Manual CFM PDF

2012
ENGINE V2500 TO CFM56
DIFFERENCE COURSE
Training Department
LAN Perú
23/02/2012

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

COURSE – LEVEL 2 (ATA SPEC 104) TRAINING CENTER
Este manual ha sido elaborado por LAN PERU

Revision Author Revised by
S.A. y solo debe usarse con propósito de Original C. Tello D. Gomero
entrenamiento. LAN PERU tiene todos los
derechos reservados. Ninguna parte de este

manual de entrenamiento puede copiarse,
This document must be used for training purpose only

reproducirse o venderse en cualquier forma sin
permiso de:

LAN PERU MAINTENANCE TRAINING CENTER

Aeropuerto Internacional Jorge Chávez, Zona

Talleres, Callao ‐ Perú

Teléfono: (511) 207‐8440

Ctp/Rev Original/Feb 2012 Página 1


TABLE OF CONTENTS TRAINING CENTER
COURSE – LEVEL 2 (ATA SPEC 104)
TABLE OF CONTENTS
ATA 73 - ENGINE FUEL AND CONTROL
ATA 22 - AUTO FLIGHT SYSTEM GENERAL FUEL
Autothrust (1) ** Engine Fuel System D/O (3)
** Fuel Return Valve D/O (3)
ATA 24 - AC GENERATION ** Engine Fuel System Components (3)
** IDG Components (2 CONTROL (FADEC)

** FADEC Presentation (1)
ATA 26 - ENGINE FIRE PROTECTION ** FADEC Architecture (1)
Components (3) ** FADEC Principle (2)
** ECU Interfaces (3)
ATA 28 - STORAGE, VENTING AND RECIRCULATION ** EIU Interfaces (3)
** Fuel IDG Cooling System Presentation (3) ** FADEC Components (3)
** ECU Electrical PWR SPLY Control (3)
ATA 30 - ENGINE AIR INTAKE ICE PROTECTION
** System Presentation (1) ATA 74 - IGNITION AND STARTING
** System Components (2) ** Ignition & Starting SYS Presentation (1)
** Ignition & Starting System D/O (3)
ATA 36 - PNEUMATIC SYSTEM ** Start Failures (3)
Engine Bleed Air Supply Components (3) ** Ignition & Starting Components (3)
ATA 70 - ENGINE - GENERAL ATA 75 - AIR

** General (1) ** Air System Presentation (1)
** Air System Components (3)
ATA 71 - POWER PLANT
** Power Plant Installation Presentation (1) ATA 76 - ENGINE CONTROLS
** Power Plant Drain Presentation (2) ** ENG Controls & Indicating Presentation(1)
** Nacelle D/O (3) ** Engine Thrust Control Architecture (1)
** Drain Components (3) ** Engine Thrust Management (3)
** Engine HP Fuel SOV Control (3)
ATA 72 - ENGINE ** Engine LP Fuel SOV Control (3)
** Engine Presentation (1) ** Engine Control Components (3)


COURSE – LEVEL 2 (ATA SPEC 104) TABLE OF CONTENTS TRAINING CENTER
TABLE DE CONTENTS
ATA 77 - ENGINE INDICATING

** ECAM Page Description (3)
** Engine Warnings (3)
** Engine Vibration Monitoring D/O (3)
** Engine Vibration Components (3)
ATA 78 - EXHAUST
THRUST REVERSER
** Thrust Reverser SYS Presentation (1)
** Thrust Reverser Management (3)
** Thrust Reverser System D/O (3)
** Thrust Reverser Components (3)
ATA 79 - OIL
** Oil System D/O (3)
** Oil System Components (3)


COURSE – LEVEL 2 (ATA SPEC 104) TABLE OF CONTENTS TRAINING CENTER
THIS PAGE INTENTIONALLY LEFT BLANK


COURSE – LEVEL 2 (ATA SPEC 104) ATA 22 - AUTO FLIGHT SYSTEM TRAINING CENTER
22 - AUTO FLIGHT SYSTEM
22-30-00 AUTOTHRUST
CONTENTS:
• A/THR Loop Principle
• A/THR Engagement
• Thrust Levers
• A/THR Function Logic
• Modes
• Alphafloor Protection
• A/THR Operation in Flight
• Disconnection


ATA 22 - AUTO FLIGHT SYSTEM TRAINING CENTER
AUTOTHRUST
A/THR LOOP PRINCIPLE THRUST LEVERS

To perform the autothrust (A/THR) function, the thrust target The thrust levers are manually operated and electrically
computed by the Flight Management and Guidance Computers connected to the ECUs.
(FMGCs) is chosen by the Flight Control Unit (FCU). Note that the thrust levers never move automatically.
Then each FCU processor sends, along its own bus, the THR Each lever has 3 sectors defined by detents and stops.
target to the Electronic Control Units (ECUs) via the Engine

Interface Units (EIUs). The thrust levers can be moved on a sector which includes
specific positions:
A/THR ENGAGEMENT • Rear sector:
The engagement of the A/THR function can be MANUAL or for idle reverse up to max reverse.
• Center section:
AUTOMATIC. "0": corresponds to an idle thrust,
The A/THR is engaged MANUALLY by pressing the A/THR "CL": corresponds to a climb thrust.
pushbutton on the FCU. • Forward section:
This is inhibited below 100 feet RA, with engines running. "FLX/MCT": corresponds to a FLeXible Take-Off
The A/THR is engaged AUTOMATICALLY: thrust or a Maximum Continuous Thrust after an
• when the autopilot/Flight Director (AP/FD) is engaged in engine failure,
TAKE-OFF or GO-AROUND modes, • "TO/GA": corresponds to a maximum Take-Off/Go-
• or in flight, when the alphafloor is detected; this is Around thrust.
inhibited below 100 feet RA except during the 15 The ECUs compute the thrust limit which depends on the
seconds following the lift-off. position of the thrust levers.
If both thrust levers are in the same detent, the thrust limit
NOTE: To effectively have A/THR on the engines, the corresponds to this detent.
engagement of the A/THR is confirmed by a logic of activation If both levers are not in the same detent, the thrust limit
in the ECUs. corresponds to the next higher detent.
The FMGCs select the higher of the ECU1 and ECU2 thrust
limits for thrust target computation.




AUTOTHRUST
A/THR FUNCTION LOGIC A/THR ENGAGED and NOT ACTIVE

The A/THR function can be ENGAGED or DISENGAGED. When the A/THR function is ENGAGED, A/THR is NOT
When it is engaged, it can be ACTIVE or NOT ACTIVE. ACTIVE if: at least, one thrust lever is out of the A/THR active
area or both thrust levers are above the "CL" detent or, at least
A/THR DISENGAGED one engine is in FLEX TO mode, with the alphafloor protection
When the A/THR function is DISENGAGED: not active.

• the thrust levers control the engines, Because the A/THR function is not active:
• on the FCU, the A/THR pushbutton light is OFF, • the thrust levers control the engines (as long as a thrust
• the Flight Mode Annunciator (FMA) displays neither the lever is outside the A/THR active area),
A/THR engagement status nor the A/THR modes. • the A/THR pushbutton light is ON,
• the FMA displays the A/THR engagement status (in
A/THR ENGAGED and ACTIVE cyan) and the MANual THRust rating.
When the A/THR function is ENGAGED, A/THR is ACTIVE if:
• at least, one thrust lever is between the "CL" detent
(included) and the "0" stop (included) and, at the most,
one thrust lever is between the "FLX/MCT" detent and
the "CL" detent, and if there is no engine in FLEX TO
mode,
• or if the alphafloor protection is active independently of
the thrust lever positions.
Note that in case of one engine failure, the A/THR activation
zone becomes between the "FLX/MCT" detent and the "0" stop.
Because the A/THR function is active:

• the A/THR system controls the engines,
• on the FCU, the A/THR pushbutton light is ON,
• the FMA displays the A/THR engagement status (in white)
and the A/THR mode.


AUTOTHRUST • when, A/THR being in RETARD, if AP is disengaged,

the A/THR function remains in RETARD mode, the
MODES aircraft being on ground.
The A/THR function computes a thrust target according to
modes and their related reference parameters. ALPHAFLOOR PROTECTION
The reference can be: The A/THR function protects against an excessive angle-of-
• a SPEED or a MACH NUMBER; in this case, the source attack.
is either the FCU (Value chosen by the pilot), or the The alphafloor signal is detected by each Flight Augmentation
FMGC itself, Computer (FAC).
• a THRUST; in that case, the sources are either the In case of excessive angle-of-attack or avoidance maneuver,
ECUs (which compute the thrust limit) when the thrust the FACs send an order to the FMGCs which activate the
limit is needed, or the FMGC itself. alphafloor protection.
The A/THR modes are SPEED/MACH, THRUST, RETARD The A/THR automatically engages or stays engaged active and
which can be overpassed by the alphafloor protection. the engine thrust becomes equal to the Take-Off/Go-Around
The choice of the mode is automatically made by the FMGCs thrust for any thrust lever position.
according to the active AP or FD vertical mode. In this condition, the green message "A.FLOOR" with an amber
This choice is based on a simple law: "Priority to the speed flashing box is displayed on the FMA.
control". When the alphafloor detection is no longer present in the FACs,
• When the AP (with elevators) controls the aircraft the green message "TOGA LK" with an amber flashing box (LK
speed, the A/THR has to control the engines by a fixed for LocK) is displayed on the FMA.
thrust demand (THRUST mode). The alphafloor protection can only be cancelled through the
• When the AP controls another aircraft parameter (e.g. disengagement of the A/THR function.
altitude), the A/THR has to take care of the aircraft
speed by a variable thrust demand to the engines
(SPEED/MACH mode).
• Beside these two modes, RETARD is only available in
automatic landing when engine thrust has to be reduced
to idle for the flare phase below 40 feet RA.
When no vertical mode is engaged, the A/THR operates only in
SPEED/MACH modes except:
• when THRUST mode engages automatically in case of
alphafloor,


AUTOTHRUST
DISCONNECTION
A/THR OPERATION IN FLIGHT Besides the normal A/THR operation, the A/THR function is
The aircraft is on ground and ready for Take-Off. disengaged either by a pilot action or in case of a system
Neither the AP nor the A/THR are engaged. failure.
The engines are controlled by the thrust levers. The A/THR function can be disengaged either by pressing at
To Take-Off, the pilot sets the thrust levers to the TO/GA stop least one of the two red instinctive disconnect pushbuttons on
or to the FLEX/MCT detent if a flexible temperature is selected the side of the thrust levers or by pressing the A/THR
on a Multipurpose Control and Display Unit (MCDU). pushbutton on the FCU.
This engages the A/THR function (but it is not active). A/THR disengagement can also be due to an external system
At the thrust reduction altitude, a message on the FMAs failure.
indicates to the pilot that he has to set the thrust levers into the When the A/THR function is active, the actual engine thrust
"CL" detent. does not necessarily correspond to the thrust lever position.
As soon as the thrust levers are in the "CL" detent, the A/THR Consequently, it is important to know what happens after an
is active. A/THR disconnection:
If a thrust lever is set into the "CL-MCT" or "O-CL" area, a When the disconnection is made by the instinctive disconnect
message on the FMAs warns the pilot to set the thrust lever to pushbutton the thrust is immediately adjusted to the thrust lever
the "CL" detent (White LVR CLB message if "CL-MCT" area, position.
amber LVR ASYM message if "O-CL" area). In other cases, after FCU pushbutton disconnection, or failure:
The A/THR remains active. • When a thrust lever was in its detent, the thrust on the
Then, the thrust levers remain in this position until the approach corresponding engine is frozen at its last value just
phase. before the disconnection (Memo mode).
During automatic landing, before touchdown, an auto call out, • As soon as a thrust lever is moved out the detent, or if it
"RETARD", indicates to the pilot that he has to set the thrust was not in a detent, the thrust on the corresponding
levers to the "0" stop. engine is smoothly adapted to the thrust lever position.
When he does it, the A/THR disengages.
This allows the automatic activation of ground spoilers if they
are in armed condition.
Then, on ground, the pilot moves the thrust levers on the
REVerse sector.


COURSE – LEVEL 2 (ATA SPEC 104) ATA 24 – ELECTRICAL POWER TRAINING CENTER
24 - ELECTRICAL POWER
IDG COMPONENTS
CONTENTS:
Integrated Drive Generator – principal parts
Servicing
Maintenance Tips
IDG Cooling system

Oil Temperature Monitoring


IDG COMPONENTS
INTEGRATED DRIVE GENERATOR
IDENTIFICATION
FIN: 4000XU
LOCATION
ZONE: 400
COMPONENT DESCRIPTION
The IDG Input shaft has a shear neck to protect the engine
gearbox and also used to safeguard the IDG against further
damage.
FILTER CLOGGING INDICATOR

The sensing device for the filter clogging indicator is
automatically suppressed during cold oil running conditions
(high oil viscosity).
The Delta Pressure pop-out Indicator (DPI) can be reset up to 3
times prior to IDG removal if these conditions are fulfilled:
• No metal particles in the filter and no other indications.
• Oil and filter change is required.
• Write on the IDG DPI label that DPI reset is done.




IDG COMPONENTS
INTEGRATED DRIVE GENERATOR
QUICK ATTACH DETACH

The IDG is attached to the engine gearbox by a Quick
Attach Detach device.
OIL LEVEL INDICATOR

1 - If the oil level is above the line between the green and the
yellow band (IDG cold) or above the yellow band (IDG hot), oil
servicing is required.
2 - If the oil level is within the green band (IDG cold) or within
green or yellow bands (IDG hot), oil servicing is not required.
3 - If the oil level is below the green band, oil servicing is
required.
Note: The yellow band corresponds to the oil thermal
expansion margin.




SERVICING
CHECK OF THE OIL LEVEL AND FILTER DPI

Each engine (HP rotor) drives its related Integrated Drive
Generator (IDG) through the accessory gearbox.
The drive speed varies according to the engine rating. The IDG
internal gearing, converts the variable gearbox frequency to a
stable 400 Hz.

The IDG supplies a 115 V AC, 3-phase, and 400 Hz AC. At
some point, servicing will be required of the IDG. In this module
you will see a video that will demonstrate the correct servicing
procedures of the IDG.
Check the oil level and the filter Differential Pressure Indicator
(DPI) each 150 Flight Hours (FH) or each times the engine
cowls are opened.
Depending on when the time schedule occurs there might be a
reason, during transit checks, that you must check the oil level
and the filter DPI each 150 FH or each time the engine cowls
are opened.
On each engine, use the sight glass that is in the vertical
position to do the check of the oil level. If it is below the green
band or above the yellow band, do the oil servicing.
Clogged filter indication is provided by a visual pop out indicator
(the DPI) mounted on the IDG. This indicator is installed
opposite the drive end of the IDG.




SERVICING (continued)
OPERATIONAL TEST OF THE IDG DISCONNECT AND FILLING OF THE IDG WITH OIL OR ADDITION OF
RECONNECT FUNCTION OIL
The IDG will be disconnected in case of: CAUTION:
• oil overheat (high oil out temperature), USE ONLY NEW CANS OF OIL WHEN YOU FILL THE IDG
• oil pressure drop when not caused by drive under WITH OIL OR ADD OIL TO THE IDG. THE CONTAMINATION
speed. IN THE OIL RAPID DETERIORATION OF THE OIL AND WILL

The amber FAULT legend of the ELECtrical/IDG1 or 2 P/BSW DECREASE THE LIFE OF THE IDG.
comes on, the master warning system is triggered. Make the thrust reverser unserviceable,
In this case, the IDG must be disconnected manually. For this, Depressurize the IDG case,
the PUSH-TO-DISConnect IDG1 (2) safety guarded P/BSW,
installed on the panel 35 VU, must be pushed. CAUTION:
USE ONLY APPROVED TYPES/BRANDS OF LUBRICANTS.
CAUTION: DO NOT MIX TYPES/BRANDS OF LUBRICANTS.
ENGAGE THE IDG DISCONNECT MECHANISM WITH THE
DISCONNECT RESET RING BEFORE YOU START THE Fill the IDG with filtered oils at a maximum pressure of 35 PSI
ENGINE. IF NOT, YOU WILL CAUSE DAMAGE TO THE (2.4131 bar),
GEAR TEETH, AT ENGINE START. YOU CAN DAMAGE THE Inspect the oil level before and after the related engine start.
DISCONNECT SOLENOID BECAUSE OF OVERHEATING IF: Inspect the oil level after it becomes stable (5 minutes after
YOU PUSH THE IDG DISCONNECT P/BSW FOR MORE running),
THAN 3 SECONDS. THERE MUST BE AT LEAST 60 If the oil level is at or near the top of the green band, oil
SECONDS BETWEEN 2 OPERATIONS OF THE SWITCH. servicing is not necessary. If the oil level is below the green
On the ELEC control panel, push the IDG 1 (2) P/BSW. band or above the yellow band, servicing is necessary.
On the IDG 1 (2), slowly pull out the disconnect reset ring to the
full limit of travel. If you feel a click while you hold the
disconnect reset ring, this shows that the disconnect function
operates correctly. Let the disconnect reset ring go slowly back
to the initial position.
NOTE: The IDG disconnection is irreversible in flight.
Reconnection of the system is then possible only on the ground
with engines shut down.




MAINTENANCE TIPS
It must be mentioned here that the most typical reason for IDG
failures are due to over servicing. You must pay particular
attention to the level of the oil in the sight glass.
When servicing, leave the drain hose attached until only a
couple of drops come out.




IDG COOLING SYSTEM
GENERAL FILTER CLOGGED

The Integrated Drive Generator (IDG) oil cooling system A clogged filter indication is provided by a local visual Delta
consists of an IDG oil cooler, which is part of the engine fuel/oil Pressure pop-out Indicator (DPI). In case of clogging filter
heat management system. The IDG oil cooler is connected to condition, the visual indicator pops out. The DPI reset can be
the IDG by two oil connections (in and out). done in some conditions and associated with maintenance
procedures. When the filter is clogged, the relief valve opens.

OPERATION PRINCIPLE
A scavenge pump in the IDG pumps the oil through the TEMPERATURE AND PRESSURE MONITORING
scavenge filter and the IDG oil cooler. The engine heat Temperature sensors sense the IDG oil inlet and oil outlet
management system regulates the fuel flow through the IDG oil temperatures.
cooler to cool the IDG oil. A charge pump provides regulated The Generator Control Unit (GCU) monitors the oil outlet
cooled oil supply pressure to the generator and other users. sensor for indication on the ECAM and for advisory and
The purpose of the IDG oil cooler bypass valve is to protect the overheat detection/indication. The GCU compares the oil in and
IDG oil from overcooling. Note that the cooler bypass valve is oil out temperature to determine the IDG internal temperature
not part of the engine fuel/oil heat management system. rise. From this data, the GCU can determine if there is an
internal IDG problem or an external cooling problem. An open
COLD CONDITIONS circuit of the IDG oil outlet temperature sensor is a class 3 fault,
In cold conditions (oil temp <40°C), the oil pressure increases and no flight deck effects are presented. The GCU will
due to high oil viscosity, then the cooler bypass valve opens to automatically provide the IDG oil inlet temperature plus a
bypass the IDG oil cooler. When IDG oil temperature is nominal temperature offset and display it as the oil outlet
between 40°C and 70°C, the valve is in the regulating position. temperature on the ECAM ELEC page. A pressure switch
This position mixes uncooled oil from the IDG and cooled oil senses low IDG oil charge pressure. The switch is monitored by
from the IDG Oil Cooler and returns it to the IDG. the GCU for the low oil pressure fault warning.




IDG MONITORING
OIL TEMPERATURE MONITORING The IDG must be disconnected immediately by:

Integrated Drive Generator (IDG) oil temperature sensors • Opening the safety guard,
monitor the input and the output oil temperature. If a high • Pushing the IDG P/BSW for a maximum of 3 seconds.
difference between the input and the output temperature is Note: Disconnection is only possible if the related engine is
detected, a status message is sent to the ECAM. The running above under speed.
difference is called a temperature rise. Do not push the disconnect switch if the engine speed is less
The normal IDG oil inlet temperature is between 40°C to than idle.
105°C. When the oil outlet temperature reaches 142°C, an The engine must be stopped for IDG reconnection.
advisory mode is available on the lower ECAM. If the oil outlet
temperature is equal to or more than 185°C the master caution THERMAL IDG DISCONNECTION
is triggered, and a manual disconnection is written on the If the IDG disconnection is not performed at 185°C, the
ECAM. If the oil outlet temperature is more than 200°C the IDG temperature will increase and at 200°C an automatic thermal
is automatically disconnected. disconnection should occur to protect the IDG. A warning
message is sent to the ECAM system and a BITE MESSAGE
OIL PRESSURE MONITORING (THERMAL DISCONNECT) is sent to the CFDS.
A pressure switch operates in case of oil low pressure (lower If this thermal disconnection fails, the message "THERMAL
than 140 psi) not caused by under speed. DISC. FAILED" is sent to the CFDS and a warning message is
sent to the ECAM system.
TEMPERATURE AND PRESSURE INDICATION Note: After a thermal disconnection, the IDG must be replaced.
The oil outlet temperature is displayed on the ECAM System The class 2 message "IDG OIL DELTA TEMP" is generated by
Display. the system BITE. If there is no difference between the input and
In case of high oil outlet temperature or oil low pressure, the the output temperature, the class 2 message "IDG COOLER" is
following warnings are triggered: generated by the system BITE. In both cases, the "AC GEN
• MASTER CAUTION light, MAINTENANCE STATUS" is displayed on the ECAM STATUS
• Single chime, page.
• The message "ELEC IDG 1(2) OIL OVHT or ELEC IDG
1(2) OIL LO PR" is displayed on the EWD,
• The FAULT legend on the corresponding IDG P/BSW
comes on amber.






COURSE – LEVEL 2 (ATA SPEC 104) ATA 26 – FIRE PROTECTION TRAINING CENTER
26 - FIRE PROTECTION
ENGINE FIRE PROTECTION
CONTENTS:
System overview
Engine and APU fire detection
Engine and APU fire extingushing

Precautions - General
Fire bottles
Discharge cartridge
Fire protection servicing
Fire protection components


FIRE PROTECTION
SYSTEM OVERVIEW
The engine and APU fire protection is provided by two sub-
systems - the FIRE detection system and the FIRE
extinguishing system.
ENGINE AND APU FIRE DETECTION

The engines and the APU have individual fire detection
systems.
Each system consists of two identical detection loops (A and B)
mounted in parallel. For the engines, the loops A and B are in
three different areas with its related detector elements. These
areas are the fan case, the core engine and the pylon area. For
the APU, each loop consists of a single detector element. Both
loops are monitored by a Fire Detection Unit (FDU). The FDU
sends FIRE and FAULT signals to the Flight Warning Computer
for display on the ECAM.
ENGINE AND APU FIRE EXTINGUISHING

The guarded FIRE P/B switches provide FIRE indication and
the means to isolate affected systems. When the FIRE
pushbutton is released out, the engine or APU will shut down.
This also arms the extinguishing system.
Each engine is equipped with 2 fire bottles located in the pylon.
Each bottle is discharged by an associated AGENT P/BSW.
The P/B switches are located on the FIRE panel on the
overhead.
For the APU, there is just one fire extinguisher bottle located in
the aft fuselage forward of the APU firewall. A single AGENT
P/BSW
The TEST buttons are used to test the respective fire detection
and extinguishing system integrity.




PRECAUTIONS
GENERAL
Specific precautions must be taken during removal or
installation of a fire extinguishing bottle and a discharge
cartridge.
FIRE BOTTLE
WARNING:
The fire bottle cartridges are explosive. Remove them before
working on the bottle. Protective caps must be installed during
bottle removal/installation to prevent damage to discharge
diaphragm, which could result in injury to personnel.
DISCHARGE CARTRIDGE
WARNING:
Before power is supplied to the A/C make sure that electrical
circuits upon which work is in progress are isolated. Cartridges
are class "C" explosives and must be handled or stored by
authorized personnel or disposed of by an approved method.
When cartridge electrical connectors are disconnected, the
cartridge electrical pins must be shunted with a protective shunt
which is given by the manufacturer. A shunt plug or shorting
clip will prevent bottle discharge which could cause injury to
maintenance personnel. The cartridge installed must be
supplied by fire bottle vendor and agreed with the specification
indicated in the AMM.




FIRE PROTECTION
SERVICING
The ENGINE and APU FIRE tests must be performed prior to
start.
Press and hold the TEST pushbutton on the Engine or APU fire
panel.
The test will trigger all of the FIRE warnings in the cockpit.
During the engine FIRE test:
• FIRE light on overhead panel illuminates,
• FIRE light on engine start panel illuminates,
• both SQUIB lights illuminate,
• both DISCH lights illuminate,
• both red MASTER WARNING lights illuminate on the
glare shield panel,
• continuous chime sounds,
• engine FIRE procedure displayed on upper ECAM DU,
• ENGINE page displayed on lower ECAM DU.
During the APU FIRE test:

• FIRE light on overhead panel illuminates,
• SQUIB light illuminates,
• DISCH light illuminates,
• both red MASTER WARNING lights illuminate on the
glare shield panel,
• continuous chime sounds,
• APU FIRE procedure displayed on upper ECAM DU,
• APU page displayed on lower ECAM DU.




FIRE DETECTION UNIT (FDU)

DISCHARGE HEAD
IDENTIFICATION The discharge head has a leakproof metallic diaphragm.
FIN: 2WD1, 2WD2 The rupture of the leakproof metallic diaphragm, is caused by:
LOCATION • Gas pressure released after cartridge firing.
ZONE: 126 • An excessive pressure (between 1600 to 1800 psi at 95
FIRE BOTTLES deg.C, 203 deg.F), in the extinguisher bottle, in case of
IDENTIFICATION overheat condition in the engine pylon. The full quantity

FIN: 6WE2, 8WE2 of the agent is released into the nacelle.
LOCATION
ZONE: 425 SQUIB
The squib is an electro pyrotechnic cartridge containing
COMPONENT DESCRIPTION explosive powder, fired by two filaments supplied with 28 VDC.
• Two per engine.
• type of agent: bromotrifluoromethane. WARNING:
• Nominal Nitrogen pressure: at 21 deg.C, 600 psi. Never check the continuity of the squib using a conventional
ohmmeter.
PRESSURE SWITCH
The pressure switch is calibrated at:
• 450 psi when the pressure increases (refilling).
• 225/275 psi when the pressure decreases (discharge or
leak).
A spring loaded finger permits the electrical continuity of the
pressure switch to be manually checked.




ENGINE FIRE PROTECTION COMPONENTS
FIRE DETECTORS PYLON FIRE DETECTORS
COMPONENT DESCRIPTION IDENTIFICATION

The detector is pneumatically operated by heating its sensing FIN: 3WD2, 4WD2
element which contains helium gas and an hydrogen charged LOCATION
core material. ZONE: 425
Alarm State CORE FIRE DETECTORS

The application of heat to the sensor causes an increase of the IDENTIFICATION
gas pressure which in turn closes the alarm switch. The FIN: 4001WD1, 4001WD2
detector sends a FIRE signal.
LOCATION
Fault State ZONE: 463
In the event of gas pressure loss, the integrity switch opens and
generates a fault signal. FAN FIRE DETECTORS
IDENTIFICATION
FIN: 4000WD1, 4000WD2
LOCATION
ZONE: 445






COURSE – LEVEL 2 (ATA SPEC 104) ATA 28 – FUEL SYSTEM TRAINING CENTER
28 - FUEL SYSTEM
FUEL IDG COOLING SYSTEM PRESENTATION
CONTENTS:
Principle
Fuel Return
Pump Logic
Fuel Return Valve Closure : Low Level
Fuel Return Valve Closure : Inner Cell High Temperature
Fuel Return Valve Closure : Outer Cell High Temperature
Fuel Return Valve Closure : Pump Pressure Loss
Fuel Return Valve Closure : Overflow
Self Examination


PRINCIPLE The wing tank pumps will operate until approximately 1100 lbs
The Integrated Drive Generator oil is cooled by fuel; a (500 kg) of fuel have been used i.e.: under full sensors
recirculation system is installed. reached. The logic circuit then restarts the Center tank pump.
Some fuel supplying the engines is used to cool the IDG oil. A
return valve allows the hot fuel to be returned to the Outer cell. FRV CLOSURE : LOW LEVEL
The Return valve opens at low engine fuel flow if the engine oil The fuel return valve closes when the fuel level in the inner cell
temperature is above 93 degrees C. drops to the low level sensors.
The return valve mixes the hot fuel with cold fuel from the LP Note: The low level sensor i.e. IDG shut-off sensor (38QJ)
pump to maintain the temperature of the returned fuel below signals the return valve to close at 620 lbs (280 kg).
100 degrees C. Note: Closing the return valve will reduce the amount of
FLSCU1 and ECU1 control the recirculation system in the left unuseable fuel.
wing.
FLSCU2 and ECU2 control the right wing system.
FUEL RETURN
The recirculated fuel is sent to the outer cell through a check
valve and a pressure holding valve in order to prevent the fuel
from boiling.
The pressure holding valve maintains a pressure of 18 psi in
the return line; if the pressure increases, fuel bleeds through
the valve into the Outer cell.
The check valve prevents fuel flow from the wing tank to the
engine when the recirculation system is not in operation.
Note: When the Outer cell is full, the fuel overflows into the
Inner cell through a spill pipe.
PUMP LOGIC
As long as fuel is being delivered from the center tank, the wing
tanks are still full and will tend to overfill, as the returned fuel is
delivered to the wings tanks. In this case, the center tank pump
stops when the inner cell reaches the FULL level.




FRV CLOSURE : INNER CELL HIGH TEMPERATURE
The fuel return valve closes if the fuel temperature is too high in
the inner cell (52.5 degrees C).
As the returned fuel is hot, the FLSCU prevents temperature
limitation exceedance.
In this case, the FLSCU sends an inhibition signal to the
FADEC for FRV closure.
FRV CLOSURE : OUTER CELL HIGH TEMPERATURE

The fuel return valve closes if the fuel temperature is too high in
the outer cell (55 degrees C).
This prevents a large volume of high temperature fuel from
entering the inner cell, in the event of intercell valve opening.
This also keeps the fuel temperature at an acceptable level
should a tank rupture occur.
FRV CLOSURE : PUMP PRESSURE LOSS

The fuel return valve closes if a low pressure is signalled by all
pumps of one wing supplying the related engine and crossfeed
valve closed, or if a low pressure is signalled by all pumps of
both wings with crossfeed valve opened.
This is to reduce fuel flow and allow maximum available
pressure for fuel burn during gravity feeding.
Low pressure is sensed by the pump low pressure switch and
signaled to the fuel level sensing control units (FLSCUs).
FRV CLOSURE : OVERFLOW

The fuel return valve closes if the center tank pump fails to
respond to the logic signals of the full sensors, causing the
wing tank to overflow into the vent surge tank.






COURSE – LEVEL 2 (ATA SPEC 104) ATA 30 – ICE AND RAIN PROTECTTION TRAINING CENTER
30 - ICE AND RAIN PROTECTION
ENGINE AIR INTAKE ICE PROTECTION SYSTEM

PRESENTATION
CONTENTS:
Source
Valve
Controls
Users
ECAM Page


SYSTEM PRESENTATION
SOURCE ECAM PAGE

On the V2500, it is the 7th stage from we bled the air. On the If at least one of the two engine air intake anti-ice protection
CFM-56, it is from the 5th stage of the High-Pressure (HP) systems is selected ON, a message appears in green on the
compressor. upper ECAM MEMO display.
VALVE
For each engine, hot bleed air is controlled by an OPEN/CLOSED
valve. In the absence of air pressure, the valve is spring-loaded to
the closed position. With air pressure available and solenoid
energized, the valve closes. In case of loss of electrical power
supply, the valve is fully open provided engine bleed air pressure
is high enough. The valve of the CFM-56 engine needs 9th stage
muscle pressure for the opening.
CONTROLS
For each engine, the OPEN/CLOSED valve is controlled by a
P/BSW located on the ANTI ICE section of the overhead panel.
When the engine Anti-ice (A.ICE) valve is open, the cabin Zone
Controller (ZC) determines the bleed demand for the Full Authority
Digital Engine Control (FADEC) system. This decreases the N1 for
CFM56 and Engine Pressure Ratio (EPR) limit for V2500 relative
to the ambient conditions, the engine operating conditions and the
load of the A.ICE bleed.
USERS
The engine air intake is protected by its related bleed air, which
heats the inlet leading edge in icing conditions. The hot air is then
discharged overboard.




ENGINE AIR INTAKE ICE PROTECTION SYSTEM

COMPONENTS
ENGINE ANTI-ICE VALVE

IDENTIFICATION
FIN: 4000DN
LOCATION
ZONE: (LH) 435, (RH) 446
The engine anti-ice valve is a butterfly shut off valve of the
on/off type.
The valve is spring loaded to the closed position in case of no
air pressure.
A solenoid allows the valve to:
• close, if energized,
• open, if deenergized and air pressure from the 9th stage
is high enough.
CUT VIEW
Two micro switches monitor the OPEN and CLOSE position.
LOCATED VIEW
The valve can be manually operated from an external nut
connected to the butterfly shaft.
In addition, the butterfly can be locked in closed or open
position by means of a pip pin. Visual valve position is also
provided.






COURSE – LEVEL 2 (ATA SPEC 104) ATA 36 – PNEUMATIC SYSTEM TRAINING CENTER
36 - PNEUMATIC SYSTEM
ENGINE BLEED AIR SUPPLY COMPONENTS
CONTENTS:
High Pressure Valve (HPV)
Pressure Regulating Valve (PRV)
Bleed Pressure Regulated Valve Control Solenoid (CTS)

Precooler
Fan Air Valve (FAV)
Fan Air Valve Control Thermostat (CT)
Intermediate Pressure Check Valve (IPC)
Overpressure Valve (OPV)
Regulated Pressure (Pr)
Transferred Pressure (Pt)
Heat Exchanger Outlet Temperature Sensor (T)
Bleed Monitoring Computer (BMC)


HIGH PRESSURE VALVE (HPV)

IDENTIFICATION
FIN: 4000HA1, 4000HA2
LOCATION
ZONE: 450, 460
The valve is spring loaded closed.
PRESSURE REGULATING VALVE (PRV)

IDENTIFICATION
FIN: 4001HA1, 4001HA2
LOCATION
ZONE: 450, 460
BLEED PRESSURE REGULATED VALVE CONTROL

SOLENOID (CTS)
IDENTIFICATION
FIN: 10HA1, 10HA2
LOCATION
ZONE: 413, 423
Three functions:
• PRV electrical shut off (Solenoid)
• Temperature Limitation
• Reverse flow inhibition






PRECOOLER
IDENTIFICATION
FIN: 7150HM1, 7150HM2
LOCATION
ZONE: 410, 420
Single cross pass heat exchanger.
FAN AIR VALVE (FAV)

IDENTIFICATION
FIN: 9HA1, 9HA2
LOCATION
ZONE: 453, 463
FAN AIR VALVE CONTROL THERMOSTAT (CT)

IDENTIFICATION
FIN: 7170HM1, 7170HM2
LOCATION
ZONE: 410, 420
It is pneumatically coupled to the Fan Air Valve to control it
open if the temperature downstream of the precooler exceeds
200°C ( 392°F ).




INTERMEDIATE PRESSURE CHECK VALVE (IPC)

IDENTIFICATION
FIN: 7110HM1, 7110HM2
LOCATION
ZONE: 450, 460
OVERPRESSURE VALVE (OPV)

IDENTIFICATION
FIN: 5HA1, 5HA2
LOCATION
ZONE: 453, 563
The valve is spring loaded open.





HEAT EXCHANGER OUTLET TEMPERATURE SENSOR (T)
REGULATED PRESSURE (Pr) IDENTIFICATION
IDENTIFICATION FIN: 6HA1, 6HA2
FIN: 8HA1, 8HA2 LOCATION
LOCATION ZONE: 413, 423
ZONE: 415, 425
COMPONENT DESCRIPTION It is connected to the BMC for temperature indication (ECAM)
It is connected to the SDAC, for pressure indication and FAULT and FAULT logic.
logic, and to the CFDIU via the BMC. It also monitors the temperature downstream of the pre cooler.
It is also connected by a sense line to the duct downstream of
the PRV.
TRANSFERRED PRESSURE (Pt)

IDENTIFICATION
FIN: 7HA1, 7HA2
LOCATION
ZONE: 415, 425
It is connected to the CFDIU via the BMC for faulty component
identification in case of failure, and to the duct downstream of
the HP bleed valve with a sense line.
It gives the tranferred relative static pressure.


ATA 36 – PNEUMATIC SYSTEM TRAINING CENTER


BLEED MONITORING COMPUTER (BMC)

IDENTIFICATION
FIN: 1HA1, 1HA2
LOCATION
ZONE: 121, 122
It monitors and controls the engine bleed system.
At each power-up, a test of the BMC and of the leak detection
system is done.




COURSE – LEVEL 2 (ATA SPEC 104) ATA 70 – ENGINE - GENERAL TRAINING CENTER
70 - ENGINE - GENERAL
CONTENTS:
Engine Characteristics
Pylon
Nacelle
Engine Control


GENERAL
ENGINE CHARACTERISTICS
The Airbus A319/A320/A321 is powered by two CFM
International CFM56-5B/P turbofan engines.
These engines can produce a thrust from 22000 lbs to 33000
lbs (9980 kg to 14970 kg) depending on the aircraft version set
by the engine data programming plug.

The engines are flat rated from ISA + 15°C (86°F) up to ISA +
30°C (113°F) depending on the engine rating.
PYLON
The engines are attached to the lower surface of the wings by
pylons.
The pylons provide an interface between the engine and the
aircraft for electrics and fluids.
NACELLE
The engine is enclosed in a nacelle which provides
aerodynamic airflow around the engine and ensures protection
for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control
(FADEC) which provides engine control, engine monitoring and
help for maintenance and trouble shooting.






COURSE – LEVEL 2 (ATA SPEC 104) ATA 71 – POWER PLANT TRAINING CENTER
71 - POWER PLANT
POWER PLANT INSTALLATION PRESENTATION
CONTENTS :
System overview
Engine Mounts
Inlet Cowl
Fan Cowl Doors
Thrust Reverser "C"Duct Doors
Exhaust
Nacelle Left Side Access Panels
Nacelle Right Side Access Panels


ATA 71 – POWER PLANT TRAINING CENTER
.GENERAL
Here are the main items of the power plant structure and its
Installation.
SYSTEM OVERVIEW
The CFM56-5B engine is a dual-rotor, variable stator, high
bypass ratio turbo fan power plant. The CFM56-5B powers the
complete single aisle family of aircraft. CFM56-5B engines are
available in several thrust ratings.
All the engines are basically the same. A programming plug on
the Electronic Control Unit (ECU) changes the available thrust.
The power plant installation includes the engine, the engine
inlet, the exhaust, the fan cowls and the reverser assemblies.
The pylon connects the engine to the wing structure. The
engine is attached to the pylon by forward and aft mounts.




ENGINE MOUNTS INLET COWL

The engine is attached to the pylon by two mounts. The inlet cowl is a fixed structure which ensures proper engine
The forward mount or thrust mount transmits the efforts in all inlet airflow for the whole envelope.
directions except roll axis torque. The air inlet is anti-iced.
The aft mount transmits the efforts in all directions except
forward and aft to allow engine thermal expansion.




POWER PLANT INSTALLATION PRESENTATION THRUST REVERSER "C" DUCT COWL DOORS
The thrust reverser "C"duct cowl doors provide ducting for fan
FAN COWL DOORS air exhaust.
The fan cowl doors allow access to the fan case mounted The thrust reverser "C"duct cowl doors may be opened to get
Accessories. access to the core engine mounted accessories.
They are latched at their bottom center line and when opened, The thrust reverser "C"duct cowl doors are maintained open by
they are maintained in position by two hold open rods. hold open rods.
Due to their weight, the thrust reverser "C" duct doors are
operated by an hydraulic actuator using a manual hand pump.




OPENING & CLOSING OF ENGINE COWL DOORS
INITIAL PRECAUTIONS
Opening and closing of the engine cowl doors.
Before working on the engine, initial precautions have to be
taken in the cockpit.
On panel 115 VU, put a warning notice stating not to start the
engine.
Make sure that the engine has been shut down for at least 5
minutes and that the corresponding master lever is in the OFF
position.
On panel 50 VU make sure that the ON legend of the engine
FADEC ground power P/BSW is off and install a warning
notice.
Then make certain that the slats are retracted and install a
warning notice prohibiting use of the slats. If they are extended,
retract them.


OPENING OF THE ENGINE FAN COWL DOORS

The fan cowl and the thrust reverser cowl doors can be opened
for maintenance and inspection.
Opening of the fan cowl door.
CAUTION: Caution: Do not attempt to open the fan cowl door if

the wind speed is more than 65 knots or when the engine is
running.
First unlock the 3 latches on the engine centerline.
For each latch, push the latch snap to release the handle.
Pull the latch handle until the latch hook releases from its
keeper.
Manually elevate and support the door at the lower edge.
Two hold-open rods are located inside the fan cowl door.
Release the hold-open rods from their brackets and connect
them to their supports on the fan case.
The two hold-open rods must be unlocked to open the fan cowl
door.
Open the fan cowl door sufficiently to extend the hold-open
rods.
Manually check the correct engagement of the hold-open rods.
Open the second fan cowl door. The other fan cowl door is
opened in the same way.
Each time check that the locking devices are properly engaged
on the hold-open rods.
With the fan cowl door opened, the accessories mounted on
the fan case and on the accessory gearbox are accessible.
There are two opening positions, one at 40 degrees for routine
maintenance, and the second at 55 degrees for increased
access.


OPENING OF THE ENGINE THRUST REVERSER COWL

DOORS
Opening of the thrust reverser doors.
CAUTION: Caution: do not attempt to open the thrust reverser

door if the wind speed is more than 40 knots.
First, deactive the thrust reverser system. Push and hold the
hydraulic control unit lever to the forward frame and then install
the safety pin. On the engine centerline, release the four latches.
Push the snap to free the latch handle. Then pull down on the
latch handle to disengage the latch hook from its attachment point.
Before connecting the hydraulic hand pump, read the instructions
written on the red plate located beside the quick disconnect of
each thrust reverser half.
Remove the dust cover from the quick disconnects and connect
the hand pump. Make sure that the quick disconnect tube is
correctly connected.
Operate the hand pump to pressurize the opening actuator until
the reverser half reaches the fully open 45 degrees position.
When the door is open, unstow the hold-open rod from the fan
case, then attach and secure it to each bracket on the thrust
reverser door.
Unload the hydraulic pump and disconnect it from the hydraulic
manifold.
Replace the cap on the quick disconnect.
The hand pump is used to open the other thrust reverser door.
Once all doors are opened the engine accessories mounted on
the fan case and engine cowl are accessible.


CLOSING OF THE ENGINE THRUST REVERSER COWL

DOORS
The cowl closing sequence is exactly opposite to the opening
sequence.
Make sure that the working area is clean and clear of tools and
other items.
The thrust reverser doors are closed first.
To close the thrust reverser door, pressurize the hydraulic
opening actuator to release the load from the hold-open rod.
Disengage the hold-open rod from its bracket, stow and secure
it to its attachment support on the fan case.
Slowly open the hand pump relief valve.
The actual rate of door closing should be control by the hand
pump.
However, as a safety device, the actuator has a metering valve
which ensures a minimum door closing time.
When the door is fully closed, disconnect the hand pump from
the hydraulic manifold, and replace the cap on the quick
disconnect.
Complete door closing by securing the latches. Engage and
lock the four tension latches.
Remove the inhibition pin from the hydraulic control unit lever,
to put the thrust reverser system back to the operational
condition.


EXHAUST
The fixed exhaust directs rearward engine core exhaust.
The exhaust is composed of the primary nozzle and the center
body.
NACELLE LEFT SIDE ACCESS PANELS

For quick servicing, the nacelle is equipped with access panels
and inspection doors
On the fan cowl left side, an oil access door is provided for
engine oil servicing and master chip detector electrical visual
indicator inspection.
NACELLE RIGHT SIDE ACCESS PANELS

On the right side of the fan cowl, a starter valve access door is
provided for manual override operation.
The inlet cowl anti icing duct is accessible via a panel.
NOTE: In certain cases the aerodynamic strake, on the

outboard side of the nacelle, is not installed.






71 - INSTALLATION
DRAIN SYSTEM PRESENTATION
CONTENTS :
Pylon Drains
Engine Drains


PYLONS DRAINS
Drains are provided at the pylon rear part to evacuate and vent
overboard air and any residual fluid (water, hydraulic, fuel).
ENGINE DRAINS
Drain lines are installed on the engine to collect and drain
waste fluids and vapors from engine systems and accessories.

This drain system consists of:
A drain collector assembly, which is attached to the aft side of
the accessory gearbox.
It is composed of 4 drain collectors with manual drain valves for
trouble shooting and 2 holding tanks.
A drain manifold module, also attached to the aft side of the
accessory gearbox, which supports the drain mast.
A pressure valve, which is part of the manifold, opens when the
A/C airspeed reaches 200 kts. Then ram air pressurizes the
holding tanks and the accumulated fluids are discharged
overboard through the drain mast.
The drain mast protrudes through the fan cowl doors into the
airstream to evacuate any residual fluids.
The drain mast is frangible below the cowl exterior surface to
prevent damage to the engine gearbox.




ATA 71 – POWER PLANT
71 - POWER PLANT NACELLE D/O
NACELLE D/O INLET COWL

CONTENTS: The inlet cowl is composed of an acoustical inner barrel, an
Inlet Cowl outer barrel and a Nose lip.
Fan Cowl Doors It includes installation of anti-ice system, interphone and ground
Thrust Reverser Cowl Doors jack and T12 probe.
Primary Nozzle For removal and installation, the inlet cowl is provided with:
Centerbody - 4 hoist points,
Forward Mount - 36 identical attach fittings,
Aft Mount - 1 alignment pin.
Fluid Disconnect Panel Weight: 288.2 lbs (130 kg).
Fan Electrical Connector Panel
Core Electrical Junction Box




NACELLE D/O
FAN COWL DOORS

There are two fan cowl doors to enclose the fan case and
accessory gearbox area.
Each door is supported by 3 Hinges at the pylon.
The door assembly is latched along the bottom centerline by
three latches.
Each door is provided with:
- 3 hoist points, for removal and installation,
- 2 hold open rods, for opening.
Access doors are also provided for the start valve and the oil
tank servicing.
Assembly weight: 149.2 lbs (67.5 kg).




NACELLE D/O
THRUST REVERSER COWL DOORS

The thrust reverser cowl doors (or "C" Ducts) are in two halves
which include pivoting doors and enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly
is latched along the bottom centerline by 4 latches.
Each half is provided with:

- 3 attachment points to install a handling sling for removal and
installation,
- 1 opening actuator supplied by a hand pump and 1 hold open
rod mounted on the fan case for opening.
Assembly weight: 867.1 lbs (393 kg).
NOTE: The thrust reverser half doors can be opened to a 45°

position for engine removal, in this case the wing slats have to
be in the retracted position.
For engine core access only, the fuselage side half door can be
opened to 33 degrees and the external side half door can be
opened to 35 degrees with the slats in extended position.




NACELLE D/O
PRIMARY NOZZLE
The primary nozzle directs the primary exhaust gas aft and
regulates the gas stream flow.
It is fastened to the aft flange of the engine turbine case.
The primary nozzle is attached to the LP turbine frame by
means of 16 bolts.
Weight: 172.6 lbs (78 kg).
CENTERBODY
The centerbody provides engine center venting.
It is attached to the engine inner turbine case.
The center body is fixed to the inner LP turbine frame by means
of 16 bolts.
Weight: 55.6 lbs (25 kg).




NACELLE D/O
FORWARD MOUNT
The Forward mount carries the engine thrust, vertical and side
loads.
It provides the fan frame attachment to the pylon.
The forward mount is linked to the fan frame brackets and
attached to the pylon by four bolts and self-locking nuts.
AFT MOUNT
The Aft mount restrains engine movement in all directions
except forward and aft.
It provides the Turbine rear frame attachment to the pylon.
The Aft mount is linked to the turbine rear frame lugs and fixed
to the pylon by 4 bolts.




NACELLE D/O
FLUID DISCONNECT PANEL

The fluid disconnect panel provides the fluid connection
between engine and pylon.
It is located on the left hand side of the fan case upper part.
Fluid connection lines:
- fuel supply,
- fuel return,
- hydraulic pump suction,
- hydraulic pump pressure delivery,
- case drain filter.
FAN ELECTRICAL CONNECTOR PANEL

The Fan electrical connector panel provides interface of fan
electrical harnesses with the pylon.
It is located on the right hand side of the Fan case upper part.
CORE ELECTRICAL JUNCTION BOX

The core electrical junction box provides interface of core
electrical harnesses with the pylon.
It is located in the zone of the Forward mount.




71 - POWER PLANT
DRAIN COMPONENTS
CONTENTS :
Drain Collector Assembly
Drain Manifold Module
Drain Mast


DRAIN COMPONENTS DRAIN COMPONENTS
CAUTIONS : For removal operation : DRAIN MANIFOLD MODULE

- warning notices must be put to tell persons not to start engine IDENTIFICATION
1 (2) and not to set the FIN:
ENGine/FADEC GrouND PoWeR/1 (2) ON. LOCATION
- Make sure that engine 1 (2) has been shut down for at least 5 ZONE: 437, 447
minutes.
DRAIN MAST
DRAIN COLLECTOR ASSEMBLY IDENTIFICATION
IDENTIFICATION FIN:
FIN: LOCATION
LOCATION ZONE: 437, 447
ZONE: 437, 447








MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil, water
and hydraulic fluid from engine systems and accessories and discharge
them overboard through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation a drain collector is installed on the
accessory gearbox. The drain collector supplies the drain manifold
module, which supports the drain mast. The drain mast also has separate
drains for additional leak isolation. The pylon drain tubes collect fluids
from individual pylon chambers, also for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00
& ATA 29-00) lists maximum permitted leakage limits for the drain
system. There are limits for STATIC (engine not running) and
DYNAMIC (engine running) conditions. There is also a separate drain
line at the drain mast trailing edge for the Fuel Manifold Shroud drain.
There is NO LEAKAGE PERMITTED from this drain. Here are some
examples of leakage limits for dispatch. See the AMM for complete list.
NOTE: In the case of extreme cold weather condition (Outside Air

Temperature (OAT) <- 20 deg.C (- 4 deg.F), fuel leaks from the drain
mast (other than fuel manifold drain) may occur on a non-running engine
and during engine start. This leakage is expected to stop after a 5 minute
warm-up at minimum idle.




COURSE – LEVEL 2 (ATA SPEC 104) ATA 72 – ENGINE TRAINING CENTER
72 - ENGINE
ENGINE PRESENTATION
CONTENTS:
Modular Concept
Low Pressure (LP) Rotor
High Pressure (HP) Rotor & Combustion Chamber

Transfer & Accessory Gearboxes
Aerodynamic Stations
Borescope Ports


72 – ENGINE
MODULAR CONCEPT
The CFM56-5B is designed using a modular concept. For easy
maintenance and quicker return-to-service, the engine is made
of 4 primary modules:
1) fan and Low Pressure (LP) compressor,
2) High Pressure (HP) compressor, combustion chamber

and HP turbine,
3) LP turbine and Turbine Rear Frame (TRF),
4) transfer and accessory gearboxes.




MODULAR CONCEPT (continued)
LP ROTOR
The Low Pressure (LP) rotor has the forward fan, the booster
compressor and the LP shaft, all driven by the LP turbine. The
speed of the LP rotor is indicated on the ECAM as N1.
The forward fan supplies most of the engine thrust. The air
produced by the fan is known as secondary airflow or bypass

airflow. The 4-stage booster compressor supplies air to the
engine core. This is primary airflow. The fan and LP
compressor are supported by the fan frame which is also the
location for the forward engine mount.
The 4-stage LP turbine drives the forward fan and the booster
compressor. It is supported by the TRF to which the rear
engine mount is attached.
The LP rotor is supported by roller and ball bearings which are
lubricated and cooled




HP ROTOR AND COMBUSTION CHAMBER

The High Pressure (HP) rotor is made up of a 9-stage HP
compressor driven by a single-stage HP turbine. The speed of
the HP rotor is indicated on the ECAM as N2.
The HP compressor is also the source of customer bleed air.
The HP rotor is supported by roller and ball bearings, which are

lubricated and cooled.
The annular combustion chamber is installed between the HP
compressor and HP turbine. It has ports for 20 fuel nozzles and
2 igniter plugs.




TRANSFER & ACCESSORY GEARBOXES

The accessory gearbox is installed at the bottom of the fan
case and is driven by the HP rotor through the transfer
gearbox.
The fuel pumps, oil pumps, hydraulic pump, Integrated Drive
Generator and FADEC alternator are all driven by the gearbox.

During engine starting, the starter rotates the HP compressor
through the gearboxes.




AERODYNAMIC STATIONS
Here are the main aerodynamic stations.
- STA 0 : nose cowl inlet
- STA 2 : fan inlet front frame hub section
- STA 12 : fan inlet front frame tip section
- STA 13 : fan Outlet Guide Vane (OGV) discharge
- STA 25 : HP compressor inlet
- STA 3 : HP compressor discharge

- STA 5 : low pressure turbine discharge
- STA 49.5 : exhaust gas temperature measuring plane.




BOROSCOPE PORTS
Several ports are provided on the engine for boroscope
inspection.
- Diameter A = 0.39 inch (10 mm).
- Diameter B = 0.31 inch (8 mm).
Borescope port angles are measured clockwise from top
vertical centerline of engine, aft looking forward.
NOTE: The HP turbine blade leading edges can be inspected

through the ignitor holes.




COURSE – LEVEL 2 (ATA SPEC 104) ATA 73 – ENGINE FUEL AND CONTROL - FUEL TRAINING CENTER


73 - ENGINE FUEL AND CONTROL - FUEL
ENGINE FUEL SYSTEM D/O
CONTENTS:
General
Fuel Feed
Metered Fuel
Servo Fuel
IDG Oil Cooling
Fuel Return


ENGINE FUEL SYSTEM D/O (3) In the HMU, the servo valves are hydraulically driven by torque
motors controlled by the ECU to provide the operation of:
GENERAL - Transient Bleed Valve (TBV),
The engine fuel system is designed to supply Fuel Flow (FF) into - Low Pressure Turbine Active Clearance Control (LPTACC),
the combustion chamber, servo fuel for compressor airflow control - Variable Stator Vanes (VSV),
and engine clearance control system actuation and cooling for - High Pressure Turbine Active Clearance Control (HPTACC),
engine oil and Integrated Drive Generator (IDG) oil. - Variable Bleed Valves (VBV),
- FMV.
FUEL FEED
The fuel coming from the A/C tanks through the LP valve is driven IDG OIL COOLING
by the LP stage of the fuel pump. The fuel bypassed from the HMU and returned from servos is
It is heated by the main oil/fuel heat exchanger, filtered, and then used to cool the IDG oil through the IDG oil cooler.
pressurized in the High Pressure (HP) stage of the fuel pump The fuel then returns to the fuel pump inter-stage and re-circulates
before entering the Hydromechanical Unit (HMU). through the system.
If the engine oil gets too hot, the ECU controls the FRV to allow
METERED FUEL some hot fuel to return to the A/C tanks.
The fuel from the fuel pump goes through a Fuel Metering Valve The ECU uses the Engine Oil Temperature as its reference
(FMV) and a High Pressure Fuel Shut-Off Valve included in the because the engine oil gets hot as the IDG oil gets hot, due to the
HMU. recirculation fuel going successively through the engine and IDG
The fuel flows through the fuel flow transmitter then through fuel oil/fuel heat exchangers.
nozzle filter, then to the nozzles. The FRV mixes cold fuel from LP pump with the hot return fuel to
The FMV is controlled by the Electronic Control Unit (ECU) to reduce thermal stresses. The pressure holding valve ensures that
obtain the desired N1, selected either by the thrust lever or the there is pressure in the return line, to prevent fuel from boiling
Auto Thrust System. when the FRV is open and allowing fuel to return to the tank.
When the Engine Master Switch is set to 'OFF', the LP and HP
fuel shut-off valves are closed, and a hydraulic shut-off signal is FUEL RETURN VALVE
sent from the HMU to the Fuel Return Valve (FRV). The FRV is electrically controlled by the ECU, and hydraulically
operated by the servo fuel. It receives a hydraulic shut-off signal at
SERVO FUEL engine shut-down and is closed by a spring.
Filtered fuel is delivered, from a self-cleaning wash filter, through a
servo fuel heater to the servo valves of the HMU.
Part of this fuel is also delivered to the FRV as muscle pressure.




ENGINE FUEL SYSTEM D/O
IDG OIL COOLING

The fuel bypassed from the HMU and returned from servos is
used to cool the IDG oil through the IDG oil cooler.
The fuel then returns to the fuel pump inter stage and
recirculates through the system.

If the engine oil gets too hot, the ECU controls the Fuel Return
Valve to allow some hot fuel to return to the aircraft tanks.
The ECU uses the Engine Oil Temperature as its reference
because the engine oil gets hot as the IDG oil gets hot, due to
the recirculating fuel going successively through the engine and
IDG oil/fuel heat exchangers.
The Fuel Return Valve mixes cold fuel from LP pump with the
hot return fuel to reduce thermal stresses.
The pressure holding valve ensures that there is always
pressure in the return line, to prevent fuel from boiling.
FUEL RETURN
The Fuel Return Valve is electrically controlled by the ECU, and
hydraulically operated by the servo fuel.
It receives a hydraulic shut-off signal at engine shut-down and
is closed by a spring.




FUEL RETURN VALVE D/O

The FRV fuel flow commands from the ECU are based on the
GENERAL following input parameters:
The function of the Fuel Return Valve (FRV) is to return fuel - engine oil temperature,
flow to the tank. The return fuel flow is controlled at the IDG oil - Fuel Level Sensing Control Units (FLSCUs) shut off signal,
cooler outlet by the engine oil temperature and the fuel - A/C on ground and low fuel flow return level,
temperature. - A/C in flight and low or high return fuel flow level,
FRV logic: the FRV is fuel pressure operated, and electrically - N2 speed,
controlled by the Electronic Control Unit (ECU). - engine fuel flow demand.
The ECU control logic of the FRV is mainly based on the
engine oil temperature. OPERATION
Above a certain engine oil temperature, the ECU orders a low
fuel flow return to the A/C fuel tanks. NO RETURN FF OPERATION
When the engine oil temperature increases, the ECU orders a When the ECU does not energize the two-solenoid valves V1
high fuel flow return to the A/C fuel tanks. and V2, they are spring loaded in the closed position, to stop
The two return fuel flow levels are 500 kg/h and 1000 kg/h, or the fuel recirculation and to close the High Pressure (HP) fuel
1100 lb/h and 2200 lb/h. The hot fuel is mixed with the cold fuel supply line.
to limit its temperature, before it is returned to the A/C fuel The FRV is closed when the ECU does not energize the two
tanks. solenoid valves V1, V2, and during engine shutdown.
DESCRIPTION NOTE:
The FRV assembly is comprised of: The FRV opening may be inhibited when the FLSCUs send a
- two solenoid valves V1 and V2, closure signal to the ECU under certain A/C fuel system
- a shut-off valve, conditions.
- a pilot valve,
- position switches,
- a metering system.
The metering system is comprised of:
- a flow control valve,
- a mixing chamber,
- a compensating valve.




OPERATION (continued)
LOW RETURN FF OPERATION (500KG/H, 1100LB/H)

Engine oil temperature at 90°C, the ECU energizes the V1
solenoid and low flow fuel recirculation begins. The HP fuel
opens the shut-off valve against the spring pressure, allowing

the fuel to return to the A/C fuel tank.
The flow control valve is partially closed by cold fuel pressure
from the fuel pump LP stage. Shut-off valve position switches
send an open signal to the ECU.




OPERATION (continued)
HIGH RETURN FF OPERATION (1100 KG/H, 2200LB/H)

When the engine oil temperature has reached 95°C, the ECU
sends an electrical opening signal to the solenoid valves V1
and V2. Pressure supply line maintains the shut-off valve open,
and the pilot valve is opened.
The flow control valve opens, completing the return fuel flow
circuit.
The compensating valve will move to keep the return fuel flow
constant.
SHUT-OFF SYSTEM OPERATION

During engine shutdown the ECU de-energizes the V1 and V2
solenoids. The FRV shut-off valve is pushed in the closed
position by the pressure from the LP pump. The FRV shut-off
valve switches transmit the closed position to the ECU.




COURSE – LEVEL 2 (ATA SPEC 104) ATA 73 – ENGINE FUEL AND CONTROL - FADEC TRAINING CENTER
FADEC PRESENTATION
POWER SUPPLY
GENERAL Each ECU is powered by a three-phase permanent magnet
The Full Authority Digital Engine Control (FADEC) system alternator when the engine N2 > 15%. The FADEC Control
controls the engine. FADEC also interfaces with aircraft signals. Alternator provides an independent power supply to both ECU
The FADEC system of each engine consists of a dual channel channels.
Electronic Control Unit (ECU), with its associated peripherals.
The ECU is the computer of the FADEC system and is located

on the engine fan case right hand side.
FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of the
engine systems to control the thrust and optimize engine
operation.
The FADEC system performs engine control functions and
engine/A/C integration.
The Engine control functions include:
- Power management control,
- Variable Bleed Valves (VBVs) control,
- Variable Stator Vanes (VSVs) control,
- Transient Bleed Valve (TBV) control,
- Fuel control regulation,
- High Pressure Turbine Active Clearance Control (HPTACC),
- Low Pressure Turbine Active Clearance Control (LPTACC),
- Fuel Return Valve (FRV) control.
Engine/A/C integration includes:
- Engine indication,
- Engine maintenance data,
- Automatic and manual starting,
- Thrust reverser control,
- Autothrust,
- Condition monitoring data.




FADEC ARCHITECTURE DUAL OUTPUTS

All of the ECU control outputs are dual. The channel that is in
DUAL CHANNEL control supplies the control signals to the various components
The Full Authority Digital Engine Control (FADEC) system is such as torque motors and solenoids.
fully redundant and built around two independent Electronic The other channel calculation is used for crosschecking.
Control Unit (ECU) channels - channel A and B. Each channel
can control the different components of the engine. BITE CAPABILITY
Dual inputs, dual outputs, and automatic switch over from one The ECU is equipped with a Built-in Test Equipment (BITE)
channel to the other, eliminates any dormant failure. system which provides maintenance information and test
Channels A and B are permanently operational. But only the capabilities via the MCDU.
channel in control, called the Active Channel, delivers output
commands. The other channel is called the Stand-by channel. FAULT STRATEGY
The selection of the Active and the Stand-by Channel is done The ECU can detect and isolate failures using the BITE system.
at ECU power-up and during operation. The BITE system allows each ECU channel to determine
permanently its health status. The healthier channel is selected
DUAL INPUTS as the Active Channel.
All control inputs to the FADEC system are dual. Only some The other one is the Stand-by Channel. When both channels
secondary parameters used for monitoring and indicating are have the same health status, Active and Stand-by Channel
single. selection alternates after every engine start.
To increase the fault tolerant design, the parameters are
exchanged between the two control channels (inside the ECU) FAIL SAFE CONTROL
via the cross channel data link. Each channel can also operate If one channel is faulty, and the channel that is in control cannot
independently, without cross channel data link. ensure an engine component function, the component is moved
to a fail-safe position.
HARDWIRED INPUTS Example: if one channel is faulty and the other channel is
Most of the communication between the A/C systems and the unable to control the Variable Bleed Valve (VBV) position, the
ECU is transmitted over digital data buses. VBVs are set to the fail-safe open position.
In addition, some signals are hardwired directly from the A/C to
the ECU.




FADEC ARCHITECTURE
MAIN INTERFACES
The ECU performs its tasks by interfacing with A/C system
computers, either directly, or via the Engine Interface Unit
(EIU). The EIU is an interface concentrator that serves as the
communication link, between the A/C systems and the FADEC
system. There is one EIU for each engine.

The ECU receives inputs from:
- Air Data Inertial Reference Units (ADIRUs),
- Flight Control Unit (FCU),
- Environmental Control System (ECS) computers,
- Centralized Fault Display Interface Unit (CFDIU),
- Landing Gear Control and Interface Units (LGCIUs),
- cockpit engine controls including fire, anti-ice systems and
Throttle Lever Angle (TLA).
The ECU sends outputs to:

- Flight Data Interface and Management Unit (FDIMU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers (FMGCs),
- Centralized Fault Display Interface Unit (CFDIU),
- Bleed air Monitoring Computers (BMCs) through the EIU.




FADEC PRINCIPLE the slats the engine will stay at minimum idle but in flight it will
go to approach idle. The idle can also be modulated up to
GENERAL approach idle depending on: air conditioning demand, wing
The Full Authority Digital Engine Control (FADEC) system anti-ice demand, engine anti-ice demand and oil temperature
manages the engine thrust and optimizes the performance. (for Integrated Drive Generator (IDG) cooling).
FADEC ENGINE LIMIT PROTECTION

The FADEC consists of the Electronic Control Unit (ECU) and The FADEC provides overspeed protection for N1 and N2, in
its peripheral components and sensors used for control and order to prevent the engine from exceeding certified limits and
monitoring. also monitors the EGT.
The ECU interfaces with the other A/C systems through the
Engine Interface Unit (EIU). ENGINE SYSTEM CONTROL
The primary parameters (N1, N2, Exhaust Gas Temperature The FADEC provides optimal engine operation by controlling:
(EGT) and Fuel Flow (FF)) are directly sent by the ECU to the - FF,
ECAM. The secondary parameters are sent to the ECAM - Turbine Clearance and Compressor Airflow.
trough the EIU. STARTING AND IGNITION CONTROL
The FADEC controls the engine start sequence.
ENGINE INTERFACE UNIT It monitors N1, N2, and EGT parameters and can abort or
Each EIU, located in the avionics bay, is an interface recycle an engine start.
concentrator between the airframe and the corresponding ECU The FADEC controls the starting and ignition in automatic
located on the engine. mode when initiated from the ENG start panel (115 VU) or
There is one EIU for each engine. It interfaces with the manual mode when initiated from the ENG MAN START panel.
corresponding ECU.
THRUST REVERSER
POWER MANAGEMENT The FADEC entirely supervises the thrust reverser operation.
The FADEC provides automatic engine thrust control and thrust In case of malfunction, the thrust reverser is stowed.
parameter limit computation.
The FADEC manages power according to two thrust modes:
- manual mode depending on Throttle Lever Angle (TLA),
- autothrust mode depending on autothrust function generated
by the Auto Flight System (AFS).
The FADEC also provides two idle mode selections: minimum
idle and approach idle. If the aircraft is on ground and extend




COURSE – LEVEL 2 (ATA SPEC 104) ATA 73 – ENGINE FUEL AND CONTROL - ECU TRAINING CENTER
ECU INTERFACES
ECU CHANNEL A OUTPUTS
GENERAL Channel A provides outputs via ARINC buses to the: EIU, Flight
The Electronic Control Unit (ECU) interfaces with various Data Interface and Management Unit (FDIMU) - DMU part,
systems through channels A and B. Flight Warning Computers (FWCs), Display Management
Computers (DMCs), Flight Management and Guidance
ECU CHANNEL A INPUTS Computers (FMGCs).
Channel A receives via bus network: Channel A also provides outputs to the engine controls (torque
- The anemometric parameters for thrust calculation from the motors and solenoids).
Air Data
Inertial Reference System (ADIRS), ECU CHANNEL B OUTPUTS
- The A/C command signals from the Engine Interface Unit Channel B provides outputs via ARINC buses to the: EIU,
(EIU) for engine control. FWCs, DMCs, and FMGC. It also provides outputs to the
Each channel of the ECU receives a hardwired FADEC Reset engine controls.
signal from the Master Switch and the Autothrust instinctive
disconnect signal from the push buttons on the throttle levers..
The Throttle Control Unit sends the Throttle Resolver Angle
(TRA). Each ECU also receives signals from engine sensors.
NOTE: The relationship between the Throttle Lever Angle
(TLA) and TRA is linear and: 1 degree TLA is 1.9 degrees TRA.
The ECU is electrically supplied via the EIU only when N2 is
below 12%. The ignition is supplied by 115 VAC.
ECU CHANNEL B INPUTS

Channel B receives ARINC data from the ADIRS as channel A.
Data from the EIU, however, are received by channel A only
and transmitted by the internal Cross Channel Data Link to
channel B. The hardwired discrete and analog input signals are
the same as for channel A: FADEC
Reset, instinctive disconnect signal and TRA.




EIU INTERFACES • Fuel Level Sensing Control Unit (FLSCU).
INPUTS OTHER DISCRETE INPUTS

The Engine Interface Unit (EIU) receives digital, discrete and Other discrete inputs are provided for the engine oil low
analog inputs. pressure warning.
DIGITAL INPUTS ANALOG INPUTS

The Engine Interface Unit (EIU) receives digital inputs from: The EIU receives analog signals corresponding to values of
• the Centralized Fault Display Interface Unit (CFDIU) for secondary parameters from engine sensors, for display on the
engine troubleshooting and test, ECAM engine page.
• the Air Conditioning System Controller (ACSC), for
bleed air demands of the air conditioning system, OUTPUTS
• and the Flight Control Unit (FCU) for the auto-thrust The EIU sends digital and discrete outputs.
function.
The EIU also receives data from each channel of the Electronic DIGITAL OUTPUTS
Control Unit (ECU). The EIU sends digital outputs to:
• the Bleed Monitoring Computer (BMC) for pneumatic
DISCRETE INPUTS valve operation,
The EIU receives command signals from the following control • the Flight Warning Computers (FWC) for alarms and
panels: indication,
• wing anti-ice, • and, the Centralized Fault Display Interface Unit,
• Engine anti-ice, (CFDIU) for fault messages.
• Full Authority Digital Engine Control (FADEC) ground Other digital outputs are sent to channel A and channel B of the
power panel, ECU.
• Engine fire panel,
• Engine start panel,
• Throttle Control Unit thrust reverser micro switch.
• Engine manual start panel
It also receives specific signals of A/C configuration from the
following computers:
• Landing Gear Control Interface Unit (LGCIU),
• Slat and Flap Control Computer (SFCC),


DISCRETE OUTPUTS
The EIU provides the following discrete outputs to other A/C
systems for some required commands and specific engine
operations:
• start valve closure,
• thrust reverser inhibition,
• APU boost demand,
• oil low pressure on ground,

• HP fuel Shut-off Valve (SOV) closed,
• N2 at or above minimum idle,
• Throttle Lever Angle (TLA) in takeoff position,
• engine FAULT light on.
SUPPLY MODULE
The EIU contains a power supply module that is used to supply
electrical power to the ECU and the ignition systems.
NOTE:
If the EIU electrical power is lost, the EIU fails and engine start
or restart is not possible.






ATA 73 – ENGINE FUEL AND CONTROL - ECU TRAINING CENTER
ECU ELECTRICAL PWR SPLY CONTROL

Above 15% of N2, the ECU logic automatically switches to the
GENERAL control alternator supply. In case of control alternator failure,
The Electronic Control Unit (ECU) is supplied from the aircraft the ECU will automatically switch over the 28VDC power supply
electrical power when the engine is shut down or when from the aircraft network, available as a back-up through the
N2<15%. The Permanent Magnet Alternator (PMA), which is EIU.
also called Control Alternator, supplies the ECU when the AUTO DE-POWERING
engine is running and N2>15%. The FADEC is automatically de-powered on the ground,
through the EIU, after engine shutdown.
POWERING N2<15% ECU automatic de-powering on the ground by the EIU:
Each channel is independently supplied by the aircraft 28 VDC • five minutes after aircraft power up,
through the Engine Interface Unit (EIU). At initial A/C power-up, • five minutes after engine shut down (M/S to OFF) to get
both engine ECUs are supplied with aircraft power for 5 continued engine maintenance data transmission.
minutes. Note that releasing the ENGine FIRE P/B out provides ECU
Aircraft 28 VDC is used for: power cut off from the aircraft network.
• power-up check of the Full Authority Digital Engine
Control (FADEC) before engine start, FADEC GROUND POWER PANEL
• engine starting, For maintenance purposes and MCDU engine tests, the
• powering the ECU while the engine is running below ENGine FADEC GrouND PoWeR P/B on the MAINTenance
15% N2. panel (50VU) permits FADEC power supply to be restored on
Note that the EIU takes its power from the same bus bar as the the ground with engine shut down.
ECU. The EIU supplies power to the FADEC as long as the GND
PWR P/B is in the ON position.
POWERING N2>15% Also note that the FADEC is repowered as soon as the engine
As soon as the engine is running above 15% of N2, the Control start selector is selected to CRANK or IGNition START or the
Alternator supplies the ECU. MASTER switch is selected ON.
The PMA supplies each channel with three-phase AC power.
Two transformer rectifiers provide 28 VDC power supply to
channels A and B.






ATA 74 – IGNITION AND STARTING TRAINING CENTER
74 - IGNITION AND STARTING
IGNITION AND STARTING SYSTEM PRESENTATION
CONTENTS:
General
Control and Indicating
Automatic Start
Manual Start
Cranking
Continuous Ignition
Safety Precautions
Maintenance Practices


COURSE – LEVEL 2 (ATA SPEC 104) ATA 74 – IGNITION AND STARTING TRAINING CENTER
IGNITION & STARTING SYSTEM PRESENTATION MANUAL START

During a manual start, the pneumatic starter SOV opens when
GENERAL engine MANual START P/B is pressed in, then the ignition
The ignition system supplies the electrical spark needed to start system is energized when the MASTER switch is set to the ON
or continue engine combustion. It is comprised of two position.
independent subsystems. Each subsystem includes: Note that also a manual start can be automatically aborted in
• a spark igniter, case of EGT over limit or compressor stall detection.
• a fan air cooled coaxial shielded ignition lead,
Then the fuel is cut off and the engine will dry crank.
• an ignition exciter.
The pneumatic starting system drives the engine High Pressure CRANKING
(HP) rotor up to and above the engine self-sustaining speed for Engine motoring could be performed for dry cranking or wet
initial starting on ground or supports an engine re-light in flight if cranking sequences.
required. The start system is made of the pneumatic starter During cranking, ignition is inhibited.
Shut-Off Valve (SOV) and the pneumatic starter.
CONTINUOUS IGNITION
CONTROL AND INDICATING With engine running, continuous ignition can be selected via
The Electronic Control Unit (ECU) controls the ignition and the ECU either manually using the rotary selector or
starting systems either in automatic or manual mode. automatically by the Full Authority Digital Engine Control
The operation of the pneumatic starter SOV and of the ignition (FADEC).
system is displayed on the ECAM ENGINE page.
SAFETY PRECAUTIONS
AUTOMATIC START Safety precautions have to be taken prior to working in this
During an automatic start, the ECU opens the pneumatic starter area.
SOV, then one of the two ignition exciter is energized when the WARNING: the ECU sends 115 volts to the ignition exciters,
HP rotor reaches 16% of N2 speed. which converts it and sends high voltage, high-energy pulses
The ECU gives full protection during the start sequence. When through the ignition leads to the spark igniters.
the HP rotor has reached 50% of N2, the ECU closes the
pneumatic starter SOV and cuts off ignition. In case of an MAINTENANCE PRACTICES
incident during the automatic start the ECU aborts the start To increase aircraft dispatch reliability, the pneumatic starter
procedure. SOV is equipped with a manual override. For this manual
operation, the mechanic has to be aware of the engine safety
zones.




IGNITION & STARTING SYSTEM D/O

GENERAL
The Electronic Control Unit (ECU) controls and monitors the
start sequence either in automatic or manual mode.
In automatic mode the ECU is able, up to 50% N2, to abort the
start sequence in case of an incident such as:
• starter Shut-Off Valve (SOV) failure,
• ignition failure,
• High Pressure (HP) fuel SOV failure,

• hot start,
• hung start or,
• engine stall.
The system consists of a starter SOV, an air starter, two
ignition exciters, spark igniters (A and B) and two ignition leads.
The starter SOV is fitted with a manual override handle for
manual operation in case of electrical SOV failure.
On the enhanced system, the same information is provided with
a different display presentation.



ENGINE V2500 TO CFM56 DIFFERENCE ATA 74 – IGNITION AND STARTING LAN PERU MAINTENANCE
COURSE – LEVEL 2 (ATA SPEC 104) AUTOMATIC START TRAINING CENTER
IGNITION & STARTING SYSTEM D/O Up to 50% N2, the automatic fuel flow regulation is performed.
At 50% N2, the ECU closes the starter SOV and cuts off the
AUTOMATIC START ignition.
Start sequence in automatic mode. The pack valves re-open if another engine is not started within
The aircraft configuration in this case is the following: 30 seconds.
• APU running and APU BLEED on, Engine 2 is now stabilized at minimum idle.
• Full Authority Digital Engine Control (FADEC) 1 and 2 To start the second engine, you set the MASTER control switch
powered. 1 to ON keeping the selector in the IGNition START position.

When IGNition START is selected the ENGINE page is called To complete this start sequence the selector is set back to
automatically. During engine start, the ENGINE page includes MODE NORMal position. With the selector in this position and
IGN indication, starter SOV position and bleed pressure. at least one engine running, the WHEEL page appears instead
During this time the pack valves are automatically closed. If, of the ENGINE page.
after 30 seconds, the ENGine MASTER control switch is not If IGNition START is re-selected, continuous ignition is initiated
switched to ON position, the pack valves will re-open. on the running engines.
As soon as the ENGine MASTER control switch is set to ON At any time, if the MASTER lever is set to OFF, the start
position, the Low Pressure (LP) fuel SOV opens and the ECU sequence or the engine operation is stopped because the
opens the starter OV. The position of this valve is confirmed on MASTER control switch directly energizes the HP fuel SOV
the ECAM and the N2 begins to increase. solenoid. With the MASTER control switch at OFF, the LP and
When N2 reaches 16% the ECU provides ignition. The HP SOVs are closed.
selection of the spark igniter is a function of the ECU and at With both engines shut down, the DOOR/OXYgen page is
each start the igniter selection will be changed. displayed.
At 16% of N2, on the ENGINE page, the corresponding spark
igniter system (A) chosen by the ECU is displayed.
When N2 reaches 22% the ECU controls, through the Fuel
Metering Valve (FMV), HP fuel SOV opening. At this
percentage of N2, fuel flow begins.
The ECU monitors the Exhaust Gas Temperature (EGT) and
N2 according to their schedules to provide the correct fuel flow.
The maximum EGT during start sequence is 725º C.
In case of malfunction the ECU automatically shuts down the
engine and performs a dry motoring sequence.

COURSE – LEVEL 2 (ATA SPEC 104) AUTOMATIC START TRAINING CENTER

COURSE – LEVEL 2 (ATA SPEC 104) MANUAL START TRAINING CENTER
IGNITION & STARTING SYSTEM D/O Up to 50% of N2, the automatic fuel flow regulation is
performed. When N2 reaches 50%, the ECU automatically
MANUAL START closes the starter SOV and cuts off the ignition.
Start sequence in manual mode. The pack valves re-open after 30 seconds.
The aircraft configuration: Engine 2 is now stabilized at minimum idle.
• APU running and APU BLEED on, To start the other engine, set the ENGine 1 MANual START
• FADEC 1 and 2 powered. P/B to ON, keeping the selector in the IGNition START position
When IGNition START is selected the ENGINE page is called and then, when N2 reaches 20%, set the MASTER control
automatically. During start the ENGINE page displays IGN switch 1 to ON.
indication, starter SOV position and bleed pressure. After engine start, the selector is set back to MODE NORMal
During this time the pack valves are automatically closed. If, position.
after 30 seconds, the ENGine MANual START P/B is not With the selector in this position and one engine running, the
switched ON, the pack valves will re-open. WHEEL page appears instead of the ENGINE page.
Selecting the ENGine MANual START P/B opens the starter If IGNition START is re-selected, continuous ignition is initiated
SOV. After that, the N2 begins to increase and, when it is at on the running engine(s).
least 20% N2, the MASTER control switch must be set to the To complete the start sequence, the MANual START P/B is
ON position. released out.
Before the MASTER control switch is set to ON, it is possible to The action on the MANual START P/B has no effect on the
interrupt the sequence by selecting the MANual START P/B starter SOV which has already been automatically closed at
switch to OFF. 50% of N2, it is only done to complete the manual start
As soon as the MASTER control switch is set to the ON procedure.
position, both ignition systems are energized, LP and HP SOV
are opened and fuel flow increases.
At 20% of N2 with the MASTER control switch at ON, dual
ignition and fuel flow are initiated.
The ECU monitors the EGT and N2, according to their
schedules, to provide the correct fuel flow. The maximum EGT
during start sequence is 725º C.
In case of malfunction, set the MASTER control switch to OFF
to perform a start abort sequence. In manual starts there is no
automatic shutdown function.

COURSE – LEVEL 2 (ATA SPEC 104) MANUAL START TRAINING CENTER

COURSE – LEVEL 2 (ATA SPEC 104) CONTINUOUS RELIGHT TRAINING CENTER
IGNITION & STARTING SYSTEM D/O
CONTINUOUS RELIGHT
Continuous relight.
The aircraft configuration in this case is the following:
• APU running and APU BLEED on,
• engine 2 running.
Continuous ignition is manually selected or automatically

controlled by the FADEC.
If IGNition START is re-selected with an engine running, the
corresponding ECU supplies the two igniters together, to
provide a permanent ignition.
The automatic selection is provided by the FADEC when:
• Engine Interface Unit (EIU) failed,
• engine flame-out detected,
• ignition delay is sensed during start,
• in flight restart.
When MODE NORMal is restored, the continuous relight is cut
off.
When the MASTER lever is set to OFF, the LP and HP fuel
SOVs are closed and the ECU functions are reset.
Engine 2 will be shut down and the DOOR/OXYgen page will
be displayed on the ECAM.

COURSE – LEVEL 2 (ATA SPEC 104) CONTINUOUS RELIGHT TRAINING CENTER

COURSE – LEVEL 2 (ATA SPEC 104) ENGINE CRANK TRAINING CENTER
IGNITION & STARTING SYSTEM D/O WET CRANK

When the MASTER control switch is set to the ON position, the
ENGINE CRANK LP and HP fuel SOV are opened.
Engine CRANK modes: For a wet crank, the MASTER control switch is normally set to
• dry CRANK, ON between 15 and 20% of N2.
• wet CRANK.
The aircraft configuration in this case is the following: CAUTION:
• APU running and APU BLEED on, DO NOT MOTOR THE ENGINE FOR MORE THAN 15
• FADEC 1 and 2 powered, SECONDS WITH THE MASTER CONTROL SWITCH IN THE
• both engines shut down, ON POSITION.
• C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry
crank only) to open the LP SOV. Fuel inlet pressure has After a wet crank of 15 seconds maximum, when the MASTER
to be positive (dry crank and wet crank). control switch is set to the OFF position, the fuel is cut off and
When CRANK is selected on the ground, the ENGINE page the starter SOV closes following the reset of the ECU.
appears automatically on the ECAM and the ECU initiates a After the reset of the ECU, the ECU will command the starter
motoring sequence after action on the MANual START P/B. SOV to open when the N2 speed is less than 20%. The dry
With CRANK selected, ignition is inhibited. CRANK procedure is initiated.
The action on the ENGine MANual START P/B opens the Continue to dry crank the engine for 60 seconds (within the
starter SOV. starter limitation of 2 minutes on), this will dry the fuel that can
During the crank sequence the starter limitations have to be be in the combustor.
observed. After 60 seconds, release the MANual START P/B switch to
Make sure that you do not go over the limits. interrupt the crank sequence and set the selector back to
An acceptable duty cycle can be performed with the following MODE NORMal position.
procedure: When the MANual START P/B is released out, the starter SOV
• 2 minutes on, closes.
With the selector in the MODE NORM position and engines
• 20 seconds off,
shut down, the DOOR/OXYgen page is displayed on the
• up to four times and then,
ECAM.
• 15 minutes off for cooling.
If the starter operation time is exceeded, a warning message is
displayed on the ECAM.

COURSE – LEVEL 2 (ATA SPEC 104) ENGINE CRANK TRAINING CENTER




ATA 75 – AIR SYSTEM
75 – AIR SYSTEM
AIR SYSTEM PRESENTATION
CONTENTS:
General
Compressor Airflow Control
Active Clearance Control And Transient Bleed

ECU Cooling
Nacelle Cooling
Pneumatic Sources

ENGINE V2500 TO CFM56 DIFFERENCE ATA 75 – AIR SYSTEM LAN PERU MAINTENANCE
AIR SYSTEM DESCRIPTION/OPERATION
GENERAL
The engine air system covers the compressor airflow control,
turbine clearance control, transient bleed and cooling.



COMPRESSOR AIRFLOW CONTROL

To prevent compressor surge and to give a good acceleration,
the engine has a Variable Bleed Valve (VBV) system and a
Variable Stator Vane (VSV) system.
Both systems are fuel operated by the Hydro Mechanical Unit
(HMU) and controlled by the Electronic Control Unit (ECU).
VARIABLE BLEED VALVE SYSTEM

The VBV system controls the airflow from the fan and the
booster to the High Pressure Compressor (HPC) by using
12 valves. By dumping excessive air into the fan air
stream, the VBVs increase the booster mass flow and
improve the booster and the HPC matching at low speed
and transient operations.
VARIABLE STATOR VANE SYSTEM

The VSV system controls the primary airflow through the
HPC by varying the angle of the Inlet Guide Vanes (IGVs)
and three stages of variable vanes. The VSVs give
aerodynamic matching of the LP stages of compression
with the HP stages to prevent engine surge.




COMPRESSOR AIRFLOW CONTROL
VBV SYSTEM DESCRIPTION

The function of the Variable Bleed Valve (VBV) system is to
regulate the amount of air discharged from the booster into the
inlet of the HPC.

To eliminate the risk of booster stall during low power
conditions, the VBV system by-passes air from the primary
airflow into the secondary airflow.
It is installed within the fan frame mid-box structure and is
composed of:
• A fuel gear motor
• A stop mechanism
• A master bleed valve
• Eleven variable bleed valves
• Flexible shafts
• A feedback sensor (RVDT)
The ECU calculates the VBV position and the HMU gives the
necessary fuel pressure to drive a fuel gear motor, through a
dedicated servo valve.




VBV OPERATION VARIABLE BLEED VALVES (VBV's)

The master bleed valve drives the 11 variable bleeds valves
FUEL GEAR MOTOR (VBVs) through a series of flexible shafts. The flexible shafts
The fuel gear motor transforms high pressure fuel flow into make sure that the VBVs remain fully synchronized throughout
rotary driving power to position the master bleed valve, through their complete operation.
a screw in the stop mechanism.

The fuel flow sent to the gear motor is constantly controlled by
the ECU, via the torque motor and servo valve in the HMU.
STOP MECHANISM
The stop mechanism limits the number of revolutions of the
gear motor to the exact number, required for a complete cycle
(open and close) of the VBV system.
The stop mechanism is located in between the gear motor and
the master ball screw actuator.
MASTER BLEED VALVE and FEEDBACK SENSOR

The master bleed valve and ballscrew actuator assembly is a
unit, which transmits the driving input from the gear motor to
the 11 remaining variable bleed valves (VBV's).
A lever, integral with a hinged door, is connected to a feedback
rod, which transmits the angular position of the door to an
RVDT. This sensor gives the position feedback to the ECU.
It has two marks, which should be aligned when the system is
adjusted to the fully closed position. The adjustment is done
through the feedback rod in between the master bleed valve
and the RVDT.



VSV SYSTEM DESCRIPTION

The Variable Stator Vane (VSV) system positions the HPC
stator vanes to the appropriate angle to optimize HPC
efficiency. It also improves the stall margin during transient
engine operations. The VSV position is calculated by the ECU
using various engine parameters, and the necessary fuel

pressure is delivered by the HMU dedicated servo valve. The
VSV system is located at the front of the HP compressor.
The VSV system is composed of:
• A series of actuators and bellcrank assemblies
• Two hydraulic actuators
• Two feedback sensors (in actuators)
• Two bellcrank assemblies
• Four actuation rings
• Variable stator stages (inside HPC case)
• Inlet Guide Vanes (IGVs)
• Variable Stator Vanes (VSVs)




VSV SYSTEM OPERATION

The VSV system positions the compressor VSVs to the angles
necessary to give the optimum compressor efficiency and stall
margin for transient engine operation. Stator vane angle is a
function of core engine speed (N2) and altitude.
The VSV actuator drives the VSV linkage assembly to the

stator angle calculated by the ECU, through the HMU. The
torque motor supplies fuel to the actuator to close or open the
vanes or hold their position by pressure balancing the actuator
piston. The LVDT transmits a feedback signal of actual vane
position to the ECU for comparison to scheduled position.




ACTIVE CLEARANCE CONTROL AND TRANSIENT

BLEED
There are three systems independently controlled by the ECU
and actuated from the HMU, which give to the engine clearance
adjustment and transient bleed.
The clearance between the blade tips and the casings is

actively controlled in order to optimize engine performance
using cooling air to shrink the LP and HP turbine casings.
HIGH PRESSURE TURBINE ACTIVE

CLEARANCECONTROL
The High Pressure Turbine Active Clearance Control
(HPTACC) system uses stage 4 and stage 9 HPC air to
heat or cool the High Pressure Turbine (HPT) shroud
support structure.
The ECU monitors the shroud support structure
temperature using the T case sensor.
LOW PRESSURE ACTIVE CLEARANCE CONTROL

SYSTEM
The Low Pressure Turbine Active Clearance Control
(LPTACC) system uses fan air for external case cooling
of the Low Pressure Turbine (LPT).
SYSTEM TRANSIENT BLEED VALVE SYSTEM

The Transient Bleed Valve (TBV) improves the
compressor stall margin during transient and start
conditions. The TBV unloads the HPC by discharging
stage 9 HPC air in the LPT cavity.



HIGH PRESSURE TURBINE CLEARANCE CONTROL

(HPTCC)
The HPTACC system optimizes HPT efficiency through active
clearance control between the turbine rotor and shroud and
reduces compressor load during starting and transient engine
conditions. The HPTACC valve is located on the engine core

section. This system is a closed loop system, using valve
position status as feedback.




LOW PRESSURE TURBINE CLEARANCE CONTROL

(LPTCC)
The Low Pressure Turbine Clearance Control (LPTCC) system
uses fan discharge air to cool the LPT case during engine
operation, in order to control the LPT rotor to stator clearances.
It also protects the turbine case from over-temperature by

monitoring the EGT.
This ensures the best performance of the LPT at all engine
ratings. The LPTCC system is a closed loop system, which
regulates the cooling airflow sent to the LPT case, through a
valve and a manifold.
A dual RVDT sensor is installed at one end of the butterfly
valve shaft and supplies the feedback signal to the ECU.




TRANSIENT BLEED VALVE (TBV)

The Transient Bleed Valve (TBV) system improves the HPC
stall margin during engine starting and rapid transient
(acceleration and deceleration).
Using engine input parameters, the ECU logic calculates when
to open or close the TBV to duct HPC 9th stage bleed air, in
order to give optimum stability for transient mode operations.
The 9th stage bleed air is ducted to the LPT stage 1 nozzle,
providing an efficient start stall margin.
The ECU, working through the HMU, controls the TBV position.
The TBV system consists of:
• The TBV, located on the HPC case, between the 7 and
8 o'clock positions.
• The 9th stage air IN and OUT pipes.
The valve position is monitored by the ECU, through a dual
channel LVDT. The LVDT supplies the feedback signal, which
agrees with the butterfly position.




ELECTRONIC CONTROL UNIT COOLING

The ECU is aerodynamically cooled to maintain its internal
temperature below maximum limits.
A flush inlet scoop, located on the inlet cowl outer barrel,
supplies ram air through a duct to the ECU. This air is then
discharged into the fan compartment ventilation zone.



NACELLE COOLING
The fan and core compartments, which form the nacelle, are
cooled by airflows around the engine during its operation.
FAN COMPARTMENT
The fan case and accessories are cooled and ventilated by air
entering two flush inlet scoops located on the inlet cowl outer
barrel.
Then the air exits the fan compartment through an outlet port
located in the lower aft section of the right hand fan cowl door.
CORE COMPARTMENT
The core compartment is cooled and ventilated by fan air
entering flush inlets located at the forward section of the core
cowl.
Then the air exits the core compartment through the annular
vent located at the interface between the core cowl and the
primary nozzle.
A nacelle temperature sensor monitors the core compartment
temperature.




PNEUMATIC SOURCES
The engine gives sources to feed the Active Clearance Control
subsystems and also to supply the inlet cowl anti-ice (5th
compressor stage) and the engine bleed system (5th and 9th
compressor stages).





ATA 76 – ENGINE CONTROLS
76 - ENGINE CONTROLS
ENGINE CONTROLS AND INDICATING PRESENTATION
CONTENTS:
Basic information
Predicted N1
Thrust limit mode

N1 limit
N1 Target
N1 Command
Actual N1
Autothrust control mode
• Autothrust active
• Autothrust no active
Manual Control mode
Throtlle control lever
Throttle control unit
High Pressure (HP) fuel Shut-Off Valve (SOV)
Low Pressure (LP) fuel Shut-Off Valve (SOV)

ENGINE V2500 TO CFM56 DIFFERENCE ATA 76 – ENGINE CONTROLS LAN PERU MAINTENANCE
ENGINE THRUST MANAGEMENT
BASIC INFORMATION
Some basic information about Engine Thrust Management is
shown in this module.
PREDICTED N1
The predicted N1 is indicated by a blue circle on the N1

indicator and corresponds to the value determined by the
Throttle Lever Angle (TLA).



BASIC INFORMATION (continued)
THRUST LIMIT MODE

The throttle levers are used as thrust limit mode selectors.
Depending on the throttle lever position, a thrust limit mode is
selected and appears on the upper ECAM display.
If the throttle levers are set between two detent points, the
upper detent will determine the thrust limit mode.
NOTE: On the ground with the engines running the displayed

N1 rate limit corresponds to the TO/GA thrust limit whatever the
thrust lever position is.
On ground with engines running and if FLEX mode is selected,
FLEX N1 is displayed whenever the thrust lever position is
between IDLE and FLX/MCT.
The thrust limit modes are: Climb (CL), Flexible Take Off or
Maximum Continuous Thrust (FLX/MCT), or Take Off Go
Around (TOGA), Reverse mode limit (MREV).


N1 LIMIT
For each thrust limit mode selection, an N1 rating limit is
computed by the ECU according to Thrust Lever Angle (TLA)
and the air data parameters from the Air Data Reference
(ADR). This indication is displayed in green on the upper ECAM
display near the thrust limit mode indication.


N1 TARGET
In Autothrust (A/THR) function, the Flight Management and
Guidance System (FMGC) computes an N1 target according to
air data and engine parameters and sends it to the Electronic
Control Unit (ECU).
Transient N1 (arc) symbolizes the difference between the N1

command and the actual N1. Not displayed if A/THR OFF.


N1 COMMAND
The N1 command, used to regulate the fuel flow, is the FMGC
N1 target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the
N1 corresponding to the TLA.



ACTUAL N1
The actual N1 is the actual value given by the N1 speed
sensor.
This actual N1 is displayed in green on the N1 indicator and
this actual N1 signal is also compared to the N1 command.


AUTOTHRUST CONTROL MODE

The A/THR function is engaged manually when the A/THR P/B
is selected or automatically at take off power application.
AUTOTHURST ACTIVE
When engaged, the A/THR function becomes active when the
throttle levers are set to CLimb detent after take off. The N1
command is the FMGC N1 target.
A/THR function is normally active when the throttle levers are
set between IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of
single engine operation.
When the throttle levers are set between two detent points, the
N1 command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes
active automatically. The N1 target is TOGA.



AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE

When engaged, the A/THR function becomes inactive when the
throttle levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is
not active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are

set at IDLE stop.



MANUAL CONTROL MODE

Manual mode when A/THR not engaged.
The ECU processes the N1 command signal according to the
TLA.


THROTTLE CONTROL SYSTEM D/O
THROTTLE CONTROL LEVER

The Throttle control handle comprises: In the forward range (35 deg. To 45 deg.TLA), the auto thrust
• a throttle control lever which incorporates stop devices, function cannot be activated (except in alpha floor
auto thrust instinctive disconnect pushbutton switch condition).This range agrees with the selection of FLEX TAKE-
• a graduated fixed sector OFF/MAX TAKE-OFF Mode.
• a reverse latching lever.

The throttle control lever is linked to a mechanical rod. This rod
drives the input lever of the throttle control artificial feel unit.
The throttle control lever moves over a range from -20 deg.
TLA (Reverser Full Throttle stop) to +45 deg. TLA:
- -20 degrees TLA corresponds to Reverser Full Throttle stop
- +45 degrees TLA corresponds to Forward Full Throttle stop
An intermediate mechanical stop is set to 0 deg.TLA. This stop
is overridden when the reverse latching lever is pulled up for
selection of the reverse power. This stop is reset as soon as
the throttle control lever is selected back to forward thrust area.
In the forward thrust area, there are two detent points, the MAX
CLIMB detent point set to 25 deg.TLA and the MAX
CONTINUOUS/FLEX TAKE-OFF detent point set to 35
deg.TLA.
In the reverse thrust throttle range, there is one detent point at
– 6 deg.TLA. This position agrees with the selection of the
thrust reverser command and the Reverse Idle setting.
In the middle throttle range (0deg. To 35 deg.TLA), the auto
thrust function can be active if engaged. This range agrees with
the selection of MAX CLIMB or MAX CONTINUOUS thrust limit
mode (in single operation). If the auto thrust is not engaged, the
engine control is manual.



THROTTLE CONTROL SYSTEM D/O (3)
THROTTLE CONTROL UNIT The ECU includes a resolver fault accommodation logic. This
A mechanical rod transmits the throttle control lever movement. logic allows engine operation after a failure or a complete loss
It connects the throttle artificial feel unit to the input lever of the of the throttle resolver position signal.
throttle control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range

-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and the potentiometer
-A pin device for rigging the resolver and potentiometers
-1 switch whose signal is dedicated to the EIU
-2 output electrical connectors
The input lever drives two gear sectors assembled face to face.
Each sector drives itself a set of one resolver and three
potentiometers. The relationship between the throttle lever
angle and throttle resolver angle (TRA) IS LINEAR AND 1
DEG.TLA = 1.9 TRA. The accuracy of the throttle control unit
(error between the input lever position and the resolver angle)
is 0.5 deg.TRA. The maximum discrepancy between the
signals generated by two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant
is used for positive angles and the second quadrant for
negative angles. Each resolver is dedicated to one FADEC
channel (ECU / EEC) and receives its electrical excitation
current (6 VAC) from the related FADEC channel (ECU / EEC)
The ECU considers a throttle resolver angle value:
• less than -47.5 deg.TRA or
• greater than 98.8 deg.TRA as resolver position signal
failure.


ENGINE HP FUEL SHUT-OFF VALVE CONTROL (3)
GENERAL MONITORING
The High Pressure (HP) fuel Shut-Off Valve (SOV) can be The HP fuel SOV is monitored by two micro switches which
controlled from the cockpit through the engine start panel or by send signals to the ECU and then to the Engine Interface Unit
the Electronic Control Unit (ECU) through the Fuel Metering (EIU).
Valve (FMV), during engine start. In case of disagreement between control and position, an
ECAM warning is triggered and the engine FAULT light comes

ENGINE MASTER LEVER OPENING COMMAND on.
During the start sequence the ECU controls the opening of the
HP fuel SOV, through the FMV, when the rotary selector is set
to IGNition START and the MASTER lever is set to ON.
When the FMV is opened, by the ECU, it provides a command
pressure to open the HP fuel SOV.
Opening of the HP fuel SOV is also possible when the rotary
selector is set to CRANK and the MASTER lever is set to ON,
to permit a wet motoring.
ENGINE MASTER LEVER CLOSURE COMMAND

The closure of the HP fuel SOV is controlled directly from the
MASTER lever when it is set to the OFF position.
When it is set to the OFF position, it energizes the HP fuel
Shut-Off latching solenoid. The MASTER lever command has
priority over the ECU command.
During the start sequence, if a start abort is initiated, the ECU
will close the FMV, which will result in closure of the HP fuel
SOV.



ENGINE LP FUEL SHUT-OFF VALVE CONTROL
GENERAL
The Low Pressure (LP) fuel Shut-Off Valve (SOV) operation is
controlled from the engine fire panel or from the engine start
panel.
ENGINE MASTER CONTROL SWITCH

When the ENGine MASTER control switch is set to OFF, both
electrical motors drive the LP SOV to the closed position.
ENGINE FIRE PUSHBUTTON COMMAND

When the ENGine FIRE P/B is released out, both electrical
motors drive the LP SOV to the closed position.



ENGINE CONTROLS AND INDICATING PRESENTATION
ENGINE PANEL After the 5 minutes the FADEC is automatically de-powered

On the center pedestal an ENGine panel is provided to control and can be re-powered for maintenance purposes by using the
the engine start sequences. FADEC GND PWR pushbutton.
Two ENG MASTER Switches with two positions, "ON" or
"OFF", are provided to open or close the ENG 1(2) High ENGINE 1 (2) FIRE PANEL
Pressure (HP)fuel shut-off valve and command and reset the When the engine fire pushbutton is released out, for isolation
FADEC functions. purposes, the low pressure (LP) fuel shut-off valve is closed,
The rotary selector initiates either an IGNition START and the Engine Interface Unit cuts off the aircraft electrical
sequence or a CRANK sequence. supply to the FADEC system.
The start sequence is achieved, in automatic mode, when the
ENGine MASTER switch is set to "ON" with the "IGN START"
selected.
After the start or crank sequence, the selector is set back to the
MODE NORMal position.
The red FIRE indicator light is activated in case of fire detected
and the amber indicator FAULT light is activated in case of
aborted start.
ENGINE MANUAL START PANEL

The ENGine MANual START panel has two guarded push
buttons to operate the corresponding start valves in the manual
start mode or during an engine cranking.
FADEC GROUND POWER PANEL

The FADEC is normally supplied with power by a dedicated
generator driven by the gearbox, when the engine is running.
At engine shut-down, the FADEC is still supplied from the
aircraft network during 5 minutes.


ENGINE V2500 TO CFM56 DIFFERENCE ATA 77 – ENGINE INDICATING LAN PERU MAINTENANCE
ENGINE INDICATING PRESENTATION
CONTENTS:
Monitoring
Primary parameters
Secondary parameters
Optional parameters
Combustion and hpt section parameters
Compressor section parameters description

ENGINE NDICATING PRESENTATION
MONITORING
The engine primary parameters are permanently displayed on
the ECAM upper display.
The screen shows the various indications and their
arrangement.
The secondary parameters are displayed on the ENGine page
of the ECAM lower display.
In case of pressure loss across the fuel filter or the main
scavenge oil filter, some additional indications appear.
During the starting sequence, nacelle temperature is no longer
displayed; start valve position, selected ignitor and bleed
pressure indications appear.
Fuel used, oil quantity and vibration indications are also
displayed on the ECAM cruise page.


ATA 77 – ENGINE INDICATING

PRIMARY PARAMETERS
The engine primary monitoring parameters displayed on the
ECAM EWD are:
- Low Pressure (LP) rotor speed indication (N1),
- Exhaust Gas Temperature (EGT) indication,
- High Pressure (HP) rotor speed indication (N2),
- Fuel Flow (FF) indication,

- thrust limit mode,
- N1 rating limit.

ENGINE V2500 TO CFM56 DIFFERENCE ATA 77 – ENGINE INDICATIONG LAN PERU MAINTENANCE


PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION

The N1 speed sensor is installed in the fan frame strut No.6 at
the 5:00 o'clock position. It senses the LP rotor assembly
rotational speed and transmits the corresponding signals to the
Engine Vibration Monitoring Unit (EVMU) and the ECU. The N1

rotational speed indication is shown in the ECAM EWD by a
needle and a N1 digital indication display.
The N2 speed sensor is installed at 6:30 o'clock on the
Accessory Gearbox (AGB) rear face. The N2 speed sensor
detects the rotational speed of the HP rotor assembly and
transmits the signal to the EVMU and the ECU. The N2
rotational speed is indicated in the ECAM EWD.



LPT SECTION PARAMETERS DESCRIPTION

The engine EGT is sensed and averaged by 9 thermocouple
probes located in the T49.5 plane of Low Pressure Turbine
(LPT) stage-2 nozzle assembly. The actual engine EGT is
displayed in the ECAM EWD by a needle and an EGT digital

indication.


FUEL FLOW PARAMETER DESCRIPTION

The FF transmitter (XMTR) is mounted at 4 o'clock on the
engine next to the AGB and does not require an electrical
power input. The maximum flow across this XMTR is 6360
kg/hr (14000 lb/hr). The FF is shown in the ECAM EWD by a

FF digital indication.




SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on
the ECAM lower SD when it is selected manually or
automatically.
The engine secondary parameters that appear permanently in
the ECAM ENGINE page are:
- fuel used indication,

- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure,
- vibration indication.
The engine secondary parameters non permanently displayed
on the SD are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication.
Fuel used, oil quantity and vibration indications are also
displayed on the ECAM CRUISE page.





SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION

The oil quantity XMTR is located in the oil tank. It is displayed
on ECAM SD.
The oil pressure XMTR is located on the lubrication unit outlet
line.
It is displayed on ECAM SD.
An oil temperature sensor for the Engine Condition Monitoring
(signal to EIU) is located on the main oil pressure filter housing
of the lubrication unit, downstream of the pressure pump oil
system. It is displayed on the ECAM SD.
An oil differential pressure switch (also named oil clogging
switch) is installed on the lubrication unit. The pressure switch
signal is used by the ECAM system to generate the main oil
filter clog indication when the oil differential pressure across
this filter is comprised between 29 psig (2 bar) and 33 psig
(2.28 bar).
An engine oil temperature sensor for the Integrated Drive
Generator (IDG) cooling system control (signal to ECU) is
located above the oil tank.






VIBRATION PARAMETERS DESCRIPTION

The No. 1 bearing sensor is formed by an accelerometer
located at 9:00 o'clock position on No. 1 and No .2 bearing
support and a sensor cable that is routed through the fan
frame. The No. 1 bearing vibration sensor permanently

monitors the vibrations from No. 1 bearing and the vibrations
from LPT and High Pressure Turbine (HPT) shafts. It's also
used to the fan trim balance procedure.
The Turbine Rear Frame (TRF) vibration sensor is installed at
12 o'clock on the front flange of the TRF. The TRF vibration
sensor is used as back-up of N1 bearing accelerometer to
monitor and, if necessary, reduce the engine vibration level
using the trim balance procedure.
The aircraft EVMU uses the vibration and the rotational speed
signals to extract all the vibration signals and compute the
position and the amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each
speed, the EVMU processes the ratio actual value/maxi value.
This ratio is multiplied by 10 and is available on the EVMU
output for display on ECAM SD.



FUEL PARAMETERS DESCRIPTION

The fuel used value computed by the Full Authority Digital
Engine Control (FADEC) is displayed in green on the ECAM
SD.
A CLOG message appears in amber, associated with an ECAM

message only when the differential pressure across the fuel
filter is excessive.


ATA 77 – ENGINE INDICATING TRAINING CENTER


NACELLE TEMPERATURE INDICATION
The nacelle temperature is monitored by a temperature probe
installed in the ventilated core compartment.
The nacelle temperature sensor can provide indication to the
ECAM SD.



OPTIONAL PARAMETERS
The T5 sensor is an optional monitoring sensor that meters the
turbine exhaust temperature.
The P25 optional sensor measures the air pressure
downstream of the booster or the High Pressure Compressor
(HPC) inlet.
PS13 is an optional sensor.




COMBUSTION AND HPT SECTION PARAMETERS
DESCRIPTION
Tcase sensor is located between the combustion chambers
and the HPT.
The T3 sensor measures the compressor discharge
temperature.
The PS3 sensor meters the compressor discharge pressure.


COMPRESSOR SECTION PARAMETERS DESCRIPTION

The T12 sensor is made to measure the engine intake air
temperature. It is installed on the engine fan inlet case at the
1:00 o'clock position.
The PS12 sensor measures the static pressure from the fan
inlet.
The T25 sensor is located at 4:30 o'clock upstream of Variable

Bleed Valve (VBV) in the fan frame. The sensor measures the
air temperature downstream of the booster or HPC inlet.





ATA 78 – EXHAUST – THRUST REVERSER
78 - EXHAUST - THRUST REVERSER
THRUST REVERSER SYSTEM PRESENTATION
CONTENTS:
Reverser Design
Hydraulic Supply
Actuation
Reverser Control
Reverser Indicating
Maintenance Practice

ENGINE V2500 TO CFM56 DIFFERENCE ATA 78 – EXHAUST – THRUST REVERSER LAN PERU MAINTENANCE
The HCU has a pressurizing valve and a directional valve to

THRUST REVERSER SYSTEM PRESENTATION select deploys or stow mode.
The directional valve is operated to deploy only.
REVERSER DESIGN For third defense line purposes, the Spoiler Elevator
The thrust reverser system is of the aerodynamic blockage Computers (SECs) have previously opened the Shut Off Valve
type. and the hydraulic pressure is supplied to the HCU.
It consists of 4 pivoting blocker doors which stop and redirect Then, the Engine Interface Unit (EIU) permits reverser
fan discharge airflow. deployment by energization of the inhibition relay, so the

Two doors are installed on each "C" duct. directional valve can be opened by the ECU.
Thrust reverser operation is possible on ground only. To command the thrust reverser, the ECU needs an "A/C on
ground" signal supplied by the Landing Gear Control and
HYDRAULIC SUPPLY Interface Units (LGCIUs).
The thrust reverser system is hydraulically supplied by the
corresponding hydraulic pump on the engine. REVERSER INDICATING
The thrust reverser is isolated from the hydraulic supply by a The actual state of the thrust reverser is shown on the ECAM
Shut Off Valve. warning display (REVerser indication in the middle of N1 dial).
The signals come from the stow and deploy position switches.
ACTUATION Reverse thrust is allowed when reversers are deployed.
Each door is operated by a hydraulic actuator.
The actuators receive fluid from the Hydraulic Control Unit MAINTENANCE PRACTICE
(HCU) which is controlled by the Electronic Control Unit (ECU). To help trouble shooting, a reverser test can be performed
Two independent latch mechanisms maintain each pivoting through the MCDU.
blocker door in the stowed position, one inside the actuator and For maintenance purposes or to increase A/C dispatch, the
the second with the door latch. HCU is fitted with a deactivation lever to deactivate the thrust
The door latches are hydraulically released in series at the reverser system.
beginning of the deploy sequence. For the lock-out procedure, four lock-out bolts should also be
installed.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the WARNING:
ECU from the two reverser latching levers located on the The thrust reverser system should be deactivated using the
throttle control levers. HCU lever, before working on the system or on the engine. If
not, the thrust reverser can accidentally operate and cause
serious injuries to personnel and/or damage to the reverser.




ATA 78 – EXHAUST – THRUST REVERSER TRAINING CENTER


THRUST REVERSER MANAGEMENT
GENERAL
The thrust reverser system is controlled independently for each
engine by the associated Full Authority Digital Engine Control
(FADEC) system.
THRUST REVERSER ACTUATION

The hydraulic power required for the actuators is supplied by
the normal A/C hydraulic system:
- green system for engine 1,
- yellow system for engine 2.
A Shut Off Valve (SOV) located upstream of the Hydraulic
Control Unit (HCU) provides an independently controlled
locking system.
Each channel of the Electronic Control Unit (ECU) controls and
monitors solenoid valves in the HCU. The HCU provides
hydraulic pressure for unlocking, deploying, stowing and
locking of the actuators and latches of the pivoting doors.
The HCU includes a pressurizing valve, a pressure switch and
a directional valve which is controlled through the inhibition
relay.


THRUST REVERSER CONTROL The stow and deploy switches are used to monitor the pivoting
When the reverse thrust is selected in the cockpit, the following door position and for ECU control.
sequence occurs:
• When the potentiometers detect a Throttle Lever Angle THRUST REVERSER INDICATION
(TLA) lower than -3º, the SOV opens if the altitude is The thrust reverser operating sequences are displayed in the
less than 6 feet and if high forward thrust is not selected cockpit on the EWD.
on the opposite engine. Then the HCU is supplied An amber REV indication appears on the N1 indicator when the
hydraulically. doors are in transit. It becomes green when the doors are
The SOV is controlled open by the Spoiler Elevator deployed.
Computers (SECs) through the static and power relays.
• When the switch of the throttle control unit detects a
TLA < -3.8º, the Engine Interface Unit (EIU) energizes
the inhibition relay. The ECU energizes the pressurizing
valve solenoid in the HCU. A Pressure Switch in the
HCU gives a feedback signal to the ECU. The four
actuators are initially pressurized on the rod side of the
pistons keeping the doors in the stowed position.
• When the A/C is on ground with engines running (N2
condition) and the resolvers detect a TLA < -4.3º, the
ECU controls the thrust reverser operation through the
HCU.
The ECU energizes the solenoid of the directional valve. The
four hydraulic latches at the pivoting door open sequentially.
Only when all four latches are open the hydraulic pressure
pushes on the head side of the hydraulic actuators. The
pivoting doors open.
When reverse thrust operation is no longer selected from the
cockpit the ECU controls the pivoting doors to move to the stow
position by energizing the pressurizing valve solenoid while the
directional valve solenoid remains de-energized.








CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces with
the EIU to provide thrust reverser fault diagnostics.
For maintenance purposes, a thrust reverser test can be
performed through the MCDU menus.

During this test, the Centralized Fault Display and Interface Unit
(CFDIU) simulates engine running (N2 condition) to permit the
thrust reverser deployment.



THRUST REVERSER SYSTEM D/O (3)
GENERAL
The thrust reverser system is hydraulically actuated by the
related hydraulic pump on the engine (yellow system for ENG
2, green system for ENG 1) via an isolation Shut Off Valve
(SOV).
The Hydraulic Control Unit (HCU) includes:
• a pressurizing solenoid valve with a mechanical
inhibition system,
• a directional solenoid valve,
• a pressure switch,
• a flow limiter,
• a filter and clogging indicator,
• a bleed valve.


ENGINE V2500 TO CFM56 DIFFERENCE ATA 78 – EXHAUST – THRUST REVERSER DEPLOY LAN PERU MAINTENANCE
THRUST REVERSER SYSTEM D/O
DEPLOY SEQUENCE
SELECTION AND SYSTEM PRESSURIZING

When the reverse thrust is selected in the cockpit, the SOV is
independently open following the third defense line logic then,

the Electronic Control Unit (ECU) energizes the solenoid of the
pressurizing valve.
The High Pressure (HP) is routed to the hydraulic actuator rods
and the pressure detector indicates to the ECU that the system
is pressurized.


ATA 78 – EXHAUST – THRUST REVERSER DEPLOY

DEPLOY SEQUENCE (continued)

LATCHES UNLOCKING AND ACTUATORS SUPPLYING
Then the ECU also energizes the solenoid of the directional
valve.
Therefore, the four latches, mounted in line, are hydraulically
unlocked. When the last latch is open the pressure return
drives the directional valve.




REVERSER INDICATION
Then the directional valve supplies the head chamber of the
actuators.
The pressures in the rod and head chambers are equal but the
difference in surface between the head side and the rod side
enables the movement of the actuators.
As soon as one pivoting door is at more than 1 % of its angular
travel, its stow switch sends a signal to the ECU.
The amber reverser indication is displayed on the ECAM during
the transit.
When each pivoting door overshoots 95 % of its travel, the
deploy switches are closed and the ECU receives the
"deployed doors" information.
On the ECAM, the REV indication changes to green.



DEPLOY SEQUENCE - DOOR DEPLOYED

The ECU de-energizes the pressurizing valve solenoid.
The pivoting doors are aerodynamically maintained at 100 % of
their travel.



ATA 78 – EXHAUST – THRUST REVERSER - STOW
STOW SEQUENCE
SELECTION
When stowing of pivoting doors is selected, the ECU makes
sure that stowing conditions are achieved.

In this case the pressurizing valve solenoid is energized and
the directional valve solenoid is de-energized.

ENGINE V2500 TO CFM56 DIFFERENCE ATA 78 – EXHAUST – THRUST REVERSER - STOW LAN PERU MAINTENANCE

THRUST REVERSER SYSTEM D/O (3)
STOW SEQUENCE (continued)
REVERSER INDICATION
When one door is at less than 95 % of its travel, the REV
indication changes to amber.

When all pivoting doors are at less than one percent of their
stowed position, they actuate stow switches which sends the
stowed door information to the ECU.
The REV indication disappears.



STOW SEQUENCE (continued)
ELECTRICAL SUPPLY CUT OFF

When the four pivoting doors are stowed, the ECU removes the
pressurizing valve solenoid electrical supply, then the SOV is

independently closed following the third defense line logic.



ENGINE V2500 TO CFM56 DIFFERENCE ATA 78 – EXHAUST – THRUST REVERSER – LAN PERU MAINTENANCE
MAINTENANCE PRACTICE TRAINING CENTER
THRUST REVERSER DEACTIVATION & LOCKOUT
THRUST REVERSER DEACTIVATION AND LOCKOUT For lockout operation:

This procedure is accomplished when a fault occurs on the On the lower forward face of the right thrust reverser half,
thrust reverser system which can not be repaired for the next lockout bolts will be removed from the storage bracket.
flight. On each pivoting door remove the lockout fairing and its screw.
De-activation and lockout devices are therefore provided to Then remove the red lock plates and the lockout bolts.
secure the pivoting doors in the stowed position when an A/C Now install in each pivoting door a lockout bolt and tighten it to
has to be dispatched with an inoperative thrust reverser. attach the door to the frame structure of the thrust reverser
In the cockpit first put a warning notice on the engine panel cowl door.
115VU to prevent engine start. Cover and secure each lockout bolt with a red lock plate and its
Make sure that the engine has been shutdown for at least 5 retaining bolt.
minutes and that the corresponding MASTER control switch is Replace the lockout fairings and the screws on the storage
set to the OFF position. bracket instead of the red lock plates and the lockout bolts.
On the engine maintenance panel 50VU make sure that the ON Close the fan cowl doors and make sure that the working area
legend of the ENG FADEC GND PWR 1 (2) P/BSW is off and is clean and clear of tools and other items.
install a warning notice. When all the lock plates are installed they indicate that the four
Open the fan cowl doors. pivoting doors and the thrust reverser are locked out.
On the right hand side install the access platform in position to Finally, in the cockpit remove the warning notices from panels
get access to the Hydraulic Control Unit (HCU) located on the 50VU and 115VU.
upper part of the thrust reverser door. Install a warning notice indicating that the corresponding
reverser is inoperative and note it in the logbook.
Deactivate the thrust reverser system as follows:
Move the HCU deactivation lever to the INHIBIT position.
Remove the safety pin from its storage support and install it to
hold the deactivation lever in the INHIBIT position.
Disconnect the connectors of the pressurizing valve and
directional valve.
Install blanking caps on the electrical connectors and secure
them.

ATA 78 – EXHAUST – THRUST REVERSER –

MAINTENANCE PRACTICE

THRUST REVERSER DEACTIVATION LEVER

To deactivate the thrust reverser system, the safety pin is
installed to hold the deactivation lever in the inhibition position.



HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS
For safety reasons the solenoid valve connections of the HCU
are disconnected.


THRUST REVERSER LOCKOUT BOLTS STORAGE

To lockout the pivoting doors, special lockout bolts and red lock
plates are stored on a storage bracket located on the lower
forward face of the right thrust reverser cowl door.

ATA 78 – EXHAUST – THRUST REVERSER – LAN PERU MAINTENANCE

ENGINE V2500 TO CFM56 DIFFERENCE

THRUST REVERSER LOCKOUT FAIRING

On each pivoting door a lockout fairing is removed to install
lockout bolts in the lockout position.

COURSE – LEVEL 2 (ATA SPEC 104) MAINTENANCE PRACTICE TRAINING CENTER

THRUST REVERSER LOCKOUT BOLTS INSTALLATION

The lockout bolts are installed and secured by lock plates to
attach the pivoting doors to the structure of the thrust reverser
cowl doors.
The lockout fairing plates and screws are stored on the storage
bracket instead of the lockout bolts and red lock plates.



ATA 79 – OIL SYSTEM
79 - OIL
OIL SYSTEM D/O
CONTENTS
General
Oil Supply
Oil Scavenge
Oil Vent


ATA 79 – OIL SYSTEM TRAINING CENTER
OIL SYSTEM D/O
GENERAL
The engine oil system includes:
• a supply circuit,
• a scavenge circuit,
• a vent circuit.
It lubricates and cools the bearings of the forward and aft
sumps. It also lubricates and cools bearings and gears in the
transfer and accessory gearboxes.
The oil system is a "dry sump" full flow system.
A single pressure pump and four scavenge pumps of gerotor
type are located in a single lubrication unit.
The major components of the oil system are the oil tank, the
lubrication unit, the servo fuel heater and the main oil/fuel heat
exchanger.
The detectors and sensors shown on the schematic give
indicating and monitoring.



ENGINE V2500 TO CFM56 DIFFERENCE ATA 79 – OIL SYSTEM LAN PERU MAINTENANCE
OIL SYSTEM D/O
OIL SUPPLY
The oil from the tank flows through the supply pump and the
main filter, or through the back up filter in case of main filter
clogging.
The supply pump pressure is not controlled, but the oil output
flow is, by design, always greater than the lubrication
requirements.
A pressure relief valve bypasses part of the output flow to
protect the supply pump against abnormal output pressure
build-up.
If the main filter becomes clogged, a clog switch sends a signal
to the ECAM, a bypass valve opens and the oil flows through
the backup filter.
The oil flows to the forward and aft sumps, and to the
accessory and transfer gearboxes.
The anti-siphon device prevents oil from draining by gravity
from the tank through the pump into the gearbox after engine
shutdown. It uses air from the forward sump.




OIL SYSTEM D/O
OIL SCAVENGE
The scavenge oil from the forward, aft sumps, and the transfer
and accessory gearboxes is sucked by four scavenge pumps.
A strainer protects each pump.
The scavenge oil then flows through a master chip detector,

then is cooled through the servo fuel heater and the main
oil/fuel heat exchanger before returning to the oil tank.
For ground inspection, the master chip detector, which is of an
electrical type, has a visual indicator (pop-out) operated in case
of metal particles contamination.
For trouble-shooting, a maintenance kit of 4 chip detectors may
be installed on the lower part of the lubrication unit.



OIL SYSTEM D/O
OIL VENT
The venting system is in charge of connecting sumps for oil
vapor collection and sumps pressure balance.
The air mixed with the scavenge oil is separated in the tank by
a de-aerator and vented to the forward sump through the

transfer gearbox and radial drive shaft.
The sumps are connected together by a center vent tube that
vents to the outside air by the engine exhaust plug through a
flame arrestor.




OIL SYSTEM D/O
OIL VENT (continued) • One master magnetic chip detector (MCD) to detect the
contamination of the engine oil system by magnetic
LUBRICATION UNIT INTERFACE chips/particles and connected to a master chip detector
The lubrication unit gives the lubrication functions. indicator.
The lubrication unit supplies oil under the required pressure for
lubrication of the engine bearings and gears, for scavenge of
the oil after lubrication and when the oil goes back to the tank.
But, before the oil goes back to the tank, the scavenged oil
from the engine sumps circulates, successively, through:
• The 4 scavenge screens (in the lubrication unit housing)
which give a first and coarse filtration of the oil
scavenged from the AGB, the engine forward bearing
sump, the TGB and the engine aft bearing sump,
• The master magnetic chip detector (on the lubrication
unit) through which circulates the total scavenged oil
flow.The lubrication unit is installed on the right-hand
side of the AGB front face.
The lubrication unit has a single housing containing the
followingitems:
• Five positive displacement pumps (one oil supply and 4
scavenge pumps),
• One oil temperature sensor,
• One clogging indicator transmitter (oil filter differential
pressure switch) which sends to the cockpit a warning
about main oil filter clogging, if this occurs during engine
operation,
• One bypass valve for the main oil supply filter,



ENGINE V2500 TO CFM56 DIFFERENCE ATA 79 – ENGINE OIL SERVICING LAN PERU MAINTENANCE
ENGINE OIL SERVICING
CAUTION:
The engine should be shut down for at least 5 minutes prior to
oil servicing. This allows the residual pressure in the oil tank to
decrease. If you open the filler cap when there is pressure in
the tank the hot oil can spray out and burn you.
• Open engine oil service door on left fan cowl,
• Check oil level on the sight gage on the oil tank,
• Raise filler cap handle to vertical (Unlocked position),
• Push down and turn the oil filler cap counterclockwise to
remove,
• Add oil as necessary up to the FULL mark on the sight
gage,
• Install oil filler cap - make sure to LOCK the cap.
NOTE:
It is also possible to Pressure Fill the engine oil. Two ports are
installed on the oil tank, one for pressure and one for overflow.
See AMM for procedure.

ENGINE V2500 TO CFM56 DIFFERENCE ATA 79 – ENGINE OIL SERVICING LAN PERU MAINTENANCE

ATA 24 – IDG OIL LEVEL

IDG OIL LEVEL: VIEWER DOOR (OPTIONAL)

A viewing door is installed in the forward lower section of the
right fan cowl door. The viewing door provides access to do a
check of the IDG oil level without opening the fan cowl door.
The door has quick release fasteners for easy access and a
lanyard to hold the door when it is open.

ATA 24 – IDG OIL LEVEL LAN PERU MAINTENANCE


ATA 79 – MASTER CHIP DETECTOR

MASTER CHIP DETECTOR CHECK

There is a red pop-out indicator visible from the oil-servicing
door. If extended, this indicates that the Electrical Master Chip
Detector (EMCD) is contaminated and the probe should be
checked. To reset the red pop-out indicator, remove the
transparent cap and push in the clogging indicator with the
thumb.
The EMCD probe is located on the lubrication unit and is made
up of two magnets separated by a gap. The probe will collect
any magnetic particles in the oil system. If the particle
contamination closes the gap between the magnets an
electrical signal is generated to extend the pop-out indicator. To
check for contamination, remove the probe as follows:
• Open the left fan cowl,
• At the same time, push and turn the EMCD plug ¼ turn
counterclockwise,
• Disengage the EMCD from its housing,
• Check the AMM for examples of NORMAL and
ABNORMAL contamination,
• Clean the EMCD,
• Replace o-ring if necessary and re-install - check that
the RED marks are aligned.

ATA 79 – MASTER CHIP DETECTOR LAN PERU MAINTENANCE


ENGINE V2500 TO CFM56 DIFFERENCE ATA 79 – MASTER CHIP DETECTOR LAN PERU MAINTENANCE
STUDENTS NOTES:


(MEL/DEACTIVATION)
MAINTENANCE PRACTICES
This document must be used for training purposes only

Under no circumstances should this document be used as
a reference.
It will not be updated.

ENGINE V2500 TO CFM56 DIFFERENCE MEL/DEACTIVATION LAN PERU MAINTENANCE

MAINTENANCE PRACTICES TRAINING CENTER
MEL/DEACTIVATION
FUEL FILTER CLOGGING

In case of a failure of the FUEL CLOG warning on ECAM, the
aircraft may be dispatched per MEL as long as the fuel filter is
changed once each day. The filter housing is part of the fuel
pump assembly located on the accessory gearbox LH side.

Procedure:
• FADEC GND PWR selected OFF,
• Open LH fan cowl,
• Drain residual fuel using drain plug,
• Open filter cover to remove and replace fuel filter
element and o-rings,
• Re-install filter cover; check AMM for correct torque
value for filter cover bolts,
• Perform minimum idle check for leaks,
• Close fan cowl.

MEL/DEACTIVATION LAN PERU MAINTENANCE



COURSE – LEVEL 2 (ATA SPEC 104) MAINTENANCE PRACTICES TRAINING CENTER
MEL/DEACTIVATION (continued)
START VALVE MANUAL OPERATION

In case of an electrical failure of the start valve, the valve may
be operated manually to start the engine. The aircraft may be
dispatched per the MEL with the valve INOP closed.
NOTE:
Do not operate the valve unless the starter system is
pressurized. Damage to the valve can occur.
• Open the start valve access door on the RH cowl,

• Establish communications with the cockpit (Interphone
jack on engine inlet cowl),
• On command from the cockpit, move start valve manual
handle to the OPEN position,
NOTE:
Make sure you maintain pressure against the spring
tension to keep the valve open.
• After engine start, on command from the cockpit, move

start valve manual handle to CLOSED. Make sure that
the start valve is fully closed.



MEL/DEACTIVATION
MEL/DEACTIVATION (continued)
T/R DEACTIVATION AND LOCKOUT

Per the MEL, one or both Thrust Reversers may be deactivated
in the STOWED position for dispatch. The deactivation
procedure has two parts. First, the Hydraulic Control Unit
(HCU) is deactivated. Moving the deactivation lever to the
inhibit position prevents the pressurizing valve from supplying

hydraulic pressure to the reverser actuators. In the second part
of the deactivation procedure each pivoting door is secured
(bolted) to the reverser structure preventing any movement.




MANUAL OPERATION OF T/R PIVOTING DOOR
MANUAL OPERATION OF A THRUST REVERSER Let's now see the manual stowing of the pivoting door.
PIVOTING DOOR Make sure that the A/C is in the same configuration as for the
Before the manual deployment of the pivoting door some deployment task.
precautions have to be taken in the cockpit. Do not forget to remove the safety sleeve from the pivoting
First, on the engine panel, 115VU, put a warning notice stating door actuator to allow door closing.
not to start the engine. Manually close the door. Push the door until the hook of the
Make sure that the engine has been shutdown for at least 5 hydraulic latch mechanically engages to lock the door. Now the
minutes and that the corresponding MASTER control switch is hydraulic latch and actuator are mechanically locked.
in the OFF position. You can now move the HCU de-activation lever to the
On the maintenance panel, 50VU, make sure that the ON OPERATIONAL position.
legend of the ENG FADEC GND PWR 1(2) P/BSW is off and Once the system is pressurized make sure that the work area is
place a warning notice. clean and clear of tools and other items.
Open the fan cowl doors. Remove the access platform and then close the fan cowl doors.
On the right hand side put the access platform in position to get Finally, in the cockpit remove the warning notices from panel
access to the Hydraulic Control Unit (HCU). 50VU and panel 115VU. This completes the sequence.
Move the HCU de-activation lever to de-activate the thrust
reverser system and install the safety pin to hold the lever in
the INHIBIT position.
Let's now see the manual deployment of the pivoting door. On
the corresponding hydraulic latch turn the manual unlocking
knob to the unlock position.
Pull on the door to make sure it doesn't open. If the door opens
change the actuator.
Turn the manual unlocking square on the corresponding
actuator to the unlock position.
When the hydraulic latch and actuator have been released
open the pivoting door.
When the door has been deployed install a safety sleeve on the
hydraulic actuator rod.
Once the door is opened and secured, maintenance tasks are
allowed.



ENGINE V2500 TO CFM56 DIFFERENCE SAFETY ZONES LAN PERU MAINTENANCE

SAFETY ZONES
ENGINE DANGER AREAS, MINIMUM IDLE

With the engine running at minimum idle, safety precautions
must be taken to avoid danger from engine suction or exhaust.
Access to the engine is only allowed through the entry corridor.
NOTE:
The entry corridor must be closed in case of tailwind oriented
up to 90º to the engine axis.

SAFETY ZONES

SAFETY ZONES
SAFETY ZONES
ENGINE DANGER AREAS, TAKE OFF THRUST

With the engine running above the minimum idle there is no
access to the engine.

SAFETY ZONES

SAFETY ZONES
SAFETY ZONES
NOISE DANGER AREAS

Depending on the distance from the running engine and on its
power setting, it is necessary to wear ear protection and to
respect maximum time exposure.





Manual CFM PDF

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Manual CFM PDF

Uploaded by

Copyright:

Available Formats

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Este manual ha sido elaborado por LAN PERU

Ctp/Rev Original/Feb 2012 Página 1

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

** IDG Components (2 CONTROL (FADEC)

ATA 70 - ENGINE - GENERAL ATA 75 - AIR

Ctp/Rev Original/Feb 2012 Página 2

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

ATA 77 - ENGINE INDICATING

** Engine Vibration Components (3)

Ctp/Rev Original/Feb 2012 Página 3

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

THIS PAGE INTENTIONALLY LEFT BLANK

Ctp/Rev Original/Feb 2012 Página 4

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

22 - AUTO FLIGHT SYSTEM

Ctp/Rev Original/Feb 2012 Página 5

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

A/THR LOOP PRINCIPLE THRUST LEVERS

target to the Electronic Control Units (ECUs) via the Engine

Ctp/Rev Original/Feb 2012 Página 6

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 7

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

A/THR FUNCTION LOGIC A/THR ENGAGED and NOT ACTIVE

When the A/THR function is DISENGAGED: not active.

Because the A/THR function is active:

Ctp/Rev Original/Feb 2012 Página 8

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

AUTOTHRUST • when, A/THR being in RETARD, if AP is disengaged,

Ctp/Rev Original/Feb 2012 Página 9

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 10

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

IDG Cooling system

Ctp/Rev Original/Feb 2012 Página 11

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

INTEGRATED DRIVE GENERATOR

FILTER CLOGGING INDICATOR

Ctp/Rev Original/Feb 2012 Página 12

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 13

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

INTEGRATED DRIVE GENERATOR

QUICK ATTACH DETACH

OIL LEVEL INDICATOR

Ctp/Rev Original/Feb 2012 Página 14

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 15

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

CHECK OF THE OIL LEVEL AND FILTER DPI

stable 400 Hz.

Ctp/Rev Original/Feb 2012 Página 16

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 17

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

speed. IN THE OIL RAPID DETERIORATION OF THE OIL AND WILL

Ctp/Rev Original/Feb 2012 Página 18

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 19

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE

Ctp/Rev Original/Feb 2012 Página 20

ENGINE V2500 TO CFM56 DIFFERENCE LAN PERU MAINTENANCE