flight deck Throttle Resolver (T.R.A.) which is converted by the E.E.C. into an
Engine Pressure Ratio (E.P.R.) or N1 demand.
Alternatively the E.E.C. receives a F.M.G.E.C./auto–thrust computed E.P.R.sig-
nal. The E.E.C. also receives signals from engine mounted and aircraft (air
data) sensors.
The command signal and other relevant input signals are processed
within the E.E.C. Output control signals are transmitted to engine accessory
mounted control units.
The primary engine control unit being the Fuel Metering Unit (F.M.U.). Inside-
the F.M.U., a torque motor receives the E.E.C. output signal.The torque motor
modulates fuel servo pressur to move the Fuel Metering Valve (F.M.V.) which is
integral of the F.M.U.
Indirectly the F.M.V. is adjusted to control fuel flow to match an E.P.R./thrust
demand signal.
Once operating, many of the engine accessories feed status signals back to
the E.E.C. e.g. movement of the F.M.V. is sensed by a double resolver which
feeds back a position signal to the E.E.C.
The E.E.C. uses these feedback signals to make comparisons with software
logic and as a consequence of any disagreement, process output signals to
engine control units as necessary i.e. adjust fuel schedule accordingly.

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Figure 88 Power Setting - Basic Control Loop

73-20
THRUST MODES
Manual Mode
When in manual mode the flight deck throttle levers are used exclusively to
control engine thrust.
Automatic Thrust Control

The auto thrust function provides automatic computation of the thrust level
to be set in order to achieve the desired aircraft flight characteristics.
NOTE: During take–off the automatic thrust control is not active.
The automatic thrust control function is part of the auto flight system: i.e. the
auto thrust system interfaces with the aircraft flight management guidance
envelope computers which receive and provide output signals to control the
aircraft flight services via the electronic flight controls system (E.F.C.S.) and to
the engines via the FADEC.
When the auto thrust function is active, moving the throttle lever (T.L.A.) into
idle, climb or maximum continuous detents, command the auto thrust function
accordingly
Memo Mode
This is a transitive mode of thrust control between the autothrust mode and
manual mode of the autothrust function.
When the autothrust mode is deactivated and the throttle levers are set on the
max continuous or max climb detent points, the E.E.C. will enter the memo
thrust mode.
In this mode the thrust demand is locked by the E.E.C prior to exiting auto-
thrust mode.This is to prevent potential thrust step changes which may occur
when reverting from autothrust to manual mode.

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Figure 89 Forward Thrust - Throttle Legend

73-20
THRUST SETTING
E.P.R. Control S minimum N3 limiter
The E.E.C. controls the engine to an E.P.R. schedule during manual operat- – minimum N3 shaft speed necessary to maintain aircraft services and
ing conditions. allow acceleration to go-around thrust setting mode within a predefined
If the autothrust function is active then the E.E.C. controls the engine to an time limit
E.P.R. target supplied by the F.M.G.E.C. S minimum fuel flow limiter
– minimum fuel flow limiter to maintain combustion integrity
N1 Reverse Thrust Control
S minimum T30
The E.E.C. controls the engine to an N1 reverse schedule if the T.R.A. indi-
cates that the pilot has selected the reverse thrust lever. – minimum T30 necessary to protect against adverse weather conditions
N1 Reversionary Control ENGINE RATING

The E.E.C. controls the engine to an N1 reversionary schedule e.g. as a result To cater for FADEC E.E.C .interchangeability, the E.E.C’s memories stored
of pilot command or loss of actual E.P.R. parameters. with rating information to cater for up to ten possible different rated engines.
There are 2 forms of N1 reversionary control : The rating information is stored in the form of tables. The table to be used by
S Rated N1 Reversionary Mode the E.E.C. is selected using rating index data stored within the Data Entry
The E.E.C. calculates an E.P.R. command as in the E.P.R. control mode. Plug (D.E.P.).
The E.E.C. then converts this E.P.R. command into an N1 command using a Basic E.P.R. Rating
simple look–up table and the engine is controlled using this N1 command. The E.E.C. calculates the E.P.R. value corresponding to:
S Unrated N1 reversionary Mode S Maximum Take–off/Go–Around
The E.E.C. sets the forward idle detent position equal to idle N1 and the max S Flexible Take–off
take–off detent position equal to red–line N1.
S Maximum Continuous
The E.E.C. then interpolates between the two N1 speeds so as to maintain an
S Maximum Climb
approximately linear thrust vs T.R.A. relationship between the two detent posi-
tions. S Maximum Take–off/Go–Around
The engine is then controlled using this N1 command. This is the maximum thrust which the engine can give for take–off under the
ambient conditions.
Idle Control
Flexible Take–off/Derated Take–off

At idle the EEC controls the engine so to prevent the engine being operated The Trent engine is flat–rated i.e. thrust versus ambient temperature/pressure
below certain minimum operating limits. relationship up to a kink–point temperature. After this kink–point the thrust that
The limits are: the engine can produce decreases due to T.E.T. limitations.
S minimum P30 limiter The flexible take–off system allows the pilot (or by derate selection) to specify
– minimum P30 pressure demand necessary to maintain nacelle, wing and a modified ambient temperature greater than the maximum take–off kink point
ECS bleed air requirements temperature which reduces the engine thrust output as a factor of air-
craftweight.
S minimum N1 limiter
– minimum N1 shaft speed to prevent icing of the spinner

73-20
ISA + 15
Figure 90 Flat Rating

73-20
CMS EEC INTERACTIVE TESTS

GROUND SCANNING
The purpose of this item is to analyze on the ground only the failts that occured
during the last flight.
All the faults detected while using this function are shown in real time on the
MCDU and are not memorozed in non-volatile memory.
CLASS 3 REPORT
This function shows the internal or external class 3 faults detected by the EEC
during the last flight.
GROUND REPORT
This function gives access to the internal faults detected by the EEC which are
occured after landing.

73-20
Figure 91 Ground Scanning / Class 3 Faults / Ground Report

73-20
EEC SYSTEM TEST

This function enables the maintenance the initiation of the EEC test from the
MCDU.
Upon selection of this function the EEC performs a power up test plus 20 sec
of ground scanning.

73-20
Figure 92 EEC System Test

73-20
CMS PROBE HEATER TEST
This function gives the ability for the maintenance to perform an active
P20/T20 probe heater test.
CAUTION: P20/T20 probe will get hot during test!

73-20
Figure 93 EEC Probe Heater Test

73-20
ENGINE RUNNING TEST
When selecting ENGINE RUNNING TEST the maintenance has the ability to
simulate the engine running relay switch closure in engine running condition for
the aircraft systems.

73-20
Figure 94 CMS Engine Runningn Test

73-20
SPECIFIC DATA READOUT
S EEC CONFIGURATION
– This readout is used to compare or readout the programmed engine
EEC data from the Data Plug and the engine Name Plate.
S EEC EXCEEDANCE
– This function gives the readout of the exceedance values from N1, N2,
– N3 and EGT which are memorized since last engine operation.

73-20
Figure 95 Specific Data Readout

POWER PLANT A 330
OIL SYSTEM RR Trent 700
79-00
ATA 79 OIL
79-00 OIL SYSTEM
SYSTEM DESCRIPTION
The oil system is a full flow recirculatory system and its function is to supply essary filtration. Location’ for magnetic chip detectors (M.C.D’s) are provided
oil to the engine internal drives, gears and bearings.The oil is used to lubricate in the scavenge lines.
these locations and remove unwanted heat throughout all operating conditions. The system is vented through a centrifugal breather, located in a housing on
Components within the system must ensure that the oil supplied to these the front of the external gearbox.
drives, gears and bearings is in the correct condition with regard to cleanliness,
A self contained oil tank is mounted on the right hand side of the fan case. It
pressure, temperature and quantity.
incorporates a quantity sight glass and provision is made for pressure and
gravity oil filling.
The complete system is divided into three main areas:
S Feed Oil, lubrication and cooling (pressure side) The following indications are provided on the flight deck:
S Return oil (Scavenge side) S Oil quantity in the tank
S Breather system (Vent) S Oil temperature
S Oil pressure
Vane type pumps are used to move the oil around the system, a total of 8
S Pressure Filter Impending Blockage
vane elements are assembled on to two rotors:
S Scavenge Filter Impending By–pass
S Pressure Pump Element
S L.P. Turbine Bearing Chamber Scavenge Element
S H.P./I.P. Turbine Bearing Chamber Scavenge Element
S Internal Gearbox Scavenge Element
S Front Bearing Chamber Scavenge Element
S Intermediate Gearbox and Gearbox Input Drive Assembly Scavenge Ele-
ment
S External Gearbox Scavenge Element
S Centrifugal Breather Scavenge Element
Two oil coolers are used in the system, a fuel cooled oil cooler (F.C.O.C.) and
an air oil heat exchanger (A.O.H.E.).
A pressure filter, scavenge filter and line filters (last chance) provide the nec-

POWER PLANT A 330
79-00
Figure 96 Oil System Schematic

POWER PLANT A 330
79-00
FEED OIL, LUBRICATION AND COOLING

General
Feed oil is circulated by a single pressure pump which draws oil from the oil Oil is returned from each of the six primary lubricated locations of the engine
tank through a gauze strainer. and the breather ( air / oil separator )
The oil system is protected against pressures exceeding 635 psi by a pump The lubrication locations are as follows:
relief valve which relives excess pressure back to the pump inlet. Excessive S The front bearing chamber
pressure may be due to very cold oil or system blockage.
S The internal gearbox
S The HP / IP bearing chamber
Feed oil is cleaned by a 125 micron filter. A differential pressure switch moni-
tors filter condition and provides a flight deck indication that the filter is becom- S The LP bearing chamber
ing clogged, this switch is set to operat at a differential pressure of 13 psi. S The intermediate gearbox assembly
S The external gearbox
The A.O.H.E. combined with the F.C.O.C. will keep the oil and fuel tempera-
tures within specified limits. Fan air (cool) is supplied to the A.O.H.E. to de- Oil from each location is drawn by its own vane type scavenge element, fitted
crease the oil temperature when significant oil cooling is required. The fan in the oil pump assembly. Provision is made for magnetic chip detectors to be
air is shut–off when the F.C.O.C. can control the oil/fuel temperature on its fitted in each of the oil return lines for trouble shooting.
own.
Oil outlet from the scavange pumps join to form a combined scavange return
From the A.O.H.E. the oil is supplied to the F.C.O.C., this component has flow and is sampled by a master MCD before passing through a 30 micron fil-
two functions. The primary function is to decrease the temperature of the oil. ter. The filter has a bypass valve that will function at 20 PSI pressure differen-
The secondary function is to increase the temperature of the fuel. This will pre- tial. Filter condition is monitored by a pressure differential switch set at 13 PSI
vent the water content in the fuel from forming into ice particles and blocking to provide flight deck indication of impending bypass.
the filter.
The fuel filter is fitted in the bottom of the F.C.O.C. Temperature sensors are located in the scavenge return line between the scav-
enge filter and the tank to provide flight deck indication of oil temperature.
The F.C.O.C. has two by–pass valves. One is the oil pressure by–pass to
give protection to the cooler core. The other is fuel filter by–pass which oper- The oil returned to the tank is discharged over a deaerator tray to release the
ates when the filter becomes clogged. An anti–syphon tube prevents oil suc- entrained air prior to circulation.
tion from the F.C.O.C. during engine shut down.
From the F.C.O.C. the feed oil is supplied through external tubes to the main
engine bearings, gears and drives.

POWER PLANT A 330
79-00
Figure 97 Oil System Diagram

POWER PLANT A 330
79-00
VENTING SYSTEM
General
Oil loss from the main bearing chambers is prevented by the use of grooved
labyrinth seals pressurised by air. To contain the oil within the bearing cham-
bers air enters the annular space between the stationary and rotating parts of
the seal. The airflow inwards across the seal opposes any escaping oil and
carries it back into the bearing chambers.
To maintain the pressure drop across the seals, the bearing chambers – with
the exception of the L.P. turbine bearing chamber – are vented by external
tubes to the centrifugal breather. The pressure drop across the seals is
controlled by restrictors in the vent return tubes. For the L.P. bearing housing
the scavenge pump is able to maintain the pressure drop.
The centrifugal breather separates the air and oil before directing the air to
atmosphere, the oil is scavenged from the breather housing back to the oil
tank.
The remaining sealing air which is returned to the oil tank with the scav-
enge oil is separated from the oil by the de–aerator cone in the oil tank.
The separated air is vented by an external tube to the centrifugal breather.

POWER PLANT A 330
79-00
Figure 98 Oil System Diagram

POWER PLANT A 330
79-00
OIL TANK
DESCRIPTION
The oil tank is attached to the front flange of the L.P. compressor case on
the right hand side.
The tank is a magnesium casting to which other components attach to make up
the oiltank assembly. These components are as follows:
S Oil quantity transmitter
S Sight glass
S Pressure fill and overflow connection
S Oil filler assembly
S Scavenge filter assembly
S Outlet tube
S Vent tube
To help release the air from the scavenge oil returning to the tank there is a
deaerator fitted inside the tank, the released air passing out of the vent tube.
There is also a filter in the tank to prevent contamination of the oil pressure
system supply.
The oil filler assembly has a quick release ’cap. Internally the filler has a valve
to prevent opposite flow if the cap was inadvertently left off.

POWER PLANT A 330
79-00
Figure 99 Engine Oil Tank

POWER PLANT A 330
79-00
SCAVANGE FILTER ASSEMBLY

The diagram below shows the positions of the:
S Scavenge filter assembly
S Master M.C.D.
S Scavenge filter differential pressure switch
S Oil temperature sensors
S Scavenge filter by–pass valve

POWER PLANT A 330
79-00
Figure 100 Scavenge Filter Assembly

POWER PLANT A 330
79-00
OIL PUMP / SCAVENGE FILTER

The diagram below shows the positions of the:
S Oil pump
S Pressure filter housing
S M.C.D.
S Scavenge filter housing Master M.C.D.

POWER PLANT A 330
79-00
Figure 101 Oil Pump and Scavenge Filter

POWER PLANT A 330
79-00
OIL PUMP / MCD HOUSINGS
The folowing diagram shows the provision made for fitting the M.C.D. into the
six scavenge line positions.
Normally the M.C.D. probes and housings are not fitted and blanks cover
the aperture. M.C.D. and housing can be fitted for trouble shooting individual
scavenge lines, this would occur if the master M.C.D. was found to be
loaded.

POWER PLANT A 330
79-00
Figure 102 Oil Pump / MCD Housings

POWER PLANT A 330
79-00
CENTRIFUGAL BREATHER
DESCRIPTION
The centrifugal breather has a rotor that contains retimet segments and is
driven by the external gearbox.
Aerated oil from the bearing chamber vent system and the oil tank de–aerator
tray is delivered to the centrifugal breather. The aerated oil tries to pass
through the retimet segments but is centrifuged out. The air can pass
through the retimet segments into the hollow rotor and is vented overboard.
The centrifuged oil is scavenged back to the oil tank by its own scavenge pump
element.

POWER PLANT A 330
79-00
Figure 103 Centrifugal Breather

POWER PLANT A 330
79-00
HEAT MANAGEMENT SYSTEM

DESCRIPTION
The function of the heat management system is to keep the engine oil and
fuel temperature within specified limits to contribute to achieving the best
engine performance. To do this an Air Oil Heat Exchanger (A.O.H.E.) and a
Fuel Cooled Oil Cooler (F.C.O.C.) are used.
A.O.H.E.
The A.O.H.E. is fitted on the right hand side of the L.P. compressor case and
consists of two main components:
S Heat Exchanger Assembly
S Air Modulating Valve
The operation of the A.O.H.E. is controlled by the E.E.C. The E.E.C. uses data
collected from oil temperature sensors and fuel thermocouples to control the
A.O.H.E.
The E.E.C. monitors these temperatures and makes sure they remain within
limits. If they are not then the E.E.C. will send a signal to the torque motor in
the servo valve. Signals from the E.E.C. move the torque motor which causes
the spool valve to move. As the spool valve moves it allows servo fuel to
the applicable side of the piston and moves it. The movement of the piston will,
through a linkage, turn the air modulating valve to give the best airflow neces-
sary through the heat exchanger.

POWER PLANT A 330
79-00
Figure 104 Heat Management System

POWER PLANT A 330
79-00
HEAT MANAGEMENT CONTINUED
The A.O.H.E. has two modes.
Mode 1
S Air modulating valve fully closed. This mode is for usual conditions. No air-
flow through the heat exchanger. Temperature of oil and fuel can be con-
trolled by the F.C.O.C. operation only.
Mode 2
S Air modulating valve turns to L.P. compressor airflow open position. This
mode is used when cool air is required to lower the temperature of the oil.
S In mode two the air modulating valve is fully adjustable between its mini-
mum and maximum open position.The position of the valve is controlled by
the E.E.C .adjusting the valve to the best position.This position is when suf-
ficient cool air is used for the A.O.H.E. to function, with minimum decrease
in engine performance. An oil spring attached to the pinion gear will move
the valve to mode two, if there is a system failure.

POWER PLANT A 330
79-00
MODE 1
MODE 2
Figure 105 AOHE Air Modulating Valve

POWER PLANT A 330
79-00
FUEL COOLED OIL COOLER

DESCRIPTION
The F.C.O.C. has two functions:
The primary function is to reduce the temperature of the oil and the second-
ary function is to increase the temperature of the fuel, this will prevent the
water content in the fuel from turning to ice.
The oil flow through the core is made slower by many baffle plates around the
steel tubes. The slower oil enhances the exchange of heat. If the oil pressure in
the F.C.O.C. becomes more than a specified limit a by–pass valve will open
and relieve the pressure back to the oil inlet. An anti–syphon hole connects the
inlet to the outlet to prevent oil suction from the F.C.O.C. during engine shut
down. The fuel filter is fitted in the bottom of the F.C.O.C. this filter has a by–
pass valve which will operate if the filter becomes clogged.

POWER PLANT A 330
79-00
Figure 106 Fuel Cooled Oil cooler

POWER PLANT A 330
79-00
AIR OIL HEAT EXCHANGER DEACTIVATION

The following diagram shows the air / oil heat exchanger which is located on
the right hand side of the fan case.
AIR / OIL HEAT EXCHANGER

The MEL deactivation procedure requires a locked open valve.
This makes sure that under all circumstances a maximum cooling is provided
to keep the engine oil cool for safe engine operation.
PROCEDURE
S open the right hand fan cowl door
S turn the manual turning device in clockwise direction until the valve indicates
fully open
S remove the cotter pin from the lockpin
S remove the lockpin from the heat exchanger
S remove the lockpin spacer which is part of the lockpin and store it for later
installation
S install the lockpin less spacer into the heat exchangerunit
S install the cotter pin into the lockpin
S release the exchanger air valve manual turning device
S close the fan cowl door

POWER PLANT A 330
79-00
Figure 107 Air / Oil Heat Exchanger

POWER PLANT A 330
79-00
I.D.G. OIL COOLING

INTRODUCTION
The Integrated Drive Generator (I.D.G.) is the primary source of A.C. elec-
trical power supply to the aircraft. Each engine has an I.D.G. mounted on the
left hand side rear face of the external gearbox. An oil system which is an inte-
gral part of the I.D.G., lubricates the I.D.G. bearings and keeps it cool. The
system is connected to an external Air Cooled Oil Cooler (A.C.O.C.) to keep
the oil temperature at a satisfactory level.
DESCRIPTION
The I.D.G. includes a Constant Speed Drive (C.S.D.) and an A.C. generator
installed in the one housing.
The C.S.D. maintainsa constant output speed of 24,000 R.P.M., thus the
generator turns at a constant speed of 24,000 R.P.M.
The I.D.G. has an oil system which lubricates the generator bearings and
keeps it cool. The I.D.G. has a pressure filling point, a drain point and an oil
level sight glass. In the scavenge part of the oil system there is a filter that can
be removed. A pop–out button gives visual indication that the filter is clogged.
But when the oil is cold a bimetal element prevents this function.

POWER PLANT A 330
79-00
Figure 108 Integrated Drive Generator

POWER PLANT A 330
79-00
AIR COOLED OIL COOLER

DESCRIPTION
The A.C.O.C. i a simple air oil heat exchanger, mounted on the lower L.H. side
of the L.P. compressor case. Hot oil from the I.D.G. flows through the matrix,
where it is cooled by L.P. compressor air, before returning to the I.D.G. There
is a pressure relief valve (by–pass) between the oil inlet and outlet connec-
tions. If the oil is cold it will not flow easily through the matrix therefore the-
valve will open and the oil by–passes the A.C.O.C.

POWER PLANT A 330
79-00
Figure 109 Air cooled Oil Cooler

POWER PLANT A 330
79-00
FILLING THE ENGINE OIL SYSTEM

WARNING
You must not remove the oil tank filler cap for five minutes after the engine
stops. This will let the pressure in the oil tank decrease.
NOTE
Only oils approved by Rolls–Royce can be used in the Trent engine. The
following is a list of approved oils:
S AeroShell Turbine Oil 500 (Royco Turbine Oil 500).
S Mobil Jet Oil II.
S Mobil Jet Oil 254.
It is desirable to keep to one brand of oil but approved brands may be mixed if
operationally essential.
GRAVITY FILLING
S Open access panel on the right hand fan door.
S Check oil level on sight glass.
S If low, remove filler cap from oil tank.
S Add the approved oil to the oil tank.
S Replace filler cap.
S Record amount of oil used.
PRESSURE FILLING
S Remove wire locking and blanking caps from pressure fill and overflow.
S Fit the drain hose to the overflow coupling.

S Fit the pressure filling hose to the pressure fill coupling.
S Using the pressure filling equipment add the approved oil until a small quan-
tity of oil is seen to come out of the overflow coupling.
S Remove pressure filling equipment.
S Replace blanking caps and wirelock.
S Record amount of oil used.

POWER PLANT A 330
79-00
Figure 110 Engine Oil Servicing

POWER PLANT A 330
79-00
M.C.D. REMOVAL, INSPECTION AND REPLACEMENT

Examine the M.C.D. as follows:
S Gently wash in clean Kerosene to remove all oil, the Kerosene must be in a
clean –container which is not made of metal.
S Examine M.C.D. probe in a good light for contamination. Use a magnifying
glass which will show contamination at least 5 times larger than its correct
size.
S The Maintenance Manual will explain the accept/reject standard.
If there is contamination which can not be easily identified, it must be sent to a
laboratory for analysis. It is also helpful to the engine shop if you send the
contamination which has caused the engine rejection with the engine. You must
also identify the M.C.D. position.
Open access door on the right hand fan cowl door.
Cut locking wire securing M.C.D.
Turn and release M.C.D. with suitable wrench.
Cut and discard seal ring.
INSTALLATION OF M.C.D.
S Fit new seal ring.
S Fit M.C.D. into its housing tighten with suitable wrench torque loading
to between 60 and 120 lbf/in (0,68 and 1,35 MdaN).
S Make safe with wire locking.
S Close access door.
NOTE: For leak check perform an Engine Idle Run.

POWER PLANT A 330
79-00
Figure 111 Master MCD

POWER PLANT A 330
79-00
PRESSURE OIL FILTER

DESCRIPTION
The oil pressure filter is screwed into the oil pump housing.It is required to re-
move the filter element with the filter housing. If the filter element is not re-
moved at the same time it can fall and be damaged.
When turning counter-clockwise a check valve closes to prevent oil drainage.
NOTE: The filter is a cleanable element and can be used provided it is not
damaged.

POWER PLANT A 330
79-00
Figure 112 Oil Pressure Filter

OIL SYSTEM A330
INDICATING RR Trent 700
79-30
79-30 OIL INDICATING SYSTEM

GENERAL
DESCRIPTION
The oil system has a number of comonents that are used for indication. These
components monitor the oil temperature, pressure and quantity.
The components send signals which permit the flight crew to monitor the status
of the oil system and alert them to possible problems.
OIL QUANTITY TRANSMITTER

The quantity transmitter sends a signal to the EEC that is in proportion to the
oil level in the tank. The quantity is shown on the ENGINE SYSTEM PAGE

OIL SYSTEM A330
79-30
Figure 113 Oil Quantity Transmitter

OIL SYSTEM A330
79-30
OIL TEMPERATURE SENSORS
There are two oil temperature sensors located in the scavenge return line.
They send their signals to both EEC-channels where it is further transmitted to
the ENGINE SYSTEM PAGE

OIL SYSTEM A330
79-30
Figure 114 Oil Temperature Sensors

OIL SYSTEM A330
79-30
OIL PRESSURE TRANSMITTERS
There are two oil pressure transmitters located on the lubrication unit. They
send their signal to both EEC-channels to indicate the supply pressure on the
ENGINE SYSTEM PAGE

OIL SYSTEM A330
79-30
Figure 115 Oil Pressure Transmitters

OIL SYSTEM A330
79-30
LOW OIL PRESSURE SWITCH
The low oil pressure switch closes if the oil pressure decreases to 35 PSI. The
signal is transmitted to the FWC and to the flight deck

OIL SYSTEM A330
79-30
Figure 116 Low Oil Pressure Switch

OIL SYSTEM A330
79-30
OIL PRESSURE FILTER DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch located on the lubrication unit sends a signal to
the EEC if the differential pressure increases to 13 PSI

OIL SYSTEM A330
79-30
Figure 117 Oil Pressure Filter Differential Pressure Switch

OIL SYSTEM A330
79-30
OIL SCAVENGE FILTER DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch located close to the oil tank sends a signal to
the EEC if the differential pressure increases to 13 PSI

OIL SYSTEM A330
79-30
Figure 118 Oil Scavenge Filter Differential Pressure Switch

ENGINE FUEL AND CONTROL A 330
73-00
ATA 73 ENGINE FUEL AND CONTROL

73-00 FUEL SYSTEM PRESENTATION
INTRODUCTION
The function of the system is to receive fuel from the aircraft tanks and deliver
conditioned metered fuel into the combustion chamber for ignition.
The fuel system is divided into
S Fuel Control
S Fuel Supply
Fuel control is achieved electro–mechanically by the FADEC system or
E.E.C., interfacing with the Fuel Metering unit which is integral with the fuel
supply system.
Note: FADEC control principles is covered in FADEC section.
The fuel supply system is required to:
S Uplift the fuel delivery pressure sufficient to cater for system pressure drop
and fuel metering.
S To heat the fuel in cold conditions.
S To filter the fuel.
S To meter the fuel delivery to satisfy engine thrust requirement.
S To finely atomise the fuel and air mix during injection into the combustor.
S Incorporate independent devices to shut–off fuel delivery to the combustor,
in the event of severe shaft overspeed conditions and extremely unlikely
shaft failures.
S Incorporate a flight deck manually operated fuel shut–off valve.

73-00
Figure 119 Fuel System Schematic

73-00
FUEL COMPONENTS
Low Pressure Pump (L.P.P.)
The pump receives fuel from the aircraft system and ensures satisfactory pres-
sure to the High Pressure Pump (H.P.P.). The pump has a single stage
centrifugal impeller.
Low Pressure Fuel Cooled Oil Cooler

Fuel from the L.P.P. passes through the cooler to act as an oil cooling me-
dium, and conversely for the oil to heat the fuel.
Low Pressure Filter
The low pressure filter is a 40 micron non–cleanable element housed in a cas-
ing separate but common with the Low Pressure Fuel Cooled Oil Cooler
unit. The filter provides fuel filtration before the fuel enters the High
Pressure system.
A pressure differential switch is incorporated across the filter working at
5 psid and giving a flight deck warning. The by–pass operates at 25 psid.
Low Pressure Fuel Pressure Switch

This monitors the fuel pressure downstream of the element giving an
indication to the flight deck if the fuel pressure falls below 70 psig.

73-00
Figure 120 FCOC and Filter

73-00
FUEL COMPONENTS
High Pressure Pump (H.P.P.)
The High Pressure Pump is a spur–gear type pump. It feeds fuel to the
F.M.U. and provides servo pressure to the engine control unit actuators.
Both the H.P. pump and the L.P. pump are housed in a common housing
mounted and driven from the High Speed Gearbox.
The H.P.P. is protected by a pressure relief valve which opens at 1600 psid.
if a restriction occurs downstream of the pump.
The valve returns H.P. fuel back to the H.P. pump inlet.
Fuel Flow Transmitter
This unit provides a signal of engine fuel flow to the flight deck. It is a dis-
placement type unit which eliminates density variations due to temperature
changes in the fuel.

73-00
Figure 121 Fuel Pump Assembly

73-00
Fuel Metering Unit (F.M.U.)

This unit interfaces with the E.E.C. Unit.
It fastens directly onto the L.P./H.P. fuel pump housing.
The F.M.U. receives electrical signals from the E.E.C., to indirectly control
fuel flow into the combustor. The signal controls the position of the Fuel Meter-
ing Valve.
A spill valve incorporated within the F.M.U. maintains a constant pressure
drop across the Fuel Metering Valve.
Incorporated within the F.M.U. is a turbine overspeed valve and fuel shut–off
valve.
The shut–off valve can be operated by an electrical signal from the Pilots fuel
control switch.

73-00
Figure 122 Fuel Metering Unit

73-00
FUEL COMPONENTS
H.P. Fuel Filter
The filter is a 250 micron element housed in a case attached to the inlet of HP Fuel Filter
the fuel manifold. The filter can be removed, cleaned and re–used.
The function of the filter is to prevent blockage of the fuel spray nozzles
Fuel Manifold
The primary fuel manifold is assembled in 2 halves and fits around the com-
bustion outer case.
The main fuel delivery line and filter connects to the manifold to the right of
B.D.C. of the engine.
Fuel is distributed to each of the 24 fuel spray nozzles through12 off equally
spaced secondary manifolds.
Each secondary manifold delivers fuel to 2 off fuel spray nozzles.

73-00
Figure 123 Fuel Spray Nozzle and Manifold

73-00
FUEL SPRAY NOZZLES

24 off fuel spray nozzles (F.S.N’s) are used on the Trent engine. They are cast
body fabrications of simplex air spray design. Fuel is delivered to the F.S.N.
then through the body (feed arm) to the swirl chamber head for atomisation
and air mix before entry into the combustor.
A weight type distributor valve is fitted inside the feed arm used to control the
individual fuel delivery pressure, to match all the F.S.N’s output during low
flow conditions i.e. engine start, and decent.
The fuel enters the swirl chamber and is partially atomised and centrifuged by
the tangential entry ports, H.P. delivery air passes into the rear of the swirl
chamber mixing with the fuel, the air/fuel is swirled by a series of vanes before
exiting the swirl chamber.

73-00
Figure 124 Fuel Spray Nozzle

73-00
FUEL SPRAY NOZZLE REMOVAL/INSTALLATION

If a fuel spray nozzle has to be changed use the distributer weight from the
nozzle removed.
Fit new distributer seal to the distributer weight and put it into the position in the
fuel nozzle.
If the same nozzle is being replaced make sure the C-seal is visually satisfac-
tory.
NOTE:
After nozzle change ensure the proper location by borescoping the combustion
chamber.

73-00
Figure 125 Fuel Spray Nozzle Removal / Installation

73-00
Fuel Temperature Thermocouples

Two thermocouples are installed in the flow pipe between F.M.U. and fuel
flow transmitter, supplying temperature input to the E.E.C. i.e. Lane ’A’ and
Lane ’B’.
The fuel temperature thermocouples are installled in the tube that is connected to
the outlet of the FMU.
They are attached to a tube adapter with bolts and are electrically connected
through engine electrical harnesses to the EEC. One thermocouple supplies a
temperature input for Channel A of the EEC. The other supplies a temperature in-
put for Channel B of the EEC. Each thermocouple has a stainless steel case which
contains a temperature sensitive element.

73-00
Figure 126 Fuel Temperature Thermocouples

73-00
L.P. FUEL FILTER REMOVAL / INSTALLATION
CAUTION
You must prevent the movement of the drain plug adapter when you remove
the drain plug. If you do not do this you can loosen the adapter and cause fuel
leaks.
S Position a container under the drain plug and remove drain plug.
S Remove, cut and discard used sealing ring.
S With the container still in position remove the 3 bolts holding end cap in
position, allow fuel to drain.
S Remove cut and discard sealing ring.
S Remove and discard filter element.
S Fit blank over the hole.
Installation is as follows:
S Fit new element,make sure filters bonded seal goes into its location in its
housing.
S Fit new sealing ring to cap assembly.
S Fit cap to housing ensuring filter bonded seal goes into its location in the
cap assembly.
S Fit bolts and torque load to 200 to 220 lbf/in (2,25 to 2,48 MdaN).
S Fit new seal to drain plug, fit plug, torque load to 110 to 120 lbf/in (1,24 to
1,35 MdaN) and wire lock plug.
S Carry out test shown in the MM for leaks.

73-00
Figure 127 LP Fuel Filter

73-00
H.P. FUEL FILTER REMOVAL/INSTALLATION
CAUTION
You must make sure the retaining bolt is correctly installed in the filter element.
If the bolt becomes disconnected from the element it can cause blockage in
the fuel supply.
S Open C–ducts.
S Position a containe runder the drain shown in the diagram below.
S Remove drain plug.
S Remove, cut and discard sealing ring.
S Fit new sealing ring and refit drain plug torque load to 44 lbf/in (0,5 MdaN)
and wire lock plug.
S Remove bolts from inlet and outlet connectors.
S Remove filter body, cut and discard seals.
S Release bolt and remove filter element from filter body.
S Fit blanks/covers to all openings.
Installation is as follows:
S Make sure retaining ring is fitted correctly to hold retaining bolt to the
filter element.
S Fit element into filter body tighten retaining bolt and torque load to 100
lbf/in (1,13 MdaN
S Fitnew sealing rings to inlet and outlet connectors.
S Position filter body between the two connectors.
S Fit bolt and torque load to 100 lbf/in (1,13 MdaN).
S Carry out test shown in MM for leaks.

73-00
Figure 128 HP Fuel Filter

AIR A 330
COMPRESSOR AIRFLOW CONTROL SY- RR Trent 700
STEM 75-00
ATA 75 AIR
75-33 IP/HP COMPRESSOR AIRFLOW
CONTROL
GENERAL
The function of the IP and HP compressor airftow control system is to keep a
smooth airftow through the IP and HP compressor. It also controls the votume
of airftow through the IP and HP compressors. The system makes sure of the
correct operation of the compressors durlng all ranges of operation. The IP and
HP compressor airftow control system has one stage of Variable Inlet Guide
Vanes (VIGVs) and two stages of IP compressor Variable Stator Vanes
(VSVs). The VIGVs and VSVs control the angle at whlch the alrflow ls supplied
to the first three stages of the IP compressor. The angle of the VIGVs and
VSVs is changed to adapt to different conditions of compressor operation. This
helps to prevent a statl /surge condition in the IP and HP compressors. The
volume of airflow through the IP and HP compressors is controlled by four IP
and three HP bleed vatves. At lower engine speeds the bleed valves bleed air
from the IP and HP compressors to prevent a stall /surge condition. The bleed
valves are closed at higher engine speeds to provide full airflow through the IP
and HP compressors.
The IP and HP compressor airflow control system includes:
S a VSV control unit
S two VSV actuators
S a VIGV/VSV actuating mechanism
S a bleed valve controller
S four IP bleed valves

S three HP bleed valves

AIR A 330
STEM 75-00
Figure 129 VIGV / VSV Actuator

AIR A 330
STEM 75-00
VIGV / VSV SYSTEM

DESCRIPTION
The VIGV’s and VSV’s are adjusted during acceleration, deceleration and
surge conditions. This makes sure of correct operation of the IP and HP com-
pressors. The EEC uses N2 speed signals and IP compressor temperature
signals to control the position of the VIGV’s and VSV’s. If these signals are not
available the EEC uses signals based on a pressure ratio to control the VIGV’s
and VSV’s.
The VIGV / VSV system consists of the following units:
S VIGV / VSV Control Unit
S Two VIGV / VSV Actuators
S VIGV / VSV Actuating Mechanism
The E.E.C. is constantly monitoring the speed and the inlet pressure of the I.P.
compressor when these conditions change during acceleration and decelera-
tion the E.E.C. will send a signal to the V.I.G.V./V.S.V. control unit. The control
unit responds by directing H.P. fuel to the actuators to either retract or extend
the rams.
The V.I.G.V/V.S.V. actuating mechanism changes the linear movement of
each of the actuator rams to a movement that turns the VIGV / VSV.
Linear Variable Differential Transducers (L.V.D.T.) send signals back to the
E.E.C. of V.I.G.V./V.S.V. angle. The left actuator LVDT feedback is send to
EEC channel A, the right actuator LVDT feedback is send to EEC channel B.
STARTING
During an engine start the VIGV’s and VSV’s are held in the closed position
until 8% N3.
ENGINE ACCELERATION
As the engine speed increases the VIGV’s and VSV’s start to move to their
open position.
ENGINE DECELERATION
As the engine speed decreases the VIGV’s and VSV’s start to move to their
closed position.

AIR A 330
STEM 75-00
Figure 130 VIGV / VSV System Schematic

AIR A 330
STEM 75-00
V.I.G.V./V.S.V. OPERATION
DESCRIPTION
The V.I.G.V./V.S.V. control unit is fitted on the lower left hand side of the
compressor intermediate case, the unit consists of the following:
S A Constant Pressure Valve
S A Torque Motor
S A Pressure Drop Regulator
S A Control Servo Valve
The diagram below shows the actuators on the high speed stops therefore
V.I.G.V’s/V.S.V’s are fully open, there is no signal coming from the E.E.C. to
the torque motor it remains in a neutral position. In this position it can be seen
that the control servo valve is covering the outlet ports to the actuators and
there is a hydraulic lock across the piston. Fuel from the fuel pumps passes
through a constant pressure valve which maintains the supply pressure to
the torque motor and the return pressure from the torque motor at a constant
pressure drop.
The torque motor flapper valve controls the flow of servo pressure (extend
and retract pressure) to the control servo valve. The torque motor flapper
valve is controlled by electrical signals from the E.E.C. There are two signals
from the E.E.C. to two coils, only one signal is used at any one time.
Energising one of the coils can move the flapper in two directions, the direction
is dependent upon the E.E.C. signal. When the flapper moves closer to one
nozzle and away from the other nozzle. This causes an out of balance condi-
tion in the hydraulic circuit.
The flapper valve near to a nozzle decreases the fuel flow from that nozzle to
the L.P. return.This increases the servo pressure at one end of the control
servo valve. Movement of the flapper valve away from the nozzle increases the
flow of fuel from that nozzle to L.P. return. This decreases the servo pressure
at one end of the servo control valve.

AIR A 330
STEM 75-00
Figure 131 VIGV / VSV Actuation Schematic

AIR A 330
STEM 75-00
VIGC /VSV OPERATION CONTINUED
It can be seen from the diagram that movement of the servo control valve pis-
ton in either direction will supply HP regulated pressure to either side of the
actuator piston to:
S retract the actuator and open the VIGV / VSV
S extend the actuator ans close the VIGV / VSV. A constant pressure drop is
maintained across the servo control valve by the pressure drop regulator
When the VIGV / VSV reach the required position as determined by the EEC it
will send a signal to the torque motor to move the flapper valve to its neutral
position. This provides the same pressure to each end of the servo control
valve. The springs then put the piston into a neutral position where both outlet
ports to the actuator are closed and hydraulically lock both actuators in posi-
tion.
LVDT’s send signals to the EEC which gives an indication of the position of the
piston. The EEC uses this indication to control piston movement. Both LVDT’s
are energised but only one is used for the control of piston movement.

AIR A 330
STEM 75-00
Figure 132 VSV Control Unit

AIR A 330
STEM 75-00
CMS VARIABLE STATOR VANE TEST
This test carried out by EEC and done through the MCDU enables the mainte-
nance to perform a active VSV test.
Therefore perform all necessary safety precautions prior engine motoring.
The EEC performs a full travel check from the VIGV / VSV Actuator and
checks the given feedback signals from the system while the engine is nmo-
tored.

AIR A 330
STEM 75-00
Figure 133 CMS VSV Test

AIR A 330
STEM 75-00
COMPRESSOR BLEED CONTROL SYSTEM

GENERAL
The compressor bleed control system ensures that adequate surge margin are
maintained in the intermediate and high pressure compressors when the en-
gine is operating at lower rpm ranges.
To maintain a stable airflow during certain transient and steady state running
conditions a percentage of air is vented from the IP and HP compressors. This
is accomplished with 7 bleed valves.There are three bleed valves located on
the HP3 stage, and four valves on the IP8 stage. All valves discharge to the
fan discharge ducting.
The EEC controls the bleed valves by means of a solenoid pack.
OPERATION
The EEC uses IP compressor shaft speed ( N2 ) signals and IP compressor
temperature signals to control the IP bleed valves. These signals control the
open/closed position of the IP bleed valves.
The EEC uses HP compressor shaft speed ( N3 ) and HP compressor temper-
ature signals to control the HP bleed valves. These signals control the open/
closed position of the HP bleed valves.
If these signals are not available the EEC uses signals based on a pressure
ratio. The EEC can also use signals from the throttle resolver position angle to
set each bleed valve.

AIR A 330
STEM 75-00
Figure 134 IP and HP Bleed Valves

AIR A 330
STEM 75-00
COMPRESSOR BLEED VALVES

IP BLEED VALVES
The 4 IP Bleed valves are installed on and around the compressor intermediate
case.
These bleed valves are aligned with stage 8 of the IP Compressor. They oper-
ate to bleed a amount of stage 8 air into the LP Compressor airflow at low en-
gine speeds and during an engine surge or stall.
Each IP bleed valve has a body, piston and a spring. The piston and spring are
installed in the body. Movement of the piston opens and closes the bleed valve.
When the engine is not in operation the spring pressure holds the valve in the
open position. This gives the correct airflow through the IP compressor for en-
gine start.
HP BLEED VALVES
The 3 HP Bleed valves are installed near to the front of the combustion outer
case.
Two HP Bleed valves are installed at the top right and bottom right of the case.
The other HP Bleed valve is installed at the bottom left of the case.
The bleed valves are aligned with stage 3 of the HP compressor. They operate
to bleed a amount of HP stage 3 air into the LP Compressor airflow at low en-
gine speeds and during an engine surge or stall.
Each HP bleed valve has a body, two springs, piston, stem and valve. The pis-
ton stem and valve are assembled together to make a valve assembly. This
valve assembly is sealed against the valve body with two seal assemblies.
Movement of the valve assembly opens ore closes the bleed valve. When the
engine is not in operation the spring pressure holds the valve assembly in the
open position. This gives the correct airflow through the HP compressor for
engine start condition.

AIR A 330
STEM 75-00
IP BLEED VALVES HP BLEED VALVES

Figure 135 IP and HP Bleed Valves

AIR A 330
STEM 75-00
DESCRIPTION CONTINUED
The four I.P. compressor stage 8 and the three H.P. compressor stage 3 bleed
valves are controlled by five solenoid valves contained in one unit.
Two solenoid valves operate the four I.P. bleed valves in pairs. One of the sole-
noid valves operates the I.P.bleed valves fitted at the top right and bottom left
of the I.P. compressor intermediate case. The remaining three solenoid valves
each operate one of the three H.P. bleed valves fitted to the combustion
chamber outer case.
H.P. compressor stage 3 air is supplied to each solenoid valve when the sole-
noid valve is energised by the E.E.C. it vents H.P. 3 air servo pressure, which
is keeping the bleed valve open, to atmosphere. This allows bleed air from the
compressor to close the bleed valve(s). When the solenoid is not energised
H.P. 3 air servo pressure is supplied from the solenoid valve(s). This H.P. 3
servo pressure combined with a spring in the bleed valve(s) holds the valve in
the open position and I.P. and H.P. compressor air flows into the by–pass cas-
ing.

AIR A 330
STEM 75-00
Figure 136 Bleed Valve System

AIR A 330
STEM 75-00
SOLENOID PACK
The I.P. and H.P. solenoid valves are attached together to form one unit
(Pack). This pack is mounted on the rear flange of the I.P. compressor V.S.V.
case, it is on the right hand side above the horizontal centre line of the engine.
There is one pneumatic connector and two electrical connectors, these supply
electrical power and air to the five solenoids. Each solenoid has two coils, one
coil is connected to the E.E.C. lane ’A’. The other coil is connected to lane ’B’.

AIR A 330
STEM 75-00
Figure 137 Bleed Valve Solenoid Pack

AIR A 330
STEM 75-00
H.P. 3 AND I.P. 8 BLEED VALVES
S Bleed Valve open
The schematic diagram below shows one of the H.P. 3 bleed valves in the
open position. When the coils in the solenoid valve are not energised springs
move the vent valve to close vent ’A’. This allows H.P. 3 air into chamber ’A’
moving the piston to the right. The piston moves the inlet valve against the
spring. The piston has also closed vent ’B’ and opened the inlet valve. H.P. 3
air can now flow through the opened inlet valve into the H.P. 3 servo air tube
to the bleed valve servo chamber. In this condition the valve is open.
Although the diagram shows an H.P. bleed valve the solenoid control for open-
ing the I.P. bleed valve is the same.

AIR A 330
STEM 75-00
Figure 138 Bleed Valve Open

AIR A 330
STEM 75-00
H.P. 3 AND I.P. BLEED VALVES
S Bleed Valve closed
When the coils in the solenoid are energised the vent valve moves to the left.
This action allows H.P. 3 air in chamber ’A’ to vent through vent ’A’.
H.P. 3 air inlet pressure combined with spring pressure in chamber ’B’ moves
the piston to the left. H.P. 3 servo air then vents through vent ’B’. This causes
a reduction in pressure in the bleed valve servo chamber. It is the air that is
being bleed from the compressors that closes the bleed valve.
The E.E.C. uses I.P. compressor shaft speed and air inlet temperature signals
to control the I.P. bleed valves.
The E.E.C. uses H.P. compressor shaft speed and air inlet temperature sig-
nals to control the H.P. bleed valves. If these signals are not available the
E.E.C. uses signals based on pressure ratio. The E.E.C. can also use signals
from the throttle resolver angle (T.R.A.) to set each bleed valve.
If electrical failure occurs the bleed valve’s are moved to the open position.

AIR A 330
STEM 75-00
Figure 139 Bleed Valve Closed

AIR A 330
STEM 75-00
75-20 TURBINE CASE COOLING

INTRODUCTION
GENERAL NOTE: When the valve is closed there is a small clearance, this allows a mini-
The system improvesengine performance by decreasing the I.P. turbine blade mum supply of air to the I.P. / L.P. casing for satifactory cooling.
tip clearance in the stable cruise mode. At all other flight conditions the system
allows the I.P. turbine blade tip clearance to increase. A secondary function is
to keep the I.P. / L.P. turbine casing temperatures within satisfactory limits.
This is achieved by directing a controlled flow of cooling to the outside of the
I.P. turbine casing allowing the casing to contract decreassing the blade tip
clearance, however by shutting off the air supply the casing will expand in-
creasing blade tip clearance.
OPERATION
The diagram below shows the main components in the TCC system:
S TCC manifold
S TCC actuator
S TCC air manifold
S TCC liner assembly
The diagram shows the valve in the fuuly open position which is the mode in
stable cruise conditions where it is necessary to decrease the tip clearance of
the I.P. turbine blades.
When specified flight conditions occur the EEC transmits a signal to the sole-
noid, this allows HP3 air to go through and enter the actuator and the piston
extends to open the butterfly valve. A much larger quantity of L.P. compressor
air will flow through the valve and around the manifold.
The air flows through two rows of holes onto the I.P. turbine casing, this causes
a decrease in casing temperature and a subsequent decrease in I.P. tip clear-
ance.
The air also flows through the L.P. turbine casing cooling liner assembly to de-
crease the temperature of the L.P. turbine casing.
At all other flight conditions the EEC de-energises the solenoid and cuts off the
supply of H.P. 3 air to the actuator. The actuator spring now causes the piston
to retract and close the butterfly valve. The flow of cooling air in the manifold is
now greatly reduced and thus the I.P. turbine tip clearance now increases.
If there is an electrical failure the spring closes the butterfly valve.

AIR A 330
STEM 75-00
Figure 140 Turbine Case Cooling Schematic

AIR A 330
STEM 75-00
TCC ACTUATOR AND VALVE

GENERAL
The actuator is located on a bracket to the right of the H.P. / I.P. turbine casing
near the engines horizontal centre line. A flexible air tube connects to the ac-
tuator to provide the flow of H.P. 3 air.
The link assembly is adjustable therefore its lenght can be adjusted to make
sure the valve operates correctly.
TCC COOLING SOLENOID

GENERAL
The solenoid is located at the bottom of the intermediate casing. When the so-
lenoid is commanded closed by either of the EEC lanes, air in the actuator is
vented to atmosphere through the outlet hole.

AIR A 330
STEM 75-00
TCC ACTUATOR / VALVE
TCC COOLING SOLENOID

Figure 141 TCC Actuator / Valve and Solenoid

AIR A 330
STEM 75-00
TCC MANIFOLD AND COOLING LINER

GENERAL
The manifold assembly is in the shape of a box section. It is an assembly of
three parts as shown in the diagram.
Two rows of holes are drilled at equal distance around the inner surface of the
manifold. The cooling air will flow through these holes directly onto the I.P. tur-
bine casing.
A rearward projection of the manifold inner surface forms the L.P. casing cool-
ing liner.
The liner assembly is in four parts, bolted to brackets on the L.P. turbine cas-
ing. There are seals between each section and the front edge is sealed to the
manifold shroud.
The contours of this shroud provide locations for the EGT thermocouples and
overheat detector switches. The bolts that hold the thermocouples to the tur-
bine casing also hold the manifold assembly in position.

AIR A 330
STEM 75-00
Figure 142 TCC Manifold and Cooling Liner

AIR A 330
STEM 75-00
ENGINE COOLING AND SEALING SYSTEM

GENERAL
The engine is internally cooled with air supplied by the I.P. and H.P. compres-
sors.This air is also used to seal bearing chambers to prevent internal leakage
of oil.
S Air which is supplied by the I.P. compressor is bled off at stages IP 5 and IP
8
S Air which is supplied by the H.P. compressor is bled off at stages H.P. 3
and H.P. 6.
Parts of the engine which are at different pressures are isolated from each
other by labyrinth seals. The temperature of the cooling air around the I.P. tur-
bine disc is monitored by the turbine overheat detection system.
The bearing compartment of the internal gearbox is usually kept cool by I.P.
compressor air. But during hot day take–off conditions this is not sufficient to
keep the gear box at a satisfactory temperature.
More cool air is required and this is supplied by a different source, the bearing
compartment cooling system. Stage 3 air is taken from the H.P. compressor
and made cool by L.P. air in a heat exchanger.
This air is supplied to the internal gearbox. Internal gearbox temperature is
monitored by the E.E.C. and the system operates automatically.

AIR A 330
STEM 75-00
Figure 143 Cooling and Sealing Airflows

AIR A 330
STEM 75-00
BEARING COMPARTMENT COOLING SYSTEM

This system is contained in an Air Cooled Air Cooler (A.C.A.C.) which includes
the following component parts:
S Heat exchanger
S A rotary valve assembly
S A solenoid valve
S An actuator
The A.C.A.C. is mounted on the right hand side of the core engine between the
H.P. bleed valves.
HOT DAY CONDITIONS
During hot day take off and climb conditions it is necessary to supply more cool
air to the internal gearbox.
When such conditions occur the E.E.C. will send a signal to de–energise the
solenoid. This stops H.P.3 air supply to the piston head of the actuator by clos-
ing a ball valve and opening a vent from the actuator. H.P.3 air can now
move the piston which in turn opens the rotary valve.
This allows L.P. compressor air to flow through the heat exchanger where the
H.P.3 air is made cool. The cool H.P.3 air flowing through the rotary valve
passes to the internal gearbox.
When the rotary valve is fully open cams move to operate micro switches. This
transmits a signal to the E.E.C. to tell it the rotary valve is open.

AIR A 330
STEM 75-00
Figure 144 ACAC Open Position

AIR A 330
STEM 75-00
BEARING COMPARTMENT COOLING SYSTEM
Cold day conditions
When conditions monitored by the E.E.C. are such that additional cooling air is
not required the solenoid is automatically energised. This closes the actuator
vent and also lets the H.P.3 air supply pass through the ball valve to the head
of the actuator piston.
This being the larger surface area than the ram side there is a greater force
which moves the piston to close the rotary valve. This action will stop the flow
of H.P.3 air to the internal gearbox and L.P. compressor air through the heat
exchanger.
The cams move away from the micro switches and give the E.E.C. an in-
dication that the rotary valve is closed. In the event of an electrical failure the
solenoid will be in a de–energised condition. Therefore more cool air will be
supplied to the internal gearbox during all conditions.
To keep the solenoid cool throughout all operating conditions there is a
constant cooling flow around the solenoid.

AIR A 330
STEM 75-00
Figure 145 ACAC Closed Position

AIR A 330
STEM 75-00
COMPONENT DESCRIPTION AND LOCATION

A.C.A.C.
This diagram shows the location of the A.C.A.C. and its component parts. The
H.P. 3 air ’in’ tube is installed between the combustion outer case and the inlet
to the heat exchanger. The H.P.3 air tube is connected to a 4 way connector
block. From this block 3 different tubes go to three intermediate case vanes to
supply air to the internal gearbox.
The L.P. compressor air ’in’ duct aligns with an opening in the inner structure of
the ’C’ duct.
The L.P. air ’out’ duct takes the used air to the lower bifurcation and is
dumped overboard.

AIR A 330
STEM 75-00
Figure 146 Air Cooled Air Cooler

AIR A 330
STEM 75-00
TURBINE OVERHEAT DETECTION SYSTEM

GENERAL
The Turbine overheat detection system is used to monitor the IP-turbine for
overheat. The IP turbine could soften causing blade root weakening and un-
contained multiple blade release.
This system provides an ECAM warning message in case of IP turbine over-
heat and forces the flight crew to shut down the engine.
DESCRIPTION
The system consists of two thermocouple assemblies, each thermocouple as-
sembly is a dual unit. One thermocouple of each unit is wired to the EEC chan-
nel A, and the other thermocouples of each unit is wired to the EEC channel B.
In the event that both front and rear thermocouples sense an overheat, the
EEC outputs a signal to the aircraft via an ARINC 429 output bus.
OPERATIOIN
There are two alert levels based on time:
S Front thermocouple
– 60 sec alert - 677_ C
– 5 sec alert - 802_ C
S Rear thermocouple
– 60 sec alert - 662_ C
– 5 sec alert - 802_ C
If both thermocouples in an assembly become unserviceable then the warning
system will operate.

AIR A 330
STEM 75-00
Figure 147 Turbine Overheat Detection Probes

AIR A 330
ACCESSORY COOLING RR Trent 700
75-00
75-00 ACCESSORY COOLING

GENERAL
I NTRODUCT I ON
The powerplant is divided into three primary fire–resistant zones isolated from
each other by fireproof bulkheads and seals.
Calibrated airf lows are supplied to the zones to keep the temperature around
the powerplant to an acceptable level.These airflows also provide a ventilation
function to prevent the accumulation of hazardous vapours.
An equally important fire resistant zone is the electronic unit protection box and
it protects the following items:
S Engine electronic controller (E.E.C.)
S Power control unit (P.C.U.)
S Overspeed protection unit (O.P.U.)

AIR A 330
75-00
Figure 148 Fireproof Bulkheads

AIR A 330
75-00
SYSTEM DESCRIPTION
ZONE 1
Zone 1 is the annular space between the low pressure (L.P.) compressor case also two pressure relief doors, in the event of air pressure increasing above a
and the fan cowl doors. The zone runs longitudinally from a fireproof bulkhead pre–determined value.
at the rear of the nose cowl and the firewall. This zone houses most of the fuel
and oil accessories and is ventilated by ram air ducted through the air intake
cowl and is exhausted through an opening in the lower part of the right hand
hinge cowl.
If the zone pressure exceeds a pre–determined value then a pressure relief
door will open. This door is located in the lower part of the left hand hinge cowl.
ZONE 2
Zone 2 is the annular space between the intermediate pressure (I .P.) com-
pressor and the gas generator fairings. There are six of these fairings which
are removable. This zone contains the actuators for the variable inlet guide-
vanes (V.I.G.V’s) and variable stator vanes (V.S.V’s) and related fuel supply
tubes. It also includes oil supply and scavenge tubes. Air enters the zone
through two holes at the top rear of the zone. It flows around the zone to de-
crease the temperature of the components, and to prevent the collection of
fumes in the area.
The air exhausts into the by–pass casing through four holes in the front of the
gas generator fairings. The holes are big enough to ensure a satisfactory
flow of air through the zone.
ZONE 3
Zone 3 is the annular space between the gas generator and the inner surface
of the thrust reverser ’C’ ducts. The inner surface of the zone includes the
combustion and turbine cases.
Separation of zone 1 and 3 air is catered for by seals on the ’C’ duct mating
surfaces.
Zone 3 is known as the hot zone which contains some of the hydraulic compo-
nents which operate the thrust reverser pivot doors. It also contains oil supply
and scavenge tubes, fuel manifold and drain tubes.
The airflow comes from the L.P. compressor entering the zone through ducts
in the inner surface of the ’C’ ducts. It flows through the zone to decrease the
temperature of the components and prevent the collection of fumes in the area.
In the bottom of the ’C’ duct longitudinal beam is an exit for the air, there is

AIR A 330
75-00
Figure 149 Accessory cooling Zones

AIR A 330
75-00
NACELLE TEMPERATURE INDICATION

GENERAL
Attached to the bottom of the engine at 06:00 position there is a thermocouple
probe which monitors the nacelle air temperature. If there is a sudden incrase
of this temperature there will be an electrical input to the EEC channel A. The
EEC then transmit an indication to the cockpit.
DESCRIPTION
S The temperature indication system includes a thermocouple probe and an
electrical harness which connects it to the EEC. The probe body has a
flange to install the unit, and an receptacle for connection of the harness. To
the rear the probe extends from the body as a longer sensor tube. This unit
is a assembly and cannot disassembled.
S At the bottom of the core engine on the front flange of the combustion outer
case there is a bracket. The probe is attached to this bracket by two nuts
and bolts, and the sensor extends rearwards across the zone.This part is
held in position by two clamps. The electrical harness is connected at the
receptacle and it goes forward to the EEC.
INTERFACE
The analog signal from the nacelle temperature thermocouple is received by
the EEC, trimmed down by a coefficient of 0,788 and digitalized by the EEC
and sent as EEC ARINC output to the DMC for display on the SD, and to the
FWC for warning activation.
CONTROL AND INDICATION

The nacelle temperature is indicated
– in green colour in normal operation
– in green pulsing colour if the temperature exceeds 260_ C ( advisory )

The indication above is replaced by the starter valve indication on engine start
selection.

AIR A 330
75-00
NACELLE ADVISORY
LIMIT WHITE GREY GREEN
WHITE
SCALE MINIMUM VALUE CYAN SCALE MAXIMUM VALUE
Figure 150 Zone 3 Thermocouple

AIR A 330
75-00
C-DUCT SEALS
The following diagram shows the location of the c-duct seals which seperate
the zone 1 from the zone 3.

AIR A 330
75-00
Figure 151 Fire Seals

AIR A 330
75-00
ELECTRONIC UNIT PROTECTION BOX
This is a rectangular box which is positioned in zone 1. It contains the E.E.C.
the power control unit (P.C.U.) andthe overspeed protection unit (O.P.U.) and
protects these units from heat and flame.
The box has a curve which aligns with the contour of the engine case and the
hinged cowl.The box is made of titanium.
When the lid is opened more than 75 _ it will automatically lock.The lid is held
closed by 26 quick release fasteners.
The routing of all electrical cables to the components is through fire/fume seals.
The box is kept externally cool by the zone 1 airflow.
Intake air also enters a tube which takes the air into the box as far as the
O.P.U. This cooling air passes through the box and out through a tube in the
lower wall. The tube goes down and forward across the L.P. compressor case
and lets the air bleed back into the air intake through different outlets.

AIR A 330
75-00
Figure 152 EEC Unit Cooling

ENGINE A330
ENGINE CONTROLS RR TRENT 700
76-00
ATA 76 ENGINE CONTROLS

76-00 GENERAL
The power control system consists of:

– one throttle control system for thrust setting
– two ENG / MASTER switches which control the HP and the LP fuel shut-
off valves
THROTTLE CONTROL
The throttle control system is fully electrical . It includes seperate throttlel con-
trol lever assemblies, one for each engine.
Each throttle control lever drives one throttle control unit which indicates the
Throttle Resolver Angle ( TRA ). The Throttle Control Unit is located under the
pedestal.
ENGINE MASTER SWITCH

The engine master switch controls:
– the energization of the pressure raising and shutoff valve
– the energization of the Lp fuel shutoff valve, which can also be controlled
by the associated ENG FIRE pushbutton switch
– the reset of the EEC channel A and B

ENGINE A330
76-00
THROTTLE CONTROL
LEVER
AUTOTHRUST INSTICTIVE
DISCONNECT PUSHBUTTON
1 5
2
4
3
UPPER MECHANICAL RODS 0
0
0 IDLE STOP
1 MAX CLIMB ( MCL )
2 MAX CONTINUOUS / FLEX T.O. / DERATED T.O.
3 MAX T.O. STOP ( MTO )
4 REVERSE IDLE
5 MAX REVERSE STOP

ARTIFICIAL FEEL UNIT
LOWER MECHANICAL RODS
RESOLVER
Figure 153 Throttle Control System

ENGINE A330
76-00
HP FUEL SHUTOFF VALVE

The high pressure fuel shutoff valve is electrically controlled by a torque motor
in the FMU
It opens with fuel pressure coming from the fuel metering valve provided the
torque motor is enrgized
There is a second torque motor, overspeed torque motor, which can be acti-
vated by the OPU or LPTOS in case of engine overspeed.
Note that the command from the master switch takes priority over the EEC.
LP FUEL SHUTOFF VALVE

The low pressure fuel shut off valve is normally controlled by the engine master
switch.
The low pressure fuel shutoff valve opens when the master switch slave relay
is deenergized ( Master switch in ON ) and provided the ENG FIRE switch is
not released out.
The low pressure fuel shutoff valve closes when it receives a shut signal
through the master switch slave relay by setting the master control switch to
OFF.
The low pressure fuel shutoff valve also closes when it receives a shutoff signal
from the ENG FIRE pushbutton in the released out position.

ENGINE A330
76-00
Figure 154 HP and LP Fuel Shutoff Valve

ENGINE A330
76-00
ARTIFICIAL FEEL UNIT

The throttle control artificial feel unit is a friction system which provides a load
feedback to the throttle control levers.
TRA TLA DEFINITION
MAX REVERSE STOP

THROTTLE CONTROL UNIT HIGH END OF MAX REV STOP
The throttle control unit transforms a mechanical movement into electrical sig-
nals. MANUAL MODE
Dual thrust lever resolvers send thrust lever position to each EEC chan- A/THR NOT ACTIVE
nel.These analog signals are used by the EEC for thrust commands.
LOW END OF REVERSE IDLE FLAT
REVERSE IDLE DETENT POINT
HIGH END OF REVERSE IDLE FLAT
IDLE STOP
HIGH END OF IDLE FLAT
AUTOMATIC MODE
A/THR ACTIVE LOW EN D OF MCL FLAT
MAX CLIMB DETENT POINT
HIGH END OF MCL FLAT
LOW END OF MCT FLAT

MAX CONT DETENT POINT
HIGH END OF MCT FLAT
MANUAL MODE
A/THR NOT ACTIVE
LOW END OF TAKE OFF FLAT

TAKE OFF DETENT POINT

ENGINE A330
76-00
CRANK
CASING
ROCKER ROD INPUT

LEVER
ELECTRICAL
CONNECTORS THROTTLE
RESOLVER
COMPRESSION CAM GEAR

SCREW ADJUSTABLE
FRICTION FRICTION
ASSEMBLY ADJUSTMENT
SCEW
5
PTS POS
0 IDLE STOP
1 MAX CLIMB 3
4 PINION
2 MAX CONTS
3 MAX T.O. POTIS ELECTRICAL
POTIS
4 REV IDLE 2 CONNECTORS
RESOLVER
5 MAX REV 1
Figure 155 Throttle Control / Artificial Feel Unit
ICE AND RAIN PROTECTION A 330
ENGINE AIR INTAKE ICE PROTECTION RR Trent 700
30-20
ATA 30 ICE AND RAIN PROTECTION

30-20 ENGINE AIR INTAKE ICE PROTECTION
GENERAL
Ice may form on the leading edge of the nose cowl when the engine is operat-
ing in conditions of low temperature and high humidity.
Ice build up in, and on the inlet cowl could affect engine performance and could
cause compressor damage from ice ingestion. To prevent ice formation anti–ic-
ing protection is provided in the following areas:
S The Nose Cowl leading edge (Thermal)
S The P20/T20 Probe (Thermal)
S The Spinner (Dynamic)
NOSE COWL ANTI–ICING
This is achieved by ducting hot air from the 3rd stage of the H.P. compressor to
a spray ring fitted in a ’D’ shaped chamber formed in the front of the nose cowl.
Fitted in the ducting is a pressure regulating and shut off valve (P.R.S.O.V.).
Used hot air is vented overboard through an exhaust grill located in the nose
cowl outer skin lower left hand side.
SPINNER ANTI–ICING
The spinner is protected from ice build up by a solid rubber nose tip which vi-
brates naturally to break up and dislodge the ice immediately it starts to form.
FRA US-F PT MAY 96 Page: 312

30-20
Figure 156 Anti Icing System

30-20
ANTI–ICING SYSTEM OPERATION

DESCRIPTION
Air is taken from the third stage of the engine H.P. compressor. On selection of
the anti–icing switch light to ’ON’ the P.R.S.O.V. opens and air passes through
ducting to the spray ring.
The discharge of air onto the lip skin is through 4 staggered rows of holes in
the spray ring.
The supply duct inside the nose cowl is completely enclosed by the exhaust
duct. This design ensures that if the supply duct – in the nose cowl – or spray
ring was to burst the airflow from the burst would discharge overboard with no
adverse structural affect.
Where the supply duct enters the nose cowl there is a venturi which acts as a
flow restrictor during system operation.
High and low pressure switches are provided downstream of the P.R.S.O.V.
to indicate system malfunction.
Selection of anti–icing is by pushing the ’ENGINE ANTI–ICE’ switch light lo-
cated on the flight deck overhead panel.
When the system is selected a white ’ON’ light is shown on the switch light
and a green ’ENG–A–ICE’ message is displayed on the upper E.C.A.M. screen
If the low pressure switch operation does not agree wIth the switch light se-
lected position the ’FAULT’ warning and ’MASTER CAUT’ comes on, the failure
is also shown on the upper E.C.A.M. screen as an amber warning.
There is also an aural warning. The ’FAULT’ warning light comes o during
valve transit from on to off and vice versa.
If pressure downstream of the P.R.S.O.V. becomes excessive the high pres-
sure switch will function, this operation gives indication to the flight deck and
produces a maintenance message.

The complete system has been designed to permit aircraft despatch locked
fully closed or fully open.

30-20
Figure 157 Anti Icing Diagram

30-20
OPERATION
The anti–icing valve P.R.S.O.V. is of the ’butterfly’ type and has two functions.
It acts as the system ON/OFF valve and when selected ON controls the maxi-
mum outlet pressure to 75 PSI.
The schematic drawing of the valve shown below comprises:
S Butterfly valve
S A double headed diaphragm type piston
S A pilot regulator valve – to control system pressure
S High and low pressure switches
S A filter
S ON/OFF solenoid
The valve is shown in the open position, this would be the position when anti–
icing is selected ON by the flight crew. The solenoid is de–energised and a
spring has opened the vent from the upper chamber.
Pressure upstream of the butterfly valve passes through the filter to the upper
and middle chambers.
It can be seen the middle chamber pressure combined with the spring has a
greater force than the upper chamber, therefore the val”e is open.
During operation if the pressure downstream of the butterfly valve exceeds the
design system maximum pressure, that pressure acts on the piston of the pilot
regulating valve. The piston moves to the right overcoming the spring force
(this has a value set to control downstream maximum pressure) and in-
creases the size of the variable restrictor orifice. This has the effect of reducing
the pressure in the middle chamber, the force in the upper chamber is now
greater than the combined middle chamber and spring force and the piston
moves down closing the butterfly valve which reduces downstream pressure
within the design limits.
Before start up with no airflow in the system the butterfly valve remains open
by the action of the spring. As soon as a start is initiated the solenoid is ener-
gised and closes the vent. Air pressure in the upper chamber now has a force
greater than the combined spring and middle chamber force, therefore the
valve closes and will remain closed until selected ’ON’ by the flight crew, when
the solenoid will be de–energised to open and vent the upper chamber.
In the event of a power failure to the solenoid the butterfly valve will open.

30-20
Figure 158 Anti Ice Valve Schematic

30-20
P.R.S.O.V. MANUAL OVERRIDE
To prevent aircraft delays due to non–operation of the anti–icing valve, the
valve can be locked in the fully open position or fully closed position.
This is done by cutting the locking wire securing the locking pin, removing it
and manually wrenching the hexagon selector to the closed or open position.
Refit the locking pin and replace the wire locking.

30-20
LOCKING SCREW
Figure 159 Anti Ice Valve

ENGINE A330
EXHAUST RR Trent 700
78-00
ATA 78 EXHAUST
78-00 THRUST REVERSER
INTRODUCTION
The thrust reverser assists the wheel brakes in decelerating the aircraft
quickly and safely on landing.
The thrust reverser is an integral part of the fan stream duct and comprises of
two ’C’ shaped ducts hinged at the top to the aircraft pylon. The ’C’ ducts
can be opened to provide access to the core engine. Actuation of the thrust
reverser movements is initiated when the pilot has his throttle lever in the idle
detent, and the thrust reverser lever which is mounted on the pilots throttle le-
ver (piggy back) is moved to reverse thrust (deploy select) or vice versa (stow
select).
The thrust reverser pivot doors are operated hydraulically utilising the aircraft
hydraulic system pressure. The E.E.C. controls the actuation of the thrust re-
verser doors via two control valves, the Isolation Valve (I.v.) and the Directional
Control Valve (D.C.V.). Ground/air sensors ensure that the thrust reverser can
only be operated on the ground.
There is a stow switch and a Rotary Variable Transducer (R.V.T.) for each door
to indicate to the E.E.C. the position of each pivot door.
These signals are used for thrust reverser control and thrust scheduling pur-
poses. The thrust reverser can be ·locked out’ in forward thrust position to al-
low aircraft despatch with an inoperative thrust reverser.
THRUST REVERSER SYSTEM
The picture below is showing a cross section of the ·C’ ducts showing the pivot
doors in the forward and reverse thrust position. When the pivot doors are in
reverse thrust position a moveable plate has moved to expose a deflector
plate (kicker plate).
These plates control the efflux of fan airflow while in reverser thrust. When the
pivot door is in the stowed position the moveable plate aligns flush with the in-
ner duct.
FRA US/T TH NOV 99 Page: 320

ENGINE A330
78-00
Figure 160 Thrust Reverser Assembly

ENGINE A330
78-00
THRUST REVERSER INDICATION

The thrust reverser status indications for the stow and deploy are received by
the EEC from switches, and transmitted via the EEC ARINC output bus to the
DMC for display on the EWD and to the FWC for warning activation.
Thrust Reverser Unlocked
When reverse thrust is set the door locks are released in sequence:
S tertiary locks
S primary locks
S secondary locks
Release of the locks plus the subsequent movement of the pivoting doors oper-
ate the sotw switches. This signal to the cockpit is seen on the EWD when an
amber REV indication is indicated.
Thrust Reverser Deployed

When the pivoting doors are at 90 % of their fully deployed position, the
RVDT‘s give a signal to the cockpit.
This is seen on the EWD when the amber REV indication changes to green
indication.
Thrust Reverser Stowed

When forward thrust is set the actuators retract and this turns the pivoting
doors to the stowed position. This RVDT moving is seen on the EWD when the
green REV indication changes to amber indication.
When the pivoting doors are in their fully stowed position, the primary, secon
dary and tertiary locks engage. This operates the stow switches and the amber
REV indication disapperars on the EWD.
Thus when all pivoting doors are correctly stowed no visual indications are dis-
played to the flight crew.

ENGINE A330
78-00
ISOLATION INHIBITION
SYSTEM
ISOLATION CONTROL
THRUST REVERSER
UNIT
REV REV
EEC EEC
CH A CH B
FWC 1
DMC 1
FWC 2
DMC 2
DMC 3
REV EPR
1.282
REV
GREEN INDICATION WHEN REVERSER IS FULL DEPLOYED
AMBER INDICATION WHEN AT LEAST ONE PIVOTING DOOR IS UNLOCKED
AMBER INDICATION FLASHES FOR 9SEC IN FLIGHT AND UNSTOWED CONDITION
Figure 161 Thrust Reverser Control Indication

ENGINE A330
78-00
SYSTEM OPERATION
SELECTING REVERSE THRUST (DEPLOY)
When the thrust reverser is selected a signal is sent to the E.E.C. The E.E.C. The stow switches send electrical signals to the E.E.C. to give an indication in
will have monitored the condition of the system, if satisfied it will send a signal the flight deck that the pivot doors are stowed.
to the Isolation Solenoid Valve (I.S.V.). On receipt of this signal the I.S.V. will
open a valve to allow hydraulic pressure to pass to the Directional Control
Valve (D.C.V.) where pressure will be directed to the stow side of the actua-
tors to overstow, this enables the locks to be released when selected.
When the throttle is at idle and the aircraft is on the ground and the E.E.C.
has monitored the release of the electrically controlled locks (third locks) the
deploy solenoid is energised and hydraulic pressure is directed to release the
primary door locks. The primary locks are released in sequence and when the
last lock is released hydraulic pressure is directed to the actuators via the
D.C.V.
This pressure releases the secondary locks – inside the actuators – to extend
the rams and comence opening the pivot doors.
Stow switches will function and send a signal to the E.E.C. to give an indication
in the flight deck that the doors are not stowed.
Rotary Variable Transformers (R.V.T.) detect movement of the doors towards
full deployment and will send position signals to the E.E.C. If the doors do not
deploy correctly the E.E.C. will signal the D.C.V. to auto restow. When the
pivot doors reach the fully deployed position the R.V.T. via the E.E.C. will give
visual indication in the flight deck that all four pivot doors have fully deployed.
If the reverser will not deploy or auto restow the E.E.C. will not let the engine
power go above reverse idle.
CANCELLING REVERSE THRUST (STOW)
When reverse thrust is cancelled a signal is sent to the E.E.C. The E.E.C. will
have monitored the condition of the locking and actuating systems. If satisfac-
tory it will send a signal to the I.S.V. opening a valve allowing hydraulic pres-
sure to pass to the D.C.V. and be directed to retract the actuators and co~ence
closing of the pivot doors. When the doors reach the stowed position the
primary, secondary and third locks engage.
During the engagement of the locks the doors will have been in an overstow
condition and will remain there until the E.E.C. removes the electrical signal to
the I.S.V. shutting off hydraulic pressure to the actuators. The pivot doors will
now return to their normal stow position.

ENGINE A330
78-00
Figure 162 Thrust Reverser Actuation Diagram

ENGINE A330
78-00
HYDRAULIC CONTROL
OPERATION
The hydraulic control system consists of two Line Replacement Units
(L.R.U.’s). The I.S.V., fitted in the aircraft pylon, which isolates the thrust re-
verser hydraulic system from the aircraft supply when the thrust reverser is not
in use i.e. aircraft in normal flight.
The D.C.V., fitted on the ’C’ duct front frame, which directs pressure to the
actuators to deploy or stow the pivot doors. The diagram below shows the
system in the forward thrust position (Stow). I.S.V. de–energises shutting off
the hydraulic supply to the D.C.V. The D.C.V. de–energises to the stow posi-
tion.
The actuator piston head and rod ends connected to return. Pivot door locks
mechanically locked and vented to return.
There is no pressure to the pressure switch therefore no flight deck indication.

ENGINE A330
78-00
Figure 163 Hydraulic Control Fwd Thrust Position

ENGINE A330
78-00
HYDRAULIC OPERATION
DEPLOY SELECTED
When a deploy selection has been made in the flight deck and all the deploy
conditions are met as previously explained, the I.S.V. and D.C.V. solenoids are
energised.
Hydraulic pressure is passed to the D.C.V. and is directed to the actuator pis-
ton rod end to overstow and to the pivot door locks to release the primary
locks, the third locks are also released electrically. The pressure switch func-
tions when hydraulic pressure has passed through the isolation valve and pro-
vides a signal to both channels of the E.E.C. The purpose of the switch is to
assist in fault diagnosis. There will only be an indication in the flight deck when
the isolation valves commanded position and the pressure switch position do
not agree. At this point in the sequencing the actuator piston head end is still
connected to return.

ENGINE A330
78-00
Figure 164 Hydraulic Control Commanding Deploy

ENGINE A330
78-00
DEPLOY SEOUENCE CONTINUED

When the last of the four pivot door locks is released pressure is directed to the
D.C.V. control valve chamber. As the pressure builds up it moves the
D.C.V. control valve to the deploy position closing off the actuator piston
head end to return and connecting it to pressure. This pressure releases the
secondary locks inside the actuators and all four pivot doors move to the
deployed position.
Note: It can be seen from the diagram below that both head end and rod end
are open up to pressure. However, the head end of the piston has the greater
surface area which extends the actuators. The displaced oil from the rod end
joins the pressure to the actuator head end.

ENGINE A330
78-00
Figure 165 Hydraulic Control Deploy Position

ENGINE A330
78-00
PRIMARY LOCKS
When the I.S.V. and D.C.V. solenoids are energised, hydraulic pressure is di-
rected to the ”lock in port” of one of the primary locks.
This pressure moves the release plunger which moves the latch lever and
roller away from the lock hooks. Movement of the release piston movesa valve
to allow pressure to the ”lock out port” to release the next lock in the se-
quence, when pressure reaches the fourth lock pressure from its ”lock out port”
is sent to the D.C.V. and directed to the four actuators to deploy the pivot
doors. As the pivot doors move the door pin mechanically moves the hook out
of the way. The hook spring will keep the hook in the released position and
also keep the latch lever and roller in the unlocked position even in the absence
of pressure on the release piston.
When a stow selection is made the D.C.V. solenoid is de–energised and re-
moves the pressure from the ”lock in port” the piston spring moves the release
plunger out of the way. The action of the pivot doors closing, mechanically
moves the hook into the locked position, the latch spring moves the latch lever
and roller into a position to keep the hook locked.

ENGINE A330
78-00
Figure 166 Primary Lock Mechanism

ENGINE A330
78-00
ACTUATORS AND SECONDARY LOCKS

OPERATION
The actuators contain the secondary locks which consist of a tine lock attached
to the piston head, a lock release sleeve, a spring and a manual lock release.
The diagram below shows the secondary lock engaged by the spring keeping
the release sleeve in a position preventing the tine lock releasing.
When the thrust reverser is selected to deploy the D.C.V. sequences hydrau-
lic pressure to piston rod end of the actuator, first this moves the actuator to
overstow which will assist in releasing the tine lock. The next part of the se-
quencing is tha the D.C.V. directs hydraulic pressure to the piston head end of
the actuator and moves the lock release sleeve this allows disengagement of
the tine lock and hydraulic pressure extends the actuator deploying the pivot
doors.
At 95% of deployment snubbing takes place to slow the actuator down to pre-
vent internal damage. When the thrust reverser is selected to stow the D.C.V.
directs pressure to the piston rod end of the actuator, just before the stow
position is reached the tine lock mechanically moves the lock release sleeve
against its spring allowing the tine lock to latch into its locked position. The
spring now moves the release sleeve back to prevent the tine locks moving
from their locked position.
A manual release is provided for manually opening the doors during mainte-
nance.

ENGINE A330
78-00
Figure 167 TR Actuator Commanding Extending

ENGINE A330
78-00
THRUST REVERSER SYSTEM

PURPOSE OF DIAGRAM
To show the interaction between the thrust reverser major components during
deploy and stow.

ENGINE A330
78-00
Figure 168 TR Actuation System Schematic

ENGINE A330
78-00
MAINTENANCE PRACTICES
THRUST REVERSER DEACTIVATION/ACTIVATION
This task explains the procedure for deactivating and activating the thrust re-
verser by inhibiting the isolation valve by the use of the manual inhibit lever.
Refer back to the description and operation of this chapter to remind you of the
system.
The procedure is quite straight forward and is as follows:–
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove the quick release pin.
S Move lever to inhibited position.
NOTE:
By referring back to the diagram of the isolation valve in the description and
operation section of this chapter it can be seen that the isolation valve is now
mechanically held in the deactivation position and that an indication of the posi-
tion of the lever is sent to both channels of the E.E.C.
Activation is carried out as follows:–
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove quick release pin.
S Move lever to normal position.
S Put quick release pin back into the isolation control unit to keep the
inhibit lever in the normal (activated) position.

ENGINE A330
78-00
Figure 169 TR Activation/ De–Activation

ENGINE A330
78-00
MAINTENANCE PRACTICES
THRUST REVERSER DEACTIVATION FOR FLIGHT
This procedure allows you to fly with an unserviceable thrust reverser, local
regulatory authorities may have to be consulted as to when this procedure can
be used.
WARNING:
You must deactivate the thrust reverser before you do work on or around it. If
you do not, the thrust reverser can operate accidentally and cause an injury
and/or damage.
S Open fan cowl doors.
S Remove inhibition bolt attachment covers (5) from pivot doors.
S Remove the 4 inhibition bolts from the keep position by removing the
clamps and lock plates.
S Fit bolts through the holes in each pivot door and into the inhibition bolt
holes in the front frame.
NOTE:
The longest bolts are fitted into the lower pivot doors.
S Tighten bolt until the doors are the same level as the structure around them.
S Make the bolts safe, fitting the lock plates and screws.
S Torque load the screws to lOO lbf/in (1,13 MdaN).
S Fit the inhibition bolt attachment covers (5) to the bracket (19) with
screws.
S Close the clamps and lock them with the screws.
The inhibition bolt heads are painted red for ease of identification.
NOTE:
This procedure must never be used to lock out one defective pivot door only.

ENGINE A330
78-00
Figure 170 TR In–Flight Lock Out

ENGINE A330
78-00
MANUAL OPENING OF THE PIVOT DOORS

S Deactivate the thrust reverser.
S Remove the tertiary lock access panel.
S Use a standard O.3125 in. spanner to release the lock mechanisms.
S Hold the primary and tertiary locks in the unlock position.
S Open the pivot door using hand pressure on the front and rear edges of the
door. Release the primary and tertiary locks.
S Install the collar HU87114 on the actuator.

ENGINE A330
78-00
Figure 171 Primary, Secondary and Tertiary Locks Release Mechanism

ENGINE A330
78-00
RVT REMOVAL/ INSTALLATION

Removal Procedure
S Remove the RVT access panel.
S Disconnect the electrical connectors and fit blanking caps.
S Remove the four screws and washers and remove the RVT.
Installation Procedure
CAUTION:
If you have installed a replacement RVT mounting plate, you must adjust it
before you install the RVT
S Install the RVT on the dowel and the mounting plate.
S Lift the shaft lock then install the screws and washers and torque load to
35 lbf/in (0,4 mdaN).
S Make sure the electrical connectors are clean before connecting.
S Fit the access panel.
S Activate the thrust reverser.

ENGINE A330
78-00
Figure 172 Pivoting Door RVDT

ENGINE A330
78-00
THRUST REVERSER STOW SWITCH
There are 4 stow switches installed, one for each pivoting door. They are
mounted on the front frame of each reverser cowl door. The stow switches are
the microswitch type.
Each switch has got two identical electrical circuits that give the same signal at
the same time.
The switches are connected to a junction box. The junction box is connected to
the EEC. When the pivoting doors are in the stowed position the switch lever is
pushed in by the stop of the door. As the pivoting door turns to deployed posi-
tion the lever is released.

ENGINE A330
78-00
Figure 173 Pvoting Door Stow Switch

ENGINE A330
78-00
TERTIARY LOCK REMOVAL/ REPLACEMENT

Note: The procedure is the same for all four pivot doors.
S The pivot door may be in the closed or open position.
CAUTION:
When you remove the shoot bolts from the solenoid assembly you must
keep the shoot bolt with the thrust reverser.
Removal Procedure – Pivot Door Closed

S Remove the front access panel.
S Remove the four nuts and disengage the solenoid assembly from its four
studs on the fitting.
S Pull the solenoid out until the shoot bolt is disengaged from its housing in
the fitting.
S Disengage the shoot bolt from the solenoid plunger.
Removal Procedure – Pivot Door Open

S Remove the front access panel
S Turn the unlock shaft counterclockwise with a square wrench to unload
the solenoid. Hold the unlock shaft in this position and remove the four nuts.
S Disengage the solenoid assembly from its four studs and release the unlock
shaft.
S Pull the solenoid out until the shoot bolt is disengaged from its housing in
the fitting.
S Disengage the shoot bolt from the solenoid plunger.

POWER CONDITIONING MODULE
The Power Conditioning Module changes 115VAC supply from the aircraft elec-
trical system to a 104 VDC supply for the solenoids of the tertiary lock system.

ENGINE A330
78-00
Figure 174 Tertiary Lock/ Power Conditioning Module

ENGINE A330
78-00
TERTIARY LOCK REMOVAL/INSTALLATION

Installation Procedure – Pivot Door Closed
CAUTION:
You must make sure the shoot bolt is engaged with the plunger before you
install the solenoid assembly.
S Engage the shoot bolt with the plunger and position the solenoid assembly
over the four studs and engage the shoot bolt in its housing in the fitting.
S Engage the solenoid assembly on its four studs and install and torque load
the nuts to l00lbf/in (1,13 mdaN).
S Make sure electrical connectors are clean before connecting.
Installation Procedure – Pivot Door Open
S Engage the shoot bolt with the plunger and position the solenoid assembly
over the four studs and engage the shoot bolt in its housing in the fitting.
S Turn the unlock shaft counterclockwise to unload the solenoid. Hold the un-
lock shaft in this position and engage the solenoid assembly on its four
studs install the nuts and torque load to l00 lbf/in (1,13 mdaN).
S Release the unlock shaft.
S Make sure electrical connectors are clean before connecting.
S Install the front access panel and torque load the screws to 30 lbf/in
(0,35 mdaN).
S Close the pivot door.
S Activate the thrust reverser

ENGINE A330
78-00
Figure 175 Tertiary Lock

ENGINE A330
78-00
THRUST REVERSER CMS TEST

During this test, hydraulic pressure is supplied to the Thrust Reverser System. The test can be aborted by selecting the return line select key. The test not
The Thrust Reverser is deployed and stowed byy moving the throttle in the re- completed screen appears when the operator does not follow the instructions in
verse and forward positions. time.
The inhibition circuits and EIVMU relays are checked.
THRUST REVERSER SAFETY SWITCH

ENGINE A330
78-00
Figure 176 CMS Thrust Reverser Test 1

ENGINE A330
78-00

ENGINE A330
78-00

ENGINE A330
IGNITION SYSTEM RR Trent 700
74-00
ATA 74 IGNITION SYSTEM

74–00 IGNITION SYSTEM
INTRODUCTION
The ignition distribution system is in two parts, each part has an ignition unit,
an ignition lead and an igniter plug.
The ignition units are mounted on bracket assemblies on the lower left hand
side of the L.P. compressor case. The leads span the by–pass casing inside
the lower bifurcation to the igniter plugs. The igniter plugs are adjacent
numbers l0 and 16 fuel spray nozzles.
IGNITION UNITS
Each unit has a case assembly and an ignition exciter. An input of 115
volts 400 Hz A.C. power is supplied by the aircraft electrical system. This
supply is transmitted to a relay in the Power Control Unit (P.C.U.) which is
controlled by the E.E.C.
The exciter is a capacitive discharge circuit. The exciter changes the in-
put voltage to an output voltage of 2.7 to 2.9 K volts. Energy is stored in the
ignition unit at 8 to 11.3 joules. This energy is released by the exciter at the rate
of 60 to 135 sparks per minute.

ENGINE A330
74-00
1 Emergency Bus
2 Normal Bus
Figure 179 Ignition System Components

ENGINE A330
74-00
IGNITER PLUGS
The igniter plug is a surface discharge type. It has a body and a ground
electrode, it also has a centre wire with a centre electrode at the tip. The centre
wire is sealed with glass and has insulation along its length.
The space between the centre electrode and the ground electrode is filled
with a semi–conductive material. The igniter plug has a contact button which
touches the contact button in the ignition lead.
OPERATION
When the ignition system is energised an electrical current flows through the
centre wire and the centre electrode of the igniter plug. The current flows
through the semi conductor to the ground electrode. This current produces
a magnetic field which ionises gas near the igniter tip. This gives a low resis-
tance path for the energy from the ignition unit and a pulse of energy occurs.
The energy pulse gives a high energy spark from the
centre electrode to the outer electrode. The electrical current flows through the
igniter plug body and to the outer conductor of the ignition lead and on to
the ignition unit case.

ENGINE A330
74-00
Figure 180 Igniter Plug

ENGINE A330
74-00
IGNITER PLUG REMOVAL/INSTALLATION

Before installation of the igniter plug use the protrusion gauge HU38434 as Install protrusion gauge carefully to prevent damage to the combustion liner.
follows: S Move the locking collar, the locating plate and the body up against the
Move the locking collar, locating plate and body up against the indicator and indicator.
install the protrusion gauge in the applicable igniter plug hole. Make sure S Install protrusion gauge into the applicable igniter plug location hole.
indicator notch points to rear of engine. Ensure indicator notch points to the rear of the engine.
Carefully move the indicator until probe foot touches igniter sleeve. Use the S Ensure the arrow on the locating plate points to the front of the engine and
probe foot to feel if the igniter sleeve is in the correct position and has not be- the locating plate aligns with one of the three bolts.
come loose.
S Turn indicator until the notch points to the front of the engine.
If the igniter sleeve is not in the correct position or has become loose – re-
S Carefully pull the indicator up until the probe foot touches the combustion
ject the engine.
liner.
CAUTION:
S Lightly tighten the locking collar. Measure dimension ’X’ again (Step 3)
Remove protrusion gauge carefully to prevent damage to combustion chamber take the initial dimension ’X’ from the new dimension ’X’. The result is the
coating. thickness of adjustment washer(s) necessary to get the correct igniter
Installation of the igniter plug is straight forward but remember the fol- immersion.
lowing points: S Fit the minimum number of adjustment washers to give a thickness of be-
S Apply dry film lubricant to the threads of the igniter plug (OMat 4/20). tween 0.265 and 0.280 in. (6,72 and 7,12 mm).
S If the same igniter plug is being fitted in the same position, fit the same S c.Remove the protrusion gauge:–
adjusting washers. S Loosen the locking collar and push the indicator down, turn the indicator
S Use correct socket wrench UT1152 and torque load to between 200 until the notch points to the rear of the engine and remove the protrusion
and 300 lbf/in (2,26 to 3,39 MdaN). gauge.
S Clean ignition lead contact button with OMat 5/43 emery paper, remove dust S Install the igniter plug with the adjustment washers in the applicable
with a clean lint free cloth. igniter plug hole (see removal/ installation procedure).
S Connect the ignition lead and torque load to between 140 and 150 lbf/in Note: You must always use the 0.13in (3,20mm) washer in the adjustment.
(1,58 and 1,69 MdaN). Safety the ignition lead with OMat 238 lockwire.
S If a different igniter plug is being installed then a depth of immersion
check is required as follows:
IGNITER PLUG DEPTH OF IMMERSION CHECK

a.Set protrusion gauge HU38434 to the igniter plug depth (Step 1) as fol-
lows :
S Remove any adjustment washers.
S Put the igniter plug against protrusion gauge (Step 1) and measure dimen-
sion ’x’ with a depth gauge.
b.Install protrusion gauge HU38434 to engine (Step 2) as follows:
CAUTION:

ENGINE A330
74-00
Figure 181 Igniter Plug Depth of Immersion Check

ENGINE A330
74-00
CMS IGNITION TEST
The engine ignition test is performed through the CMS in the cockpit. In order
to perform the active ignition test consult the AMM for safety precautiones.
The operational test is selected by the maintenance through the MCDU and
carried out by the EEC.
NOTE: Audibly verify if both ignitor plugs spark on the test sequence!

ENGINE A330
74-00
Figure 182 CMS Ignition Test

ENGINE A330
STARTING SYSTEM RR Trent 700
80-00
ATA 80 STARTING
80-00 STARTING
STARTING SYSTEM INTRODUCTION
The engine starting system provides the power which turns the H.P. rotor to Ignition is provided by two ignition plugs which can be operated together or
a speed at which an engine start can occur. independently. The operation of one igniter plug is called single ignition,
The system comprises: the operation of both igniters is called dual ignition. Single ignition is used for
ground starts. Dual ignition is used for manual–starts, in–flight starts, auto–
S An air starter motor
relight, and for continuous ignition.
S A start control valve
S Air ducting
The E.E.C. controls the opening and closing of the start control valve and
S Dual ignition system the electrical supply to the ignition units.
S Start control panels in the flight deck
Air is used to turn a turbine in the starter motor which provides the torgue at
the starter output shaft. The starter motor being fitted to the front face of the
external gearbox turns the gears, and drives a drive shaft which spans the
by–pass casing to the gas generator which will turn the H.P. rotor.
To start the engine it is necessary to:
S Rotate the engine to induce an airflow through the H.P. section.
S Provide the correct quantity of fuel to the combustion chamber.
S Ignite the resultant air/fuel mixture.
Air to operate the air starter motor comes from:
S A ground air supply.
S The auxiliary power unit (A.P.U.).
S The other running engine.

ENGINE A330
80-00
Figure 183 Starting System Overview

ENGINE A330
80-00
STARTER DUCT
The starter air duct flanges are connected together by ’v’ band coupling
clamps. Air leakage is prevented by the ’E’ type seals that are located be-
tween the mating flanges. There are two flexible joints which let the engine
move, in relation to the aircraft pylon, without damage to the ducts. These
flexible joints also help align the pylon duct with the aircraft duct.

ENGINE A330
80-00
Figure 184 Starter Motor and Air Duct

ENGINE A330
80-00
AIR STARTER MOTOR

The air starter motors primary components consist of:
S A turbine rotor
S A reduction gear configuration
S A clutch mechanism
S An output drive shaft
These components are contained in a case which includes a containment ring,
an air intake and an exhaust. The containment ring is made to contain a fail-
ure of the turbine rotor. The air starter motor also has an oil filler plug, an oil
level sight glass and drain plug. The drain plug has a magnetic chip detector
(M.C.D.).
Air entering the air inlet will turn the turbine rotor at high speed with low
torque, the reduction gears reduce the speed to the output drive shaft.
This reduction in speed produces high torque to the output drive shaft. The
torque is transmitted through the ratchet gear on the ring gear carrier to the
clutch mechanism. The clutch mechanism has pawls which engage with the
ratchet gear to turn
the output shaft. When the engine has reached self sustaining R.P.M. the
output drive shaft is turning faster than the ring gear carrier and centrifugal
force disengages the clutch pawls from the ratchet gear.

ENGINE A330
80-00
Figure 185 Air Starter Motor

ENGINE A330
80-00
START CONTROL VALVE

The start control valve controls the flow of air to the air starter motor. The
solenoid contains a double coil assembly which is controlled by electrical sig-
nals from the E.E.C. One coil is connected to lane ’A’ of the E.E.C., the other to
lane ’B’.
The valve also contains a butterfly valve operated through linkage by two air
operated pistons. An extension of the butterfly shaft has a visual control
valve position indicator. The control valve position indicator operates two
micro switches one is connected to lane ’A’ the other to lane ’B’ to give indica-
tion to the E.E.C. of the valve position. Also the extension is a square socket
to permit manual operation of the butterfly valve.

ENGINE A330
80-00
Figure 186 Air Start Control Valve

ENGINE A330
80-00
START CONTROL VALVE CLOSED

The valve will remain closed when electrical power is removed from the
solenoid, the ball valve is closed by a spring and the air pressure on piston ’B’
is released through vent ’C’.
The air pressure acting on piston ’A’ and actuator spring force acting on piston
’B’ keeps the butterfly valve closed. The actuating spring will also close
the butterfly valve if there is a decrease in air pressure upstream of the but-
terfly valve during starting.
Any loss of the electrical supply to the solenoid, the butterfly valve will remain
closed or go to closed if it was in the open position.

ENGINE A330
80-00
Figure 187 Air Start Valve: Closed Position

ENGINE A330
80-00
START CONTROL VALVE OPEN

When the valve is commanded by the E.E.C. to open the solenoid is energised,
this moves the ball valve to close off vent ’C’ and also allow upstream air pres-
sure to get to piston ’B’. The force acting on piston ’B’ is greater than the
combined force of the spring and piston ’A’ therefore, piston ’B’ will
move.This movement is transmitted through linkage to open the butterfly valve.

ENGINE A330
80-00
Figure 188 Air Start Valve: Open Position

ENGINE A330
80-00
ENGINE START CONTROL AND INDICATION

FLIGHT DECK CONTROLS FLIGHT DECK INDICATION
The start controls consist of the following: – During the starting sequence, the ignition and starting parameters are dis-
S Two master switches (levers) played. During the start sequence the nacelle temperature indications are
replaced by the following:
S A rotary selector
S Ignition (A, B or AB).
S Manual start push buttons
S Start control valve position.
The ’MAN START’ button incorporates a blue ’ON’ legend and is normally in
the released position with ’ON’ legend off. Pressing the switch will open the S Air pressure to the starter.
start control valve and illuminate the ’ON’ legend.The amber’FAULT’ warning
ENGINE INTERFACE VIBRATION MONITORING UNIT (E.I.V.M.U.)
light will illuminate when a disagreement occurs between the start control valve
position and that commanded by the E.E.C. in the ’AUTO’ mode. This unit is located in the aircraft avionics bay. It receives discrete electri-
cal signals from the flight deck.These signals are digitised and transmitted to
MASTER SWITCH the E.E.C.
This switch is for the pilot to use as a master ’ON/OFF’ switch for the engine. The unit also sends discrete signals to close the air conditioning pack flow
S ·’OFF’ POSITION valves and to accelerate the auxiliary power unit (A.P.U.) if required.
– P.R.S.O.V. commanded closed. F.A.D.E.C. system will behave as it ENGINE ELECTRONIC CONTROLLER (E.E.C.)
would in the de–powered state.
Generates starter control valve opening and closing signals from informa-
S ·’ON’ POSITION tion received from the rotary selector, master switch, manual start push button
– The E.E.C. will be able to control the P.R.S.O.V. position, and the and N3 signal.
F.A.D.E.C. system will perform engine control functions. The E.E.C. also generates warning and caution messages for display in the
flight deck through the Electronic Centralised Aircraft Monitoring System
ROTARY SELECTOR/MODE SELECTOR
(E.C.A.M.)
The rotary selector valve can be used in conjunction with the master switch
and manual start push button to perform:
S engine dry cranking
S wet cranking
S Pilot control starting sequence

S automatic starting and continuous ignition
MANUAL START PUSH BUTTON
Selection of the manual start push button enables the pilot to perform alterna-
tive engine starting i.e. manual start.

ENGINE A330
80-00
Figure 189 Engine Start Control and Indications

ENGINE A330
80-00
START PROCEDURES
PRE–START
S Thrust Lever – Idle
S Master Switch – Off
S Rotary Selector – Norm
S Manual Start Push Button – Off
S Aircraft Booster Pumps – On
AUTO START
S Rotary Switch – Ign Start
S Master Switch – On
S After Successful Start
S Rotary Switch – Norm
DRY CRANKING (ROTATION)
S Rotary Switch – Crank
S Manual Start Button – On
S Engine Accelerates to Maximum Motoring Speed
During dry crank the starter motor operates but the P.R.S.O.V. and both
ignition systems remain inoperative.

ENGINE A330
80-00
N3 25%
N3 IS AT 50%
Figure 190 Auto Start Procedure

ENGINE A330
80-00
MANUAL START AUTOMATIC RE–LIGHT
S Rotary Switch – Ign Start The F.A.D.E.C. system detects ’flame out’ conditions by low combustion
S Manual Start Push Button – On chamber pressure and a change in H.P. shaft speed. The E.E.C. will select
dual ignition while conditions last and for lO seconds afterwards.
S When N3 reaches a pre–determined speed pilot put master switch to On
Automatic start following ’flame out’ will never be automatically initiated by the
S After successful start
E.E.C., but will be commanded by the pilot.
S Rotary Switch – Norm
The pilot has to:
S Manual Start Push Button – Off
S switch OFF then ON the master switch
Note: During auto start the E.E.C. monitors engine speed and E.G.T. if
S for 10 sec are A+B ignition available when N3 > 50%
hung or hot starts are detected, the P.R.S.O.V., start control valve,
and ignition are automatically shut off. or
This control is not available during manual start and conventional pilot S master switch OFF / ON until 30 sec
monitoring is required. Start abort in both modes can be made by placing S N3 < 10%
master switch to the ’OFF’ position. S P.R.S.O.V (fuel) ON and start relight is initiated with both ignitors ON
WET CRANKING (MOTORING)
S Rotary Selector – Crank
S Manual Start Switch – On
S Master Switch – On
During wet crank the selection of the master switch opens the P.R.S.O.V.
but because crank is selected ignition is inoperative.
IN–FLIGHT RE–LIGHTING
Both automatic and alternative starting is available for in–flight re–lighting. The
selection of switches is the same as on the ground.
When alternative start is selected the
E.E.C. will always command starter assistance.
When automatic start is selected the E.E.C. will determine, based on
flight envelope and engine parameters, whether a starter assisted start or a

windmilling start is required.
The E.E.C. will receive a signal from the E.I.V.M.U. as to flight/ground status.
The
E.I.V.M.U. receives its signal from the Landing Gear Control Interface Unit
(L.G.C. I .U.).
CONTINUOUS IGNITION
Move rotary switch ’NORM’ to ’IGN START’.

ENGINE A330
80-00
N3
N3 AT ABOUT
50%
N3
Figure 191 Manual Start Procedure


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ATA 71-80 ENGINE RR TRENT 700

FRA US-T TH NOV 99 Page: 1

ATA 71- 80 ENGINE RR TRENT 700

The Engine identification is built up from 6 basic blocks:

In the above examples the engine would be written as RB 211 TRENT

TRENT- 768 67,500

FRA US-T TH NOV 99 Page: 2

Figure 1 The RB 211 Family

ENGINE LEFT HAND VIEW

FRA US-T TH NOV 99 Page: 4

Figure 2 Engine Left Hand View

ENGINE RIGHT HAND VIEW

FRA US-T TH NOV 99 Page: 6

Figure 3 Engine Right Hand View

ENGINE SPECIFIC DATA

Direction of rotation all shafts

FRA US-T TH NOV 99 Page: 8

Figure 4 External Dimensions

FRA US-T TH NOV 99 Page: 10

Figure 5 Propulsion System Outline

72-00 ENGINE PRESENTATION

S Air intake cowl

FRA US-T TH NOV 99 Page: 12

Figure 6 Engine Major Units

AIR INTAKE COWL

FRA US-T TH NOV 99 Page: 14

Figure 7 Engine Nose Cowl

REVERSER COWL ( C-DUCT )

FRA US-T TH NOV 99 Page: 16

Figure 8 Thrust Reverser Assembly

LEFT AND RIGHT HAND FAN COWL DOORS

S Right Fan Cowl Door

FRA US-T TH NOV 99 Page: 18

Figure 9 Fan Cowl Doors

FAN COWL DOOR OPENING AND CLOSING

FRA US-T TH NOV 99 Page: 20

Figure 10 Fan Cowl Door Latches and Rods

C - DUCT OPENING AND CLOSING

S remove the take-up device

FRA US-T TH NOV 99 Page: 22

Figure 11 C - Duct Latches / Hydraulic Manifold / Open Rods

C-DUCT LATCH NO.1

C-DUCT LATCH 3 AND 4

FRA US-T TH NOV 99 Page: 24

Figure 12 C - Duct Latches 1, 3 and 4

FRA US-T TH NOV 99 Page: 26

Figure 13 Front Mount

FRA US-T TH NOV 99 Page: 28

Figure 14 Rear Mount

COMMON NOZZLE ASSEMBLY ( CNA )

FRA US-T TH NOV 99 Page: 30

Figure 15 Common Nozzle Assembly

ACCESSIBILITY (LEFT SIDE)

FRA US-T TH NOV 99 Page: 32

Figure 16 Left Side Accessibility

ACCESSIBILITY (RIGHT SIDE)

FRA US-T TH NOV 99 Page: 34

Figure 17 Right Side Accessibility