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The V2500 is an advanced technology aircraft propulsion unit Propulsion Unit - Data
designed primarily for the 150 seat, short to medium range
T.O. Thrust (S.L. Static) : 25000 lbs (111205 KN).
aircraft.
Flat Rated Temperature : I.S.A. + 15°C
V2500 is a new advanced design and incorporates technology
Total Airflow : 783 lbs (355kgs)/second
from five major engine manufacturers: -
By-pass Ratio : 5.42:1
Overall Pressure Ratio : 29.4:1
Rolls-Royce - England
Fan Diameter : 63 inches (160cm)
Pratt & Whitney - U.S.A.
Propulsion Unit overall length : 198.39 inches (503.91cm)
Japanese Aero
Engine overall length : 126 inches (320cm)
Engine Corporation - Japan
Propulsion Unit Weight : 7300 lbs (3311kgs)
M.T.U. - Germany
Bare Engine Weight : 4942 lbs (2242kgs)
Fiat Aviazion - Italy
The propulsion unit shown below is the V2500 for the Airbus
A320 Aircraft.
V2500 PROPULSION UNIT
Propulsion Unit Introduction
Gas Path
A simplified view of the propulsion unit is shown below. All
the air entering the engine passes through the inlet cowl to
the fan.
At the fan exit the air stream divides into two flows:-
• the core engine flow
• the by-pass flow
the by-pass ratio is 5.42:1.
Core Engine Flow
The core engine flow passes through the fixed inlet guide
vanes to the three stage booster then to the HP
compressor, the combustion section and the HP & LP
turbines and finally exhausts into the CNA.
By-pass Flow
The fan exhaust air (cold stream) entering the by-pass duct
passes through the fan outlet guide vanes and flows along
the by-pass duct to exhaust into the CNA.
Common Nozzle Assembly (C.N.A.)
The core engine (hot) exhaust and the (coo1) by-pass flow
are mixed in the CNA before passing through the single
propelling nozzle to atmosphere.
PROPULSION UNIT OUTLINE
INTRODUCTION
ENGINE MARK NUMBERS
For easy identification of the present and all future variants
of the V2500, International Aero Engines has introduced a
new engine designation system.
• All engines will retain V2500 as their generic name.
• The first three characters of the full designation are V25,
identifying each engine as a V2500.
• The next two figures indicate the engine's rated
sea-level takeoff thrust.
• The following letter shows the aircraft manufacturer.
• The last figure represents the mechanical standard
of the engine.
This system will provide a clear designation of a particular
engine as well as a simple way of grouping by name,
engines with similar characteristics.
• The designation V2500-D collectively describes,
irrespective of thrust, all engines for McDonnell
Douglas applications and V2500-A all engines for Airbus
Industrie.
• Similarly, V2500-5 describes all engines built to the 5
mechanical standard, irrespective of airframe
application.
CONTENTS
SECTION 1
SECTION 2
SECTION 3
SECTION 4
SECTION 5
SECTION 6
SECTION 7
SECTION 8
SECTION 9
SECTION 10
SECTION 11
PART ONE - SECTION 1
ENGINE INTRODUCTION
PROPULSION UNIT
INTRODUCTION
INTRODUCTION - ENGINE High Pressure (HP) spool
The V2500 is a twin spool, axial flow, high by-pass ratio turbo- • The HP spool comprises:
fan. o a ten stage axial flow compressor
o two stage turbine.
The engine incorporates several advanced technology features
which include:- • The HP compressor has:
o variable inlet guide vanes (VIGVs),
• Full Authority Digital Electronic Control - FADEC o four stages of variable stator vanes (VSVs) and
• Wide chord fan blades o four bleed valves which are all used to improve starting
• Single crystal HP. turbine blades and handling.
• Powdered Metal HP. turbine discs . • HP spool speed is indicated as N2 (%).
• A two piece, annular combustion system which • The HP spool is supported in two bearings, one ball and one
utilises segmental liners. roller.
Engine Mechanical Arrangement
Lubrication
Low Pressure (LP) spool
The lubrication system is:
• The low pressure (LP) spool comprises: • self-contained,
o a single stage fan • re-cirulatory,
o three stage axial flow (booster) or LP Compressor, • full flow (unregulated pressure).
o five stage LP turbine.
Primary oil cooling is by a fuel/oil heat exchanger located in the
• The booster stage has an annular bleed valve to improve LP fuel system, additional cooling, as required, is provided by
starting and handling. an air/oil heat exchanger.
• LP spool speed is indicated as N1 (%).
• The LP Spool is supported in three bearings, one ball and
two roller.
V2500 ENGINE CUTAWAY
Introduction
Active Clearance Control A.C.C. (Turbine) Full Authority Digital Electronic Control (FADEC)
Active clearance control (ACC) is used on both the LP and The heart of the FADEC is the Electronic Engine Control
HP turbine casings, this system uses cool air taken from (EEC).
the fan duct.
The EEC receives rotor speed, pressure and temperature
Engine Air Bleeds signals from the engine, it uses these parameters along
with aircraft inputs to command outputs to engine
Engine air bleed is utilised for: - mounted actuators to provide control of:-
• Aircraft systems • Engine fuel flow
• Compressor stability system • Automatic engine starting
• HP and LP active clearance control • Compressor airflow control system
• 10th stage make-up cooling air (turbine cooling) • Heat Management system
• Air cooled air cooler (buffer air) • 10th stage make-up air system
• Air cooled oil cooler • thrust reverser
Customer Services Bleed The E.E.C. also provides protection for:-
• Nl overspeed
HP compressor stage 7 and stage 10 bleeds are
• N2 overspeed
available to the aircraft manufacturer.
• Engine surge
SLTO PRESSURE - TEMPERATURE MAP
STAGE 10
• CUSTOMER SERVICE BLEED
• MAKE UP AIR SYSTEM; ADDITIONAL COOLING FOR
SPACE BETWEEN 1 & 2 HP TURBINE, DISCS & STAGE 2
HP TURBINE BLADES
• No 4 BEARING SCAVENGE VALVE SUPPLY (CONTROL
PARAMETER & MUSCLE AIR)
• HANDLING BLEED VALVES
• H.P.T. STAGE 2 NGV's
STAGE 12
• BUFFER AIR - No 4 BEARING CHAMBER COOLING
FLOW
• MUSCLE AIR FOR HANDLING BLEED VALVES
• STAGE 1 HPT NGV's COOLING
• STAGE 1 HPT DISC FRONT FACE COOLING.
• STAGE 1 HPT BLADES COOLING.
• INNER & OUTER COMBUSTOR LINERS.
PART ONE - SECTION 2
ENGINE MECHANICAL
ARRANGEMENT
Mechanical Arrangement
General
The engine is an axial flow, high by-pass ratio, twin spool,
turbo fan.
The general arrangement is shown below.
LP System
• Four stage L.P. compressor comprising:
o 1 Fan stage
o 3 Primary stages, driven by a 5 stage axial flow LP
Turbine
• An annular bleed valve is located at the outlet from the
booster stage
HP System
• Ten stage axial flow compressor driven by a 2 stage
axial flow HP Turbine
• Variable angle Inlet guide vanes
• 4 stages of variable stator vanes
• Handling bleed valves on stage 7 and stage 10
• Customer service bleed at stages 7 and 10
Combustion System
• Annular, two piece, with 20 fuel spray nozzles
Gearbox
• Radial drive via a tower shaft from HP Compressor shaft
to fan case mounted Angle and Main gearboxes .
• Gearbox provides mountings and drive for all engine
driven accessories and the pneumatic starter motor
ENGINE - GENERAL ARRANGEMENT
Mechanical Arrangement
Engine Main Bearings No 2 Bearing
The main bearing arrangement, and the bearing • Radial support for the front of the L.P. turbine shaft
numbering system is shown below. • Single track roller bearing
The five bearings are located in three bearing • Squeeze film oil damping
compartments.
No 3 Bearing
• The front bearing compartment:
o located at the center of the intermediate case, • HP shaft axial location bearing
o houses No's 1,2 & 3 bearings • Radial support for the front of the HP shaft
• Takes the thrust loads of the H.P. shaft
• The center bearing compartment located in the
diffuser/combustor case houses No 4 bearing . • Single track ball bearing
• Mounted in an Hydraulic damper which is centred
• The rear bearing compartment located in the turbine
by a series of rod springs (Squirrelcage).
exhaust case houses No 5 bearing
No 1 Bearing No 4 Bearing
• LP shaft axial location bearing • Radial support for turbine end of HP shaft
• Takes the thrust loads of the LP shaft • Single track roller bearing
• Single track ball bearing No 5 Bearing
No 1 BEARING No 3 BEARING
No 4 BEARING
No 5 BEARING
The No's 1, 2 and 3 bearings are located in the front The HP stubshaft, which is located axially by No 3
bearing, has at its front end a bevel drive gear which,
bearing compartment which is at the centre of the
through the tower shaft, provides the drive for the main
intermediate module (32). accessory gearbox.
The compartment sealing utilises carbon seals, brush The H.P. stubshaft separates from the HP compressor
seals and sealing airflows obtained from the 6 th stage module at the curvic coupling and remains as part of the
compressor manifold. intermediate case module.
An oil filled (hydraulic) seal is used between the two
shafts, this seal is supported by 8 th stage air.
No 2, No 3 BEARING ARRANGEMENT
Mechanical Arrangement
Bearing Compartments
No 4 (Centre) Bearing
CARBON SEAL
LP TURBINE SHAFT
P4.9 T4.9
P12.5
STATIONS 2 12,5 2.5 4 4.5 4.9
Module Designation
Module No Module
31 Fan
32 Intermediate
40 HP System
41 HP Compressor
45 HP Turbine
50 LP Turbine
60 External gearbox
(31) FAN (32) INTERMEDIATE
ENGINE MODULES
Mechanical Arrangement
Module 31 - Description
Module 31 (Fan Module) is the complete Fan assembly
and comprises:
• 2 hollow fan blades
• 2 annulus fillers
• the fan disc
• the front and rear blade retaining rings
The blades are retained in the disc radially by the dovetail
root.
Axial retention is provided by the front and rear blade
retaining rings.
Blade removal/replacement is easily achieved by
removing the front blade retaining ring and sliding the
blade along the dovetail slot in the disc.
22 annulus fillers form the fan inner annulus.
The nose cone and fairing smooth the airflow into the fan.
REAR BLADE RETAINING RING
FAIRING
FAN DISK
NOSE CONE
LP COMPRESSOR (FAN)
Mechanical Arrangement
Fan
Nose Cone
The Glassfibre cone smoothes the airflow into the fan. It is
secured to the front blade retaining ring by 18 bolts.
The nose cone is balanced during manufacture by
applying weights to its inside surface.
The nose cone is unheated. Ice protection is provided by
a soft rubber cone tip.
The nose cone retaining bolt flange is faired by a titanium
fairing which is secured by 6 bolts.
NOTE
Be careful when removing the Nose Cone retaining bolts.
Balance weights may be fitted to some of the bolts. The
position of these weights must be marked before removal
to ensure they are refitted to the same position.
The arrangement is shown below.
TRIM BALANCE
WEIGHT
LP COMPRESSOR
{Fan} MODULE
TRIM BALANCE
WEIGHT
FAIRING
TRIM BALANCE
WtiGHT
FRONT RETAINING
RING
NOSE CONE
Mechanical Arrangement
Fan - Front Blade Retaining Ring Note:
The blade retaining ring is secured to the fan disc by a ring The fan blades and annulus filler positions are not
of 36 bolts. A second {outer) ring of bolts passes through identified. For this reason it is important to identify the
the retaining ring and screws into each of the 22 annulus blade and annulus filler position, relative to the numbered
fillers. slots in the fan disc, before disassembly.
Both rings of bolts roust be removed before attempting to This is done using a temporary marker.
remove the front retaining ring.
After all the securing bolts (22 + 36) have been removed
the retaining ring can be removed by screwing pusher
bolts into the 6 threaded holes provided for this purpose.
Balance weights, if required are located on the retaining
ring, as shown below.
The front blade retaining ring can only be fitted in one
position which is determined by three off-set locating
dowels on the fan disc.
1 T mark
2 Front blade retaining ring
3 Stage 1 fan disk
4 Annulus filler
5 Guide pin
6 Headless pin (3 off)
7 Stage 1 fan blade
8 Pusher threaded hole (6 off)
9 Boit (22 off}
10 Bolt (36 off)
11 Balance weight flange
12 BaSance weight
13 fim balance weight
(engine pass off)
10
Fan blade inspection / repair procedures are briefly Arc burns or cracks are grounds for rejection and
described in these notes. This information is for guidance a replacement blade must be fitted.
only.
The acceptance limits for nicks, scratches, scores and
Before any repair is carried out reference must be made to dents are detailed below. If damage exceeds these limits
the Maintenance Manual Chapter 72-31-11 Page Block refer to the appropriate repair scheme (see MM 72-31-11
800. Page Block 800 - Approved Repairs).
General
The fan blade surface area is divided into three zones A,B
and C as shown below. The acceptance limits for damage
may vary depending on which zone is damaged.
Inspection
Blades are inspected for signs of nicks, cracks, dents,
scores, scratches on the surface, and bends on the
leading or trailing edges. The blades should also be
inspected for signs of arc burns (lightning strikes).
LEADING EDGE TRAILING EDGE
0.75m
(19,05 mm)
2.00m
(50,80 mm) 12.00m
(304,80 mm)
1.50 in
(38,10 mm)
3.00 in
(76,20 mm)
A 0.008in (0,20mm)
B 0.008in (0,20mm)
The leading and trailing edges of the blades should X maximum = 0.2 in (5,08mm)
be examined for bends (deformations). if X is more than 0.2 in reject the blade.
Note: Z must be not less than 8 times dimension X
• the maximum number of bent blades in any fan rotor if Z is less than 8 times X reject the blade.
assembly is three.
Y must be not less than 20 times X
• no blade may have more than one bend. if Y is less than 20 times X reject the blade.
• if any bend has associated cracks, kinks, creases, tears Note:
or nicks -reject the blade. There must be a smooth transition between the
• bends must be outboard of the annulus fillers, if any undamaged aerofoil surface and the bent area.
bend extends below the annulus filler platform reject the if there is not a smooth transition reject the blade.
blade.
STAGE 1 FAN BLADES REPAIR LIMITS
Mechanical Arrangement
Annulus Fillers - Inspection/Repair
The outer surfaces of the annulus fillers should be inspected
for cracks, nicks, dents, scores.
• if any cracks are found reject the annulus filler.
• accept dents, nicks, scores up to 0.010 inches (0.25mm)
• annulus fillers with damage in excess of 0.010 may
be repaired in accordance with the appropriate
repair scheme (see MM 72-31-11 page block 800)
1 0.010 in. (0,25rnm) maximum blend depth
2 Apply heat resistant ES coating to this area
3 0.400in. (10,16mrn) minimum
No blending permitted in this area
POINT
One scallop only AP
POINT
is permitted in this zone. AR
— AB
TYPICAL
BLENDING
AREA
VIEW AB
4.220in
(107,18mm)
R 2.532in (64,31mm)
FRONT
COMPRESSOR
CASES
VARIABLE
STATOR
VANE
VSV OPERATING
MECHANISM
HP COMPRESSOR
Mechanical Arrangement
H.P. Compressor
Compressor Drums - (Rotor)
The rotor assembly is in two parts:
• the stage 3 to 8 drum
• the stage 9 to 12 drum
Diffuser Casing
Combustion Liner
OUTER COMBUSTION
CHAMBER LINER
No. 4 BEARING FRONT
HEATSHIELD
THRUST BALANCE
STATIC SEAL
No. 4 BEARING
LOCK AND NUT
No. 4 BEARING FRONT
COMPARTMENT
No. 4 BEARING
FRONT SEAL
ASSEMBLY
TOB! FEED
TO 1st BLADE
HP TURBINE ASSEMBLY
Mechanical Arrangement
Module 50 - L.P. Turbine
The five stage LP turbine extracts energy from the gas Axial positioning of the L.P. turbine rotor assembly is
stream to provide the rotational drive for the L.P. achieved by selection of an appropriate adjusting washer
compressor and fan. fitted at the front end between the L.P. turbine shaft and
the L.P. compressor stubshaft.
The four principal elements of the LP Turbine Module are:
The L.P. turbine shaft is supported at the front by No 2
• LP Turbine case, vanes and static seals bearing and at the rear by No 5 bearing.
• Five stage LP Turbine rotor
The turbine exhaust case serves to straighten the gas
• LP Turbine shaft
flow, provides structural support for the No 5 bearing and
• Turbine exhaust case
incorporates the rear engine mount lugs. The struts
Seal clearance and L.P turbine case thermal expansion incorporate provision to sense exhaust gas temperature
are controlled by an external Active Clearance T4.9 and pressure P4.9.
Control.(A.C.C.) system. The A.C.C. system uses fan
discharge air which is directed externally to the L.P.
turbine case via the eight A.C.C. tubes.
Two boroscope ports are provided on the case, one on
each side. These ports enable inspection of the L.P.
turbine (stage 3) rotor blades and also stage 2 H.P.
turbine rotor blades (rear side). Each port is sealed by a
plug which incorporates features to prevent incorrect
installation.
REAR ENGINE MOUNT LUGS
STAGE 3 NGV
LP TURBINE SHAFT
LP TURBINE NUT
ACC COOUNG
AIR INLET TURBINE EXHAUST CASING
ADJUSTING WASHER
ACC TUBES
STUBSHAFT SPLINES
ENGINE MOUNTS
INNER RING
OIL SCAVENGE TUBE
FORWARD
MAIN GEARBOX
DEOILER
STARTER
DRIVE PAD
DEDICATED
ALTERNATOR
(PMA)
OIL TANK
HYDRAULIC PUMP
DRIVE PAD OIL PRESSURE
FRONT VIEW PUMP
1 9
2 8
The V2500 uses a Full Authority Digital Electronic Engine • Vibration isolation mountings
Control (FADEC). • Shielded and grounded (lightning strike protection)
• Size :15.9 X 20.1 X 4.4 inches
The FADEC comprises the sensors and data input, the
• Weight :41 lbs
electronic engine control unit (E.E.C.) and the output
• Two independent electronic channels
devices which include solenoids, fuel servo operated
• Two independent power supplies from dedicated
actuators and pneumatic servo operated devices. The
generator
FADEC also includes electrical harnesses.
• Built in handle facilitates removal and handling.
Engine Electronic Control
ANTI-VIB
MOUNTINGS (4)
EEC DESCRIPTION
Electronic Engine Control
Harness (electrical) and Pressure Connections Electrical Connections
Two identical, but separate electrical harnesses provide Front Face
the input/output circuits between the EEC and the relevant Harness Connector Plug Identification
sensor/control actuator, and the aircraft interface.
The harness connectors are 'keyed' to prevent • J1 E.B.U 4000KSA D202P
misconnection. • J2 Engine D202P
• J3 Engine D203P
Note: Single pressure signals are directed to pressure • J4 Engine D204P
transducers - located within the EEC - the pressure • J11 Engine D211P
transducers then supply digital electronic signals to
channels A and B. Rear Face
The following pressures are sensed: • J5 Engine D205P
• Pamb :ambient air pressure - fan case sensor • J6 Data Entry Plug
• Pb :burner pressure P3/T3 probe • J7 E.B.U. 4000 KSB
• J8 Engine D208P
• P2 :fan inlet pressure - P2/T2 probe
• J9 Engine D209P
• P2.5 :booster stage outlet pressure • J10 Engine D210P
• P5 (P4.9) :LP Turbine exhaust pressure - P5 (P4.9)
rake
• P12.5 - fan outlet pressure - fan rake
COOLING AIR
INLET
J5
EEC
THIS SIDE
HARNESS
TOWARD FNGINE CONNECTORS
EEC HARNESS
CONNECTORS
VIBRATION - ISOLATED
MOUNTS (4)
P2 P5
EEC
UNiT
STARTER DUCT
EEC COOLING
AIR INLET BRACKET
EEC EXHAUST
COOLING AIR
DUCT
STATOR
DEDICATED ALTERNATOR
EEC Power Supplies
Electrical Harness
The E.E.C. power supplies and speed signal harness
connections are as shown below.
EEC ELECTRICAL POWER SUPPLIES
AND SPEED SIGNALS HARNESS
Electronic Engine Control
E.E.C. Electrical Connections
The harness connections, pin identification and data
identification for the E.E.C. junctions 1-11 are listed in the
next five pages,
These tables may be used in conjunction with the
electrical harness diagrams which appear in the
relevant engine system description.
A. 1 »'. t
■IfANHEl
Sine 8TOO3W.-O 1'
t II BT004H.M) u i u «T»f><)W.'(i !<■'( t i l n
8IO/0H.M(
i
Cosine 8T006B20 T T 8T072B20 Cos i ne
Return 8T00SW20 8T071W?0 Neturn
J i
High 8TOO1W2O h s 8T067W20 iiigh
Return 8T002B20 TRA Exci t .it I- n 8T0e8B20 Return
h
g 8T048B20
Line A
Line B
8T021B20
8T929W29 t ARINC Input
a 8T047W20
Line A
Line B
THROTTLE CONTROL
LEVER
MECHANICAL BOX
BUMP
PUSHBUTTONS
ROD
THROTTLE CONTROL
UNIT
The throttle control lever moves over a range of 65 Two detents are provided in this range:-
degrees, from minus 20 degrees to plus 45 degrees.
at minus 6 degrees: reverse idle power, corresponds
An intermediate retractable mechanical stop is provided at
to thrust reverse deploy
0 degrees.
commanded
Forward Thrust Range at minus 20 degrees: max reverse power.
The forward thrust range is from (0 to plus 45) degrees. Auto Thrust System (A.T.S.)
0 deg. = forward idle power The Auto Thrust System can only be engaged between
45 deg. = rated take off power 0 degrees and plus 35 degrees.
Two detents are provided in this range:-
at 25 degrees: max climb (MCLB)
at 35 degrees: max continuous (MCT)/flexible
(deated) take off power (FLTO)
Reverse Thrust Range
The EEC computes the fuel flow which will produce the
required thrust.
The EEC uses closed loop control based on Engine EEC controls the rate of change of fuel flow, and thus
Pressure Ratio (EPR) or N1 if EPR is unobtainable. acceleration/deceleration times, as a function of the rate of
change of N2.
EPR Closed Loop Control
Nl Reversion
The E.E.C. computes a Target EPR as a function of:-
Loss of the P2 or P4.9 signal will cause an automatic
T.R.A. : (Throttle Resolver Angle) reversion to Rated N1 closed loop control.
Tamb : (Ambient temperature) If the T2 signal also fails this causes reversion to Unrated
T2 : (Engine air inlet temperature) N1 closed loop control.
Alt : (Altitude)
Mn : (Mach Number) NOTE:
• N1 Rated control is dispatchable
The EPR target is compared to the actual EPR to
• N1 Unrated control is non dispatchable
determine the EPR error.
Memo Mode
FORWARD
1 LP pump discharge port
2 LP pump inlet port
3 LP return from FMU
4 HP pump discharge port
5 HP pump inlet port
6 Adapterhousing
7 Accessory drive clamp
END SEAL
1 Fuel Drain plug
2 O-ring
3 Bolt(5 off)
4 Washer (5 off)
FUEL PLUG 5 O-ring
6 Fuel filter element
7 cap assembly
LP FUEL FILTER
Fuel System Component
Fuel Metering Unit (F.M.U.)
The FMU is the interface between the EEC and the fuel The Pressure Raising and Shut Off Valve provides a
system. means of isolating the fuel supplies to start and stop the
engine.
It is located on the dual fuel pumps unit, on the rear of the
main gearbox, and is retained by four bolts as shown Note:
below. There are no mechanical inputs to, or outputs from, the
FMU.
All the fuel delivered by the HP fuel pumps which is much
more than the engine requires passes to the FMU.
The FMU, under the control of the EEC, meters the fuel
supply to the fuel spray nozzles, it also supplies HP fuel
for the operation (muscle) of a number of actuators. Any
fuel supplied by the HP pumps which is not needed for
these two uses is returned, from the FMU to the LP side of
the fuel system.
In addition to the fuel metering function the FMU also
houses the Overspeed Valve and the Pressure Raising
and Shut Off Valve. The Overspeed valve under the
control of the EEC, provides overspeed protection for the
LP (N1) and HP (N2) rotors.
7
EEC
TM TM TM
FEED TO EXT
SERVICES
SERVO
PRESSURE
REGULATOR POSITION M.SW M.SW
RESOLVER
HP FUEL PRESSURE
FUEL SPEED RAISING
METERING TO FLOWMETER
PUMP VALVE AND
VALVE SHUT-OFF
VALVE
PRESSURE DROP
GOVERNOR AND
SPILL VALVE
TM = TORQUE MOTOR
M.SW = MICROSWiTCH
Fuel metering is achieved by the Fuel Metering Valve and Movement of the Fuel Metering Valve is transmitted
the Pressure Drop Regulator and Spill Valve, which act through a rack and pinion mechanism to drive a dual
together in the following sequence. output position resolver, the resolver output is fed back to
the EEC.
Signals from the EEC, cause the torque motor to change
position which directs fuel servo pressure to re-position The fuel metering valve incorporates a manual adjuster to
the Fuel Metering Valve. This changes the size of the allow setting for changes in fuel density. Automatic
metering orifice through which the fuel passes which in compensation for changes in fuel temperature is provided
turn changes the pressure drop across the metering valve. by bi-metallic washers located in the pressure drop
governor and spill valve assembly.
The change in the pressure drop is sensed by the
Pressure Drop Regulator which will re-position the spill
valve and so increase/decrease the fuel flow through the
fuel metering valve until the pressure drop is restored to its
datum value.
SERVO PRESSURE
REGULATOR
POSITION RESOLVER
HP FUEL
FROM
PUMP
FLOW WASH
FILTER
PRESSURE DROP
LP SPILL MIN FLOW STOP
REGULATOR
RETURN PRESSURE DROP AND SPILL VALVE
REGULATOR AND SPILL
VALVE
DE-ENERGIZED ENERGIZED
TORQUE TO PRESSURE
MOTOR RAISING VALVE
OVERSPEED
VALVE
METERING
VALVE
MIN FLOW
ORIFICE
MICROSWITCH
COCKPIT
CH A CH B SHUT-OFF
SHUT
PX
FIXED ORIFICE
SPILL VALVE LP
SERVO
Location
At the 4 o'clock position on the front flange of the diffuser
casing.
Features
• integral fuel filter with by-pass valve
• single fuel metering (check) valve
o spring closed
o fuel pressure opened
• ten fuel outlet ports
REAR OUTER CASING
FRONT FLANGE
BRACKET
REAR MOUNT
BRACKET
FUEL SUPPLY
MANIFOLD
FUEL INLET
20 FUEL NOZZLES
IGNITER PLUGS
INSERT
METERING
PLUG
FUEL-
FAIRING
(Both sides) SUPPORT
FUEL-
FAIRING
AIR FLOW
NOZZLE
FAIRING
(Both sides)
HEAT SHIELD FAIRING
NOZZLE
BAFFLE
FLANGE K
FORWARD
GASKE
FUEL NOZZLE
PACKINGS
BRACKET
GASKET NUT
FUEL SUPPLY
TUBE
CLAMP
BOLT
FUEL METERING
UNIT
D600 3 4
1
2
1 Fuel Flowmeter
2 Fuel Filter ∆P S/W
3 Fuel Temperature/ TC
4 LP Fuel Filter
The oil system is a self contained, full flow recirculating In addition warnings may be given for the following non-
type design to ensure reliable lubrication and cooling normal conditions:
under all circumstances. • low oil pressure
Oil cooling is controlled by a dedicated Heat Management • scavenge filter clogged or partly clogged (high
System which ensure that engine oil, I.D.G. oil and fuel differential pressure)
temperatures are maintained at acceptable levels while • No. 4 compartment scavenge valve inoperative
ensuring the optimum cooling configuration for the best
engine performance.
A simplified system diagram is shown below.
SYSTEM MONITORING
The operation of the engine oil system may be monitored
by the following flight deck indications:
• engine oil pressure
• engine oil temperature
• oil tank contents
V2500 SIMPLIFIED OIL SYSTEM
Oil System
No 1, 2 and 3 Bearing Lubrication
The oil feeds, and scavenge return, for No's 1, 2 and 3
bearings, including oil damping supplies for No 3 bearing
are shown in detail below.
RESTRICTOR
OIL
DlSTRIBUTORS STRAINERS
STRAINER
No 1 BEARING (LP)
No 3 BEARING
- DAMPER
JET TO No
2 BEARING
SEAL JET TO No 1
BEARING
JET TO JET TO No 3 BEARING
HYDRAULIC SEAL
CARBON SEAL
JET TO BEVEL
GEAR MESH
SEAL DRAINS
ET TO BEVEL GEAR
BEARINGS AND STEADY
BEARING
STEADY
BEARING
No 1 2 3 BEARING LUBRICATION
Oil system
No 4 Bearing Lubrication
The oil feed, and scavenge, arrangements for No 4
bearing are shown in detail below.
STRAINER
THERMALLY
INSULATED
SHIELDING
HP COMPRESSOR DELIVERY
AIR VIA AIR COOLED AIR COOLER
(ACAC) TO No 4 BEARING
FAN AIR USED AS COOLANT JET TO No 4 BEARING
AND REAR CARBON
SEAL
JET TO FORWARD
CARBON SEAL
SCAVENGE OIL
SCOOP AND STRAINER
No 4 BEARING LUBRICATION
Oil System
No 5 Bearing Lubrication
The oil feed and scavenge arrangements for No 5 bearing
are shown in detail below.
' 5 BEARING FEED
RESTRICTOR
LAST CHANCE
STRAINER
JFT TO No 5 BEARING
CARBON SEAL
STRAINER
OIL SCALLOPS
INSULATION BLANKET
EXHAUST CASING
No 5 BEARING LUBRICATION
Oil System
Gearbox Lubrication
The gearboxes, main and angle, are lubricated and
scavenged as shown below.
ANGLE
GEARBOX
MAGNETIC
CHIP DETECTOR
HYDRAULIC
PUMP
PRESSURE PUMP
AND FILTER
FUEL PUMPS
GEARBOX LUBRICATION
Component Description
Oil Tank
Purpose
To store the oil supply.
Location
Located to the top L.H. side of the external gearbox.
Type
Pressurised, hot tank.
Features
PRISMALITE OIL
LEVEL INDICATOR
OIL TANK
CONTENTS-
TRANSMITTER
BREATHER TUBE
RETAINING FLANGE
MASTER MAGNETIC
MANUAL OIL CHIP DETECTOR
FILLER
SCUPPER
DRAIN
OIL TANK
Component Description
Pressure Pump Pressure Filter
Purpose Purpose
To supply oil under pressure to the engine bearings, To trap solid contaminants.
gearbox drive, and accessory drives. Type
Type Mesh type filter - cleanable - nominal 125 micron rating.
Standard gear type (speed is 21.4% N2). Location
Location On the pressure pump housing.
Attached to front face of external gearbox on L.H. side just Features
below oil tank. Oil from the tank is taken to the pressure • pressure priming connection
pump by a passage cast within the gearbox.
• anti-drain valve
Features
• provides the housing for the pressure
• filter
• cold start pressure limiting valve
• flow trimming valve
FLOW TRIMMING VALVE
(for adjusting oil fow to a standard ANTI-DRAIN VALVE
level during pass-off testing) (prevents oil loss when
fitter is removed)
OIL IN
OIL OUT
AIR INLET
DUCT
OIL FLOW
BYPASS VALVE
(used in event of cooler REAR OF FAN CASE
blockage - opens at
50 psi)
FIRE SEAL
VALVE HOUSING
FUEL (SERVO)
RETURN
AIR VALVE
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER
ASSEMBLY
(LVDT)
ELECTRO-HYDRAULIC
SERVO VALVE
ASSEMBLY
(EHSV)
CHANNEL A
ELECTRICAL
RECEPTACLES
CHANNEL 8
FUEL SUPPLY
FUEL RETURN
DRAIN
1 Torque motor
2 Torque motor jet pipe
3 Spool vaive
4 Actuating piston
5 Air valve
6 Spring
7 Push rod and lever
8 LVDT
ANGLE GEARBOX
1 STRAINER
OIL TANK
DEOILER
Component Description
Scavenge Filter
Purpose
To trap solid contaminants.
Type
Disposable.
Location
Mounted to the rear of the oil tank -shown below.
Features
• disposable.
• by-pass valve.
• ∆P switch connections.
• provides housing for master magnetic chip detector.
OIL FILTER
PRESURE RELIEF VALVE
FUEL PUMP (Opens at 20 psi
DRIVE PAD pressure drop)
MASTER MAGNETIC
CHIP DETECTOR
ANGLE GEARBOX (Vatric type)
SCAVENGE FILTER
PRESSURE DROP
WARNING SWITCH
(∆p 12 psi
pressure setting)
FILTER ELEMENT
(30 microns OIL TEMPERATURE SENSOR
filtration fine) (Weston instruments)
VIEW ON A
MAGNETS
SCAVENGE
FLOW
REED
SWITCH
ELECTRICAL
CONNECTOR
4 Bolt (3 off)
5 Sealing ring
DE-OILER CASE
MASTER CHIP
DETECTOR INTEGRATED DRIVE
GENERATOR
DE-OILER
OIL
TANK DE-OILER CHIP
DETECTOR
FORWARD
HOUSING
PROBE
(With 'O' ring missing) SPRING SAFETY PIN
View showing pin against
groove when 'O' ring missing)
No 5 BEARING
SCAVENGE CHIP
DETECTOR
GEARBOX RH
CHIP DETECTOR
VIEW A VIEW B
• Normal - green
• Less than 4 quarts - flashes green
OIL SYSTEM INDICATIONS
Component Description
Differential Oil Pressure Transmitter &
Low Oil Pressure Warning Switch
1 Filter casing
2 Lock wire
3 Seal ring
4 Drain plug
5 Bolt
6 Washer
7 Filter cover
8 Seal ring
9 Filter element
MASTER MAGNETIC
CHIP DETECTOR
OIL INLET
(From
1 Filter casing scavenge
pumps)
2 Guide pin
3 Lock wire
4 Seal ring
5 Drain plug
6 Bolt
7 Washer
8 Filter cover
9 Seat ring
10 Filter element
The system is designed to provide adeguate cooling, to This is the normal mode and is shown below. In this mode
maintain the critical oil and fuel temperatures within all the heat from the engine oil system and the I.D.G. oil
specified limits, whilst minimising the requirement for fan system is absorbed by the L.P. fuel flows. Some of the fuel
air offtake. is returned to the aircraft tanks where the heat is absorbed
or dissipated within the tank.
Three sources of cooling are available:-
This mode is maintained if the following conditions are
• the LP fuel passing to the engine fuel system satisfied:-
• the LP fuel which is returned to the aircraft fuel tanks • engine not at high power setting (T/O and early part
• fan air of climb).
There are four basic configurations between which the • cooling spill fuel temperature less than 100 deg C.
flow paths of fuel in the engine L.P. fuel system are varied. • fuel temperature at pump inlet less than 54 deg C.
Within each configuration the cooling capacity may be
varied by control valves which form the Fuel Diverter and
Back to Tank Valve.
The transfer between modes of operation is determined by
software logic contained in the E.E.C. The logic is
generated around the limiting temperatures of the fuel and
oil within the system together with the signal from the
aircraft which permits/inhibits fuel spill to aircraft tanks.
Heat Management System
Mode 3
In this condition all the heat from the engine and I.D.G. oil
systems is absorbed by the burned fuel. If however, the
fuel flow is too low to provide adequate cooling the engine
oil will be pre-cooled in the air/oil heat exchanger, by a
modulated air flow, before passing to the fuel/oil heat
exchanger.
Heat Management System
Mode 4
Mode 4 as shown below is the mode adopted when the
burned fuel flow is low i.e. at low engine speeds with a
high H.P. fuel pump inlet temperature.
In this mode the fuel/oil heat exchanger is operating as a
fuel 'cooler' and the heat passed to the engine oil is
extracted by the air/oil heat exchanger.
Heat Management System
Mode 5
The fuel diverter valve and the back to tank valve together The interface between the E.E.C. and the valve is a
form a single unit. The unit is bolted to the rear of the modulating torque motor, the torque motor (or will direct
fuel/oil heat exchanger as shown below. The valves are H.P. servo fuel to position the valve.
positioned on commands from the E.E.C.
The fail safe position is with the valve fully closed - no fuel
Fuel Diverter Valve return to tank
COMPRESSOR AIRFLOW
CONTROL SYSTEM
Compressor Airflow Control System
Introduction
The engine incorporates two air bleed systems and a • the VSV system which comprises variable inlet
variable stator vane (VSV) system which together are guide vanes, at the inlet to the H.P. compressor,
used to:- and 4 stages of variable stator vanes.
• ensure stable airflow through the compressor at "off The three systems are controlled by the E.E.C.
design" conditions
• ensure smooth, surge free, accelerations and
decelerations (transient conditions)
• improve engine starting characteristics
• assist in re-stabilising the engine if surge occurs
(surge recovery)
The complete system comprises three subsystems, which
are:
• an LP compressor air bleed located at engine
station 2.5 and known as the Booster Stage Bleed
Valve (BSBV).
The B.S.B.V. bleeds air from the rear of the L.P. The annular bleed valve comprises 27 flaps which are
compressor at engine station 2.5, the bleed air is vented attached by 25 link arms and 2 power arms to a
into the fan air duct. synchronise ring. Two actuating rods connect the two
power arms to two actuators. The two actuators utilise
The bleed valve provides improved surge margin during H.P. fuel as an hydraulic medium, and are hydraulically
starting, low power and transient operations. "linked" to ensure simultaneous movement.
The bleed valve is controlled by the E.E.C. and is fully The mechanical arrangement is shown below.
modulating, between the fully open and fully closed
positions, as a function of:-
• Nl corrected speed
• Altitude
• Aircraft forward speed (Mn)
Only one of the actuators, the one on the left hand side,
interfaces with the EEC. This actuator is called the Master
actuator, the RH actuator is called the Slave actuator.
BSBV ACTUATORS
BSBV Master Actuator
Removal / Installation
Removal/installation of the master actuator is quite
straightforward.
The following points should be noted:-
GUIDE PIN
(2 off)
HP FUEL
BLEED VALVE
ACTUATING
ROD
INTERMEDIATE
STRUCTURE
DRAIN TUBE
HARNESS
HARNESS
(Feed back signals)
RETRACT LINE
PISTON JACK
FORK END
EXTEND LINE
BLEED VALVE
ACTUATING
ROD
MOUNT BRACKET
STAGE 5 LEVER
BRIDGE
PIECE
ENGINE
REAR SPLIT
BRG CASING
FUEL
STAGE 4 POWERED
LEVER RAM
1 UNION
2 UNION
ELECTRICAL
CONNECTOR
LP RETURN TUBE
SEALING RING
HP SUPPLY TUBE
ELECTRICAL
CONNECTOR
ELECTRICAL
CONNECTOR
STAGE 7 LOWER RH BV
BLEED VALVES - RH
Compressor Airflow Control
Handling Bleed Valves - Location L.H.
The diagram below shows the location of the bleed valve
mounted on the L.H. side of the engine.
BLEED VALVES - LH
Compressor Airflow Control
Handling Bleed Valves
Operating Schedule
Steady State
The valves are commanded open whenever N2C26 is
below the steady state closing speed.
Transient
The valves are commanded open at the beginning of
accelerations/decelerations and will close when either the
speed limits are exceeded or timers expire.
Surge/Reverse
The valves will be commanded open in the event of a
surge within the speed range shown.
In reverse thrust laws similar to the transient laws apply
but the reverse speeds, shown below, are used.
BLEED VALVE REGIME OPEN CLOSE
Corrected N2
The schedule for one bleed valve (7C) is shown, in detail, Note the transient regime is slightly modified for operation
below. above 15000 ft but operates in the same way.
Bleed Valves
The bleed valve is a two position valve and is either fully
open or fully closed. The bleed valve is spring loaded to
the open position and so all the bleed valves will be in the
correct position - open -for engine start.
When the engine is started the bleed air will try to close
the valve. The valve is kept in the open position by servo
air (P3) supplied from the solenoid control valve, (solenoid
de-energised) as shown below.
P3 SUPPLY
VENT
VENT
BLEED VALVE
OPEN
SOLENOID CONTROL
VALVE
VENT
VENT
SOLENOID
ENERGISED
BLEED VALVE
CLOSED
SOLENOID CONTROL
VALVE
The system improves engine performance by ensuring The actuator is positioned by signals from the E.E.C.
that the HP and LP turbines operate with the optimum which thus controls the cooling flows as a function of:-
turbine blade tip clearances.
• corrected N2
This is achieved by directing a controlled flow of cooling • aircraft altitude
air to reduce the thermal growth of the turbine casings. An actuator mounted L.V.D.T. transmits cooling valve
This minimises the increase in turbine blade tip clearances position feedback signals to the E.E.C.
which otherwise occurs during the climb and cruise
Loss of control (EEC) or loss of fuel pressure drives the
phases.
actuator to the fail safe position to provide maximum
Operation turbine blade tip clearances.
ACTIVE CLEARANCE
CONTROL (ACC) VALVE
AIR FROM THRUST REVERSER DUCT
TO HP/LP CASE COOLING
HP TURBINE
CASE COOLING
LP TURBINE
CASE COOLING
90 µ FILTER
EEC
DUAL LVT
PRESSURE RETURN FEEDBACK TRANSDUCER
PORT PORT
DRAIN
HP Turbine
LP Turbine
ACC SYSTEM
Secondary Air Systems
Active Clearance Control
H.P. Turbine Manifold
The graph shown below shows control valve position, and Note
actuator position related to operation points A to E. The actuator position between point C and point E
Engine Stopped depends on Altitude.
With the engine stopped, the position of the actuator Fail Safe
piston is point A. At this point:- When there is no torque motor current or no fuel servo
• The control valve for the H.P. turbine ACC is closed. pressure, the actuator piston moves to point A. The
actuator piston remains at this point at all defective
• The control valve for the LP turbine ACC is not less
conditions.
than 44 per cent opened.
Engine Operation
During engine operation, the E.E.C. controls the position
of the actuator piston between point B and point E.
Take-off
During take-off, the position of the actuator piston is at
point C. At this point:-
• The control valve for the HP turbine ACC is closed.
• The control valve for the LP turbine ACC is not less
than 70 per cent opened.
PISTON TRAVEL (%)
The purpose of this system is to provide additional cooling The make up air supplements the normal airflows in this
airflows to the H.P. turbine 2nd stage disc and blades. area and increases the cooling flow passing to the H.P.
turbine, stage 2.
The cooling air used is taken from the 10th stage manifold,
and is controlled by a two position pneumatically operated The EEC will keep the air valve open at all engine
valve. operating phases except cruise. The valve incorporates a
micro switch when transmitting valve position feedback
The valve position is controlled by the EEC as a function signals to the EEC.
of corrected N2 and altitude.
The failsafe position is valve open.
Operation
ON/OF
VALVE
SOLENOID
CONTROL
VALVE
VIEW ON A
TO WING ANTI-ICING
TO WING ANTI-ICING
HP GROUND CONNECTOR
PRECOOLER
FAN AIR VALVE
STARTER
AIR
VALVE
STARTER
STAGE 7 STAGE 10
HPC 1 HP Regulating valve
2 PRV
3 0/PV
4 FAV
5 Check valve
FAN AIR
7TH STAGE
CHECK VALVE REGULATING
VALVE
STARTER
ANTI-ICE DUCT
VALVE HIGH STAGE
CONTROL VALVE
CORE COMPARTMENT
TEMPERATURE SENSOR
PRECOOLER
CHECK
VALVE
HIGH PRESSURE
CONTROL VALVE
PRESSURE
REGULATING
VALVE V
HIGH STAGE
VALVE
D510P(A)
D550P(B)
HYDRAULIC LP ANTI-ICING
WNG SWITCH CONTROL VALVE
Refer to M.M.
Removal
Refer to AMM, Task 36-11-51-000-010
Installation
Refer to AMM, Task 36-11-51-400-010
The procedure is illustrated below.
Note
Discard the seals on removal and always fit new seals on
installation
ELECTRICAL
CONNECTOR
MANUAL
LOCKOUT PIN
PRESSURE FROM
PRV
POSITION INDICATOR
Removal
Refer to AMM, Task 36-11-52-000-010
Installation
Refer to AMM, Task 36-11-52-040-010
Note
Discard the seals on removal and always fit new seals on
installation
PRESSURE FROM
TEMPERATURE
LIMITATION
THERMOSTAT (TLT)
ELECTRICAL
CONNECTOR
PRESSURE TO
HIGH PRESSURE
VALVE
MANUAL MANUAL
LOCKOUT PIN LOCKOUT
(STOWED) PIN
OPEN
POSITION INDICATOR
Ice may form in the inlet cowl when the engine is operating The P2/T2 probe is continuously heated, during engine
in conditions of low temperature and high humidity. operation, by an integral 115V heating coil.
Ice build up in, and on, the inlet cowl could affect engine Rotating Fairing
performance and could cause compressor damage from
ice ingestion. To prevent ice formation anti-icing protection The rotating fairing (spinner) is protected against ice build
is provided in the following areas:- up by a solid rubber nose tip which vibrates naturally to
break up and dislodge the ice immediately it starts to form.
• the inlet cowl (thermal).
• the P2/T2 probe (thermal)
• the rotating fairing - spinner (dynamic)
The inlet cowl anti-icing system utilises air taken from the
7th compressor stage which is ducted down the R.H. side
of the engine to an anti-icing control valve located on the
rear diaphragm of the nose cowl.
From the anti-icing control valve the hot air passes to a
distribution manifold located inside the inlet cowl lip. The
used air is vented overboard through an exhaust grille on
the lower R.H. side of the inlet cowl.
ANTIICE
ENG 1 ENG2
7TH STAGE
DUCT
INLET COWL
ANTI-ICE VALVE
ANTI ICE DISCHARGE
GRILLE
The spray ring has multiple outlets which direct the hot air
to heat the inner surfaces of inlet cowl lip skin. The air is
then exhausted overboard through an outlet grille on the
lower R.H. side of the inlet cowl.
AFT BULKHEAD
FORWARD
BULKHEAD
AIR SUPPLY
MID
CL
CLOSE
LOCK
RING
Note
In addition to the speed signals a dedicated signal from
the LP rotor (N1) is provided for trim balancing operations.
Type
N1: speed probes used in conjunction with a phonic wheel
N2: uses the frequency of the dedicated alternator output
Trim Balance: speed probe (used with the phonic
wheel as N1).
Operation
A schematic arrangement of the speed indicating system is
shown below.
FRONT BEARING
COMPARTMENT BREAK CONNECTION
(Bifurcation panel)
SPEED ARINC
PROBE 'A' 429 RMS TO ELECTRONIC
CENTRALIZED
AIRCRAFT
SPEED N1 and MONITORING
PROBE 'B' EEC N2 SYSTEM
signals) (ECAM)
SPEED N1
PROBE SIGNALS
(Spare)
TRIM
BALANCE AIRCRAFT/ ENGINE
PROBE INTERFACE
JUNCTION
BOX
TO ENGINE
CHANNEL B' POWER SUPPLY VIBRATION
MONITORING
UNIT (EVMU)
DEDICATED
GENERATOR N2 SIGNALS
LP STUB
SHAFT
SPEED PROBE
PERMANENT
MAGNET
PERMANENT
FAN SPEED PROBE MAGNET
PHONIC WHEEL
POLE PIECES
TRIM BALANCE
PROBE
1 PULSE/REVOLUTION
SLOT
No 2 BEARING
SUPPORT
INNER
STRUT
FAN SPEED
PROBE
RWARD
LP STUB
SHAFT
TRIM BALANCE
PROBE
LP SHAFT
PHONIC WHEEL
A CIRCUIT
B CJRCUJT T/C 4
JUNCTION BOX
T/C 2 T/C 1
CHROMEL B CIRCUIT
CHROMEL A CIRCUIT
ALUMEJ 8 CIRCUIT
ALUMEI A CIRCUIT
ALUMEL STUDS
VANE No IT
(Similar - 3, 6 & 8)
CHROMEL
VIEW ON B
TYPICAL AT 4
POSITIONS
ACAC EXHAUST
DUCT
FIRE DETECTION
SUPPORT BRACKET
BOSS
P3/T3 PROBE
Engine Indicating
E.G.T. and P3/T3 Measurement
Electrical Harness
The Engine Pressure Ratio (EPR) is used to set and The associated indications are:-
control the engine thrust
EPR = P4.9 : P2 • EPR max : thick amber line
P2 is measured by the P2/T2 Probe located in the inlet • EPR limit : max EPR value corresponding to thrust
cowl. limit mode, which can be:
P2/T2
MOUNTiNG
BOLTS
MOUNTING BRACKET
SEALING BLOCK
PROBE
PRESSURE
CONNECTION
INLET COWL
REAR BULKHEAD
ELECTRONIC ENGINE
CONTROL UNiT
RELAY BOX
STARTER
INSTALLATION
COUP I ING
STARTER ADAPTER
ENGINE
STARTER
ENGINE STARTER-INSTALLATION
Engine Starting and Ignition System
Starter Motor - Operation
The starter is a pneumatically driven turbine unit that When the starter output drive shaft rotational speed
accelerates the H.P. rotor to the required speed for engine increases above a predetermined rpm centrifugal force
starting. The unit is mounted on the front face of the overcomes the tension of the clutch leaf springs, allowing
external gearbox. the pawls to be pulled clear of the gear hub ratchet teeth
to disengage the output drive shaft from the turbine.
The starter comprises a single stage turbine, a reduction
gear train, a clutch and an output drive shaft - all housed
within a case incorporating an air inlet and exhaust.
Compressed air enters the starter, impinges on the turbine
blades to rotate the turbine, and leaves through the air
exhaust. The reduction gear train converts the high speed,
low torque rotation of the turbine to low speed, high torque
rotation of the gear train hub. The ratchet teeth of the gear
hub engage the pawls of the output drive shaft to transmit
drive to the external gearbox, which in turn accelerates the
engine H.P. compressor rotor assembly.
When the air supply to the starter is cut off, the pawls
overrun the gear train hub ratchet teeth allowing the
turbine to coast to a stop while the engine HP turbine
compressor assembly and, therefore, the external gearbox
and starter output drive shaft continue to rotate.
TURBINE ROTOR
REDUCTION GEARS
DRIVE SHAFT
AIR INLET
DISENGAGING MECHANISM
TURBINE GEAR TRAIN
ROTOR
TURBINE
NOZZLES
AIR INLET
TWO PIECE
OUTPUT SHAF
AIR EXHAUST
STARTER - SCHEMATIC
Engine Starting and Ignition System
Starter Air Control Valve
Manual Operation
The starter air valve can be opened/closed manually using
a 0.375 in square drive. Access is through a panel in the
R.H. fan cowl. A valve position indicator is provided on the
valve body.
A micro switch provides valve position feed back
information to the FADEC.
STARTER SHUT-OFF VALVE - INSTALLATION
Starting and Ignition System Starter
Air Valve - Operation
Valve Opening
Two independent ignition systems are provided. Continuous ignition may also be selected manually.
The system comprises:- The ignition exciters provide approx 22.26 KV and the
igniter discharge rate is 1.5/2.5 per second.
• two ignition exciter units' - located as shown below
• two igniter plugs - located in the combustion system Test
adjacent to No's 7 & 8 fuel spray nozzles Operation of the ignition system can be checked on the
• two air cooled High Tension ignition connector ground, wj th the engine shut down, through the
leads maintenance menu mode of the CFDS.
Dual ignition is automatically selected for: -
• all in flight starts
• manual start attempts
• continuous ignition
Single alternate ignition is automatically selected for
ground auto starts.
Continuous ignition is automatically selected when the
engine anti-ice system is 'ON' or when the aircraft flaps
are extended for:-
• take-off
• approach
• landing
CLAMP
COOLING AIR
INLET
COOLING AIR
EXHAUST
HIGH
TENSION LEAD
(inside cooling jacket)
IGNITION EXCITER
IGNITION SYSTEM
Starting and Ignit ion System
Ignition - Relay Box
Two Master switches and a 3-position rotary control switch CRANK position
are mounted on the pedestal for auto mode engine start • used to pet form dry or wet motoring.
and pushbutton switches are mounted on the overhead
panel for alternate mode (manual) start. Indication is displayed by lower and upper ECAM display
units and by warning lights.
The rotary switch is used in conjunction with either Master
switch during auto mode starts or with MAN START push The ENG MAN START button incorporates a blue ON
button switches in the alternate mode. legend and is normally in the released position with the
ON legend off. Pressing the switch opens the pneumatic
IGN position starter valve and illuminates the ON legend. An amber
• used to perform starting in the auto and alternate "fault" warning light on the pedestal mounted control panel
modes. illuminates when a disagreement occurs between the
• to call ENG START page on the lower ECAM display pneumatic starter valve position and that commanded by
unit. the starting sequence in the "auto" mode. ECAM lowet
and upper screens display various warning and caution
NORM position messages as well as the ENGINE start page.
• rest position after engine starting.
• clears ENG START page
STARTING - CONTROLS AND INDICATIONS
Starting and Ignition System
Electrical Control
Engine Interface Unit (EIU)
INTRODUCTION
Introduction - Nacelle
COMMON NOZZLE
ASSEMBLY (CNA)
TITANIUM
C DUCT
TRANSLATING COWL
CARBON FIBRE
ANT-ICING
D CHAMBER FAN COWL DOORS
ALUMINIUM CARBON-FIBRE
INLET
COWL
CARBON FIBRE
V2500 NACELLE
Introduction - Nacelle
Access to Engine Mounted Units
Access to units mounted on the LP compressor (fan) case
and external gearbox is gained by opening the hinged fan
cowls.
Access to the core engine, and the units mounted on it, is
gained by opening the hinged 'C ducts.
RIGHT HAND C-DUCT PYLON
THRUST REVERSER
RIGHT HAND
FAN COWL DOOR
COMMON NOZZLE
ASSEMBLY (CNA)
HOLD OPEN
ROD
INLET
COWL
LEFT HAND FAN
HOLD COWL DOOR
OPEN
ROD
NACELLE SYSTEM-DETAILS
Introduction - Nacelle
Access Panels and Doors
INIfcHPHONI.
JACK
ANI-ICE
DISCHARGE
GRILLE
GEARBOX
AIR COOLED OVERBOARO MASTER CHIP STOW LOCKOUT
OIL COOLER DISCHARGE DETECTOR (TYPICAL 2 PLACES)
STARTER SHUTOFF
VALVE/PRESSURE
RELIEF DOOR
OIL TANK
SERVICE DOOR
The inlet cowl is bolted to the front of the L.P. Compressor P2 / T2 Probe
(Fan) case. • Probe located at TDC, attached to inner skin
Purpose • Senses total inlet pressure (P2), and total inlet
To supply all the air required by the engine, with minimum temperature (T2).
• Access panel provided for maintenance.
pressure losses and with an even pressure face to the fan.
To minimise nacelle drag. Handling
Construction • Two hoisting points provided.
Hollow, inner and outer skins supported by front (titanium) • Inlet cowl weighs 238 lbs.
and rear (Graphite / Epoxy composite) bulkheads Ventilation Intake
Inner and outer skins manufactured from composites. Ram air inlet to provide ventilation of Zone 1.
Leading edge - Aluminium.
Ice Protection
Integral thermal anti-icing utilizing stage 7 air off take.
INLET COWL
NACELLE
Mechanical Arrangement
Inlet Cowl Details
• Door locators:
Automatically align the fan cowl doors to ensure good
sealing.
• Strut brackets:
Provide location for the L and R hand fan cowl door
support struts (front struts only).
• Alignment pins:
Ensure correct location of the inlet cowl to the fan case
when the inlet cowl is installed.
OUTER BARREL INLET
VENTILATION
HOiST POINTS
(4 PLACES)
RING
STRUTBRACKET
(2 PLACES)
INNER
BARREL INTERPHONE JACK
TAI DISCHARGE
GRILLE
DOOR LOCATOR
AFT BULKHEAD
DOOR
ALIGNMENT
FEATURE
ZONE VENTILATION
OUTLET P2/T2 PROBE ACCESS
PROBE ELECTRICAL
CONNECTIONS
DOOR ALIGNMENT
FEATURE
PROBE PRESSURE
CONNECTION
1 SLING
2 PLASTIC SHIM
3 INLET COWL
The doors extend rearwards from the inlet cowl to the Warnings
leading edge of the 'C ducts.
• The fan cowl hold open struts must be in the extended
Purpose position and both struts must always be used to hold
the doors open.
To provide access to the fan case and gearbox mounted
accessories. • Be careful when opening the doors in winds of more
than 26 knots (30 mph) .
Construction • The fan cowl doors must not be opened in winds of
Graphite skins enclosing, aluminium honeycomb. more than 52 knots (60 mph).
Aluminium reinforcement at each corner minimises
handling/impact damage and wear.
Door Fitting
4 hinges on each door locate to the bottom of the pylon.
Doors abut along bottom centre line and are secured to
each other by 4 quick release - adjustable - latches.
Hold-open Struts
Doors can be propped open, for maintenance operations,
using 2 swivel, telescopic struts which are stowed inside
the doors when not in use.
HINGES
DOOR ALIGNMENT
FEATURES
ECC COOLING
INTAKE
HOISTING
POINTS
Replacement
This is the reversal of the removal sequence.
On completion, check the cowl door alignment and latch
tension.
PYLON
TYPICAL 4 PLACES
1AE-1N20404
BLANK CAP
SHIM
ADJUSTING
HEXAGONAL NUT
WRENCH
SHIM
KEEPER
ASSEMBLY
STOW
BRACKET
ATTACH POINT
BRACKET
ATTACH POINT
BRACKET
LATCH HANDLE
{TYPICAL 4 PLACES)
HOISTING FEATURE
(TYPICAL 2 PLACES)
DOOR STRUT
ATTACHMENT
DOOR STRUT
ATTACHMENT
OIL FILLER
ACCESS DOOR
MASTER CHIP
DETECTOR
ACCESS DOOR
STRUT
STOWAGE
STRUT
STOWAGE DOOR
ALIGNMENT
FEATURE
VENTILATION ADJUSTABLE
GRILLE KEEPERS
DOOR
ALIGNMENT
FEATURES
EEC COOLING
AIR DISCHARGE
EEC COOLING
INTAKE
HOISTING
FEATURE
DOOR STRUT
ATTACHMENT
STARTER VALVE
ACCESS/PRESSURE
RELIEF DOOR ACOC AIR
GEARBOX
OVERBOARD
BREATHER
OUTLET DOOR STRUT
ATTACHMENT
DOOR
ALIGNMENT LATCHES
FEATURE (4 PLACES)
STRUT VENTILATION
STOWAGE GRILLE
ACTUATOR
RIGHT ACCESS
CDUCT
INNER
BARREL
STOW LOCKOUT
(TYPICAL 2 PLACES)
Pre-Coolor Ducts
Supply fan air to the pre-cooler of the ECS located in the
aircraft strut.
UPPER HEAT
BUMPER SHIELD
DOOR OPENING
(4 PLACES) ACTUATOR
UPPER
BIFURCATION COOLING DUCT
PRECOOLER
DUCT
TORQUE
RING
LOAD SHARE
FITTING
7TH STAGE
BLEED
C-DUCT OPENING OUTER
ACTUATOR V BLADE
ONE PIECE
INNER BARREL/
AFT HOLD BIFURCATION
OPEN ROD
7TH STAGE
BLEED
HEAT
SHIELD
LOWER
BUMPER
(5 PLACES)
ACAC INLET
LOWER
BIFURCATION FORWARD
HOLD OPEN FORWARD BUMPER
ROD AND LATCH
Ports in both 'C ducts discharge air from the 7 & 10 stage
compressor handling bleed valves, when open, into the
fan duct.
UPPER HEATSHiELD
BIFURCATION
DOOR OPENING
ACTUATOR
COOLING DUCT
PRECOOLER
TORQUE DUCT
RING.
UPPER
BUMPER
(4 PLACES)
7TH STAGE
BLEED LOAD SHARE
FITTING
7THSTAGE
BLEED AFT LOWER
BUMPER
OUTER LOWER
'V BLADE BIFURCATION
FORWARD HOLD
OPEN ROD
C DUCTS - LATCHES
Mechanical Arrangement
Latch Access Panel and Take Up Device
THRUST REVERSER
C DUCT LATCHES C DUCT
TAKE UP DEVICE
DOOR LATCH
Warning
Both struts must always be used to support the 'C ducts in
the open position. The C-ducts weigh approx. 578 lbs
each. Serious injury to personnel working under the
C - ducts can occur if the C-duct is suddenly released.
ROD END
FITTING
ROD
ANCHORAGE
C DUCT BRACKET
ROD
ANCHORAGE
BRACKET
BOLT
WASHER
WASHER
BOLT
NUT
WASHER
NUT
NUT
WASHER
(TYPICAL LHAND RH
INSTALLATION) PYLON
GSE PIN
(AIRBUS BOLT
FURNISMFH)
BOLT
DOOR OPENING
ACTUATORS
MANIFOLD/PRESS
RELIEF VALVE
CDUCT OPENING
ACT UAT OR
A C T UA T O R
CHECK VALVE
TUBING AND
HOSES
CLAMP
RELIEF VALVE
WITH I N T E G R A L FILTER
HYDRAULIC FILTER
TUBE
VENT
HOSE COVER MANIFOLD
(EXPANDED) QUICK
DISCONNECT FITTING
INNER ANNULUS
LUMINUM SKIN
TITANIUM FRAME
TYPICAL
LOWER STRUT
TITANIUM SKIN
IAE:1N20002
HINGE ACCESS
PANEL
SCREW
(11 PLACES
(.75 IMCH)(19.5mm)
CLEARANCES
TYPICAL
IUPPER STRUT
COMMON NOZZLE
EXHAUST PLUG EXHAUST COLLECTOR
NUT
(56 PLACES)
IAE-1N20001
COMMON NOZZLE
FIXTURE
BOLT
(56 PLACES)
IAE-1N20004
CNA DOLLY
C DUCT
FIGURE 5
SHEAR PIN
MOUNT BEAM ASSEMBY
MONOBALL STOP
PLATE
THRUST LINK
SHEAR PIN
BEAM JOINING
BOLTS
THRUST LINK
ANTI-ROTATION AND
RETAINING PLATES
(10 places)
SHEAR PIN
(2 places)
LINK ASSY
ANTI-ROTATION AND
RETAINING PLATES
RETAINING
PLATE
SLEEVF LINK SHEAR PIN
SOLID PIN AND
SLEEVE
THRUST REVERSER
NACELLE
Thrust Reverser Unit (T.R.U.)
Introduction
Purpose
The thrust reverser provides deceleration forces to slow • automatic restow system
the aircraft on landing or during an abandoned take off. It • manual deployment / stow for maintenance
is incorporated in the 'C ducts and forms an integral part of
the fan stream exhaust duct. • manual lock out allows aircraft dispatch with
inoperative thrust reverser
The thrust reverser comprises a fixed inner and a movable
outer (translating} assembly. An overview of the thrust reverser is shown below.
Controls
TRANSLATING
COWL
ONE PIECE
INNER
BARREL
STOW LOCKOUT
PIN
BLOCKER STOWAGE
DOORS
LOWER ACTUATOR
REVERSER OVERVIEW
Introduction - Operation
DYNAROHR ACOUSTIC
BLOCKER DOOR PANEL
OUTER
PANEL 21 in STROKE ACCESS
CASCADE CASCADE DOOR
AFT RING
ALUMINIUM
BLOCKER
ACTUATOR DOOR LINK TRANSLATING
TORQUE RING
SLEEVE INNER BARREL
ENGINE
VEE GROOVE
Movement of the thrust lever rearwards is limited to • the thrust reverser is fully stowed
forward idle by the latches carried on the thrust levers. • both locks are fully engaged.
When the latches are lifted the thrust lever is allowed to
move further rearwards (maximum movement approx. 12 REV
degrees). This initiates the following sequence of events • both locks are disengaged and
which are all controlled by the E.E.C. • the reverser is between fully stowed and fully deployed
• the thrust reverser begins to deploy, engine power i.e. in transit.
commanded to idle. REV
• when the thrust reverser has deployed approx. • thrust reverser is fully deployed.
78%, EEC commands engine to accelerate to
reverse power selected by thrust lever position.
• thrust reverser continues to deploy to fully deployed
position.
REVERSE
FORWARD
THRUST REVERSE
LATCHING LEVERS
THROTTLE CONTROL
LEVERS
ENGINE PANEL
To provide the force required to move the translating cowl • Actuator synchronisation system which utilizes
during thrust reverser operation. flexible synchronising cables running inside the
Features hydraulic deploy tubes.
• Manual drive system (which utilises the
• Two linear hydraulic actuators per translating cowl. synchronising cables) used to stow or deploy the
• One non-locking (upper) actuator which incorporates translating cowl for maintenance operations.
a Linear Voltage Differential Transformer (LVDT) to
provide actuator positional feedback signals.
• One locking (lower) actuator which includes a
locking mechanism to hold the reverser in the
stowed position, the locks incorporate sensors which
signal lock position to the EEC.
• The Hydraulic Control Unit (HCU) which incorporates
the isolation valve, the directional control valve
(DCV) and the pressure switch.
• Flexible hydraulic hose assemblies which link the
two upper actuators and incorporate the hydraulic
feed tubes (hydraulic T unions).
• Rigid hydraulic tubes which link the upper and lower
actuators.
TRANSLATING SLEEVE
UPPER ACTUATOR
HYDRAULIC "T"
AIRBUS
FURNISHED
- EXTEND HYDRAULIC
HOSE/FLEXSHAFT
RETRACT ASSEMBLY
HYDRAULIC
HOSE ASSY
HYDRAULIC
CONTROL UNIT
- EXTEND TUBE
LOWER
LOCKING RETRAC
ACTUATOR TUBE
FILTER
HYDRAULIC
ISOLATION
VALVE
DEACTIVATING
LEVER
SOLENOIDS
PRESSURE
SWITCH
HCU
PYLON
CLOGGING
BYPASS INDICATOR DEPLOY
VALVE
LOCK PIN HYDRAULIC DIRECTION CONTROL
STORAGE CONTROL UNIT VALVE
BRACKET
DEACTIVATION
(Lock out)
PIN
LOCKOUT LEVER
HYDRAULIC POSITION
FILTER UNLOCK LEVER
POSITION
ELECTRICAL
CONNECTORS
MOUNTING GIMBAL
UNION (Stow)
ADAPTER
(Deploy)
BEARING
RINGS
CLUTCH SHAFT SEAL
END CAP PIVOT PIN SCRAPER
ROD GUIDE
THRUST NEEDLE
BEARING PISTON
NUT
WORMWHEEL JACKHEAD ASSEMBLY
SCREWSHAFT
UNION (Stow) PISTON
MOUNTING BUSH
CLUTCH SHAFT
GIMBAL
JACKHEAD ASSEMBLY
SCREWSHAFT
WORMSHAFT
END CAP
LVDT
FLEXIBLE
DRIVE SHAFT SHAFTING GUIDE T-
(TOP)
GUIDE TUBE
FLEXIBLE
DRIVE SHAFT
(SIDE)
FLEXIBLE
DRIVE SHAFT GUIDE TUBE
(SIDE)
LOCKNUT
R.NGSEAL
END FITTING
In this position:-
• hydraulic pressure from the aircraft system is
available as far as the control unit only
• the isolation valve is in the closed position - control
solenoids de-energised
• both sides of the actuator pistons are ported to
hydraulic return
• the thrust reverser is maintained in the forward
thrust position by mechanical locks which are an
integral part of the locking (lower) actuators
• the directional control valve is in the stow position,
control solenoids de-energised
THRUST REVERSER TRU - SCHEMATIC
Thrust Reverser - Operation
Deploy/Stow
Reverse Thrust Selection
Selection of reverse thrust will - via the EEC - provides • the extend side of the actuator pistons is ported, via
signals to: the DCV to hydraulic return
• open the isolation valve to allow hydraulic pressure • the EEC will cancel the open signal to the isolation
to the thrust reverser valve 5 seconds after the translating cowls reach
the fully stowed position, to ensure full lock
• move the directional control valve (DCV) to the
engagement.
deploy position
Hydraulic pressure is then felt on both sides of the
actuator pistons but, because of the differential piston
areas, the actuators will extend to move the translating
cowls to the reverse thrust position.
Note
the signal from the EEC to the DCV is routed via a relay
which is closed by the Engine Interface Unit (EIU) when
reverse thrust is selected within the permitted operating
envelope.
Re-selection of Forward Thrust
• moves DCV to stow position
• the open signal to the isolation valve is maintained
providing hydraulic pressure to the stow side of the
actuator pistons
THRUST REVERSER OPERATION
NACELLE
Thrust Reverser - Maintenance
Manual Deploy/Stow
The thrust reverser may be deployed/stowed manually for • insert 3/8 inch square drive speed brace into
maintenance - trouble shooting operations. external socket - see below - push to engage drive
and rotate speed brace to extend /retract translating
The procedure is summarised below, the full procedure, cowl as required.
warnings and cautions may be found in the M.M. CH 78.
Note do not exceed max. indicated torque loading.
• open and tag the following circuit breakers for the
appropriate engine T.B.D. by Airbus
• open the L and R hand fan cowls
FROM HCU
VIEW ON A
Method
The procedure is summarised below, the full procedure is
described in the AMM CH 78 Task 78-32-00-040-011.
• if the thrust reverser is deployed -stowed manually
as previously described
• install the lock out pin in the de-activation lever of
the hydraulic control unit. Task 78-32-00-041-010.
• remove the translating cowl de-activation pins (2)
from their stowage and insert them in the de-
activation position
Note
When fully inserted in the de-activation position the pins
will protrude approx. 0.8" to provide visual indication of
"lock out".
THRUST REVERSER -DEACTIVATION
Thrust Reverser - Maintenance
Cascades – Removal & Installation
# BLANK CASCADE
Cascades - Removal/Installation
LH LVDT
RH LVDT
LH LOCK SENSOR
RH LOCK SENSOR
RH CDUCT
4005VC (9O0J)
HP COMPRESSOR REAR
SECTION ENGINE MOUNT
FUEL
FILTER
OIL
TANK
HYDRAULIC
PUMP
COMBUSTION
SECTION
OIL
PUMP STAGE 10 COMMON
BLEED VALVE NOZZLE
FUEL
PUMP
GEARBOX
STAGE 7 EEC
BLEED VALVES
TURBINE SECTION
The A3 20 utilises Electronic systems to detect, categorise This mode is only available when the aircraft is on the
and display faults which occur during aircraft operation. ground and the engines are not running.
One of these systems is the Centralised Fault Display: It allows maintenance crews to establish an interactive
System (CFDS). The CFDS consists basically of;- dialogue through one MCDU with any of' the connected
aircraft systems.
• all (Bite) Built In Test Equipment portions of. the
electronic control systems The location of the units is shown below.
• the central computer - the Centralised Fault Display
Interface Unit (CFDIU)
• two Multi-Purpose Control and Display Units
(MCDU)
The CFDS has two operating modes:-
Normal Mode
The CFDS continuously receives failure and status
information from the Bite portions of all the connected
systems.
MULTI PUHPOSE
2 MCDU PRINTER
TO MCDU's
AND PRINTER
bite
bite
CFDIU bite
bite
ELECTRONIC
SYSTEM
AVIONICS BAY - 80 VU
EGAM
ENG W.D. CFDIU
Maintenance crew
can use CMS menu
mode to obtain
more Information
Flight Warning Compuler
EEC
Faulted componanl
E.G. TRA crosscheclt
Class 1
These are failures which have an operational
consequence on the flight in progress.
Class 2
These are failures which do not have an operational
consequence on the flight in progress but may affect
subsequent flights - refer to Minimum Equipment List
(MEL) for functions lost.
Class 3
Failures which have no operational effect and can be left
until next scheduled maintenance check.
The failure classification is summarized below.
Note: The EEC does not transmit class three messages.
Failure Classes 1 2 3
FAILURE CLASSIFICATION
A320 TROUBLESHOOTING
CFDS Normal Mode - Health Monitoring Wraparound Checks
When operating in the Normal mode the Bite portion of the This checks out the system electrical circuitry, detects
EEC continuously monitors the operation of the systems, faults such as - loose connectors, chaffed harness, bent
under its control, by carrying out:- pins, high resistance, broken cable etc.
Fault Indications
1. track checks
2. cross checks A fault detected by the Bite generates two messages:-
3. wraparound checks
• a clear language message displayed on CFDS
Track Check • a unique alphanumeric fault code
Cross Check
1. TRACK CHECK √ or X
LVDT
DATA
LINK 2. CROSS CHECK √ or X
3. WSAPAROUND √ or X
CHECK
CHANNEL B
The following pages describe the use of the CFDS to The post flight report, see the example below, records the
confirm and diagnose faults. ECAM messages and the fault messages. The fault
For example, a fault message which reads:- message is identified by cross checking the times, and is a
clear language message - in this case
ENG 1 COMPRESSOR VANE
has appeared on the ECAM during flight and has been 2.5 BLEED ACT/HC/EECl
written in the tech. log by the pilot. This tells us that the specific fault is in the 2.5 (BSBV)
bleed system.
Several faults could generate the same message.
By utilising the CFDS the specific problem can be
identified and further fault data, to assist in fault diagnosis,
can be obtained.
The troubleshooting sequence is as follows:-
Gain access to the flight deck, then:
1 turn on the FADEC power using the switch on the
overhead panel - RH side.
2 press MCDU menu key
3 select CFDS
4 select POST FLIGHT PRINT
POST FLIGHT REPORT
A320 TROUBLESHOOTING
Fault Diagnosis (Coiit)
11 select TROUBLESHOOTING
12 select FLIGHT DATA
13 look for a fault cell which has the same number as the
fault in question (found in step 9) i.e. CELL 30
The FADEC system self test if carried out from the flight
deck through the MCDU using the CFDS in the MENU
mode.
The procedure is shown, step by step, below.
With regard to the FADEC self test there are two points
which must be clearly understood:-
1. if fault rectification has involved a component change
or a repair the FADEC self test alone does not satisfy
the test requirements. Additional test, some of which
involve an engine ground run, may also be required.
This is explained in more detail on the next page - see
Engine Testing After Fault Rectification.
2. if the FADEC self test shows "Test Failed", it does not
mean the fault is within the EEC. For example, part of
the FADEC self test are wraparound checks, and a
harness fault, a loose plug, for instance, could register
a "Test Failed" indication.
FADIC SELF TEST
A320 TROUBLESHOOTING
Engine Testing After Fault Rectification
NACELLE
FIRE PROTECTION
NACELLE
Nacelle Ventilation
Zone 1 Ventilation
Ram air enters the zone through an inlet located on the
upper LH side of the air intake cowl. The air circulates
through the fan compartment and exits at the exhaust
located on the bottom rear centre line of the fan cowl doors.
Zone 2 Ventilation
The ventilation of Zone 2 is provided by air exhausting from
the Active Clearance Control (ACC.) system around the
turbine area.
The air circulates through the core compartment and exits
through the lower bifurcation of the 'C ducts.
Ventilation during Ground Running
During ground running local pockets of natural convection
exist providing some ventilation of the fancase - Zone 2.
Zone 2 ventilation is still effected in the same way as when
the engine is running.
PNEUMATIC
FAN CASE COMPARTMENT DUCT LEAKS
VENTILATION EXIT
Each detector unit comprises:- The responder has two pressure switches, one normally
open, the other normally closed.
• a hollow sensor tube
• a responder assembly Both pressure switches sense the gas pressure in the
sensor tube. The responder is connected via its electrical
Sensor Tube receptacle and the harness to an electronic fire detectLon
The sensor tube is closed and sealed at one end, the module.
other open end is connected to the responder. The tube is
filled with Helium and carries a central core of ceramic
material impregnated with Hydrogen.
An increase in the air temperature around the sensor tube
causes the Helium to expand and increase the pressure
within the tubes, further increases in temperature cause
the core material to expel Hydrogen to increase the
pressure within the tube.
ELECTRICAL NORMAL OPEN
SWITCH RESPONDER
CONNECTOR
CORE ELEMENT
CERAMIC IMPREGNATED
WITH HYDROGEN
NORMALLY CLOSED
SWITCH
AIRCRAFT
TEST ELECTRICAL
SYSTEM
28V DC
MARGIN MARGIN
125° C 260° C
ZONE MAXIMUM TEMPERATURE ZONE MAXIMUM TEMPERATURE
BORESCOPING
LP COMPRESSOR
OUTLET GUIDE VANE
FLEXIBLE BORESCOF
FAN OUTLET
INNER VANE
LP COMPRESSOR
STAGE 1,5 BLADE
INSPECTION/CHECK
R EFFECTIVITY: V2500
72-00-00
Page 612
INLET GUIDE—
VANE
FAN FRAME
STRUT
LP COMPRESSOR
STAGE 2.5 BLADE
BORESCOPE FLEXIBLE
INSPECTION/CHECK
R EFFECTIVITY: V2500
72-00-00
Page 613
INTERNATIONAL AERO ENGINES
V2500 Propulsion System
ENGINE MAINTENANCE MANUAL