CTC-613 Powerplant Line Base Maintenance V0

Powerplant Line
& Base Maintenance

LEAP-1A
Training Manual
V0 - 613 - Level 3
This CFM International publication is for Training Purposes Only. The information is accurate at
the time of compilation; however, no update service will be furnished to maintain accuracy. For
authorized maintenance practices and specifications, consult the relevant maintenance
publications.
The information (including technical data) contained in this document is the property of CFM
International (a joint company between GE and Snecma). It is disclosed in confidence, and the
technical data therein is exported under a U.S. Government license and may be controlled by the
U.S. export control laws or any other applicable export control laws. Therefore, none of the
information may be disclosed to other than the recipient.
In addition, the technical data therein and the direct product of those data, may not be diverted,
transferred, re-exported or disclosed in any manner not provided for by the license without prior
written approval of notably both the U.S. Government and CFM International. Unauthorized export
is prohibited.
It is the property of GE or Snecma or CFM and shall not be used, disclosed to others or
reproduced without the express written consent of GE or Snecma or CFM (as applicable),
including, but without limitation, it is not to be used in the creation, manufacture, development or
derivation of any repairs, modifications, spare parts, design or configuration changes or to obtain
FAA or any other government or regulatory approval to do so. If consent is given for reproduction
in whole or in part, this notice shall appear in any such reproduction in whole or in part.
Copyright 2002 CFM International

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Powerplant Line & Base Maintenance LEAP-1A
Table of contents
Introduction p5 Engine Systems p 217
Engine Controls p 217
Pylons p 27 Fuel and Control p 223
Engine Ignition p 323
Nacelle p 31 Engine Starting p 341
Basic p 31 Air p 353
Systems p 53 Engine Indicating p 417
Oil p 441
Quick Engine Change p 63
Engine Mounts p 67 Fault Detection & Annunciation p 511
Ice & Rain Protection p 73 Introduction p 511
Powerplant Power Sources p 85 Introduction p 511
Drain Pipes p 95 Architecture p 515
Fire Detection p 101 Electrical Interfaces p 523
Fault Detection p 531
Basic Engine p 105 Annunciation p 539
General p 105 Indicating p 539
Air Inlet Section p 123 Maintenance System p 561
High Pressure Compressor Module p 157 Fault Description p 569
Combustion Section p 169 Powerplant MCDU Menu Mode p 577
Turbine Section p 181 Engine Main Menu & Reports p 577
Accesory Drives p 203 Tests p 589
Special Functions p 601
Aircraft Integrated Data System p 613
Trouble Shooting p 623
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Introduction

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Introduction to the LEAP-1A Family
Identify and Locate
The Leading Edge Aviation Propulsion (LEAP) 1A

engine powers the entire Airbus A320 NEO family of
aircraft:
- A319,
- A320,
- A321.
The powerplant thrust range is 24,400 to 32,900 lbf

(108,537 to 146,346 N).
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Introduction to the LEAP-1A Family
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Overall Dimensions and Ground Clearance
Identify and Locate
The overall dimensions of the powerplant are:

- length: 210 inches (5.34 m),
- air inlet outer diameter: 83 inches (2.12 m),
- ground clearance: 18 inches (0.46 m).
The powerplant weight is still to be confirmed.
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Overall Dimensions and Ground Clearance
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Airflow
Identify and Locate
The air enters the inlet, is accelerated by the fan and

separated into two flows: The primary airflow and the
secondary airflow.
The primary airflow goes through the inner section of the

fan blades and is directed into a booster. The flow then
enters the High Pressure Compressor (HPC) and is
directed into the combustion chamber.
The airflow is mixed with fuel and ignited. The gas flow
produced provides energy to the turbines.
The secondary airflow goes through the outer section of

the fan blades and the Outlet Guide Vanes (OGVs). It
exits through the nacelle discharge duct to produce
thrust. This airflow is also used in the thrust reverser
system on the ground.
The engine by-pass ratio is approximately 11:1.
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Airflow
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Hazard and Danger Areas
Identify and Locate
For safety purposes, hazard and danger areas have to

be defined. Personnel must be aware of these areas
when they perform engine run-ups for maintenance
purposes. The ground must be clean to avoid Foreign
Object Damage (FOD).
Danger areas: the air intake suction area, the exhaust
velocity and temperature areas. An entry corridor is
defined to access the engine in specific conditions.
Refer to the Aircraft Maintenance Manual (AMM) for

certified danger area dimensions.
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611-1-710000-01-02-A
Hazard and Danger Areas
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Acoustical Hazard Areas
Identify and Locate
Engine noise can cause temporary and/or permanent

loss of hearing.
The following charts provide information distance to

engine with ear protection.
Note: The charts provide information about ear damage

even when wearing ear protection.
Refer to the Aircraft Maintenance Manual (AMM) for

certified values.
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Acoustical Hazard Areas
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General
Purpose
The powerplant provides:

- forward thrust to the A/C,
- reverse thrust to the A/C (on the ground only),
- power to the A/C pneumatic, electrical and hydraulic
systems,
- data to the A/C for operation and maintenance
purposes.
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General
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Powerplant - Systems
Identify and Locate
The powerplant includes two groups of systems:
- the engine systems:

• ATA chapter 73: engine fuel and control,
• ATA chapter 74: ignition,
• ATA chapter 75: air,
• ATA chapter 77: engine indicating,
• ATA chapter 79: oil,
• ATA chapter 80: starting.
- aircraft systems that are the aircraft manufacturer's

responsibility but are partially fitted on the engine. The
training course only describes the part of these aircraft
ATA chapters that are fitted on the engine:
• ATA chapter 24: electrical power,
• ATA chapter 26: fire protection,
• ATA chapter 29: hydraulic power,
• ATA chapter 30: ice and rain protection,
• ATA chapter 36: pneumatic,
• ATA chapter 71: drain,
• ATA chapter 78: thrust reverser.
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Powerplant - Systems
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FADEC System
Purpose
Full Authority Digital Electronic Control (FADEC) system

controls the engine in response to the thrust command
inputs from the aircraft and provides information to the
A/C for:
- flight deck indication,
- maintenance reporting,
- engine condition monitoring,
- troubleshooting.
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611-1-710000-02-01-A
FADEC System
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POWERPLANT - LIST MAINTENANCE PRACTICES
611-0-121379-99-01-A : ENGINE OIL 611-0-715243-99-01-A: ELECTRICAL HARNESS-CORE ZONE
• SAMPLING OF THE OIL FOR ANALYSES • INSTALLATION/ REMOVAL OF THE ENVIRONMENTAL CONTROL SYSTEM (ECS) HARNESS
• DRAINING OF THE ACESSORY GEARBOX (AGB) ASSEMBLY (4207KS)
• DRAINING OF THE LUBRICATION UNIT • INSTALLATION/ REMOVAL OF THE VIBRATION SENSOR HARNESS ASSEMBLY (4206KS)
• DRAINING OF THE ENGINE SURFACE AIR COOLING OIL COOLER (SACOC) • INSTALLATION/ REMOVAL OF THE CORE FIRE DETECTOR CHANNEL B WIRE HARNESS
• CHECK OIL LEVE AND REPLENISH • INSTALLATION/ REMOVAL OF THE CORE FIRE DETECTOR CHANNEL A WIRE HARNESS
• CHECK OIL LEVEL AND REPLENISH (PRESSURE FILLING) • INSTALLATION/ REMOVAL OF THE ELECTRICAL HARNESS OF THE CORE ZONE
• FLUSHING OF THE OIL SYSTEM
• DRAINING OF THE OIL TANK 611-0-716000-99-01-A: AIR INTAKES
• CHECK FOR PRESENCE OF FUEL IN OIL
• FUNCTIONAL CHECK OF THE PRESSURE RELIEF DOOR ON THE INLET COWL
• INSTALLATION/ REMOVAL OF THE INTAKE COWL INNER BARREL PANEL DRAIN TUBE VALVES
611-0-242151-99-01-A : INTEGRATED DRIVE GENERATOR (IDG) POST SB RA32071-129
• INSTALLATION/ REMOVAL OF THE AIR INTAKE COWL
• INSTALLATION/ REMOVAL OF THE INTEGRATED DRIVE GENERATOR (IDG) • DETAILED VISUAL INSPECTION OF THE INLET COWL ANTI-ICE INLET AND EXIT DUCTS
THROUGH THE ANTI-ICE VENT PANEL
• DETAILED VISUAL INSPECTION OF THE INLET COWL FORWARD BACKSKIN THROUGH THE
611-0-291151-99-01-A: ENGINE PUMP ANTI-ICE VENT PANEL
• GENERAL VISUAL INSPECTION OF THE INTAKE COWL AFT BULKHEAD
• INSTALLATION/ REMOVAL OF THE GREEN ENGINE DRIVEN PUMP (EDP) • VISUAL INSPECTION OF THE AIR INTAKE COWL
611-0-715143-99-01-A : ELECTRICAL HARNESS- FAN ZONE 611-0-717005-99-01-A: FAN DRAIN MASTS
• INSTALLATION/ REMOVAL OF THE ELECTRONIC ENGINE CONTROL (EEC) UNIT (CHANNEL A) • INSTALLATION/ REMOVAL
TO THRUST REVERSER (T/R) JUNCTION BOX HARNESSES • VISUAL INSPECTION
• INSTALLATION/ REMOVAL OF THE VIBRATION SENSOR HARNESS
• INSTALLATION/ REMOVAL OF THE EEC UNIT(CHANNEL B) HARNESS
• INSTALLATION/ REMOVAL OF THE EEC UNIT (CHANNEL A) HARNESS 611-0-717010-99-01-A: DRAIN PIPES
• INSTALLATION/ REMOVAL OF THE IDG CONTROL AND ANTI-ICE HARNESS
• INSTALLATION/ REMOVAL OF THE T/R (CHANNEL A AND B) HARNESS • INSTALLATION/ REMOVAL
• INSTALLATION/ REMOVAL OF THE GENERATOR POWER HARNESS • VISUAL INSPECTION
• INSTALLATION/ REMOVAL OF THE FAN CASE HARNESS 238W0904
• INSTALLATION/ REMOVAL OF THE T/R HARNESS 238W0908
• INSTALLATION/ REMOVAL OF THE GENERATOR POWER HARNESS 238W0903 611-0-717015-99-01-A: ENGINE VENTS AND DRAINS
• INSTALLATION/ REMOVAL OF THE EEC UNIT (CHANNEL B) HARNESSES 238W0929
• INSTALLATION/ REMOVAL OF THE EEC UNIT (CHANNEL A) HARNESSES 238W0929 • OPERATIONAL TEST (WITH AIR PRESSURE)
• INSTALLATION/ REMOVAL OF THE VIBRATION SENSOR HARNESS 238D0912 • VISUAL INSPECTION
• INSTALLATION/ REMOVAL OF THE EEC (CHANNEL B) TO T/R JUNCTION BOX HARNESSES
• INSTALLATION/ REMOVAL OF THE FIRE DETECTOR (CHANNEL B) HARNESS
• INSTALLATION/ REMOVAL OF THE FIRE DETECTOR (CHANNEL A) HARNESS
• INSTALLATION/ REMOVAL OF THE LEFT SIDE HARNESS
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POWERPLANT - LIST MAINTENANCE PRACTICES
611-0-710000-99-01-A: POWER PLANT – GENERAL
• WATER WASH PROCEDURE VIA MENU MODE • ISOLATE AN ENGINE AS THE SMOKE OR FUME TO THE AIR CONDITIONING AND PNEUMATIC
• REPLACE ENGINE TUBES, HOSES AND FITTINGS SYSTEM INSPECTION
• IGNITION TEST MENU MODE • WET MOTORING CHECK
• ENGINE IDLE LEAK TEST (MENU MODE) • DRY MOTORING CHECK
• WIND LIMITATIONS DURING ENGINE GROUND OPERATIONS • MINIMUM IDLE CHECK
• ABNORMAL OPERATION AND EMERGENCY PROCEDURES • ENGINE EXCEEDANCE PAGE CHECK
• ENGINE START IN COLD WEATHER CONDITIONS (OAT LESS THAN -40 DEGREES) • ACCEL CHECK
• FAN ACCELEROMETER SELECTION • POWER ASSURANCE CHECK
• TIME LIMIT DISPATCH ERASING • ACTUATORS POSITIONING
• ENGINE HARNESS-SHAKE TEST • ENGINE WASH MOTORING
• THRUST REVERSER - ICV TEST • START ABORT
• CHIP DETECTOR-FUNCTIONAL RESET • ENGINE SHUTDOWN
• FUEL SYSTEM PRESERVATION • START THE ENGINE PROCEDURE (ENGINE CROSS BLEED START)
• DRAIN MAST LEAKAGE IDENTIFICATION PROCEDURE • START THE ENGINE PROCEDURE (MANUAL OVERRIDE OF STARTER AIR VALVE)
• FUEL OR HYDRAULIC OR OIL LEAKAGE LIMITS • ENGINE AUTOMATIC START
• LEAK TEST OF THE ACCESSORY GEARBOX PAD (AGB) STARTER CAVITY (BETWEEN • ENGINE MANUAL START
EQUIPMENT AND AGB) • PRE-OPERATION
• LEAK CHECK AFTER THE REPLACEMENT OF A SEAL OR A MAGNETIC SEAL ON THE AGB • UNSCHEDULED CHECK
DRIVE PADS OF THE IDG, HYDRAULIC PUMP, STARTER AND FUEL PUMP • TEST REFERENCE TABLE
• LEAK TEST OF THE ACCESSORY-GEARBOX (AGB) CARBON SEAL • ENGINE OPERATION LIMITS
• FUEL OR HYDRAULIC OR OIL LEAKAGE LIMITS • SAFETY PRECAUTIONS DURING ENGINE GROUND OPERATIONS
• PRESSURE CHECK
• FADEC TEST
• ENGINE IGNITER-ELECTRICAL POWER CHECK
• THRUST REVERSER (T/R) MOTORING TEST
• ACTUATOR-OPERATIONAL TEST
• ENGINE HARNESS-FUNCTIONAL TEST
• (SUMPS) - LUBRICATION
• (SUMPS) - DRY
• VIBRATION CHECK
• FAN TRIM BALANCE
• AFTER VOLCANIC ASH, DUST OR SAND INGESTION - VISUAL EXAMINATION
• AFTER HIGH VIBRATION LEVEL - VISUAL EXAMINATION
• AFTER A HARD LANDING (MORE THAN THE LIMITS)- VISUAL EXAMINATION
• AFTER IN-FLIGHT WINDMILLING - VISUAL EXAMINATION
• AFTER AN ENGINE STALL OR POSSIBLE ENGINE STALL - VISUAL EXAMINATION
• AFTER ENGINE OPERATIONS ABOVE THE LIMITS AND HIGH ENGINE STRESS - VISUAL
EXAMINATION
• AFTER AN ENGINE FIRE, USE OF FIRE EXTINQUISHING AGENTS, OR HIGH NACELLE
TEMPERATURE - VISUAL EXAMINATION
• AFTER FOREIGN OBJECT DAMAGE (FOD) / BIRDSTRIKE - VISUAL EXAMINATION
• NON VOLATILE MEMORY MAINTENANCE ERASING V0

Pylons

611-0-540000-07-01-A
Pylons
Identify and Locate
Each powerplant is integrated into the aircraft (A/C) by a

pylon located under the A/C wing.
Purpose
The pylon assembly has four main functions:

- it transmits the powerplant forward or reverse thrust to
the A/C,
- it supports the weight of the powerplant,
- it ensures the connections between the A/C and the
powerplant systems,
- it ensures the pylon/nacelle and pylon/wing sealing.
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Pylons
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Nacelle
Basic

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Nacelle Components
Identify and Locate the nacelle,
- to protect the fan,
The nacelle of the LEAP-1A engine consists of four - to give access for maintenance,
assemblies: - to provide fire containment,
- the air intake cowl, - to reduce noises,
- the Fan Cowl Doors (FCD), - to reduce lightning effect.
- the Thrust Reverser (T/R),
- the exhaust. The functions of the T/R are:
- in stow mode: to provide the aerodynamic flow duct for
The air intake cowl is installed on the forward face of the the secondary airflow and contribute to the engine
engine fan case. thrust,
- in reverse mode: to deflect and redirect the secondary
The left and right FCD are curved composite structures airflow forward to obtain a reverse thrust (it is used after
which cover the engine fan area from the aft end of the landing to improve the aircraft braking capacity),
air inlet cowl to the forward end of the T/R. - to give access for maintenance.
The T/R consists of two halves that enclose the engine The functions of the exhaust are:
core and the Low Pressure Turbine (LPT). - to duct the primary and secondary flows,
- to provide fire protection.
The exhaust is an aerodynamic structure at the rear of
the engine.
Purpose
The air intake cowl has four main functions:

- to supply the engine with optimum air distribution
whatever the aircraft altitude,
- to provide a smooth aerodynamic surface to the
airflow,
- to reduce engine noise level,
- to house the Nacelle Anti-Ice (NAI) system.
The functions of the FCD are:

- to ensure a continuous aerodynamic shaping around
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Nacelle Components
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Air Intake Cowl Access Doors
Identify and Locate
On the air intake cowl, there are two maintenance

access doors:
- the T12 access door, located at 1 o'clock,
- the anti-ice access door, located at 5 o'clock.
Purpose
The T12 access door provides an access to the T12

sensor for maintenance actions.
The anti-ice access door:

- provides an access to the Nacelle Anti-Ice (NAI) ducts
for maintenance actions,
- protects the Air Inlet Outer Structure (AIOS) against the
air flow released by the exhaust of the NAI system.
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Air Intake Cowl Access Doors
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Left Hand Fan Cowl Door Components
Identify and Locate the Starter Air Valve (SAV).
On the left hand Fan Cowl Door (FCD), there are: The interphone jack flapper door makes it possible for
- two Hold Open Rods (HOR), the mechanics to plug their interphone to the “plug in”
- three fan cowl keepers located at 6 o'clock, jack.
- an Integrated Drive Generator (IDG) access door
located at 7 o'clock, The fan cowl strake prevents turbulent airflow at the
- a starter manual override access door located at 9 engine/wing interface.
o'clock,
- an interphone jack flapper door located at 9:30 o'clock, The electrical CLP sub-system provides FCD open/close
- a fan cowl strake located at 10 o'clock, signals for cockpit indication.
- a Cowl Loss Prevention (CLP) system.
The mechanical CLP sub-system is only installed on
The CLP system has two main sub-systems: latch No.1.
- a mechanical sub-system with a red flag located at 9 When latch No. 1 is in unlatched configuration it triggers
o'clock, a red flag.
- an electrical sub-system with three fan cowl keeper This red flag is in a high position to avoid personnel
proximity sensors located at 6 o'clock (one in each injuries and is visible during pre-flight walk-around
keeper housing). inspection.
Purpose
The two HORs hold the left FCD in an open position to

provide access for engine maintenance.
The three keepers fasten the FCDs together during the

flight.
The IDG access door allows:

- a visual inspection of the IDG oil level,
- IDG oil servicing.
The starter manual override access door makes it

possible for the mechanics to manually open or close
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Left Hand Fan Cowl Door Components
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Right Hand Fan Cowl Door Components
Identify and Locate
On the right hand Fan Cowl Door (FCD), there are:

- two Hold Open Rods (HOR),
- three fan cowl latches located at 6 o'clock,
- a ventilation grid located at 5 o'clock,
- an oil tank access door located at 3 o'clock,
- a fan cowl strake located at 2 o'clock.
Purpose
The two HORs hold the right FCD in an open position to

provide access for engine maintenance.
The three latches fasten the FCDs together during the

flight.
The ventilation grid vents the fan area.
The oil tank access door makes it possible for the

mechanics to check oil tank level and to perform
servicing.
The fan cowl strake prevents turbulent airflow at the

engine/wing interface.
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611-4-711300-07-01-A
Right Hand Fan Cowl Door Components
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FAN COWL DOORS - LIST MAINTENANCE PRACTICES
611-5-711300-99-01-A: FAN COWL DOOR (FCD) 611-5-711341-99-01-A: LATCH DETECTION FLAG
• CLOSING/ OPENING OF THE FCDS • INSTALLATION/ REMOVAL OF THE CLP FLAG AND BOX
611-5-711311-99-01-A: FCD ASSEMBLIES

611-5-711342-99-01-A: OIL TANK ACCESS DOOR
• ADJUSTMENT OF THE AN COWL DOORS CLEARANCE
• GENERAL VISUAL INSPECTION OF THE FCDS • INSTALLATION/ REMOVAL
• OPENING/CLOSING OF THE FCDS WITH ONE HOR MISSING
• INSTALLATION/ REMOVAL OF THE FCDS
• INSTALLATION/ REMOVAL OF THE DRAIN MAST SEAL OF THE FCD 611-5-711345-99-01-A: IDG ACCESS DOOR
• FUNCTIONAL CHECK OF THE PRESSURE RELIEF DOOR LATCH TENSION
• DETAILED VISUAL INSPECTION OF THE FCDS TO CHECK FOR MISMATCH AT THE AIR • INSTALLATION/ REMOVAL OF THE IDG PANEL
INTAKE COWL.
• GENERAL VISUAL INSPECTION OF FCD FIRE SEALS
• DETAILED VISUAL INSPECTION OF THE FCDS TO CHECK FOR MISMATCH AT THE AIR 611-5-711347-99-01-A: VENTILATION GRID
INTAKE COWL
• INSTALLATION/ REMOVAL OF THE VENTILATION GRID
611-5-711312-99-01-A: FCD HOLD OPEN ROD (HOR)

611-5-711348-99-01-A: STARTER MANUAL OVERRIDE ACCESS
• INSTALLATION/ REMOVAL OF THE FWD FAN COWL HOR
• INSTALLATION/ REMOVAL OF THE AFT FAN COWL HOR • INSTALLATION/ REMOVAL OF THE STARTER FLAPPER DOOR
611-5-711313-99-01-A: FCD LATCHES 611-5-711351-99-01-A: FAN COWL KEEPERS PROXIMITY SENSOR
• DETAILED INSPECTION OF THE FCD LATCHES • ADJUSTMENT (RIGGING) OF THE LATCHES MONITORING SENSORS
• FUNCTIONAL CHECK OF THE FCD LATCHES TENSION • INSTALLATION/ REMOVAL OF THE LATCHES MONITORING SENSOR
• ADJUSTMENT OF THE FCD LATCHES
• INSTALLATION/ REMOVAL OF THE FCD LATCHES
• GENERAL VISUAL INSPECTION OF FAN COWL LATCHES AND ADJACENT STRUCTURE 611-5-714041-99-01-A: FAN COWL HOR ENGINE BRACKET
• DETAILED INSPECTION OF THE KEEPER ASSY FAN COWL LOCKING DEVICE
• GENERAL VISUAL INSPECTION OF FCD HINGE FITTINGS • INSTALLATION/ REMOVAL OF THE FC HOR ENGINE BRACKETS
611-5-711314-99-01-A: FCD KEEPERS
• INSTALLATION/ REMOVAL OF THE FCD KEEPERS
611-5-711315-99-01-A: FCD STRAKES
• INSTALLATION/ REMOVAL OF THE AERODYNAMIC STRAKE ON THE FCD V0

611-4-783200-07-01-A
T/R - Structure Components - 1/2
Identify and Locate latches:
- one latch access door for latch L2,
The slat clearance panel is located near the pylon on the - one latch access door for latches L3-1 and L3-2.
inboard side:
- on the left engine at 0:30 o'clock,
- on the right engine at 11:30 o'clock.
The Thrust Reverser (T/R) blow-out doors are parts of

the T/R transcowls and are attached to the outer surface
of the Inner Fixed Structure (IFS).
The T/R cascade vanes are parts of the Outer Fixed

Structure (OFS).
The latch access doors are located at 6 o'clock.
Purpose
The slat clearance panel is used to ensure the

aerodynamic surface between the pylon and the T/R
transcowls. Due to proximity between the nacelle and
the wing, the slat clearance panel cannot slide with the
T/R transcowls.
The T/R blow-out doors, in reverse mode, deflect the

secondary airflow through the T/R cascades.
The T/R cascade vanes, in reverse mode, redirect the

secondary airflow deflected by the T/R blow-out doors
outward and forward.
The two latch access doors provide access to the
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Identify and Locate
There are four different transcowl pressure seals:

- the forward bulb seal,
- the upper aft seal,
- the lower aft seal,
- the block rail seal.
They are installed in three different areas on the
transcowl.
The Inner Fixed Structure (IFS) seals are fixed on the

upper and forward flanges of the IFS.
The thermal blankets are located in the inner part of the

IFS.
Purpose
The transcowl pressure seals prevent air ingression

between the T/R transcowl inner and outer bondments,
and aerodynamic efficiency loss.
The IFS seals ensure the fire zone integrity between the
different parts of the T/R assembly.
The thermal blankets are the thermal and fire protection

of the cowls.
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THRUST REVERSER COMPONENTS - LIST MAINTENANCE PRACTICES
611-5-783651-99-01-A: THRUST REVERSER (T/R) COWL OPENING ACTUATOR 611-5-783265-99-01-A: INNER FIXED STRUCTURE (IFS) SEAL
INSPECTION OF THE T/R COWL OPENING ACTUATOR • GENERAL VISUAL INSPECTION OF THE IFS FIRE SEALS
INSTALLATION/ REMOVAL OF THE T/R COWL OPENING ACTUATOR • INSTALLATION/ REMOVAL OF THE IFS FIRE SEALS
611-5-783642-99-01-A: T/R HOLD OPEN ROD (HOR) 611-5-783243-99-01-A: T/R CASCADE VANES
• INSTALLATION/ REMOVAL • INSTALLATION/ REMOVAL OF THE T/R CASCADES
611-5-783641-99-01-A: T/R COWL LATCH 611-5-783248-99-01-A: TRANSCOWL PRESSURE SEALS
• ADJUSTMENT OF THE T/R COWL DOOR LATCHES • INSPECTION OF THE TRANSCOWL PRESSURE SEALS
• INSTALLATION/ REMOVAL OF THE TRANSCOWL PRESSURE SEALS
611-5-783152-99-01-A: DIRECTION CONTROL UNIT (DCU)

611-5-783200-99-01-A: T/R STRUCTURE
• INSTALLATION/ REMOVAL
• DETAILED INSPECTION OF THE ACC CALIBRATION PADS
611-5-783151-99-01-A: ISOLATION CONTROL UNIT (ICU)

611-5-783100-99-01-A: T/R CONTROL AND INDICATING
• INSPECTION OF THE ICU CLOGGING INDICATOR
• INSTALLATION/ REMOVAL OF THE ICU FILTER • BLEED OF THE T/R HYDRAULIC SYSTEM
• INSTALLATION/ REMOVAL OF THE ICU
611-5-781000-99-01-A: FINGER SEALS

611-5-783141-99-01-A: T/R ACTUATOR
• DETAILED INSPECTION OF OUTER FINGER SEAL COATING
• SYNCHRONIZATION OF THE THRUST REVERSER ACTUATORS • VISUAL CHECK OF INNER AND OUTER FINGER SEAL
• INSTALLATION/ REMOVAL OF THE THRUST REVERSER ACTUATORS
611-5-783262-99-01-A: THERMAL BLANKET
• GENERAL VISUAL INSPECTION OF THE THERMAL BLANKETS

• INSTALLATION/ REMOVAL OF THE THERMAL BLANKETS
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611-0-780000-07-01-A
Exhaust - Components
Identify and Locate
The exhaust nozzle and the exhaust plug are located at

the rear of the engine.
The Central Ventilation Tube (CVT) is in a central

position inside the exhaust plug.
Purpose
The main function of the exhaust nozzle is to provide

surfaces:
- to guide the primary airflow along its inner skin,
- to guide the secondary airflow along its outer skin.
The exhaust nozzle also:

- ensures core ventilation,
- provides a fire barrier,
- limits the airflow into the cavity between the aft pylon
fairing and its outer skin for aerodynamic performance.
The exhaust plug provides surfaces to guide the primary

airflow along its outer skin.
The CVT ventilates the front sump.
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611-0-780000-07-01-A
Exhaust - Components
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EXHAUST COMPONENTS - LIST MAINTENANCE PRACTICES
611-5-781141-99-01-A: REAR PLUG
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Nacelle
Systems

611-5-783100-07-01-A
T/R - Actuating, Control and Indicating Components
Identify and Locate
The hydraulic filter assembly filters the hydraulic fluid
There are four Thrust Reverser (T/R) actuators: coming in from the aircraft supply.
- two Synchronized Locking Feedback Actuators (SFLA)
located at 2 and 10 o'clock, The DCU controls the hydraulic flow to the T/R
- one Synchronized Manual Locking Actuator (SMLA) actuators.
located at 5 o'clock,
- one Synchronized Non-Locking Actuator (SNLA)
located at 7 o'clock.
A primary lock proximity sensor and a secondary lock

proximity sensor are installed on each SLFA.
The Isolation Control Unit (ICU) is located at 12 o'clock

under the pylon.
The hydraulic filter assembly is upstream of the ICU at

12 o'clock.
The Direction Control Unit (DCU) is located at 11

o'clock.
Purpose
The function of the four T/R actuators is to deploy the

T/R transcowls.
The primary and secondary lock proximity sensors

prevent T/R system inadvertent deployment. They are
the first and second lines of defense.
The ICU controls the hydraulic pressure input to the

Thrust Reverser Actuation System (TRAS).
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611-5-783100-07-01-A
T/R - Actuating, Control and Indicating Components
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611-5-783600-07-01-A
T/R - Cowl Opening Mechanism Components
Identify and Locate
The six Thrust Reverser (T/R) cowl latches are located

at 6 o’clock.
The two T/R cowl opening actuators are located

between the T/R cowl halves and the fan case.
They are connected:
- to the T/R cowl halves at 2 and 10 o'clock,
- to the fan case at 6 and 9 o'clock.
The two T/R Hold-Open Rods (HOR) are located

between 5 and 7 o'clock in stow mode.
In deployed mode, they are connected between the T/R
cowl halves and the fan case:
- at 6 o'clock for the T/R cowl halves,
- at 6 and 9 o'clock for the fan case.
Purpose
The functions of the T/R cowl latches are:

- to connect the T/R cowl halves together,
- to ensure the hoop load,
- to allow T/R cowl halves opening for maintenance
access.
The T/R cowl opening actuators open/close the T/R cowl

halves.
The T/R HORs hold the T/R cowl halves in open position
for maintenance access.
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611-5-783600-07-01-A
T/R - Cowl Opening Mechanism Components
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611-5-783700-07-01-A
T/R - Independent Locking System Components
Identify and Locate
The Electrical Tertiary Lock (ETL) is located on the left

T/R latch beam at 6 o’clock and houses two tertiary lock
proximity sensors.
The tertiary lock harness is located at the front of the left

T/R cowl half.
Purpose
The ETL prevents T/R system inadvertent deployment. It

is the third line of defense.
The tertiary lock proximity sensors provide the ETL

status (locked or unlocked) to both EEC units.
The tertiary lock harness exchanges electrical signals

between the EEC units and:
- the ETL,
- the tertiary lock proximity sensors.
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611-5-783700-07-01-A
T/R - Independent Locking System Components
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NACELLE SYSTEM COMPONENTS - LIST MAINTENANCE PRACTICES
611-5-783000-99-01-A: THRUST REVERSER (T/R)
• ACTIVATION OF THE REVERSE AFTER MAINTENANCE

• ACTIVATION OF THE REVERSE FOR FLIGHT
• DEACTIVATION OF THE REVERSER FOR FLIGHT
• DEACTIVATION OF THE REVERSE FOR MAINTENANCE
611-5-783751-99-01-A: ELECTRICAL TERTIARY LOCK (ETL)
• INSTALLATION/ REMOVAL OF THE ETL

• ACTIVATION OF THE ETL
• DEACTIVATION OF THE ETL
• OPERATIONAL CHECK OF THE ETL
611-3-783761-99-01-A: ETL HARNESS
• INSTALLATION/ REMOVAL OF THE ETL HARNESS
V0

Quick Engine
Change

611-0-710000-01-04-A
Quick Engine Change and Cowls
Identify and Locate
The major components of the LEAP powerplant are:

- the Quick Engine Change (QEC),
- the fan cowl doors and thrust reverser cowls.
The QEC consists of the following components:

- the air intake cowl,
- the Engine Build-Up (EBU),
- the exhaust,
- the engine mounts and thrust links.
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611-0-710000-01-04-A
Quick Engine Change and Cowls
V0

Quick Engine
Change
Engine Mounts

611-0-712000-07-01-A
Forward Mount and Thrust Links
Identify and Locate
The forward mount and the engine thrust links are

mounted on the forward pylon primary structure.
The forward mount is located on the rear flange of the

fan hub at the 12 o'clock position.
The engine thrust links are located on each side of the

engine forward mount.
The engine thrust links are attached to two thrust link
fairings (parts of the fan hub).
Purpose
The forward mount allows the engine forward section to

be positioned and supported.
The thrust links main function is to transmit the engine

torque load to the forward mount.
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611-0-712000-07-01-A
Forward Mount and Thrust Links
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611-0-712200-07-01-A
Aft Mount
Identify and Locate
The engine aft mount is located on the Turbine Rear

Frame (TRF) clevis in the 12 o'clock position.
The engine aft mount is mounted beneath the pylon

primary structure.
Purpose
The engine aft mount allows the engine rear section to

be positioned and supported.
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611-0-712200-07-01-A
Aft Mount
V0

Quick Engine
Change
Ice & Rain Protection

611-0-302100-07-01-A
Engine Air Intake Ice Protection - General
Identify and Locate
The Nacelle Anti-Ice (NAI) valves are located on the top

of the engine core, The NAI tubes go forward and down
on the engine core left side to the bottom of the fan
case.
Purpose
The function of the engine air intake ice protection

system is to de-ice the inlet cowl in flight and on the
ground.
It uses the hot air from the High Pressure Compressor
(HPC) stage 7.
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611-0-302100-07-01-A
Engine Air Intake Ice Protection - General
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611-0-302100-07-02-A
Engine Air Intake Ice Protection Components 1/2
Identify and Locate
The Nacelle Anti-Ice Valves (PRSOVs) are located

between the 10 and 11 o'clock positions on the engine
core,
Purpose
The PRSOVs functions are:

- to regulate the air bleed from the HPC stage 7,
- to shut-off the engine air intake ice protection system,
- to isolate the engine air intake ice protection system
when a duct burst occurs in the fan area.
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611-0-302100-07-02-A
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611-0-302100-07-03-A
Identify and Locate
The Nacelle Anti-Ice Pressure Sensor 1 (PT1) is located

in the lower bifurcation.
The Nacelle Anti-Ice Pressure Sensor 2 (PT2) located in

the fan compartment.
Purpose
The PT1 and the PT2 provide signals for the pressures
measured between the PRSOVs and downstream the
two PRSOVs to the Electronic Engine Control (EEC)
units.
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611-0-302100-07-03-A
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613-0-302100-03-01-A
Engine Air Intake Ice Protection - Interfaces
Interfaces
Air interfaces:
- the inlet of the engine air intake ice protection system
is connected to the High Pressure Compressor (HPC)
stage 7,
- the outlet of the engine air intake ice protection system
is connected to the air intake cowl.
The engine air intake ice protection system is connected

to the Electronic Engine Control (EEC) units.
The engine air intake ice protection system is attached

to the engine core, the lower bifurcation and the fan
compartment with brackets and clamps.
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613-0-302100-03-01-A
Engine Air Intake Ice Protection - Interfaces
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613-0-302100-04-01-A
Engine Air Intake Ice Protection - Operation
Operation
When the "NAI ON" mode is selected in the flight deck

the Electronic Engine Control (EEC) units operate the
two nacelle anti-ice valves (PRSOVs).
The PRSOV1 regulates the pressure being supplied to

the PRSOV2. The PRSOV2 regulates the pressure
being supplied to the air intake cowl.
Both PRSOVs in cascade prevent “Pump Cavitation”
effect.
The Nacelle Inlet Anti-Ice Pressure Sensor 2 (PT2)

senses the pressure downstream the two PRSOVs and
sends the pressure signal to the EEC Channels A and B.
This monitors the Nacelle Anti-Ice (NAI) function.
The PT1 senses the pressure between the two PRSOVs

and sends the pressure signal to the EEC Channel B. It
ensures redundancy in case of failure of the PT2 and is
also used for troubleshooting.
V0
613-0-302100-04-01-A
Engine Air Intake Ice Protection - Operation
V0

Quick Engine
Change
Powerplant Power
Sources

611-0-200000-02-01-A
Powerplant Power Source
Purpose
The powerplant is also used as a power source by the

Aircraft (A/C).
When operating, it provides three types of power:

- electrical power to supply the A/C distribution network
with Alternating Current (AC),
- hydraulic power to supply the A/C systems such as
flight controls, landing gear, brakes with high pressure
hydraulic fluid,
- pneumatic power to supply the A/C systems such as
the air conditioning system, the wing ice protection
system, with hot and high pressure air.
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611-0-200000-02-01-A
Powerplant Power Source
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611-0-240000-07-01-A
Electrical Power
Identify and Locate
The main components of the electrical power system

are:
- the IDG (Integrated Drive Generator) attached to the
AGB pad,
- the IDG terminal block,
- all supporting hardware required to attach the
components to the fan case.
The IDG is located on the forward face of the Accessory

GearBox (AGB), in the 7 o’clock position.
Purpose
The IDG converts mechanical power into electrical

power using the rotational energy delivered by the
engine N2 rotor through the accessory drives.
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611-0-240000-07-01-A
Electrical Power
V0
611-0-290000-07-01-A
Hydraulic Power
Identify and Locate
The hydraulic system consists of an hydraulic pump and

hydraulic lines.
The Engine Driven Pump (EDP) is located on the

forward face of the Accessory GearBox (AGB), in the 8
o’clock position.
Purpose
The EDP pressurizes the hydraulic fluid using the

rotational energy delivered by the engine N2 rotor
through the accessory drives, and supplies it through
hydraulic lines.
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611-0-290000-07-01-A
Hydraulic Power
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611-0-300000-01-01-A
Environment Control System
Identify and Locate
The following components of the Environment Control

System (ECS) deliver pneumatic power:
- the low pressure leg, linked to the High Pressure
Compressor (HPC) stage 4 bleed,
- the Intermediate Pressure Check Valve (IPCV),
- the high pressure leg, linked to the HPC stage 10
bleed,
- the high pressure valve,
- the pylon leg,
- the sensor lines.
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611-0-300000-01-01-A
Environment Control System
V0

Quick Engine
Change
Drain Pipes

611-0-717010-07-01-A
Drain Pipes - Left Hand Side
Identify and Locate Purpose
The Left Hand Side (LHS) drain system is split into two The engine has a drain system to drain off all excess
zones: fluids accumulated in the various accessories or
- the fan zone, systems.
- the core zone.
The LHS drain system allows drainage for the following
The following accessories are bracket-mounted in the accessories or systems:
fan zone: - the LHS VSV actuator (fuel drainage),
• the drain lines for: - the LHS VBV actuator (fuel drainage),
- the Engine Driven Pump (EDP), - the HPTACC valve (fuel drainage),
- the fuel pump, - the LPTACC valve (fuel drainage),
- the hand crank, - the LHS MTC actuator (fuel drainage),
- the Integrated Drive Generator (IDG). - the pylon,
(between the 6 o'clock and 8 o'clock positions) - sump A (oil drainage),
• the drain mast and its protrusion, common with the - the fuel pump (fuel drainage),
Right Hand Side (RHS) drain system (in the 6 o'clock - the IDG (oil drainage),
position). - the EDP (oil drainage),
- the handcranking pad (oil drainage).
The following accessories or systems are
bracket-mounted in the core zone:
• the drain lines for:
- the LHS Variable Stator Vane (VSV) actuator,
- the LHS Variable Bleed Valve (VBV) actuator,
- the High Pressure Turbine Active Clearance Control
(HPTACC) valve,
- the Low Pressure Turbine Active Clearance Control
(LPTACC) valve,
- the LHS Modulated Turbine Cooling (MTC) actuator,
- the pylon,
- sump A.
(between the 6 o'clock and 12 o'clock positions)
• the drain mast and its protrusion, common with the
RHS drain system (at the 6 o'clock position).
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611-0-717010-07-01-A
Drain Pipes - Left Hand Side
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611-0-717010-07-02-A
Drain Pipes - Right Hand Side
Identify and Locate The RHS drain system allows drainage for the following
accessories or systems:
The Right Hand Side (RHS) drain system is split into two • the RHS VSV actuator (fuel drainage),
zones: • the RHS VBV actuator (fuel drainage),
- the fan zone, • the RHS MTC actuator (fuel drainage),
- the core zone. • the TBV (fuel drainage),
• the BAI/SBV (fuel drainage),
The following accessories are bracket-mounted in the • sump B (oil drainage),
fan zone: • the oil tank (oil drainage),
- the oil tank drain tube (between the 3 o'clock and 6 • the pylon (fuel drainage).
o'clock positions),
- the drain mast and its protrusion, common with the Left
Hand Side (LHS) drain system (in the 6 o'clock position).
The following accessories are bracket-mounted in the

core zone:
• the drain lines for:
- the RHS Variable Stator Vane (VSV) actuator,
- the RHS Variable Bleed Valve (VBV) actuator,
- the RHS Modulated Turbine Cooling (MTC) actuator,
- the Transient Bleed Valve (TBV),
- the Booster Anti Ice/Start Bleed Valve (BAI/SBV),
- the pylon,
- sump B.
(between the 1 o'clock and 6 o'clock positions)
• the drain mast and its protrusion, common with the
LHS drain system (in the 6 o'clock position).
Purpose
The engine has a drain system to drain off all excess

fluids accumulated in the various RHS accessories or
systems.
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611-0-717010-07-02-A
Drain Pipes - Right Hand Side
V0

Quick Engine
Change
Fire Detection

611-0-260000-07-01-A
Fire Detection
Identify and Locate
The fire detection system consists of the two following

sections:
- the fan fire detectors around the fan section,
- the core fire detectors around the core section.
The main fire detection system components are:

- the fire detector elements,
- the Fire Detection Sensors (FDSs),
- the attachment hardware.
The fan fire detection section includes two loops of fire

detectors:
- one attached to the Accessory GearBox (AGB),
- one located around the lower vent grid, mounted on the
tube rail at 6 o’clock.
The core fire detectors are mounted on a tube rail

covering approximately 270° of the engine core,
between the 1:30 and 10:30 o’clock positions.
NOTE: The fire detector sensors must be installed
before the rail assembly is attached to the mounting
brackets.
Purpose
The fire detection system detects fire occurrence around

the engine and sends an alert to the cockpit.
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611-0-260000-07-01-A
Fire Detection
V0

Basic Engine
General

611-2-720000-01-02-A
Maintenance Concept
The LEAP-1A engine uses a preventive maintenance
concept called "on-condition maintenance".
The on-condition maintenance concept provides
repetitive inspections or tests to determine the condition
of units, systems, or portions of structure with regard to
continued serviceability. This means that the engine has
no periodic overhaul schedule and can remain installed
until something important occurs, or when lifetime limits
of parts are reached.
The engine uses all modern maintenance techniques to

anticipate problems before a failure:
- borescope inspection,
- particle analysis,
- engine health condition & performance trend
monitoring,
- engine vibration monitoring,
- built-in test troubleshooting analysis.
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611-2-720000-01-02-A
Maintenance Concept
V0
611-2-720000-01-06-A
Performance - Limits
The LEAP-1A engine is a two spool axial flow turbofan. level) : from 30°C (LEAP-1A 35) to 45°C ( LEAP-1A23),
- the maximum continous corner point ambiant
The Low Pressure (LP) and High Pressure (HP) rotors temperature (at seal level) : 10°C.
turn in the clockwise direction After Looking Forward
(ALF).
Engine pressure ratio are:

- bypass pressure ratio: 11:1,
- core pressure ratio: 22:1.
Rotating speeds and limits are :

- Low Pressure rotor (N1) 100%: 3856 rpm,
- maximum High Pressure rotor (N2) 100%: 16645 rpm,
- maximum Low pressure rotor (N1) RPM 3894 (101%),
- maximum High pressure rotor (N2) RPM 19391
(116.5%).
Exhaut Gas Temperature (EGT) limits are:

- 1060°C,
- air Start : 875°C,
- ground start 750°C.
Engine deterioration is directly related to engine hot
section time & temperature (EGT) operation. Rapid
temperature transients also increase the deterioration
rate of hot parts.
Corner points ambient temperatures (at sea level):

Ambient temperature impacts the EGT levels. Below the
corner point temperature, at a given rating, engine thrust
is maintained and the EGT increases with ambient
temperature. Above the corner point temperature, the
EGT level is maintained and the engine thrust decreases
with ambiant temperature :
- the take-off corner point ambient temperature ( at sea
V0
611-2-720000-01-06-A
Performance - Limits
V0
611-2-720000-07-03-A
Maintenance - Borescope Inspection Ports
Identify and Locate The borescope ports also give access for the rework of
the blade leading or trailing edge using boro-blending
The LEAP-1A borescope ports are located on the engine tools.
external cases.
Borescope Inspection (BSI) ports are located on the

right side of the engine, with one on the left side for the
combustion chamber (aft looking forward).
There are 26 BSI ports:

- the Low Pressure Compressor (LPC) has two ports (A
and B), positioned between 3 and 4 o'clock,
- the High Pressure Compressor (HPC) has eleven ports
(C to M), positioned: C to G between 4 and 5 o'clock, H
to J between 1 and 2 o'clock, K to M between 4 and 5
o'clock,
- the combustion chamber has four ports (N to Q),
positioned at 2, 5, 7 and 10 o'clock respectively. Ports O
and P are the left and right igniter ports,
- the High Pressure Turbine (HPT) has two ports (R and
S), positioned between 2 and 4 o'clock,
- the Low Pressure Turbine (LPT) has seven ports (T to
Z), positioned: T between 3 and 4 o'clock, U to Z at 4
o'clock.
All ports are fitted with self-locking plugs, except ports A

and B.
Purpose
The borescope ports give access to the engine internal

parts to check their condition during scheduled and
"on-condition" inspections.
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611-2-720000-07-03-A
Maintenance - Borescope Inspection Ports
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611-2-720000-01-03-A
Mechanical Arrangement
Identify and Locate
The LEAP engine consists of:

- the Low Pressure (LP) rotating system (N1 speed),
- the High Pressure (HP) rotating system (N2 speed),
- 5 bearings,
- 3 sumps,
- 3 structural frames,
- the accessory drives.
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611-2-720000-01-03-A
Mechanical Arrangement
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611-2-720000-07-01-A
Modular Breakdown
Identify and Locate
The LEAP-1A engine is a modular-concept engine.
There are 3 Major Modules (MM):

- the fan major module,
- the core engine major module,
- the Low Pressure Turbine (LPT) major module,
and the accessory drives.
The 3 Major Modules (MM) and the accessory drives are

divided into 19 Minor modules (Mm).
Purpose
With this modular concept, it is possible to replace a

damaged minor or major module.
This allows a more efficient maintenance of the engine

and improves Turn Around Time (TAT).
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611-2-720000-07-01-A
Modular Breakdown
V0
613-2-050000-01-01-A
Mandatory Maintenance - Life-Limited Parts List
Identify and Locate
Air Transport Association (ATA) Chapter 05 identifies the

life limits for rotating (spools, shafts and blisks) and
static (Combustor Diffuser Nozzle (CDN) case) critical
engine parts and the approved mandatory inspection
intervals if any.
The life of parts is given in flight cycles.

The cycles for each part serial number must be counted
continuously from its first entry into service.
A cycle is defined as:

- a flight which has a take-off and landing, or
- a touch-and-go landing and take-off used to train pilots.
It is the operator’s responsibility to maintain accurate

records of the total number of cycles operated and the
number of cycles remaining.
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613-2-050000-01-01-A
Mandatory Maintenance - Life-Limited Parts List
V0
611-2-720000-07-02-A
Engine Sumps And Bearings
Identify and Locate - ball bearing No. 3B supports axial and radial loads
from rotors N1 & N2,
The two engine rotors are supported by five bearings: - roller bearing No. 4 supports radial loads from the rear
- the Low Pressure (LP) rotor (N1) is supported by end of rotor N2,
bearings No. 1, 2 and 5, - roller bearing No. 5 supports radial loads from the rear
- the High Pressure (HP) rotor (N2) is supported by end of rotor N1.
bearings No. 3 (3B + 3R) and 4.
The function of the engine sumps is:
These five bearings are located in three different sumps: - to isolate the bearings and oil area with a sealed
- the A sump (forward), that includes two ball bearings device that prevents oil leaks to other engine areas and
(No. 2 and 3B) and two roller bearings (No. 1 and 3R), minimize engine oil consumption,
- the B sump (middle sump), that includes one roller - to supply the bearings with permanent oil lubrication.
bearing No. 4,
- the C sump (rear sump), that includes one roller
bearing No. 5. Functional Description
The A sump is located inside the fan and booster Sump A is sealed by two carbon seals & one air seal.
module and the fan frame module. Sump B is not pressurized and is sealed by a carbon
The B sump is located inside the Turbine Center Frame seal and an air/oil seal.
(TCF). Sump C is not pressurized and is sealed by a carbon
The C sump is located inside the Turbine Rear Frame seal and an air/oil seal.
(TRF).
To reduce rotor vibration level, roller bearings No.1, No.
3R and No. 5 are Squeeze-Film Damped (SFD)
Purpose bearings.
Ball bearing No. 3B is installed on a spring-design
The function of the bearings is to support axial & radial support.
loads from the engine rotors (LP & HP).
- roller bearing No. 1 supports radial loads from rotors
N1 & N2,
- ball bearing No. 2 supports axial and radial loads from
rotors N1 & N2,
- roller bearing No. 3R supports radial loads from rotors
N1 & N2,
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611-2-720000-07-02-A
Engine Sumps And Bearings
V0
611-2-720000-07-04-A
Engine Sumps Seals
Identify and Locate
The vented A sump front sealing is realized with a

Segmented Radial Seal(SRS) composed of a Carbon
and a labyrinth seal, an intermediate classic
abradable/seal tooth seal is located upstream the N°3
bearing and downstream a SRS ensures the aft sealing.
The non vented B sump sealing is done by an

abradable/seal tooth seal upstream and a SRS
downstream.
The non vented C sump sealing is done by an

abradable/seal tooth seal upstream and a SRS
downstream.
Purpose
The sump seals prevent any oil leaks from the engine
sumps.
V0
611-2-720000-07-04-A
Engine Sumps Seals
V0

Basic Engine
Air Inlet Section

611-2-722000-07-01-A
Air Inlet Section - General
Identify and Locate The main functions of the fan and booster module are:
- to supply the main part of the engine thrust through the
The air inlet section is located at the front of the engine. fan rotor,
The main components of the air inlet section are: - to increase kinetic energy of the airflow,
- the fan case module: located at the front of the air inlet - to provide air pressure to the HPC module through the
section around the fan and booster module, booster.
- the fan frame module: located between the fan case
module and the High Pressure Compressor (HPC) The main function of the No. 1 and No. 2 bearing
module, around the fan and booster module, support module is to support the Low Pressure
- the fan and booster module: located at the front of the Compressor (LPC) Rotor.
air inlet section and contained by the fan case and fan
frame modules,
- the bearing No. 1 and No. 2 support module: located
between the fan and booster and fan frame modules.
Purpose
The main functions of the air inlet section are:

- to supply the HPC with compressed air,
- to contribute to the engine thrust,
- to provide structural attachment for the front of the
engine.
The main functions of the fan case module are:

- to provide fan blade containment,
- to support the air intake cowl,
- to provide attachment points for the engine ground
handling.
The main functions of the fan frame module are:

- to direct and ensure a smooth aerodynamic airflow,
- to support the engine,
- to transmit the powerplant thrust to the aircraft.
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611-2-722000-07-01-A
Air Inlet Section - General
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613-2-722000-03-01-A
Air Inlet Section - Interface
Interfaces
Rear interface (static parts):

The rear flange of the air inlet section is connected to
the forward flange of the High Pressure Compressor
(HPC) module by a bolted flange.
Rear interface (rotating parts):

The rear end of the Low Pressure Compressor (LPC)
shaft is connected to the Low Pressure Turbine (LPT)
shaft through splines and a slotted nut.
The air inlet section is connected to the aircraft pylon

through the thrust bars and forward mount.
The air inlet section receives air from the air intake and
delivers it in two airflows:
- the primary airflow,
- the secondary airflow.
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613-2-722000-03-01-A
Air Inlet Section - Interface
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613-2-722000-04-01-A
Air Inlet Section - Operation
Operation
The LPC is driven by the LPT shaft and its rotation

provides:
- the High Pressure Compressor (HPC) with
compressed air through the primary airflow,
- the powerplant with engine thrust through the
secondary airflow path.
The inner part of the fan blades accelerates the air for
the primary airflow path.
The outer part of the fan blades accelerates the air for
the secondary airflow path.
In the primary airflow path, the fan and booster module

provides kinetic energy and then diffuses the air to
increase the pressure.
The air is accelerated by the three rows of rotating
blades. Then, it is diffused by the rows of vanes which
convert the velocity into a pressure rise.
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613-2-722000-04-01-A
Air Inlet Section - Operation
V0
611-2-722000-07-02-A
Fan And Booster Module
Identify and Locate - to receive the fan blade balance weights that are used
to balance the engine rotor,
The front spinner is located at the front of the engine, at - to secure the fan blade platfrorm position.
the front of the front platform shroud.
The main functions of the flow splitter are:
The platform front shroud is located between the front - to separate the primary and secondary airflows,
spinner and the fan disk and fan blades. - to evacuate the hot air coming from the engine
anti-icing system.
The eighteen fan blades are located between the
platform front shroud and the booster spool. The main function of the fan blade platforms is:
- to provide a smooth aerodynamic surface for the
The fan blade platforms are located between the fan airflow.
blades.
The flow splitter is located behind the fan blades, at the

front of the booster.
Purpose
The main function of the fan blades is to provide energy

to the airflow by acceleration and increase of the airflow
pressure.
The main functions of the front spinner are:

- to direct and provide a smooth aerodynamic airflow to
feed the fan stage,
- to protect the booster against Foreign Object Damage
(FOD) and icing phenomenon,
- to reduce the noise level.
The main functions of the platform front shroud are:

- to provide a smooth aerodynamic surface for the
airflow,
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611-2-722000-07-02-A
Fan And Booster Module
V0
613-2-722160-10-01-A
Front Spinner And Platform Front Shroud
Interfaces
The rear flange of the front spinner is connected to the

platform front shroud by radial screws.
The rear flange of the platform front shroud is connected

to :
- the fan disk by axial screws mounted in the fan disk
barrel nuts,
- the fan blade platforms.
The platform front shroud has provisions for the

installation of the fan blade balance weights.
Functional Description
The front spinner is an aerodynamic fairing.

It is made of anodized aluminum alloy.
The platform front shroud is made of titanium.
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613-2-722160-10-01-A
Front Spinner And Platform Front Shroud
V0
613-2-722120-10-01-A
Fan Blade
Interfaces
Each fan blade is installed in a fan disk slot with:

- a spacer to keep the blade in the correct radial
position,
- a fan blade lock to keep the blade in the correct axial
position.
The fan blades are separated by the fan blade platforms

and the fan disk shields.
The rear section of the fan blades is in contact with the

booster spool.
The fan blades are solid, wide chord, 3D-designed parts.

They are made of 3D woven composite material and
have a titanium leading edge.
To reduce fretting vulnerability, wear strips are added to

surfaces in contact with:
- the fan disk,
- the platforms,
- the fan blade lock,
- the booster spool.
No lubrication of the fan blade root is necessary.
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613-2-722120-10-01-A
Fan Blade
V0
613-2-722102-10-01-A
Flow Splitter
Interfaces
The flow splitter is connected:

- to the No. 1 and No. 2 stator flange of the booster by
axial bolts,
- to the flow path panel by radial screws.
The flow splitter receives hot air from the High Pressure
Compressor (HPC) stage 7 for anti-icing protection.
The flow splitter is a one-piece titanium part and

includes:
- six machined holes for the connection with the anti-ice

supply tubes,
- 188 notches under the leading edge to exhaust HPC
7th stage anti-icing air into the primary airflow.
V0
613-2-722102-10-01-A
Flow Splitter
V0
611-2-722300-07-01-A
Fan Case Assembly
Identify and Locate
The fan case is located between the air intake section

and the fan frame module.
It is the external part of the fan case assembly.
The acoustic shroud, the abradable liner and the five aft
acoustical panels are located on the inner surface of the
fan case:
- the acoustic shroud is at the front,
- the abradable liner is radially in line with the fan blades,
- the five aft acoustical panels are at the rear.
Purpose
The main functions of the fan case are:

- to ensure fan blade containment,
- to support the air intake cowl,
- to duct the air.
The main function of the acoustic shroud and aft

acoustical panels is to reduce noise.
The main function of the abradable liner is to provide a

wear surface between the fan case and the fan blade
tips.
The common function to all these parts is to provide a

smooth aerodynamic surface for the secondary airflow.
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611-2-722300-07-01-A
Fan Case Assembly
V0
613-2-722301-10-01-A
Fan Case And Abradable Liner
Interfaces
The forward flange of the fan case is connected to the

air intake cowl by a bolted flange.
The rear flange of the fan case is connected to the fan

frame shroud by a bolted flange.
The inner surface of the fan case supports:

- the acoustic shroud,
- the abradable liner,
- the aft acoustical panels.
The outer surface of the fan case has:

- two threaded hoisting points for engine ground
handling purposes at 2 and 10 o'clock.
- mountings for engine equipment such as the
Accessory GearBox (AGB).
The abradable liner is adhesive-mounted on the inner

surface of the fan case.
The fan case is made of composite material.
The abradable liner consists of:

- a support made of honeycomb (NOMEX) and carbon
fiber skin,
- an abradable layer made of blue MINNESOTA.
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613-2-722301-10-01-A
Fan Case And Abradable Liner
V0
613-2-722303-10-01-A
Acoustic Shroud
Interfaces
The acoustic shroud is connected to the forward inner

surface of the fan case by thirteen brackets.
The acoustic shroud is a one-piece barrel, made of

honeycomb (NOMEX) and carbon fiber skin.
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613-2-722303-10-01-A
Acoustic Shroud
V0
613-2-722304-10-01-A
Aft Acoustical Panel
Interfaces
Each aft acoustical panel is attached by six bolts across

the aft inner surface of the fan case and the inner
surface of the fan frame shroud.
The aft acoustical panels are made of honeycomb

(NOMEX) and carbon fiber skin.
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613-2-722304-10-01-A
Aft Acoustical Panel
V0
613-2-722400-07-01-A
Fan Frame Module
Identify and Locate - to direct the secondary airflow,
- to provide redundant radial support between the fan
The Outlet Guide Vanes (OGVs) are located between frame shroud and the fan hub.
the fan frame shroud (outer diameter) and the fan hub
(inner diameter). The main functions of the OGV struts are:
They are evenly distributed over the circumference of - to guide the equipment inside hollow OGVs,
the fan hub. - to direct the secondary airflow,
- to provide redundant radial support between the fan
The OGV set includes 41 OGVs and 3 OGV struts: frame shroud and the fan hub.
- OGV Strut No. 1 is located at 12 o’clock,
- OGV Strut No. 5 is located at 6 o’clock, The main functions of the struts are:
- OGV Strut No. 6 is located at 8 o’clock. - to house and protect tubings,
- to direct the secondary airflow.
The OGV platforms are located between the OGVs on
the fan frame shroud. The main function of the shroud segments is to support
the struts.
The five shroud segments form the central shroud of the
engine kit. The common function to all these parts and to the OGV
They are located between the fan hub outer flanges and platforms is to provide a smooth aerodynamic surface
the struts. for the secondary airflow.
The struts are also parts of the engine kit.

They are located between the fan frame shroud and the
central shroud:
- strut No. 1 is located at 12 o’clock,
- strut No. 5 is located at 6 o’clock,
- strut No. 6 is located at 8 o’clock.
Purpose
The main functions of the Outlet Guide Vanes (OGVs)

are:
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613-2-722400-07-01-A
Fan Frame Module
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613-2-722400-10-01-A
Outlet Guide Vane, Struts, Platform
Interfaces
Each Outlet Guide Vane (OGV) and OGV strut are

connected:
- to the fan frame shroud by four radial bolts,
- to the fan hub by two radial bolts and two axial bolts.
The OGVs and the OGV struts are separated by:

- an OGV platform on their outer airfoil section,
- an OGV seal on their inner airfoil section.
The OGV platforms are in line with:

- the acoustical panels at the front,
- the fan frame flow path panels and the Surface Air
Cooling Oil Cooler (SACOC) surfaces at the rear.
The OGVs are made of aluminum covered by an

aluminum sheet.
They are hollow and feature a rib to prevent vibrations.
They come in nine different profiles, depending on their
radial position around the fan hub.
The three OGV struts (No. 1, 5 and 6) are made of

titanium.
OGV strut No. 5 houses the oil return tube.
OGV strut No. 6 houses the Radial Drive Shaft (RDS).
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613-2-722400-10-01-A
Outlet Guide Vane, Struts, Platform
V0
613-2-722400-10-02-A
Struts And Shrouds Segments
Interfaces - eight Variable Bleed Valve (VBV) ducts all around the
central shroud,
The struts are connected: - the duct of the Low Pressure Turbine Active Clearance
- to the fan frame shroud by radial bolts on their outer Control (LPTACC) and the High Pressure Turbine Active
platform, Clearance Control (HPTACC).
- to the central shroud (made of the five shroud
segments) by radial screws on their inner platform,
- to the fan hub by radial screws on their forward inner
platform flange.
Two flow path panels are installed on both sides of

engine kit strut No. 1, and two flow path panels are
installed on both sides of engine kit strut No. 5.
The front flange of the central shroud is attached to the

outer flange of the fan hub.
The rear flange of the central shroud is in contact with
the front flange of the inner fixed structure of the
Thrust-Reverser (T/R).
The struts (No. 1, 5 and 6) and the five segments are

made of titanium.
Strut No. 5 houses four oil tubes and two pressure

sense lines.
Strut No. 6 houses three fuel tubes.
The struts are positioned axially by a groove.
Two adjacent shroud segments are linked by a titanium

shroud junction fitting.
The five segments of the central shroud have cut-outs to
house:
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613-2-722400-10-02-A
Struts And Shrouds Segments
V0

AIR INLET SECTION - LIST MAINTENANCE PRACTICES
611-2-722102-99-01-A: FLOW SPLITTER 611-2-722304-99-01-A: AFT ACOUSTICAL PANEL
• INSTALLATION OF THE FLOW SPLITTER • INSTALLATION/ REMOVAL OF THE AFT ACOUSTICAL PANEL
• STANDARD REPAIR • STANDARD REPAIR
• VISUAL INSPECTION OF THE BOOSTER FLOW SPLITTER • VISUAL INSPECTION OF THE AFT ACOUSTIC PANEL
611-2-722120-99-01-A: FAN BLADE 611-2-722400-99-01-A: FAN FRAME MODULE
• REPLACEMENT OF THE FAN BLADES • VISUAL INSPECTION

• INSTALLATION/ REMOVAL OF THE FAN BLADE
• STANDARD REPAIR
• VISUAL INSPECTION OF THE FAN BLADES 611-2-722401-99-01-A: SEGMENT SHROUDS
• CLEANING OF FAN BLADES
• STANDARD REPAIR
• VISUAL INSPECTION
611-2-722140-99-01-A: FRONT SPINNER
• INSTALLATION/ REMOVAL OF THE FRONT SPINNER 611-2-722411-99-01-A: OUTER OUTLET GUIDE VANE (OGV) PLATFORM
• STANDARD REPAIR
• VISUAL INSPECTION • INSTALLATION/ REMOVAL OF THE OUTER OUTLET GUIDE VANE (OGV) PLATFORM
• STANDARD REPAIR
611-2-722160-99-01-A: PLATFORM FRONT SHROUD
• INSTALLATION/ REMOVAL 611-2-722420-99-01-A: OUTLET GUIDE VANE (OGV)

• INSTALLATION/ REMOVAL OF THE OUTLET GUIDE VANE (OGV)
• STANDARD REPAIR
611-2-722301-99-01-A: FAN CASE • VISUAL INSPECTION
• STANDARD REPAIR
• VISUAL INSPECTION 611-2-722421-99-01-A: OUTLET GUIDE VANE (OGV) STRUTS
• STANDARD REPAIR
611-2-722302-99-01-A: ABRADABLE • VISUAL INSPECTION
• STANDARD REPAIR
• VISUAL INSPECTION 611-2-722100-99-01-A: FAN AND BOOSTER MODULE
611-2-722303-99-01-A: ACOUSTIC SHROUD • VISUAL INSPECTION OF THE FAN AND BOOSTER MODULE
• VISUAL INSPECTION OF THE STAGE 1 BOOSTER VANE ASSEMBLY
• INSTALLATION/ REMOVAL OF THE ACOUSTIC SHROUD
• STANDARD REPAIR V0

AIR INLET SECTION - LIST MAINTENANCE PRACTICES
611-2-722300-99-01-A: FAN CASE MODULE
V0

Basic Engine
High Pressure
Compressor Section

611-2-723000-07-01-A
High Pressure Compressor Module - General
Identify and Locate
The High Pressure Compressor (HPC) module is

located between the air inlet and the combustion
section.
The main components of the HPC module are:
- the forward and rear compressor stator assembly
located between the air inlet and the combustion
section,
- the HPC rotor assembly located in the forward and rear
compressor stator assembly.
Purpose
The main functions of the High Pressure Compressor

(HPC) module assembly are:
- to increase the pressure of the booster discharge air
for combustion,
- to provide air for cooling and customer bleed,
- to provide torque to the accessory drives.
The High Pressure Compressor (HPC) rotor assembly

increases the velocity and pressure of the airflow and
transmits torque from the turbine section (HP parts) to
the accessory drives.
The forward and rear compressor stator assembly

converts air velocity into pressure rise and directs the
airflow onto the next higher HPC stage with an
adjustable incidence.
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611-2-723000-07-01-A
High Pressure Compressor Module - General
V0
613-2-723200-13-01-A
High Pressure Compressor Module - Details
Interfaces Operation
Forward interface (static parts): The HPT rotor assembly provides rotation to the HPC
The High Pressure Compressor (HPC) module is module, thus increasing the pressure of the airflow to
connected to the fan frame module of the air inlet feed the combustion section.
section.
The blade stages of the HPC rotor assembly accelerate
Forward interface (rotating parts): the airflow while the matching vane stages of the
The HPC module is connected to the Inlet GearBox forward and rear compressor stator assembly straighten
(IGB) in the fan frame module. and direct this airflow onto the next higher stage.
Rear interface (static parts): In order to optimize the HPC module operation, the IGVs
The HPC module is connected to the Combustor and VSVs position are modulated by the compressor
Diffuser Nozzle (CDN) assembly, a part of the control system. When the speed of the HPC rotor
combustion section. assembly increases, the IGVs and VSVs are axially
open, and axially closed when the HPC rotor assembly
Rear interface (rotating parts): speed decreases.
The HPC module is connected to the High Pressure
Turbine (HPT) rotor assembly, a part of the turbine
section.
The HPC module interfaces with compressor control

system parts which operate the Inlet Guide Vanes
(IGVs) and Variable Stator Vanes (VSVs).
The HPC module is connected to various bleeds to
supply the following with air:
- the engine air system,
- the customer bleeds,
- the nacelle anti-ice system,
- the engine compressor control.
The HPC module receives air from the air inlet section
and delivers it to the combustion section.
V0
613-2-723200-13-01-A
High Pressure Compressor Module - Details
V0
613-2-723100-10-01-A
High Pressure Compressor Rotor Assembly
Interfaces rotor blades are secured with two locking lugs,
- the Compressor Discharge Pressure (CDP) rotating air
Forward interface: seal.
The High Pressure Compressor (HPC) rotor assembly is
supported through the front shaft by thrust ball bearing All the rotating blades of the HPC rotor assembly have
No. 3 and roller bearing No. 3, which are located within the latest technology 3D-aero design.
the Inlet GearBox (IGB).
Inside the HPC rotor assembly, fourteen HPC outer
Rear interface: impeller tubes extend radially outward-from and
The HPC rotor assembly is connected to the High perpendicular-to the impeller tube support. Each HPC
Pressure Turbine (HPT) stage 1 disk forward flange by a outer impeller tube is retained in the impeller tube
bolted flange. support.
The HPC rotor assembly interfaces with the HPC stator

assembly through air seals, and the forward section of
the HPT air duct.
The HPC rotor assembly consists of the six following

parts kept together by three bolted flanges:
- the stage 1 compressor rotor blisk that is a single
titanium component making up the front shaft, disk,
blades, seal teeth and rear arm,
titanium component making up the disk and blades,
- the stage 3-4 compressor rotor blisk that is a single
titanium component making up the stage 3 disk, stage 3
blades, stage 4 disk and stage 4 blades,
inconel component making up the disk and blades,
- the stage 6-10 compressor rotor spool that is a
five-rotor disk one-piece component. Each disk has axial
grooves to hold the dovetail blades. At each stage, the
V0
613-2-723100-10-01-A
High Pressure Compressor Rotor Assembly
V0
613-2-723200-10-01-A
Forward And Rear Compressor Stator Assembly
Interfaces The air seals at the inner diameter of stage 1-4
compressor stator shrouds prevent air from leaking into
Forward interface: the previous High Pressure Compressor (HPC) stage.
The forward compressor stator assembly is connected to
the middle and inner rear flanges of the fan hub by two The five stages of the rear compressor stator assembly
bolted flanges. are individual stages kept together by bolted flanges.
Each stage has fixed compressor stator vanes.
Middle interface:
The forward compressor stator assembly and the rear The two parts that have a mounting flange for the
compressor stator assembly are connected by a bolted connection with the forward compressor stator assembly
flange. and the CDN assembly are:
- the aft compressor stator extension case linked to
Rear interface: stage 7 compressor stator vane,
The rear compressor stator assembly is connected to - the wishbone aft inner compressor stator case linked to
the Combustor Diffuser Nozzle (CDN) assembly by a stage 9 compressor stator vane.
bolted flange.
Air seals at the inner diameter of each compressor stator
Functional Description stationary seal prevent air from leaking into the previous
HPC stage.
The forward compressor stator case consists of two
matched halves.
Each Inlet Guide Vane (IGV) and Variable Stator Vane

(VSV) have:
- an inner trunnion for the connection with the inner
compressor stator shrouds,
- an outer trunnion for the connection respectively with
the fan hub and forward compressor stator case,
- a lever arm connection.
The IGVs are made of aluminium alloy, the first three

VSV stages are made of titanium alloy and stage 4
VSVs are made of nickel alloy.
V0
613-2-723200-10-01-A
Forward And Rear Compressor Stator Assembly
V0

HIGH PRESSURE COMPRESSOR MODULE - LIST MAINTENANCE PRACTICES
611-2-723105-99-01-A: HIGH PRESSURE COMPRESSOR (HPC) BLADES
• BORESCOPE BLENDING
611-2-723200-99-01-A: FORWARD COMPRESSOR STATOR ASSEMBLY
• VISUAL EXAMINATION WITHOUT SPECIAL EQUIPMENT
V0

Basic Engine
Combustion Section

611-2-724000-11-01-A
Combustion Section - General
Identify and Locate
The combustion section is located between the High

Pressure Compressor (HPC) module and the Turbine
section.
The main components of the combustion section are:
- the CDN assembly which is the case of the combustion
section,
- the combustion chamber assembly which is located
within the CDN assembly.
Purpose
The combustion section mixes the fuel and the HPC air
for efficient and uniform combustion.
The CDN assembly provides the structural load path

between the HPC rear compressor stator assembly and
HPT stator case, supports and cools the combustion
chamber assembly.
The combustion chamber assembly provides

containment of high pressure and high temperature air
during the combustion process.
The combustion section has mounting locations for the

nineteen fuel nozzles and the two igniters.
V0
611-2-724000-11-01-A
Combustion Section - General
V0
613-2-724000-13-01-A
Combustion Section - Details
Interfaces Airflow from the diffuser is directed to the radial mixer
before being mixed with the fuel coming from the fuel
Forward interface: nozzles.
The combustion section is connected to the rear This homogeneous fuel/air mixture burns in the chamber
compressor stator assembly of the High Pressure to produce high energy gases.
Compressor (HPC) module. These combustion gases are directed towards the HPT
module by the combustion chamber dome and the inner
Rear interface: and outer liners.
The combustion section is connected to the stage 1 and
stage 2 nozzle assembly of the High Pressure Turbine The other part of the air flow (HPC discharge air) flows
(HPT) module. from the diffuser to the space between the inside surface
of the Combustor Diffuser Nozzle (CDN) case and the
The Combustor Diffuser Nozzle (CDN) assembly inner and outer baffles. This airflow cools the
interfaces with the engine air system, fuel nozzles and combustion chamber through the cooling holes located
ignition system igniters. in the inner and outer liners and baffles.
The CDN assembly interfaces with the engine High

Pressure Compressor (HPC) rotor through the
Compressor Discharge Pressure (CDP) air seal.
The combustion section receives a compressed airflow

from the HPC module and delivers the gas resulting
from the combustion to the HPT module.
Operation
The air flow coming from the HPC module enters the
combustion section through the OGVs that direct the air
flow axially.
Then the air flow goes through the diffuser that reduces
the velocity and increases the static pressure.
V0
613-2-724000-13-01-A
Combustion Section - Details
V0
613-2-724100-10-01-A
Combustor Diffuser Nozzle Assembly
Interfaces - two igniter ports,
- the HPC stage 10 bleed port.
Forward interface:
The Combustor Diffuser Nozzle (CDN) assembly is
connected to the aft face of the High Pressure
Compressor (HPC) rear stator assembly by a bolted
flange.
Rear interface:
The outer diameter of the CDN assembly is connected
to the forward face of the High Pressure Turbine (HPT)
stator case by a bolted flange.
The inner diameter of the CDN assembly is connected to
the forward face of the stage 1 HPT nozzle support of
the turbine section and to the inner combustor forward
manifold (engine air system) by a bolted flange.
The CDN assembly is connected to the combustion

chamber assembly by a bolted flange.
The CDN assembly is the structural support for:

- the Outlet Guide Vanes (OGVs),
- the diffuser,
- the abradable Compressor Discharge Pressure (CDP)
stator seal.
The CDN assembly has :

- four borescope ports for internal inspections of the
combustion chamber assembly,
- a pressure sensor port for the measurement of
compressor discharge static pressure (PS3),
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613-2-724100-10-01-A
Combustor Diffuser Nozzle Assembly
V0
613-2-724200-10-01-A
Combustion Chamber Assembly
Interfaces
Forward interface:
The combustion chamber assembly is connected to the
Combustor Diffuser Nozzle (CDN) assembly by a radial
bolted flange.
Rear interface:
The combustion chamber assembly is connected to the
forward face of the stage 1 High Pressure Turbine (HPT)
nozzle assembly.
Each Twin Annular Premixing Swirler (TAPS) fuel nozzle

is surrounded by a radial mixer mounted on the
combustion chamber dome.
The inner and outer liners form the inboard and outboard
portions of the combustion chamber assembly. The
liners have cooling holes and are covered with a
Thermal Barrier Coating (TBC) to protect them from the
energy generated by the combustion process. The liners
have baffles with cooling holes for improved cooling
efficiency.
The outer liner has local holes for the igniters and the
borescope ports.
V0
613-2-724200-10-01-A
Combustion Chamber Assembly
V0

COMBUSTION SECTION - LIST MAINTENANCE PRACTICES
611-2-724000-99-01-A: COMBUSTION SECTION
V0

Basic Engine
Turbine Section

611-2-725000-11-01-A
Turbine Section - General
Identify and Locate
The HPT rotor assembly converts a part of the thermal
The turbine section is located at the rear of the engine. energy from the hot combustion gases into mechanical
It includes the High Pressure Turbine (HPT) and the Low energy to be used by the HPC module.
Pressure Turbine (LPT) modules.
The HPT stage 2 nozzle assembly and HPT stator case:
The main components of the turbine section are: - contain the high-pressure and high-temperature air,
- the HPT stage 1 nozzle assembly located between the - direct the air to the HPT stage 2 rotor blades.
combustion section and the HPT stage 2 nozzle
assembly, The TCF assembly:
- the HPT rotor assembly located between the High - provides radial support at the aft end of the HPT rotor,
Pressure Compressor (HPC) rotor and the Turbine - supports the bearing No. 4 support housing and the
Center Frame (TCF) assembly, LPT transition duct,
- the HPT stage 2 nozzle assembly located between the - provides structural support to minimize HPT blades
HPT stage 1 nozzle assembly and the TCF assembly, clearances.
- the TCF assembly located between the HPT stage 2
nozzle assembly and the LPT rotor and stator module, The LPT stage 1 nozzle module supplies the next higher
- the LPT stage 1 nozzle module located between the stage with the correct airflow angle.
TCF assembly and the LPT rotor and stator module,
- the LPT shaft module located between the LPT stator The LPT shaft transmits the LPT torque to the LPC.
and rotor module and the bearing No. 1 and 2 support
module, The LPT rotor and stator module converts a part of the
- the LPT rotor and stator module located between the thermal energy from the hot combustion gases into
TCF assembly and the Turbine Rear Frame (TRF), mechanical energy to be used by the fan and booster
- the TRF module located at the rear of the engine. module.
Purpose The TRF:

- supports the engine, exhaust nozzle and plug,
The turbine section supplies rotational energy to the - directs a smooth aerodynamic primary airflow,
High Pressure Compressor (HPC) module, fan and - allows C sump lubrication,
booster module. - houses roller bearing assembly No. 5.
The HPT stage 1 nozzle assembly directs the

combustion air to the HPT rotor blades.
V0
611-2-725000-11-01-A
Turbine Section - General
V0
613-2-725000-13-01-A
Turbine Section - Details
Interfaces
Forward interface (static parts):

The turbine section is connected to the rear flange of the
combustion section by a bolted flange.
Forward interface (rotating parts):

The LPT shaft module of the turbine section is
connected to the Low Pressure Compressor (LPC) shaft
through splines and a slotted nut.
The HPT shaft of the turbine section is connected to the
High Pressure Compressor (HPC) shaft by a bolted
flange.
The turbine section is connected to the aircraft pylon.
The turbine section receives hot and pressurized gases

from the combustion section and delivers them to the
exhaust section.
Operation
The blade stages of the turbine section extract the

rotational energy from the combustion gases flow, while
the matching nozzle stages expand and direct the flow
onto the next higher rotor stage.
The HPT rotor (N2) transmits the rotational energy to the

HPC rotor assembly.
The LPT rotor (N1) transmits the rotational energy to the
fan and booster module.
V0
613-2-725000-13-01-A
Turbine Section - Details
V0
613-2-725100-10-01-A
High Pressure Turbine Stage 1 Nozzle Assembly
Interfaces
The front flange of the High Pressure Turbine (HPT)

stage 1 nozzle assembly is connected to the Combustor
Diffuser Nozzle (CDN) assembly by a bolted flange.
The inner and outer front diameters of the nozzle

segments are in contact with the combustion chamber.
The inner and outer rear diameters of the nozzle

segments are in contact with the HPT stage 2 nozzle
assembly.
The HPT stage 1 nozzle assembly interfaces with the

HPT rotor assembly through the outer HPT stationary
seal.
The main components of the HPT stage 1 nozzle

assembly are:
- the HPT stage 1 stator nozzles,
- the front inner HPT nozzle support,
- the outer HPT stationary seal.
The HPT stage 1 stator nozzles consist of twin-nozzle

segments made of nickel-based alloy.
The nozzle segments are attached around the front
inner HPT nozzle support.
Each nozzle has:
- a Thermal Barrier Coating (TBC),
- cooling holes visible from the flow path.
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High Pressure Turbine Rotor Assembly
Interfaces
Forward interface:
The High Pressure Turbine (HPT) rotor assembly is
connected to the High Pressure Compressor (HPC) rotor
assembly by a bolted flange.
Rear interface:
The HPT rotor assembly is supported by the Turbine
Center Frame (TCF) through roller bearing No. 4.
The HPT rotor assembly interfaces through air seals

with:
- the HPT stage 1 nozzle assembly,
- the HPT stage 2 nozzle assembly,
- the TCF.
The main components of the HPT rotor assembly are:

- the HPT stage 1 disk, blades and blade retainer,
- the HPT stage 2 disk blades and blade retainer,
- the Forward Outer Seal (FOS),
- the HPT rotor interstage seal,
- the HPT aft rotating seal.
The HPT rotor blades are secured:

- axially by the HPT blade retainers,
- radially and circumferentially by the root of the blades.
Each HPT rotor blade has:

- a Thermal Barrier Coating (TBC)
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High Pressure Turbine Rotor Assembly
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Interfaces
The front flange of the High Pressure Turbine (HPT)

stage 2 nozzle assembly is connected to the combustion
section by a bolted flange.
The rear flange of the HPT stage 2 nozzle assembly is

connected to the Turbine Center Frame (TCF) assembly
by a bolted flange.
The HPT stage 2 nozzle assembly interfaces with the

HPT rotor assembly through the HPT stator interstage
seal.
It also interfaces with cooling ducts that bleed air from

the High Pressure Compressor (HPC) 7th stage.
The main components of the HPT stage 2 nozzle

assembly are:
- the HPT stage 2 stator nozzle,
- the HPT stator case,
- the stage 1 and stage 2 stator shrouds.
The HPT stage 2 stator nozzles consist of single-nozzle

segments made of nickel-based alloy.
Each HPT stage 2 stator nozzle has:

- a Thermal Barrier Coating (TBC),
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Turbine Center Frame Assembly
Interfaces The oil seals ensure oil containment necessary for
bearing No. 4 operation.
The front flange of the Turbine Center Frame (TCF) The air seals prevent flow-path gases from leaking
assembly is connected to the rear flange of the High between the stage 2 rotating blades and the TCF.
Pressure Turbine (HPT) stage 2 nozzle assembly by a
bolted flange.
The rear flanges of the TCF assembly are connected to
the front flanges of the Low Pressure Turbine (LPT) rotor
and stator module.
The TCF assembly interfaces with the HPT rotor
assembly through roller bearing No. 4 and air seals.
It also interfaces with the Exhaust Gas Temperature

(EGT) sensors, and cooling ducts that bleed air from the
High Pressure Compressor (HPC) 4th stage.
The main components of the TCF are:

- the TCF case,
- the LPT transition duct,
- the TCF transition duct seal,
- the HPT stator stationary seal,
- the bearing No. 4 air seals,
- the bearing No. 4 oil seals,
- the roller bearing No. 4.
The struts of the TCF case provide radial support for

bearing No. 4. They are located within the LPT transition
duct fairing thus providing a cooler environment for the
oil tubes.
The TCF transition duct seal protects the non-gas-path
surfaces from flow-path gases and prevents gas leakage
around the LPT Stage 1 Nozzle.
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Turbine Center Frame Assembly
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Low Pressure Turbine Stage 1 Nozzle Module
Interfaces
The Low Pressure Turbine (LPT) stage 1 nozzle module

is installed between the Turbine Center Frame (TCF)
and the Low Pressure Turbine (LPT) stator.
The module support flange and support seal are

connected to the TCF by a bolted flange.
The main components of the LPT stage 1 nozzle module

are:
- the stage 1 insulation plate,
- the LPT stage 1 nozzles,
- the rear plate,
- the flange support,
- the sealing plate,
- the seal support.
The lower part of the LPT stage 1 nozzles is secured

between the rear flange and the support flange.
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Low Pressure Turbine Stage 1 Nozzle Module
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Low Pressure Turbine Rotor And Stator Module
Interfaces
Forward interface (static parts):

The Low Pressure Turbine (LPT) stator is connected to
the rear flange of the Turbine Center Frame (TCF)
assembly by a bolted flange.
Forward interface (rotating parts):

The LPT rotor is connected to the LPT shaft module by a
bolted flange.
Rear interface (static parts):

The LPT stator is connected to the front flange of the
Turbine Rear Frame (TRF) module by a bolted flange.
Rear interface (rotating parts):

The LPT rotor is supported by the TRF module through
bearing No. 5.
The main components of the LPT rotor and stator

module are:
- the LPT rotor,
- the LPT stator.
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Low Pressure Turbine Rotor And Stator Module
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Turbine Rear Frame Module
Interfaces
The front flange of the Turbine Rear Frame (TRF)

module is connected to the Low Pressure Turbine (LPT)
stator by a bolted flange.
The rear flanges of the Turbine Rear Frame (TRF) are

connected by bolts to the exhaust components:
- the exhaust nozzle,
- the exhaust plug,
- the cental ventilation tube (CVT).
The TRF supports the rear end of the LPT rotor through
roller bearing No. 5.
The TRF has clevis attachment points for the engine

mount installation.
The TRF is also connected to the oil system for:

- the roller bearing No. 5 lubrication,
- the A sump depressurization (through the eductor
valve).
and the drain system.
The main components of the TRF module are:

- the TRF,
- the No. 5 bearing support.
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Turbine Rear Frame Module
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TURBINE SECTION - LIST MAINTENANCE PRACTICES
611-2-725900-99-01-A: TURBINE REAR FRAME (TRF) MODULE
• STANDARD REPAIR
611-2-725983-99-01-A: CENTRAL VENTILATION TUBE
• INSTALLATION/ REMOVAL OF THE CENTER VENTILATION TUBE

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Basic Engine
Accessory Drives

611-2-726000-11-01-A
Accessory Drives
Identify and Locate rotational energy from the Pneumatic Air Starter (PAS),
- in operating mode, to supply the aircraft and engine
The accessory drives are located at the front of the accessories with rotational energy from the engine core,
engine, on the fan and booster module. - to allow manual core cranking during maintenance
operations.
The main components of the accessory drives are:
- the Inlet Gearbox (IGB) and No. 3 bearing assembly, Functional Description
- the Radial Drive Shaft (RDS),
- the Transfer Gearbox (TGB), The IGB consists of a housing including an horizontal
- the Transfer Shaft (TS), bevel gear connected to the HPC front shaft and a
- the Accessory Gearbox (AGB). pinion bevel gear connected to the Radial Drive Shaft
(RDS).
The IGB and No.3 bearing assembly are located in the
forward sump of the engine. Bearing No. 3 is the combination of one roller bearing
and one ball bearing.
The RDS is located in the fan frame module inside
Outlet Guide Vane (OGV) Strut No. 6. The RDS is composed of two alloy steel parts:
- the radial inner shaft,
The TGB is located on the fan frame module and on the - the radial outer shaft.
rear face of the AGB, in the 8 o'clock position (aft The RDS transmits the torque through the splines
looking forward). located at each end.
The TS is located between the TGB and the AGB in the The TGB consists of a housing including a bevel gear
8 o'clock position (aft looking forward). connected to the RDS and a bevel gear connected to
the TS.
The AGB is located on the fan frame, in the 8 o'clock
position (aft looking forward). The TS is an alloy steel part. The TS transmits the
torque through the splines at each end.
Purpose
The AGB consists of a housing including a series of spur
The main functions of the accessory drive section are: gears that distribute the torque to the engine and aircraft
- to support the High Pressure Compressor (HPC) accessories.
forward shaft,
- in starting mode, to supply the engine core with
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Accessory Drives
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Accessory Drives - Interface
Interfaces - the Integrated Drive Generator (IDG), to supply the
aircraft with electric power.
The No. 3 bearing housing in the Inlet Gearbox (IGB) is
connected to the fan frame by a bolted flange. The AGB also houses the Oil Pressure and Temperature
The horizontal bevel gear of the IGB is connected to the (OPT) sensor, and features a manual control which is
High Pressure Compressor (HPC) front shaft by splines. protected by the control manual cover.
The Transfer Gearbox (TGB) is connected to the fan

frame by a bolted flange and is centered by two locating
pins.
The TGB houses the core speed (N2) sensor.
The Accessory Gearbox (AGB) is attached to the fan

frame through 4 links:
- Link 1 is a stirrup with a spherical bearing connected to
lugs of the fan frame,
- Link 2 is an axial pin with spherical bearings connected
to lugs of the fan frame,
- Link 3 is a pin with spherical bearings connected to
lugs of the fan frame,
- Link 4 is a central damper swaged on the AGB
housing.
Six engine and aircraft accessories are secured to the

AGB. They include:
- the Pneumatic Air Starter (PAS), to start the engine,
- the Engine Driven Pump (EDP), to supply the aircraft
with hydraulic power,
- the oil lubrication unit, to lubricate the engine bearings
and gears,
- the Permanent Magnet Alternator (PMA), to supply the
engine control system with electrical power,
- the Main Fuel Pump (MFP), to supply the engine with
fuel,
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Accessory Drives - Interface
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Accessory Drives - Operation
Operation
At engine start, rotational energy from the Pneumatic Air

Starter (PAS) is transmitted to the Accessory Gearbox
(AGB) and Radial Drive Shaft (RDS). The RDS rotates
the Transfer Gearbox (TGB) and the Transfer Shaft (TS).
The TS rotates the Inlet Gearbox (IGB) to drive the core
engine.
When the engine is operating, the core engine drives the

IGB. A part of the core engine power is extracted
through the RDS, the TGB and the TS to drive the AGB.
The rotational energy is transmitted to the engine and
aircraft accessories through the AGB spur gear
assemblies.
During maintenance operations, the core can be rotated

or manually locked with a crank installed on the AGB
(after removal of the manual control cover).
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Accessory Drives - Operation
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Accessory Gearbox - Rotating Seals
Identify and Locate The rotating seal housing has a carbon seal with
grooves for air circulation.
Four rotating seals are installed on the Accessory
Gearbox (AGB).
Three rotating seals are located on the AGB front face:

- at the Engine Driven Pump (EDP) location,
- at the manual control location,
- at the Integrated Drive Generator (IDG) location.
One rotating seal is located on the AGB rear face:

- At the Main Fuel Pump (MFP) location.
Purpose
The rotating seals prevent oil and fuel leakage around

the AGB rotating shafts.
Interfaces
The rotating seals are the interface between the gears,

shafts and the AGB housing and front cover.
They are kept in position by retainer rings.
Operation
The rotating seal assembly uses a carbon seal with

grooves that act as a pump and create an air film on
which the mating rotating-seal ring rides on.
The rotating seals include a static seal housing and a

mating rotating seal ring.
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Accessory Gearbox - Rotating Seals
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Accessory Gearbox Covers - Manual Control Cover
Identify and Locate
The manual control cover is located on the front face of

the Accessory Gear Box (AGB) between the Integrated
Drive Generator (IDG) and the Pneumatic Air Starter
(PAS).
The manual control cover is in the 8 o'clock position (aft
looking forward).
Purpose
The manual control cover gives access to AGB spur

gear L3 to rotate or to lock the high pressure rotor (N2)
during maintenance operations.
Interfaces
The manual control cover is installed on the AGB front

cover with one O-ring and two screws.
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Accessory Gearbox Covers - Manual Control Cover
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ACCESSORY DRIVES - LIST MAINTENANCE PRACTICES
611-2-726343-99-01-A: ACCESSORY GEARBOX (AGB) ROTATING SEALS
• INSTALLATION/ REMOVAL OF THE ROTATING SEALS OF THE AGB

• LEAK TEST
• CLEANING
611-2-726303-99-01-A: AGB COVERS - MANUAL CONTROL COVER
• INSTALLATION/ REMOVAL OF THE MANUAL-CONTROL COVER OF THE AGB

• STANDARD REPAIR PROCEDURE (RECONDITIONING OF SURFACES BY SPOT TOUCH-UP)
• CLEANING
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Engine Systems
Engine Controls

613-3-760000-07-01-A
Engine Control Components
Identify and Locate
The engine controls are located in the aircraft flightdeck:

- On the overhead panel,
- On the central pedestal.
The Throttle Control Assembly (TCA) is part of the

central pedestal, which is installed in the
flightdeck,between the captain and first officer seats.
Purpose
The engine controls allow the flight crew to select the

engine operation level and mode.
The TCA allows the flight crew to:

- control the engine thrust,
- command the thrust reverser.
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Engine Control Components
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Throttle Control Unit
Identify and Locate
The Throttle Control Unit (TCU) is part of the Throttle

Control Assembly (TCA), and is located under the
flightdeck central pedestal.
There is one TCU per engine.
Purpose
The TCU transforms the Throttle Lever Angle (TLA) into

a Throttle Resolver Angle (TRA) for the Electronic
Engine Control (EEC) units.
Interfaces
The TCU is connected to the TLA via the Artificial Feel

Unit (AFU), and to the EEC units through harnesses.
The main components of the TCU are:

- an input lever,
- two input shafts,
- two gear sectors,
- two resolvers (one resolver per EEC channel) and 6
potentiometers for the aircraft.
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Throttle Control Unit
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Engine Systems
Fuel And Control

611-3-280000-01-01-A
Fuel - General - Fuel types
APPROVED FUEL
Refer to the maintenance documents for the list of fuels

and additives approved for engine servicing.
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Fuel - General - Fuel types
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Fuel and Control System - General
Identify and Locate
The engine fuel and control system includes the

distribution, control and indicating components located:
- On two components of the air inlet section, the fan
frame, between 7 and 12 o'clock and the fan case,
between 1 and 4 o'clock,
- On the engine core assembly of the High Pressure
Compressor (HPC) module, at 6 o'clock,
- all around the combustor case of the combustion
section.
Purpose
The engine fuel and control system:

- calculates the quantity of fuel necessary to generate
the commanded thrust,
- meters and supplies the fuel flow to the combustion
chamber,
- supplies the fuel flow to the actuated valves and
actuators,
- provides data for flight deck indication and engine
control, fault monitoring and diagnosis.
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Fuel and Control System - General
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Fuel and Control Systems - Details
Operation - the FMU,
- the Split Control Unit / Servo-Valve Assembly
The fuel from the aircraft tanks enters the Main Fuel (SCU/SVA),
Pump (MFP) and then passes through its centrifugal - the FRV.
boost stage.
The remaining fuel exits the MFF and flows towards the
The pressurized fuel from the centrifugal boost stage FMU.
exits the MFP, where a small portion of the fuel can be
sent to the Fuel Return Valve (FRV) for thermal The flow required for combustion is metered by the fuel
management. metering valve.
The remaining fuel flows through the Integrated Drive It then passes through the fuel flow meter and is
Generator (IDG) oil cooler before entering the Fuel monitored by the fuel temperature sensor.
Metering Unit (FMU).
It enters the SCU/SVA, where it is divided into three legs
In the FMU, a jet pump increases the boost circuit fuel with specific ratios for distribution to the combustor:
pressure. The mixed fuel exits the FMU, where a small - the pilot secondary (Psec),
portion can be sent to the FRV for thermal management. - the pilot Primary Main Enriched (PPMe),
The FMU differential Pressure (dP) transducer monitors - the pilot Primary Main Non-Enriched (PPMne).
the pressure drop across a strainer.
The remaining fuel flows through the Main Heat
eXchanger (MHX). The engine fuel distribution components are:
- the Main Fuel Pump (MFP),
The fuel then flows back into the MFP and through the - the Main Fuel Filter (MFF) and cartridge assembly,
high-pressure gear stage. - the Servo Fuel Heater (SFH),
The fuel exits the high-pressure gear stage and flows - the Fuel Return Valve (FRV),
through the Main Fuel Filter (MFF) where the fuel filter - the Integrated Drive Generator (IDG) oil cooler,
differential Pressure (dP) transducer monitors the - the fuel manifold,
pressure drop across the filter element. - the fuel nozzles.
Downstream of the MFF's main element, a small amount The engine fuel control components are:
of fuel is routed towards the Servo Fuel Heater (SFH). - the Fuel Metering Unit (FMU),
The heated servo fuel is routed as a control pressure to: - the Split Control Unit / Servo Valve Assembly
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(SCU/SVA),
- the fan inlet temperature (T12) sensor,
- the compressor inlet temperature (T25) sensor,
- the compressor discharge temperature (T3) sensor,
- the fuel temperature sensor,
- the fuel manifold pressure transducer,
- the Permanent Magnet Alternator (PMA),
- the Pressure Sub-System (PSS) box,
- the rating plug,
- the Electronic Engine Control (EEC) composed of two
units, one for each channel (A & B),
- the engine wiring harnesses.
The engine fuel indicating components are:

- the fuel filter delta pressure sensor,
- the fuel flow transmitter,
- the Fuel Strainer Delta Pressure (FSDP) sensor.
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Fuel Distribution - Components 1/2
Identify and Locate
The Main Fuel Pump (MFP) is located at 8 o'clock on

the aft side of the Accessory Gear Box (AGB).
The Main Fuel Filter (MFF) assembly is located at 10

o'clock on the fan frame, just behind the Integrated Drive
Generator (IDG) oil cooler.
The 19 fuel nozzles are equally distributed all around the

Combustion Diffuser Nozzle (CDN) case.
Number 1 fuel nozzle is located at 12 o'clock, with
number 2 at the right-hand side of number 1 (Aft Looking
Forward).
Purpose
The MFP pressurizes the fuel coming from the aircraft

fuel tanks and delivers it to the various engine fuel/oil
heat exchangers, the Fuel Metering Unit (FMU) and the
Split Control Unit / Servo Valve Assembly (SCU/SVA).
In the main fuel filter assembly, a filter element

(cartridge) filters and collects any contaminant from the
fuel to protect the downstream components.
The 19 fuel nozzles distribute and atomize the metered

fuel into the combustion chamber in a specific fuel spray
pattern.
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Main Fuel Pump - 1/2
Interfaces
Fuel interfaces:
- the centrifugal boost stage inlet is connected to the
aircraft fuel system,
- the centrifugal boost stage outlet is connected to the
Integrated Drive Generator (IDG) oil cooler,
- the high pressure gear stage inlet is connected to the
Main Heat Exchanger (MHX),
- the high pressure gear stage outlet is connected to the
Main Fuel Filter (MFF).
All fuel line connections feature a discardable gasket.
Mechanical interfaces:
- the static part of the Main Fuel Pump (MFP) is
connected to the Accessory GearBox (AGB) by a bolted
flange, with an o-ring,
- the rotating part of the MFP is connected to the AGB
by a gear shaft, with an o-ring.
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Operation
The centrifugal boost stage of the Main Fuel Pump

(MFP) receives fuel from the aircraft and supplies
pressurized fuel to the Integrated Drive Generator (IDG)
oil cooler.
The high pressure gear stage receives the fuel at the
end of the boost circuit, and supplies high pressure fuel
to the Main Fuel Filter (MFF).
If an overpressure occurs in the high pressure circuit,
the bypass valve redirects the fuel flow from the high
pressure gear element into the boost circuit.
The MFP consists of two stages:

- the centrifugal boost stage,
- the high pressure gear stage.
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Main Fuel Filter & Cartridge Assembly - 1/2
Interfaces
Fuel interfaces:
- the fuel inlet is connected to the Main Fuel Pump
(MFP),
- the fuel outlet is connected to the Fuel Metering Unit
(FMU),
- the servo outlet is connected to the Servo Fuel Heater
(SFH),
- the fuel filter differential Pressure (dP) transducer is
connected before and after the filter element.
All fuel line connections feature a gasket seal.
- the Main Fuel Filter (MFF) is connected to the fan
frame by mounting brackets.
The main components of the MFF are:

- the filter housing which houses the fuel filter dP
transducer and the servo wash screen,
- the filter bowl which has an anti-rotation lock tab (by
alatch) and a drain plug,
- the cartridge assembly, with o-rings.
- the filter bowl locking system by a ratchet lever.
There are two bypass valves:

- one for the cartridge assembly,
- one for the servo wash screen.
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Operation
The high pressure fuel flow passes through the cartridge

assembly and goes out towards the Fuel Metering Unit
(FMU) and the Servo Fuel Heater (SFH).
The fuel filter also includes a servo wash screen, which

is downstream of the main fuel filter element. The fuel
flows across the wash screen to the SFH.
The fuel filter and the wash screen include bypass

valves, which will open if clogging occurs.
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Fuel Nozzles
Interfaces
Fuel interfaces:
- one of the two inlets is connected to the Pilot Primary
and Main (PPMe or PPMne) manifold,
- the other inlet is connected to the Pilot secondary
(Psec) manifold.
- each fuel nozzle is connected to the Combustor
Diffuser Nozzle (CDN) assembly by a mounting flange.
The main components of the nineteen fuel nozzles are:

- the valve housing,
- the fittings with the inlet ports,
- the stem housing,
- the nozzle tip with a mounting flange.
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Fuel Nozzles
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Fuel Nozzles - Operation
Operation
During operation, the fuel nozzles distribute and atomize

fuel into the combustion chamber with different flows
and through spray tips located inside the combustor:
- inject fuel into the main air premixer flow via main
manifold,
- spray fuel into the pilot air swirler flow via pilot primary
manifold.
The control system is designed to enrich the four fuel
nozzles located on either side of the igniter plugs.
The fuel nozzle is a Twin Annular Premixing Swirler

(TAPS) design that is fed by two fuel manifolds:
- the pilot primary/main manifolds
- the pilot secondary manifolds.
Within the fuel nozzles, the primary/main flows are split

into pilot primary and main circuit.
- the pilot primary tip uses a dual orifice atomizer that
sprays fuel into the pilot air swirler flow.
- the main circuit consists of twelve radially oriented
orifices that inject fuel into the main air premixer flow.
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Fuel Nozzles - Operation
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Identify and Locate
The Servo Fuel Heater (SFH) is mounted on the fan

frame in the 11 o'clock position, just above the Main
Heat Exchanger (MHX).
The Fuel Return Valve (FRV) is mounted on the fan

frame in the 11 o'clock position just behind the Servo
Fuel Heater (SFH).
The Integrated Drive Generator (IDG) oil cooler is

mounted on the fan frame in the 10 o'clock position, just
above the Fuel Metering Unit (FMU).
Purpose
The SFH uses hot engine oil to heat the fuel, thus
ensuring positive fuel temperature at the inlet of the
FMU and Split Control Unit / Servo Valve Assembly
(SCU/SVA) in cold conditions.
The FRV and the IDG oil cooler are used to control the
IDG oil temperature:
- the FRV allows fuel return to the aircraft tanks,
- the IDG oil cooler provides thermal exchange between
hot IDG oil and cold fuel.
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Integrated Drive Generator Oil Cooler - 1/2
Interfaces
Fuel interfaces:
- the fuel inlet is connected to the Main Fuel Pump
(MFP),
(FMU).
Oil interfaces:
- the oil inlet is connected to the Integrated Drive
Generator (IDG) through the supply line of the oil cooling
lines,
- the oil outlet is connected to the IDG through the return
line of the oil cooling lines.
- the IDG oil cooler is connected to the fan frame by four
mounting brackets.
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Operation
The oil-to-fuel heat transfer is done through conduction

and convection within the exchanger:
- the fuel coming from the Main Fuel Pump (MFP) flows
through cold passages and then exits to feed the low
pressure fuel inlet of the Fuel Metering Unit (FMU),
- the oil coming from the Integrated Drive Generator
(IDG) flows through hot passages and then exits to
return to the IDG.
If clogging occurs, the bypass valves decrease the fuel

or oil overpressure, providing a continuous flow towards
the fuel or oil outlet.
The main components of the IDG oil cooler are:

- a plate-fin heat exchanger,
- a housing,
- a bypass valve on the fuel circuit,
- an oil thermostatic bypass valve on the oil circuit.
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Servo Fuel Heater - 1/2
Interfaces
Fuel interfaces:
- the fuel inlet is connected to the Main Fuel Filter
(MFF),
(FMU) and to the Split Control Unit / Servo Valve
Assembly (SCU/SVA).
Oil interfaces:
- the oil inlet is connected to the Non Return Valve
(NRV),
- the oil outlet is connected to the engine Surface Air
Cooling Oil Cooler (SACOC).
All fuel and oil connections feature gasket seal.
- the Servo Fuel Heater (SFH) is connected to the fan
frame by four mounting brackets.
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Operation

and convection within the exchanger:
- the fuel coming from the Main Fuel Pump (MFP) and
the Main Fuel Filter (MFF) flows through the tubes of the
matrix and then exits to feed the Fuel Metering Unit
(FMU) and the Split Control Unit/Servo Valve Assembly
(SCU/SVA).
- the oil coming from the oil lubrication unit flows around
the tubes of the matrix and is routed by interior baffles
(four oil passages) and exits to feed the Surface Air
Cooling Oil Cooler (SACOC).
If the oil circuit is clogged, a pressure relief valve

bypasses the oil through the exchanger.
The main components of the Servo Fuel Heater (SFH)

are:
- a tubular heat exchanger matrix,
- a cast aluminum case and end cover,
- an oil bypass valve.
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Fuel Return Valve - 1/2
Interfaces
Fuel interfaces:
- the cold fuel inlet is connected to the Main Fuel Pump
(MFP) boost stage,
- the hot fuel inlet is connected to the Fuel Metering Unit
(FMU),
- the fuel outlet is connected to the aircraft fuel tank,
- the Electro-Hydraulic Servo-Valve (EHSV) inlet is
connected to the Servo Fuel Heater (SFH),
- the EHSV outlet is connected to the FMU.
Electrical interfaces:
- the Fuel Return Valve (FRV) is connected to the
Electronic Engine Control (EEC) units through two
electrical connectors (channel A and channel B).
- the FRV is connected to the fan frame by four bolts.
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Operation
When the engine oil or fuel is too hot, the Fuel Return
Valve (FRV) receives command from the Electronic
Engine Control to return hot fuel to A/C tank.
The FRV mixes two fuel flows, a hot flow and a cold
flow, and then returns the mixed fuel (to limit Fuel T°C)
to the A/C tank.
Depending on engine oil and fuel temperature and on

fuel flow, the FRV has 3 positions:
- zero flow,
- low flow,
- high flow.
The main components of the FRV are:

- an aluminum-alloy body,
- an Electro-Hydraulic Servo-Valve (EHSV),
- a select and shutoff valve,
- a dual channel Linear Variable Differential Transducer
(LVDT),
- inlet screens.
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Control - Components 1/4
Identify and Locate units with the engine rating, thrust bump setting, and N1
modifier.
The fuel temperature transducer is located at 4 o'clock
on the fuel supply manifold between the fuel flow The EEC units control the engine in response to the
transmitter and the Split Control Unit/Servo Valve thrust command inputs from the aircraft, and transmit
Assembly (SCU/SVA). information to the aircraft for flightdeck indication,
maintenance reporting and engine condition monitoring.
The Pressure Sub-System (PSS) box is mounted on the The EEC units are the main part of the Full Authority
fan case in the 4 o'clock position. Digital Engine Control (FADEC) system that controls the
operation, performance, and efficiency characteristics of
The rating plug is attached to the engine by a lanyard the engine through seven sub-systems:
and mounted on the PSS box. - fuel control,
- variable geometry control,
The Electronic Engine Control (EEC) units are installed - active clearance control,
on the fan case in the 1 and 2 o'clock positions. - fuel return-to-tank control,
- engine starting and ignition,
The engine wiring harnesses are installed all around the - thrust reverse control,
engine, connecting the EEC units to the engine - engine vibration / health monitoring.
accessories and sensors, and to the aircraft through the
pylon. The engine wiring harnesses transmit electrical signals
between the engine sensors, actuators and EEC units.
Purpose
The fuel temperature transducer transmits the fuel

temperature to the EEC units.
The PSS receives engine air pressure measurements

and converts them into electrical signals to the EEC
units for engine control, fault monitoring and
diagnosis/prognosis monitoring. The PSS communicates
the engine rating plug configuration. The PSS is also a
Cross Channel Data Link (CCDL) Back up.
The purpose of the rating plug is to provide the EEC
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Electronic Engine Control - 1/2
Interfaces
- each Electronic Engine Control (EEC) unit is connected
to the aircraft for power supply and data exchange
through two connectors (J2 and J4),
- each EEC is connected to the engine control and
indicating systems for power supply and data exchange
through five connectors (J3, J5, J6, J7 and J8),
- each EEC unit is connected to the fan case with an
electrical bonding strap.
Air interface:
- the EEC units are connected to the EEC cooling
system.
- the EEC units are connected to the fan case by four
mounting brackets with vibration isolators.
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Operation Both EEC units are fully capable of operating the engine
systems, but only one EEC unit will operate them at a
The Electronic Engine Control (EEC) units control the time.
operation, performance, and efficiency of the engine This EEC unit is called the “channel in control” or “active
through seven sub-systems: channel”.
- fuel control, The other EEC unit is the “standby” or “inactive”
- variable geometry control, channel.
- active clearance control,
- Fuel Return To Tank (FRTT) control, There is one exception to the EEC units “active/standby”
- engine starting and ignition, channel architecture: the Thrust Control Malfunction
- thrust reverser control, Accommodation (TCMA).
- engine vibration / health monitoring. This function is designed so that the channel
architecture is “active/active,” and either EEC units can
Each EEC unit constantly monitors the inputs provided automatically:
by the Pressure Sub-System (PSS) box, engine - shut off fuel to the engine if an overspeed is detected,
sensors, probes, position feedbacks, thrust reverser and - reduce the engine fuel flow if an overthrust is detected.
aircraft computers, switches and controls.
Each EEC unit processes this information and performs The “channel in control” adjusts the engine systems
calculations, and comparisons to information stored in its (valves, actuators and solenoids) in order to provide the
memory. fuel and air needed to produce the thrust requested and
the engine airflow necessary for cooling.
Each EEC unit also monitors its own outputs and
internal operation to ensure that it is operating correctly. The position feedback from the engine air valves, fuel
Each EEC unit checks that these inputs and outputs are metering valve, and actuators allows the “channel in
valid. If the information is invalid for a certain period of control” to close the loop by verifying that the correct
time, one or both EEC unit(s) will record the fault in its position was reached.
memory and inform the aircraft computers of the fault. The EEC units perform these functions without
Each EEC unit also provides engine indicating exceeding the rotor speed limits and provide for
parameters, warnings, cautions, advisories, and status surge/stall-free engine operation.
messages for the flight deck. The EEC units alternate the “channel in control” every
other flight, as long as they are equally healthy as
The EEC units exchange data through an external determined during engine start.
Cross-Channel Data Link (CCDL).
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Each Electronic Engine Control (EEC) unit consists of:

- the housing,
- 9 connectors,
- the vibration isolators for the connection with the
mounting brackets.
The functions of the connectors are:

- connector J1 is not used on the LEAP-1A,
- connectors J2 and J4 are used for data exchange with
the aircraft,
- connector J3 is used for the electrical supply from the
Permanent Magnet Alternator (PMA),
- connectors J5 to J8 are used for data exchange with
the engine equipment,
- connector J9 is the test and ground support interface. It
is capped during normal engine operation.
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PSS Box And Sensor - 1/2
Interfaces
- the Pressure Sub-System (PSS) box is connected to
the Electronic Engine Control (EEC) units to:
- receive electrical power supply,
- send the pressure data,
- act as a backup Cross-Channel Data Link (CCDL) if
necessary.
- the PSS box supports the rating plug.
Air interfaces:
- the PSS box has pneumatic pressure inlets connected
to:
- the ambient air pressure (P0),
- the compressor bleed pressure (P3B),
- the compressor discharge pressure (PS3),
- the fan inlet pressure (PS12).
- the PSS box is connected to the fan case brackets
through vibration isolators.
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Operation
The Pressure Sub-System (PSS) box and sensor

receives pneumatic pressure inputs from ambient air
pressure, compressor bleed pressure, compressor
discharge air pressure and fan inlet pressure.
The internal pressure sensors convert these pressures
into electrical signals sent to the Electronic Engine
Control (EEC) units.
The PSS box also transmits the engine ratings from the
rating plug to the EEC units.
Finally, the PSS box can act as a backup of the

Cross-Channel Data Link (CCDL) between the two EEC
units if the primary one fails.
The PSS box and sensor is a dual channel electronic

unit.
The PSS box and sensor consists of:

- a housing with three mounting brackets,
- two electrical connectors for the connection with the
EEC units,
- a connector for the connection of the rating plug,
- three pneumatic connectors,
- a P0 intake.
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Rating Plug
Interfaces
- the rating plug is connected to the Pressure
Sub-System (PSS) box.
- the rating plug is attached to a bracket with a safety
cable.
The rating plug consists of:

- permanent fused links,
- push-pull changeable switches.
These elements are set to define the engine ratings, the

thrust bump and the N1 level trims.
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Rating Plug
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Engine Wiring Harnesses
Interfaces
- the nine engine wiring harnesses connect together the
elements that follow:
- the Electronic Engine Control (EEC) units,
- the Fuel Metering Unit (FMU),
- the Split Control Unit - Servo Valve Assembly
(SCU/SVA),
- the valves and actuators,
- the engine pressure sensors,
- the engine temperature sensors,
- the engine speed sensors,
- the Permanent Magnet Alternator (PMA),
- the ignition exciters,
- the engine fuel flow sensor.
- the engine wiring harnesses are connected to the A/C
harnesses.
- the engine wiring harnesses are attached to the engine
cases with clamps and brackets.
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Engine Wiring Harnesses
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Fuel Temperature Transducer
Interfaces - an electrical connector.
Fuel interfaces: The mounting flange is located outside of the fuel flow
The temperature sensor is immersed in the fuel flow. and is equipped with an electrical connector.
- the fuel temperature transducer is connected to the
Electronic Engine Control (EEC) units through one single
electrical connector (for both channel A and channel B).
- the fuel temperature transducer mounting flange is
bolted to the fuel line.
Operation
The fuel temperature transducer measures the main fuel

temperature at the Split Control Unit / Servo Valve
Assembly (SCU/SVA) inlet.
The temperature expands the sensing material,

modifying its resistance. The signal passing through the
material is thus also modified.
The fuel temperature transducer sends two independent

signals: one signal to EEC channel A and one signal to
EEC channel B.
The fuel temperature transducer is a dual-channel

Resistive Thermal Device (RTD) that consists of:
- a temperature sensor with 2 sensing elements,
- a housing with a mounting flange,
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Fuel Temperature Transducer
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Identify and Locate
The Fuel Metering Unit (FMU) is mounted on the fan

frame in the 9 o'clock position, just above the Accessory
GearBox (AGB).
The Split Control Unit / Servo Valve Assembly

(SCU/SVA) is mounted on the engine core in the 8
o'clock position.
The Permanent Magnet Alternator (PMA) is mounted on

the aft side of the AGB in the 7 o'clock position.
Purpose
The function of the FMU is to meter the fuel flow to the

combustor.
The SCU/SVA splits the fuel flow and transmits fuel to:
- the fuel nozzles,
- the various servo valves and actuators.
To operate independently from the aircraft power

sources, the PMA provides:
- a dedicated electrical power to the Electronic Engine
Control (EEC) units, to operate independently from the
aircraft power sources.
- a derived speed signal from one (1) of the alternator
phases for the electronic overspeed function.
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Fuel Metering Unit - 1/2
Interfaces
Fuel interfaces:
- the low pressure fuel inlet is connected to the
Integrated Drive Generator (IDG) oil cooler,
- the main fuel inlet is connected to the Main Fuel Filter
(MFF),
- the heated servo inlet is connected to the Servo Fuel
Heater (SFH),
- the jet pump outlet is connected to the Main Heat
eXchanger (MHX),
- the metered flow outlet is connected to the fuel flow
transmitter,
- the fuel filter differential Pressure (dP) transducer is
connected before and after the filter element.
Each fuel connection feature a gasket Seal, except the

one with the SFH.
- the FMU is connected to the Electronic Engine Control
(EEC) through two electrical connectors (channel A and
channel B).
- the Fuel Metering Unit (FMU) is connected to the fan
frame by built-in mountings.
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Operation internal FMU valves and external fuel actuated parts and
systems.
The fuel enters the Fuel Metering Unit (FMU) at three
locations: The HPSOV receives an electrical input from the aircraft
- the low pressure fuel inlet, master lever located in the flightdeck via the FADEC
- the main fuel inlet, system. When the Master Lever is in the ON position,
- the heated servo inlet. the HPSOV is opened and allows the FMV to regulate
fuel to the combustor. When the Master Lever is in the
The fuel exits the FMU through two locations: OFF position, the HPSOV is closed and the fuel flow to
- the jet pump exit, the combustor is shut-off.
- the metered flow exit (P22).
The Thrust Control Malfunction Accommodation (TCMA)
The low pressure inlet flow enters a jet pump integrated identifies if the engine is not responding to the throttle
to the FMU, to be combined with the main inlet bypass command and takes mitigating action if necessary.
flow to form an intermediate pressure flow.
Next, the fuel flows through an inter-stage strainer and Functional Description
exits the FMU at the jet pump exit.
The inter-stage strainer protects the gear stage of the The FMU is an electro-hydraulic unit with five main
fuel pump from gross contamination. It is monitored by components:
a dual channel pressure transducer. - a jet pump and strainer,
- a Fuel Metering Valve (FMV) with an Electro-Hydraulic
The main inlet flow passes through the Fuel Metering Servo Valve (EHSV) and Linear Variable Differential
Valve (FMV) which controls the flow to the combustor. Transducer (LVDT),
The FMV torque motor receives the electrical FMV - a bypass valve,
command from the Full Authority Digital Engine Control - a High Pressure Shut Off Valve (HPSOV),
(FADEC) Electronic Engine Control (EEC) system and - a Thrust Control Malfunction Accommodation (TCMA)
translates the electrical input into a corresponding fuel EHSV.
flow output to the combustor.
Finally, the inlet flow passes through a High Pressure

Shut Off Valve (HPSOV) before exiting at the metered
flow exit.
The HPSOV provides sufficient fuel pressure at low
power conditions to maintain force margins on the
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Split Control Unit - 1/2
Interfaces
Fuel interfaces:
- the main metered flow inlet is connected to the fuel
flow transmitter,
- the heated servo inlet is connected to the Servo Fuel
Heater (SFH),
- the low pressure outlet is connected to the Fuel
Metering Unit (FMU),
- the pilot secondary manifold is connected to the fuel
nozzles,
- the pilot primary/main enriched manifold is connected
to the fuel nozzles,
- the pilot primary/main non-enriched manifold is
connected to the fuel nozzles,
- the fuel manifold pressure transducer is connected to
the Electronic Engine Control (EEC) units channels A
and B,
- inlets and outlets are connected to ten external
actuators.
Each bolted fuel connection features a gasket seal.
- the Split Control Unit / Servo Valve Assembly
(SCU/SVA) is connected to the Electronic Engine
Control (EEC) through two electrical connectors
(channel A and channel B).
- the SCU/SVA is connected to the High Pressure
Compressor (HPC) by mounting brackets.
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Operation The SCU/SVA contains seven servo valves for external
fuel actuated components. These external functions
The Split Control Unit / Servo Valve Assembly include:
(SCU/SVA) converts the Electronic Engine Control - the variable stator vane actuators,
(EEC) "channel in control" electrical signals to hydraulic - the variable bypass valve actuators,
flows via an internal Electro-Hydraulic Servo Valve - the modulated turbine cooling actuator,
(EHSV). - the high pressure turbine active clearance control
valve,
The servo valve modulates the fuel flow to specific fuel - the low pressure turbine active clearance control valve,
nozzles by positioning the Pilot Metering Valve (PMV) - the transient bleed valve,
within the SCU/SVA. - the start bleed/booster anti ice valve.
A dual channel Linear Variable Differential Transducer Functional Description

(LVDT) provides the PMV position feedback to both EEC
units (channel A and channel B). The SCU/SVA is an electro-hydraulic unit with two main
components:
The fuel enters the SCU/SVA at two locations: - a PMV and LVDT,
- the main metered flow inlet (P23), - an EHSV.
- the heated servo inlet (Phs).
The fuel exits the SCU/SVA at four primary locations: The SCU/SVA also contains seven servo valves for
- the low pressure return (Pb), external fuel operated components.
- the pilot secondary manifold (Psec), These external functions include:
- the pilot primary/main enriched manifold (PPMe), - the variable stator vane actuators,
- the pilot primary/main non-enriched manifold (PPMne). - the variable bypass valve actuators,
In addition, there are flows to and from ten external - the transient bleed valve,
actuators. - the modulated turbine cooling actuator,
- the high pressure turbine active clearance control
The main metered flow (P23) first passes through the valve,
pilot metering valve, which meters flow to the Psec - the low pressure turbine active clearance control valve,
manifold. - the start bleed/booster anti-ice valve.
Remaining flow not going to the Psec manifold exits the
SCU/SVA to the pilot primary/main (PPMe and PPMne)
manifolds.
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Permanent Magnet Alternator - 1/2
Interfaces
- the Permanent Magnet Alternator (PMA) is connected
to the Electronic Engine Control (EEC) through two
electrical connectors (channel A and channel B).
- the static part of the PMA is bolted to the Accessory
GearBox (AGB),
- the rotating part of the PMA is connected to the AGB
by a cantilevered drive shaft and held with a nut.
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Operation
Each Electronic Engine Control (EEC) unit (channel A

and channel B) has a dedicated input from the engine
Permanent Magnet Alternator (PMA).
When the engine speed is 8% N2 and above, the
dedicated engine PMA has the capability to provide all
electrical power for the EEC.
During normal alternator operation at 8% N2 and above,

neither EEC unit shall use power from the aircraft 28 Volt
Direct Current (VDC) inputs. Switching between aircraft
28 VDC and PMA power shall occur automatically within
the EEC.
This switching is performed to achieve isolation between

the aircraft and EEC power.
The PMA consists of a rotor and a stator.
The PMA is a high-speed machine with two identical,

electrically isolated three-phase, Y-connected windings.
The alternator produces two separate electrical power
sources, one for each EEC (channel A and channel B).
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Identify and Locate
The T12 sensor is located on the inlet cowl in the 12

o’clock position, just before the engine fan case.
The T25 sensor is located in the 3 o'clock position in the

fan frame hub.
Purpose
The total air temperature (T12) sensor measures the

total air temperature at the engine inlet. T12 sensor
information is sent to the Electronic Engine Control
(EEC) units and used in the engine comtrol algorithms
for engine power management.
The compressor inlet temperature (T25) sensor is a

resistive thermal device (RTD) designed to measure the
total gas temperature at the inlet of the High Pressure
Compressor (HPC). T25 sensor information is sent to
the EEC units and used in the engine control algorithms
for engine power management.
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T12 Sensor
Interfaces - two electrical connectors (one per channel),
- a flexible cable.
Air interfaces:
The housing is immersed in the inlet air flow path.
- the T12 sensor is connected to the Electronic Engine
Control (EEC) units through two electrical connectors
(one for channel A and one for channel B).
- the T12 sensor is mounted in the air inlet duct with
bolts.
Operation
The T12 sensor measures the total air temperature at

the engine inlet by means of two sensing elements.

The T12 sensor sends two independent signals: one

signal to EEC channel A and one signal to EEC channel
B.
The T12 sensor is a Resistive Thermal Device (RTD)

that consists of:
- a housing,
- two electrically independent sensing elements,
- a mounting flange,
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T12 Sensor
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T25 Sensor
Interfaces - the sensor housing with the mounting flange.
Air interfaces:
- the sensing elements are immersed in the High
Pressure Compressor (HPC) inlet air flow.
- the T25 sensor is connected to the Electronic Engine
Control (EEC) units through two electrical connectors
(one for channel A and one for channel B).
- the T25 sensor is connected to the fan hub by bolts.
Operation
The T25 sensor measures the total gas temperature at

the inlet of the HPC by means of two sensing elements.


B.
The T25 sensor is a Resistive Thermal Device (RTD)

that consists of:
- a housing,
- two electrically independent sensing elements,
- two electrical connectors (one per channel),
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T25 Sensor
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Identify and Locate
The T3 sensor is mounted on the forward High Pressure

Compressor (HPC) case in the 10 o'clock position.
The fuel manifold pressure sensor is attached to the

Split Control Unit / Servo Valve Assembly (SCU/SVA)
housing.
Note: The SCU/SVA is mounted on the core engine in
the 8 o'clock position.
Purpose
The compressor discharge temperature (T3) sensor

provides the temperature of the compressor discharge
airflow to the EEC units and is used in the engine control
algorithms.
The fuel manifold pressure sensor transmits the

primary/main enriched manifold (PPMe) pressure at the
exit of the Split Control Unit (SCU) for Twin Annular
Premixing Swirler (TAPS) combustor control.
The fuel manifold pressure sensor measurement of the

fuel pressure is also used as a fuel shut-off signal for
start system logic control.
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T3 Sensor
Interfaces - a housing,
- two type K thermocouple sensing elements,
Air interfaces: - a connecting cable.
- the sensing elements are immersed in the High
Pressure Compressor (HPC) discharge airflow.
- the Compressor Discharge Temperature (T3) sensor is
connected to the Electronic Engine Control (EEC) units
through two electrical connectors (one for channel A and
one for channel B).
- the T3 sensor is connected to the Combustor Diffuser
Nozzle (CDN) case by bolts.
Operation
The T3 sensor measures the compressor discharge

airflow by means of two sensing elements.
The variation in temperature between the cold side and

the hot side of the sensing element generates a signal.

B.
The T3 sensor is a thermoelectric device that consists

of:
- a connector box with two electrical connectors (one per
channel),
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T3 Sensor
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Fuel Manifold Pressure Transducer
Interfaces - a mounting flange,
- a pressure sensor,
Fuel interfaces: - an electrical connector.
- the pressure sensor end is immersed in the enriched
manifold fuel flow.
the Electronic Engine Control (EEC) units through one
single electrical connector (for both channel A and
channel B).
the Split Control Unit / Servo Valve Assembly
(SCU/SVA) by bolts.
Operation
The fuel manifold pressure transducer measures the

pilot enriched manifold pressure at the SCU/SVA outlet.
The pressure distorts the sensing material, modifying its

resistance. The signal passing through the material is
thus also modified.
The fuel manifold pressure transducer sends two

independent signals: one signal to EEC channel A and
one signal to EEC channel B.
The fuel manifold pressure transducer is a dual-channel

strain gage type component that consists of:
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Fuel Manifold Pressure Transducer
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Fuel Indicating - Components
Identify and Locate
The fuel flow transmitter is installed on the engine core

in the 5 o’clock position in the fuel piping downstream of
the FMU. The fuel flow transmitter includes a straight
tube that enhances fuel flow accuracy.
The fuel filter delta pressure transducer is installed on

the fuel filter assembly housing, which is installed on the
fan frame in the 10 o'clock position.
The Fuel Strainer Delta Pressure (FSDP) transducer is

mounted on the Fuel Metering Unit (FMU) forward face
in the 9 o'clock position.
Purpose
The fuel flow transmitter provides the Electronic Engine

Control (EEC) units with a measurement of the mass
fuel flow used for combustion.
The EEC units transmit the fuel flow rate and used fuel
information for flight deck indicating purposes.
The fuel filter delta pressure transducer transmits the

pressure drop across the fuel filter and is used to detect
fuel filter clogging and impending bypass for aircraft and
maintenance indication purpose.
The FSDP transducer transmits the pressure drop

across the fuel strainer to the EEC units.
Both EEC units (channel A and channel B) use this
information to sense impending bypass of the strainer
due to an increase in differential pressure.
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Fuel Indicating - Components
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Fuel Filter Differential Pressure Transducer - 1/2
Interfaces
Fuel interfaces:
- the sensor of the fuel filter differential Pressure (dP)
transducer is immersed in the fuel flow.
- the fuel filter dP transducer is connected to the
Electronic Engine Control (EEC) units through one single
electrical connector (for both channel A and channel B).
- the fuel filter dP transducer is bolted to the Main Fuel
Filter (MFF) housing.
The fuel filter dP transducer is a dual-channel strain

gage type component that consists of:
- a body with a mounting flange,
- an electrical connector.
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Operation
The fuel filter differential Pressure (dP) transducer

senses the pressure increase across the fuel filter
element.
The signal is sent to the Electronic Engine Control (EEC)
units through two outputs (one is routed to channel A
and the second one to channel B).
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Fuel Flow Transmitter - 1/2
Interfaces
Fuel interfaces:
- the fuel flow transmitter inlet is connected to the Fuel
Metering Unit (FMU),
- the fuel flow transmitter outlet is connected to the Split
Control Unit / Servo Valve Assembly (SCU/SVA).
- the fuel flow transmitter is connected to the Electronic
Engine Control (EEC) units through one single electrical
connector (for both channel A and channel B).
- the fuel flow transmitter is connected to the forward
compressor stator assembly by a bracket.
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Operation
The fuel flow transmitter continuously monitors the fuel

flow mass rate and transmits it to both Electronic Engine
Control (EEC) units:
- the fuel flow spins a transmitter rotor which imparts an
angular twisting force on a turbine.
- electrically energized coils provide rotor frequency and
turbine angular movement signals.
The fuel flow transmitter consists of:

- a flow sensor that consists of a rotor, a turbine and
electrical coils,
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613-3-733410-10-01-A
FMU Differential Pressure Transducer - 1/2
Interfaces
Fuel interfaces:
- The Fuel Metering Unit (FMU) differential Pressure
(dP) transducer is immersed in the fuel flow.
- The FMU dP transducer is connected to the Electronic
Engine Control (EEC) units through one single electrical
connector (for both channel A and channel B).
- The FMU dP transducer is bolted to the FMU.
The FMU dP transducer consists of:

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Operation
The Fuel Metering Unit (FMU) differential Pressure (dP)

transducer senses the pressure increase across the fuel
strainer.
The signal is sent to the Electronic Engine Control (EEC)

units through two outputs (one is routed to channel A
and the second one to channel B).
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613-3-733410-04-01-A
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FUEL AND CONTROL - LIST MAINTENANCE PRACTICES
611-3-730000-99-01-A: ENGINE FUEL AND CONTROL 611-3-731150-99-01-A: INTEGRATED DRIVE GENERATOR (IDG) OIL COOLER
• DEFUEL AND DRAIN FUEL THROUGH THE FUEL PUMP • DEPRESERVATION

• DEFUEL AND DRAIN FUEL THROUGH THE FUEL FILTER • PRESERVATION
611-3-731105-99-01-A: MAIN FUEL PUMP (MFP)

611-3-732105-99-01-A: FUEL METERING UNIT (FMU)
• DEPRESERVATION
• PRESERVATION • DEPRESERVATIONL
• INSTALLATION/ REMOVAL • PRESERVATION
• VISUAL INSPECTION • INSTALLATION/ REMOVAL
611-3-732110-99-01-A: SPLIT CONTROL UNIT/ SERVO VALVE ASSEMBLY (SCU/SVA)

611-3-731110-99-02-A: FUEL FILTER CARTRIDGE
• DEPRESERVATION
• INSTALLATION/ REMOVAL • PRESERVATION
611-3-731110-99-03-A: MAIN FUEL FILTER HOUSING

611-3-732115-99-01-A: T12 SENSOR
611-3-731120-99-01-A: SERVO FUEL HEATER (SFH)
• DEPRESERVATION 611-3-732120-99-01-A : T25 SENSOR

• PRESERVATION
• INSTALLATION/ REMOVAL • INSTALLATION/ REMOVAL
• VISUAL INSPECTION • VISUAL INSPECTION
611-3-731130-99-01-A: FUEL NOZZLES

611-3-732125-99-01-A : T3 SENSOR
611-3-731135-99-01-A: FUEL RETURN VALVE (FRV)
611-3-732130-99-01-A: FUEL TEMPERATURE TRANSDUCER
• DEPRESERVATION
• PRESERVATION • INSTALLATION/ REMOVAL
• INSTALLATION/ REMOVAL • VISUAL INSPECTION
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FUEL AND CONTROL - LIST MAINTENANCE PRACTICES
611-3-732135-99-01-A: FUEL MANIFOLD PRESSURE TRANSDUCER 611-3-732155-99-01-A: ELECTRONIC ENGINE CONTROL (EEC) CHANNEL A

611-3-732140-99-01-A: PERMANENT MAGNET ALTERNATOR ROTOR (PMA) 611-3-732150-99-01-A: RATING PLUG

611-3-732145-99-01-A: PRESSURE SUB-SYSTEM (PSS) BOX AND SENSOR

611-3-732140-99-02-A: PERMANENT MAGNET ALTERNATOR STATOR (PMA)
611-3-761100-99-01-A/ THROTTLE CONTROL
611-3-732160-99-01-A: ENGINE WIRING HARNESSES • ADJUSTMENT OF THE ARTIFICIAL FEEL UNIT (AFU)
• ADJUSTMENT OF THE MECHANICAL LINKAGE
611-3-761119-99-01-A: CONTROL UNIT – THROTTLE

611-3-733110-99-01-A: FUEL FLOW TRANSMITTER
611-3-733405-99-01-A: FUEL FILTER DIFFERENTIAL PRESSURE TRANSDUCER
611-3-733410-99-01-A: FUEL METERING UNIT (FMU) DIFFERENTIAL PRESSURE

TRANSDUCER
611-3-732155-99-02-A: ELECTRONIC ENGINE CONTROL (EEC) CHANNEL B
• VISUAL INSPECTION V0

Engine Systems
Ignition

611-3-740000-07-01-A
Ignition System
Identify and Locate
The engine ignition system is located on the core engine

The electrical power supply comes from the aircraft

through two separate sources:
- A/C 115V AC which is the normal source,
- A/C 115V AC battery which is used as a backup
source.
The electrical supply components may be:

- the cross engine electrical supply,
- the Auxiliary Power Unit (APU),
- a ground equipment.
The ignition components are mounted in the 6 o’clock

position on the High Pressure Compressor (HPC) case
and in the 6 and 7 o’clock positions on the Combustor
Diffuser Nozzle (CDN) case.
The ignition distribution system consists of:

- two ignition exciters inside a cooling box,
- two ignition leads with cooling ports,
- two igniters (left & right).
Purpose
The ignition system generates high voltage pulses to

produce sparks and ignite the air/fuel mixture in the
combustion chamber to start engine combustion.
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Ignition System
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Ignition Power Supply Components
Identify and Locate
Two ignition exciters are mounted inside a cooling box

which is located in the 6 o’clock position on the High
Pressure Compressor (HPC) case.
Purpose
The ignition power supply components provide starting

and continuous on-demand power supply for the two
ignition system exciters.
The system provides the engine exciters with electrical

power through the ignition leads and igniters to produce
a spark in the combustion chamber.
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Ignition Power Supply Components
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Ignition Exciter - 1/2
Interfaces
- each ignition exciter input is connected to the A/C 115V
AC power (normal source) or the 115V AC battery
(backup source) through the Electronic Engine Control
(EEC),
- each ignition exciter output is connected to an ignition
lead.
Air interfaces:
The Variable Bleed Valve (VBV) duct cooling air flows
through the air rubber manifold into the exciter box
shroud to cool down the exciters.
Each exciter is connected to the exciter box by four
bolts.
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Operation
The ignition exciters transform, rectify, and store the

energy in a capacitor.
Aircraft 115 Volts Alternating Current (VAC) power is
converted to 28 Volts Direct Current (VDC) by the
exciters.
This stored electrical energy is then discharged from the
exciters to the igniters.
When operation stops, a resistor bleeds off any residual
charge from the capacitor.
The two ignition exciters are the components of two

separate redundant ignition systems in the engine.
An ignition exciter is a capacitor-discharge type ignition

power source.
The main components of an ignition exciter are:

- a housing with four mounting brackets,
- an exciter input from the aircraft electrical connector,
- an exciter output to the ignition lead electrical
connectors.
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Ignition Distribution Components
Identify and Locate
The two left and right igniters are located within the
Combustor Diffuser Nozzle (CDN) case, in the 6 and 7
o'clock positions.
The two ignition leads are routed from the aft side of the
exciters in the 6 o’clock position to the two left and right
igniters.
Purpose
Electrical energy is supplied by the exciters, through the

ignition leads to the igniters to produce sparks within the
combustion chamber to ignite the air/fuel mixture.
The purpose of the ignition leads is to send high voltage

from the exciters to the igniters.
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Ignition Distribution Components
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Ignition Leads
Interfaces Bleed Valve (VBV) duct airflow is then routed through
each ignition lead to cool down both igniters.
- ignition lead No. 1 input is connected to the aft side of Functional Description
ignition exciter No. 1,
- ignition lead No. 2 input is connected to the aft side of The main components of each ignition lead are:
ignition exciter No. 2, - an electrically shielded cable with a metal braid,
- ignition lead No. 1 output is connected to the forward - a cooling conduit,
side of the right igniter, - each ignition lead has a silicone rubber seal at the
- ignition lead No. 2 output is connected to the forward connection to the igniter.
side of the left igniter.
Ignition lead No. 1 is shorter than ignition lead No. 2.
Air interfaces:
- each ignition lead inlet is connected to the passive
Core Compartment Cooling (CCC) system rubber air
manifold,
- each ignition lead outlet is connected to an igniter
through the cooling conduit (around the ignition lead) to
provide cooling air.
- the ignition leads are mechanically secured to the
ignition system exciter boxes and igniter plugs.
Operation
The electrical pulse is delivered from the ignition exciter

to the igniter via the ignition lead when the ignition
system operates.
The electrical pulse is a high voltage and low energy
pulse.
The ignition leads are cooled by the passive engine
CCC system. Passive air bleed manifolds are
clamp-connected to both ignition leads. The Variable
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613-3-742105-09-01-A
Ignition Leads
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613-3-742110-09-01-A
Igniters
Interfaces
- the right igniter input is connected to ignition lead
No. 1,
- the left igniter input is connected to ignition lead No. 2.
- each igniter is connected to the Combustor Diffuser
Nozzle (CDN) case by a threaded igniter bushing and an
igniter adapter.
Air interfaces:
- each igniter cooling inlet is connected to the ignition
lead cooling outlet,
- the right and left igniters are surrounded by igniter
cooling conduit shrouds.
Operation
When the ignition system is operating, the igniters

receive electrical pulses from the ignition exciters
through the ignition leads.
The igniter electrode uses this electrical pulse to
produce a spark in the engine combustion chamber.
The main components of an igniter are:

- the igniter body,
- the connector,
- the electrodes,
- the air cooling system to reduce the operating
temperature and extend the igniter service life.
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613-3-742110-09-01-A
Igniters
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IGNITION SYSTEM - LIST MAINTENANCE PRACTICES
611-3-741105-99-01-A: IGNITION EXCITER
• MECHANICAL CLEANING
611-3-742105-99-02-A: IGNITION LEAD 1
611-3-742105-99-03-A: IGNITION LEAD 2
611-3-742110-99-02-A: LEFT IGNITER
611-3-742110-99-03-A: RIGHT IGNITER
V0

Engine Systems
Starting ENG
START

611-3-800000-07-01-A
Starting Components
Identify and Locate - the bleed air from the other engine.
The engine starting system is located at the front of the The SAV controls the airflow sent directly to the PAS.
Accessory GearBox (AGB), between the 8 and 12 In case of failure, a manual override allows the SAV to
o'clock positions. be opened or closed manually.
The engine starting system consists of: The PAS magnetic plug collects metallic particles.
- the Pneumatic Air Starter (PAS) equipped with a During PAS maintenance inspection, the presence of
magnetic plug, metallic particles on the magnetic plug means that the
- the Starter Air Valve (SAV), PAS is damaged.
- the starter air duct.
The PAS is mounted on the forward side of the AGB,

approximately in the 8 o'clock position.
The PAS magnetic plug is mounted on the lower part of
the PAS.
The SAV is mounted at the front of the PAS.
The starter air duct is mounted at the front of the SAV
and is located between the 8 and 12 o'clock positions.
Purpose
The engine starting system:

- rotates the engine up to self-sustaining speed
operation during starting sequence,
- rotates the engine for leak monitoring and compressor
wash cycles during engine maintenance.
The PAS converts the pressurized air supply into a

driving torque to rotate the engine.
The source of pressurized air can be:

- the Auxiliary Power Unit (APU),
- a ground cart or,
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Starting Components
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613-3-801100-03-01-A
Pneumatic Starter And Valve System - 1/2
Interfaces
Air interfaces:
- the Starter Air Valve (SAV) air inlet is connected to the
pylon interface by the starter air duct,
- the SAV air outlet is connected to the Pneumatic Air
Starter (PAS) air inlet,
- the PAS discharges the air in the engine compartment.
- the SAV solenoid control (input) is connected to both
Electronic Engine Control (EEC) units (channel A and
channel B),
- the SAV pressure transducer (output) is connected to
both EEC units (channel A and channel B).
- the SAV is connected to the starter air duct and the
PAS by V-Band clamps,
- the PAS is connected to the Accessory GearBox (AGB)
through a splined output shaft, secured with a V-Band
clamp with o-rings to prevent oil leakage.
Oil interfaces:
- the PAS oil inlet and outlet are connected to the AGB.
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Operation - 2: "NORM"
- 3: "IGN/START"
At engine start, the Electronic Engine Control (EEC)
units control the Starter Air Valve (SAV) through The main components of the air-actuated SAV are:
electrical signals sent to the SAV solenoid. - a dual channel solenoid,
The SAV regulates the air supply to the Pneumatic Air - a butterfly valve,
Starter (PAS) through the butterfly valve. - a pressure transducer,
- an external wrench connection (manual override).
The SAV pressure transducer transmits the closed
position indication to the EEC units (channel A and The main components of the PAS are:
channel B). - a turbine,
- a planetary reduction gear,
The PAS axial turbine is supplied with pressurized air - an overrunning clutch,
from the SAV. This axial turbine transforms the air power - a splined output shaft,
into mechanical power (torque). - a magnetic plug.
The PAS axial turbine transmits the torque to the
Accessory GearBox (AGB) through a planetary
reduction gear and through an overrunning clutch to the
splined output shaft.
The splined output shaft is connected to the AGB.

The overrunning clutch disconnects the PAS when the
starting sequence is completed.
If the EEC units loose the signal from the SAV solenoid
or the SAV pressure transducer, the SAV switches to the
closed position (SAV failsafe position).
The flight deck control pedestal panel ("ENG START")

allows engine starting, cranking and ignition to be
controlled by one rotary selector which can have three
positions:
- 1: "CRANK"
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Pneumatic Air Starter Magnetic Plug
Interfaces
Oil interfaces:
- the Pneumatic Air Starter (PAS) magnetic plug is
immersed in the PAS oil sump.
- the PAS magnetic plug is installed on the lower section
of the PAS.
Operation
The PAS magnetic plug captures the metallic particles in

suspension in the PAS oil circuit.
The PAS magnetic plug is a bayonet-type design plug.

It is equipped with packings to prevent oil leakage.
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613-3-801105-09-01-A
Pneumatic Air Starter Magnetic Plug
V0

STARTING SYSTEM - LIST MAINTENANCE PRACTICES
611-3-801115-99-01-A: STARTER AIR VALVE (SAV)
• OPEN/ CLOSE OPERATION

611-3-801105-99-01-A: PNEUMATIC AIR STARTER (PAS)
• DRAIN OIL
• FILL WITH OIL
611-3-801105-99-02-A: PAS MAGNETIC PLUG
V0

Engine Systems
Air

611-3-750000-07-01-A
Air System
Identify and Locate
The engine air system consists of the following

sub-systems:
- engine anti-icing,
- engine cooling,
- compressor control.
The engine anti-icing sub-system consists of:

- the Start Bleed / Booster Anti-Ice (SB/BAI) valve.
The engine cooling sub-system consists of:

(HPTACC) system,
(LPTACC) system,
- the Modulated Turbine Cooling (MTC) system,
- the Electronic Engine Control (EEC) cooling system.
The compressor control sub-system consists of:

- the Variable Bleed Valve (VBV) system,
- the Variable Stator Vane (VSV) system,
- the Transient Bleed (TB) system.
Purpose
The engine air system regulates the air circuits through

the engine for:
- cooling,
- engine anti-icing,
- compressor control,
- clearance control.
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611-3-750000-07-01-A
Air System
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611-3-751100-07-01-A
SB/BAI Valve - General
Identify and Locate
The Start Bleed / Booster Anti-Ice (SB/BAI) valve is a

two-function single valve. The SB/BAI valve is located
on the core engine in the 3 o'clock position.
Purpose
On cockpit request in icing conditions, the SB/BAI valve

sends hot air from stage 7 of the High Pressure
Compressor (HPC) around the flow splitter to prevent ice
formation.
During starting, the SB/BAI valve releases air from stage

7 of the HPC to decrease the compressor pressure.
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SB/BAI Valve - General
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613-3-751100-03-01-A
SB/BAI Valve - Details - 1/2
Interfaces
Air interfaces:
- the inlet port of the Start Bleed / Booster Anti-Ice
(SB/BAI) valve is connected to stage 7 of the High
Pressure Compressor (HPC),
- the outlet port of the SB/BAI valve is connected to the
BAI tube in the direction of the flow splitter.
Fuel interfaces:
- the two servo-fuel ports of the actuator are connected
to the Split Control Unit / Servo Valve Assembly
(SCU/SVA) by a fuel pipe,
- the drain outlet is connected to the core drain mast by
a drain pipe.
- the Rotational Variable Differential Transducer (RVDT)
is connected to the Electronic Engine Control (EEC)
units.
- the SB/BAI valve is connected to an engine core
bracket with bolts,
- the SB/BAI valve is connected to the air ducts with
coupling clamps and metal seals.
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613-3-751105-08-01-A
Operation Transducer (RVDT),
- the SB exhaust port.
When ice formation on the booster is a concern, the
Electronic Engine Control (EEC) receives the order to The RVDT converts the mechanical position of the
switch on the system from the cockpit. actuator to an electrical position signal.
Through the Electro-Hydraulic Servo Valve (EHSV), the The RVDT sends two independent signals: one signal to
EEC commands the opening of the Start Bleed / Booster EEC channel A and one signal to EEC channel B.
Anti-Ice (SB/BAI) valve. Only one signal is needed to determine the valve
When the SB/BAI valve is open, warm air is delivered position.
from the High Pressure Compressor (HPC) stage 7 to One EEC controls the SB/BAI valve at any time.
the Booster flow splitter via the booster anti-ice tube and
manifold. The BAI airflow is provided anytime the SB function is
The HPC stage 7 warm air increases the temperature in active. Between 0% and approximately 22% stroke, air
the split fairing. This warm air exhausts from the flow is flowing for BAI only. Above approximately 22%, start
split fairing through 188 notches located on the fairing bleed air is introduced while BAI flow remains active.
forward lip.
The Start Bleed (SB) system is activated during the

starting sequence.
Through the EHSV, the EEC commands the opening of
the SB/BAI valve.
When the SB/BAI valve is open, the HPC stage 7
pressure is released to the air through the SB exhaust
port.
The SB/BAI valve is operated in flight and on the

ground.
The SB/BAI valve is a two-function single valve with

three main components:
- the valve,
- the actuator with a Rotational Variable Differential
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613-3-751105-08-01-A
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611-3-752000-07-01-A
Cooling - HPTACC & LPTACC Valves
Identify and Locate
The High Pressure Turbine Active Clearance Control

(HPTACC) and Low Pressure Turbine Active Clearance
Control (LPTACC) valves are located on the core engine
Purpose
The HPTACC valve regulates the fan airflow to minimize

the clearances between the HPT shrouds and the HPT
rotor blades to improve the Specific Fuel Consumption
(SFC).
The LPTACC valve regulates the fan airflow to minimize

the clearances between the LPT shrouds and the LPT
rotor blades to improve the Specific Fuel Consumption
(SFC).
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611-3-752000-07-01-A
Cooling - HPTACC & LPTACC Valves
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613-3-752100-03-01-A
Cooling - HPTACC Valve - Interface
Interfaces
Air interfaces:
- the inlet port of the High Pressure Turbine Active
Clearance Control (HPTACC) valve is connected to the
ACC inlet louver through the ACC inlet duct and the
ACC forward Y-duct,
- the outlet port of the HPTACC valve is connected to
the HPTACC air manifold through the ACC aft HPT valve
elbow duct.
Fuel interfaces:
(SCU/SVA) by a fuel manifold bolted on the HPTACC
valve with a gasket seal,
a drain pipe.
- An electrical engine harness connects the Linear
Variable Differential Transducer (LVDT) to the Electronic
Engine Control (EEC) units.
- the HPTACC valve is connected to the hoses with hose
clamps,
- the HPTACC valve is attached to the Combustor
Diffuser Nozzle (CDN) assembly with brackets.
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Cooling - HPTACC Valve - Interface
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Cooling - LPTACC Valve - Interface
Interfaces
Air interfaces:
- the inlet port of the Low Pressure Turbine Active
Clearance Control (LPTACC) valve is connected to the
ACC inlet louver through the ACC inlet duct and the
ACC forward Y-duct,
- the outlet port of the LPTACC valve is connected to
the manifold cooling assembly through the LPTACC aft
valve Y-duct.
Fuel interfaces:
(SCU/SVA) by a fuel manifold bolted on the LPTACC
valve with a gasket seal,
a drain pipe.
- the Linear Variable Differential Transducer (LVDT) is
connected to the Electronic Engine Control (EEC) units.
- the LPTACC valve is connected to the hoses with hose
clamps,
- the LPTACC valve is attached to the Combustor
Diffuser Nozzle (CDN) assembly with brackets.
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613-3-752200-03-01-A
Cooling - LPTACC Valve - Interface
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613-3-752000-08-01-A
Cooling - LPTACC & HPTACC Valves - Details
Operation
The High Pressure Turbine Active Clearance Control

(HPTACC) and Low Pressure Turbine Active Clearance Functional Description
Control (LPTACC) systems operate in flight and on the
ground. The main components of the HPTACC and LPTACC
The Electronic Engine Control (EEC) units modulate the systems are:
fuel-actuated HPTACC and LPTACC valves during - the ACC inlet louver,
engine operation. - the ACC inlet duct,
- the ACC forward Y-duct,
The HPTACC and LPTACC systems improve the - the HPTACC valve (consisting of an actuator, a valve
Specific Fuel Consumption (SFC) and reduce the and a Linear Variable Differential Transducer (LVDT) as
Exhaust Gas Temperature (EGT) overshoot during rapid a single component),
acceleration by minimizing the clearances between: - the LPTACC valve (consisting of an actuator, a valve
- the High Pressure Turbine (HPT) shrouds and the HPT and a LVDT as a single component),
rotor blades, - the ACC aft HPT valve elbow duct,
- the Low Pressure Turbine (LPT) shrouds and the LPT - the four-segment HPTACC air manifolds,
rotor blades. - the LPTACC aft valve Y-duct,
- four manifold cooling assemblies.
The EEC sends command signals to the Split Control
Unit / Servo Valve Assembly (SCU/SVA). The SCU/SVA The LVDTs of the HPTACC and LPTACC valves are
sends servo fuel pressure to move the HPTACC and connected to the two ECC units (Channel A and
LPTACC valve actuators. Channel B). The LVDTs convert the mechanical position
of the actuators to electrical position signals which are
Fan discharge air then enters the HPTACC and LPTACC sent to each EEC.
systems through the ACC inlet louver, the ACC inlet
duct, the ACC forward Y-duct and the HPTACC and
LPTACC valves via a 10 o’clock rectangular cut in the
engine kit central shroud. The ACC cooling air is then
routed to cooling manifolds that surround the HPT and
LPT cases to control thermal expansion.
The EEC performs fault monitoring of the HPTACC and

LPTACC valves.
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613-3-752000-08-01-A
Cooling - LPTACC & HPTACC Valves - Details
V0
611-3-752300-07-01-A
Cooling - MTC system - General
Identify and Locate
The Modulated Turbine Cooling (MTC) actuators are

located on the front of the High Pressure Compressor
(HPC) case in the 2 o’clock and 8 o’clock positions. The
MTC actuator is connected to a linkage which goes aft to
the Combustor Diffuser Nozzle (CDN) case. The MTC
linkage is connected to the MTC valve.
Purpose
The MTC system regulates stage 10 HPC Compressor

Discharge Pressure (CDP) air flow to the stage 1 High
Pressure Turbine (HPT) blade roots and blade internal
cooling passages to optimize fuel burn.
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Cooling - MTC system - General
V0
613-3-752300-10-01-A
Cooling - MTC Actuators (Left Shown)
Interfaces electrical position signal sent to the EEC units.
Fuel interfaces:
- the two servo-fuel ports on each Modulated Turbine
Cooling (MTC) actuator are connected to the Split
Control Unit / Servo Valve Assembly (SCU/SVA) by a
fuel manifold bolted on the MTC actuator with a gasket
seal,
- the drain port of each MTC actuator is connected to the
core drain mast by a fuel manifold bolted on the MTC
actuator with a gasket seal.
- Engine electrical harnesses connect the left MTC
actuator to the Electronic Engine Control (EEC) unit
channel A and the right MTC actuator to the channel B
for Linear Variable Differential Transducer (LVDT)
position signal feedback.
- each MTC actuator is connected to the corresponding
MTC valve by a push/pull rod linkage mechanism,
- the MTC actuators are attached to a Combustor
Diffuser Nozzle (CDN) bracket by bolts.
The MTC actuator is a fuel-actuated, double-acting,

single-ended actuator. The MTC actuator opens and
closes the MTC valve as a function of fuel pressure from
the SCU/SVA.
A LVDT is part of the MTC actuator and is used to

convert the mechanical position of the actuator to an
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613-3-752300-10-01-A
Cooling - MTC Actuators (Left Shown)
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Cooling - MTC Valves (Left Shown)
Interfaces
Air interfaces:
- the air inlets of the Modulated Turbine Cooling (MTC)
valves are immersed in the compressor discharge air
flow coming from the High Pressure Compressor (HPC)
module,
- the Compressor Discharge Pressure (CDP) air inlets of
the Modulated Turbine Cooling (MTC) valves are
connected to the inner combustor forward manifold and
a single, 360-degree MTC tube assembly to direct CDP
air in the direction of the HPT Stage 1 blades.
- the right MTC valve is connected to the right MTC
actuator via a push/pull rod linkage mechanism,
- the left MTC valve is connected to the left MTC
actuator via a push/pull rod linkage mechanism,
- the MTC valves are bolted to the outside of the
Combustor Diffuser Nozzle (CDN) case.
The MTC valves consist of:

- the external section that houses the actuation
mechanism (outside the Combustor Diffuser Nozzle
(CDN) assembly),
- the mounting flange,
- the internal MTC tube assembly: the valve piston, the
air inlets and outlets (inside the CDN assembly).
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Cooling - MTC Valves (Left Shown)
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Cooling - MTC System - Operation
Operation
The High Pressure Turbine (HPT) stage 1 blade cooling

flow is derived from the High Pressure Compressor
(HPC) stage 10 Compressor Discharge Pressure (CDP).
The CDP airflow is directed to the HPT stage 1 blade
internal cooling passages via the opening of the
Modulated Turbine Cooling (MTC) valve.
At low power operations (cruise, descent, and ground

operations), the MTC system reduces the HPT stage 1
cooling flow.
At high power operations (take-off and climb-out), the
MTC system does not reduce the HPT stage 1 cooling
flow.
When the MTC valve is open, HPT stage 1 cooling air

enters through the valve openings to provide cooling air
to the stage 1 turbine blade circuit.
When the MTC valve is closed, HPT stage 1 cooling air
cannot enter through the valve openings.
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Cooling - MTC System - Operation
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611-3-752405-07-01-A
Cooling - EEC Cooling Blower - General
Identify and Locate
Two Electronic Engine Control (EEC) cooling blowers

are installed on the fan case in the 1 o'clock position.
The EEC cooling duct is located between the engine

inlet cowl and the EEC units at the fan location between
the 1 and 3 o'clock positions.
Purpose
The EEC cooling blowers provide cooling air to cool both

EEC units when:
- the aircraft speed is low,
- the temperature of the internal EEC units is above a
limit,
- the aircraft is on ground.
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Cooling - EEC Cooling Blower - General
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Cooling - EEC Cooling Blower - Details - 1/2
Interfaces also facilitate the removal and installation of the EEC
cooling blowers.
Air interfaces: They are attached to the rigid tubes with collars.
- the air inlet of each blower is connected to an air inlet
located in the inlet cowl,
- the air outlet of each blower is connected to the two
Electronic Engine Control (EEC) plenums.
Electrical interface:
- each blower is connected to the aircraft 115 VAC
supply via the blower power supply relay.
- the blowers are connected to a bracket on the fan case
with bolts,
- the rigid pipes and the flexible pipes of the EEC cooling
system are attached with brackets and collars.
The cooling blowers consist of:

- a housing with an electrical connector, an air inlet, and
outlet ducts,
- a fan that includes a front and rear impeller,
- an electric motor that drives the fan and an electronic
power unit,
- an internal electronic control and speed monitoring
system,
- a check valve to prevent reverse delta pressure in
flight.
The two EEC cooling blowers are installed in parallel.
The silicone pipes give flexibility to the assembly. They
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Operation
The system is operated when the aircraft speed is under

Mach 0.1 and the Electronic Engine Control (EEC) units
temperature is above 90 °C (194 °F).
When one of the two EEC units requires cooling, the two
blowers are activated.
If one of the two blowers fails, the remaining one is
sufficient to cool down the two EEC units.
When the blowers are activated, a fresh air flow is

delivered to the EEC plenums via the blowers.
The check valve ensures that the EEC units are not
vented by a reverse flow if a differential pressure occurs.
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611-3-753100-07-01-A
Compressor Control - VBV System - General
Identify and Locate
The main components of the Variable Bleed Valve (VBV)

system are:
- two VBV actuators which are mounted on the fan hub
at 2 o’clock (channel B) and 8 o’clock (channel A),
- eight VBV door assemblies which are located around
the fan hub,
- one VBV actuating ring which is located around the fan
hub.
Purpose
The purpose of the VBV system is to control the airflow

injected into the High Pressure Compressor (HPC) and
provide an increased booster surge margin, during
engine steady state and transient operations.
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Compressor Control - VBV System - General
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611-3-753105-07-01-A
Compressor Control - VBV Actuators - General
Identify and Locate
The right and left Variable Bleed Valve (VBV) actuators

are located on the fan frame hub at the 2 and 8 o'clock
positions.
Purpose
The purpose of the VBV actuators is to control and

adjust the position of the VBV doors on a continuous
basis.
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Compressor Control - VBV Actuators - General
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613-3-753100-10-01-A
Compressor Control - VBV System - Details
Interfaces - the VBV bellcranks,
- the turnbuckles.
Air interfaces:
- the inlets of the Variable Bleed Valve (VBV) doors take The VBV doors rotate around axes that are integrated
the air from the primary air flow, into the VBV rear gaskets.
- the outlets of the VBV doors discharge the air in the Each VBV door is equipped with four seals to reduce air
secondary air flow through the fan hub and the VBV leakage.
ducts. The two VBV doors adjacent to the 6 o’clock position are
larger, due to the shape of the fan hub.
Fuel interfaces:
- Each VBV actuator has two fuel connections to the
Split Control Unit/Servo Valve Assembly (SCU/SVA).
- Each VBV actuator has a drain connection to the core
drain mast.
- Engine electrical harnesses connect the left and right
VBV actuators to the Electronic Engine Control (EEC)
units (channel A and channel B) for Linear Variable
Differential Transducer (LVDT) position signal feedback.
- the VBV actuators are connected to the fan hub with
screws,
- the VBV rear gaskets of the VBV doors are connected
to the fan hub with bolts,
- two VBV supports are connected to the fan hub to
guide the VBV actuating ring in rotation.
The VBV actuators are connected to the VBV doors via

a kinematic line that consists of:
- the VBV actuating ring,
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Compressor Control - VBV System - Details
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Compressor Control - VBV Actuator - Details
Interfaces side of the actuator body.
Fuel interfaces:
- the two servo-fuel ports of the Variable Bleed Valve
(VBV) actuator are connected to the Split Control Unit /
Servo Valve Assembly (SCU/SVA) by a fuel manifold
bolted on the VBV acutator with a gasket seal,
- tha drain port of each VBV actuator is connected to the
core drain mast by a fuel manifold bolted on the VBV
acutator with a gasket seal.
- the VBV actuators are connected to the fan hub with
captive screws,
- the VBV actuators are connected to the VBV actuating
ring via the VBV actuating turnbuckle and VBV actuating
bellcrank.
- the Linear Variable Differential Transducer (LDVT) of
each VBV actuator is connected to an EEC unit.The left
VBV actuator is connected to the channel A and the right
one to the channel B.
The VBV actuator consists of:

- the actuator body with the mounting bracket,
- the fuel manifold,
- the piston rod,
- the LVDT,
- the LVDT electrical connector.
In order to avoid leaks, two seals are installed on each
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Compressor Control - VBV Actuator - Details
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Compressor Control - VBV System - Operation
Operation
The Electronic Engine Control (EEC) units command the

Variable Bleed Valve (VBV) actuators via the Split
Control Unit / Servo Valve Assembly (SCU/SVA).
The SCU/SVA converts the electrical signals into
hydraulic signals sent to the two servo-fuel ports of each
VBV actuator.
The two VBV actuators operate in pairs, as a part of an

electro-hydraulic closed loop system to adjust the VBV
door position:
- the VBV actuator piston extends to open the VBV door
via the VBV actuating assemblies and VBV actuating
ring,
- the VBV actuator piston retracts to close the VBV door
via the VBV actuating assemblies and VBV actuating
ring.
Each VBV actuator operates one door. The actuating
ring transmits the mechanical command to the other six
doors.
The Linear Variable Differential Transducer (LVDT) of

each VBV actuator converts the mechanical position of
the VBV actuator to an electrical position signal sent to
the EEC units.
The EEC active channel can switch the VBV system to a

fail-safe position which opens the VBV doors.
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Compressor Control - VBV System - Operation
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611-3-753200-07-01-A
Compressor Control - VSV System - General
Identify and Locate
The Variable Stator Vane (VSV) system surrounds the

High Pressure Compressor (HPC) from the Inlet Guide
Vanes (IGV) to the VSV stage 4.
The components of the VSV system are:

- Inlet Guide Vane (IGV) lever arms, two half IGV
actuation rings and two IGV bridge connectors,
- VSV stage 1 lever arms, two half VSV stage 1
actuation rings and two VSV stage 1 bridge connectors,
- two VSV actuators which are located on each side of
the forward HPC case at 3 and 9 o’clock,
- two VSV Bell crank assemblies which are located on
each side of the forward HPC case at 2 and 8 o’clock.
Purpose
The purpose of the VSV system is to control the amount

of air that flows through the HPC in order to:
- provide optimum compressor performance in steady
state conditions,
- prevent compressor stall during engine acceleration
and deceleration including engine start and engine
shutdown.
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Compressor Control - VSV System - General
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611-3-753205-07-01-A
Compressor Control - VSV Actuators - General
Identify and Locate
The two Variable Stator Vane (VSV) actuators are

located on the High Pressure Compressor (HPC) case in
the 3 and 9 o’clock positions.
Purpose
The VSV actuators provide the force that is required to

position the Inlet Guide Vanes (IGV) and stage 1 to
stage 4 High Pressure Compressor (HPC) variable
stator vanes properly.
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611-3-753205-07-01-A
Compressor Control - VSV Actuators - General
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613-3-753200-10-01-A
Compressor Control - VSV System - Details
Interfaces - a lever arm for each IGV or VSV with a pin for its
connection to the related actuation ring.
- each Variable Stator Vane (VSV) actuator provides
position signal feedback to the Electronic Engine Control
(EEC) units through the Linear Variable Differential
Transducer (LVDT).
Fuel interfaces:
- the two servo-fuel ports of each VSV actuator are
connected to the Split Control Unit / Servo Valve
Assembly (SCU/SVA) by a fuel manilod bolted on the
actuator with gasket seal.
- the drain port of each VSV actuator is connected to the
core drain mast by a fuel manifold bolted on the VSV
- the actuation rings are connected to the vanes via
individual VSV lever arms.
- the VSV actuators and bellcrank assemblies are
connected to the High Pressure Compressor (HPC)
case by bolts.
The VSV actuators are connected to the Inlet Guide

Vanes (IGVs) and VSVs by a kinematic line that consists
of:
- two VSV bellcrank assemblies (each one connected to
the five actuation rings),
- two bridge connectors for each stage to connect the
VSV bellcrank assemblies to the related actuation ring,
- five actuation rings (each one divided in two halves),
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Compressor Control - VSV System - Details
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Compressor Control - VSV Actuators - Details
Interfaces
Fuel interfaces:
- the two servo-fuel ports of each Variable Stator Vane
(VSV) are connected to Split Control Unit / Servo Valve
Assembly (SCU/SVA) by a fuel manifold bolted on the
VSV actuator with a gasket seal,
- the drain port of each VSV actuator is connected to the
core drain mast by a fuel manifold bolted on the VSV
- the Linear Variable Differential Transformer (LDVT) of
the VSV actuators is connected to the EEC units.
- the VSV actuators are connected to the High Pressure
Compressor (HPC) case,
- the right VSV actuator is connected to the four VSV
actuating ring bridge and the IGV actuating bridge
connectors via the right VSV bellcrank assembly,
- the left VSV actuator is connected to the four VSV
actuating ring bridge and the IGV actuating bridge
connectors via the left VSV bellcrank assembly.
The VSV actuator consists of:

- the actuator body with mounting brackets,
- the fuel manifold,
- the piston rod,
- the LVDT,
- the LVDT connector.
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Compressor Control - VSV Actuators - Details
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613-3-753200-04-01-A
Compressor Control - VSV System - Operation
Operation
The Electronic Engine Control (EEC) units command the

Variable Stator Vane (VSV) actuators via the Split
Control Unit - Servo Valve Assembly (SCU/SVA).
The SCU/SVA converts the electrical signal into
hydraulic signals sent to the two servo-fuel ports of each
VSV actuator.
The two VSV actuators operate in pairs to adjust the

angle of the Inlet Guide Vanes (IGVs) and the four VSV
stages.

each VSV actuator converts the mechanical position of
the actuator to an electrical position signal sent to the
EEC units.
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Compressor Control - VSV System - Operation
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611-3-753300-07-01-A
Compressor Control - TBV System - General
Identify and Locate
The Transient Bleed Valve (TBV) inlet air tube, the TBV
and the TBV outlet air tube are located on the
Combustor Diffuser Nozzle (CDN) case at the 2 o'clock
position.
The left TBV duct is located on the Low Pressure

Turbine (LPT) case between the 7 and 11 o'clock
positions.
The right TBV duct is located on the LPT case between

the 2 and 5 o'clock positions.
Purpose
The purpose of the TBV system is to bleed the

compressor discharge air (stage 10) in order to:
- unload the compressor during the engine transient
phases,
- increase the stall margin.
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Compressor Control - TBV System - General
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613-3-753305-10-01-A
Compressor Control - TBV
Interfaces
Fuel interfaces:
- the two servo-fuel ports of the Transient Bleed Valve
(TBV) actuator are connected to the Split Control Unit /
Servo Valve Actuator (SCU/SVA) by fuel pipes,
a drain pipe.
Air interfaces:
- the inlet of the TBV is connected to the forward TBV air
tube,
- the outlet of the TBV is connected to the aft TBV air
tube.
- the TBV is attached to the forward TBV air tube and
the aft TBV air tube with single latch V-retainer couplings
and metal seals.
- the single Linear Variable Differential Transducer
(LDVT) of the TBV is connected to the EEC units.
The main components of the TB valve are:

- the butterfly valve,
- the actuator body with the servo-fuel and drain
connections,
- the LVDT,
- the LVDT connector.
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Compressor Control - TBV
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Compressor Control - TBV System - Operation
Operation
In normal conditions, the Transient Bleed Valve (TBV) is

closed.
When the engine decelerates, the Electronic Engine

Control (EEC) active channel command the TBV via the
Servo Control Unit / Servo Valve Actuator (SCU/SVA)
according to core speed (N2).
The SCU/SVA converts the electrical signals into
hydraulic signals for the TBV.
The two servo-fuel ports of the TBV receive hydraulic
pressures from the SCU/SVA to adjust the position of
the TBV butterfly valve.
When the valve opens, the airflow goes from the High
Pressure Compressor (HPC) stage 10 through the
forward TBV air tube, the TBV, the aft TBV air tube and
the left and right TBV ducts to the Turbine Rear Frame
(TRF).

the TBV converts the position of the butterfly valve into
an electrical position signal which is sent to the EEC
units.
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Compressor Control - TBV System - Operation
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613-3-754100-07-01-A
Fan Compartment Overheat Components
Identify and Locate
The fan compartment overheat components consist of

two sensors located in the fan case:
- one is approximately in the 12 o'clock position next to
the starter duct.
- the other one is approximately in the 6 o'clock position
next to the Nacelle Anti Ice (NAI) duct.
Purpose
The fan compartment overheat sensors send a signal to

Electronic Engine Control (EEC) units to monitor the
temperature in the fan zone to detect an increase in
temperature that can occur when a major leak occurs in
a duct or when a duct breaks.
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613-3-754100-07-01-A
Fan Compartment Overheat Components
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AIR SYSTEM - LIST MAINTENANCE PRACTICES
611-3-751105-99-01-A: START BLEED VALVE/ BOOSTER ANTI ICE (SBV/BAI) 611-3-753105-99-01-A: VARIABLE BLEED VALVE (VBV) ACTUATOR
• INSTALLATION/ REMOVAL • MANUALLY POSITIONING

611-3-753205-99-03-A: LEFT VARIABLE STATOR VANE (VSV) ACTUATOR

611-3-752105-99-01-A: HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL (HPTACC) VALVE • MANUAL OPERATION
• REACTIVATION
• INSTALLATION/ REMOVAL 611-3-753305-99-01-A: TRANSIENT BLEED VALVE (TBV)
• DEACTIVATION
611-3-752205-99-01-A: LOW PRESSURE TURBINE ACTIVE CLEARANCE

CONTROL (LPTACC) VALVE 611-3-752110-99-01-A: HPTACC DUCT
• REACTIVATION • INSTALLATION/ REMOVAL

• DEACTIVATION • CLEANING PROCEDURE
611-3-752310-99-02-A: LEFT MTC VALVE

611-3-752305-99-01-A: LEFT MODULATED TURBINE COOLING (MTC) ACTUATOR
• ACTIVATION
• INSTALLATION/ REMOVAL • DEACTIVATION
611-3-752305-99-02-A: MTC ACTUATOR 611-3-752310-99-03-A: RIGHT MTC VALVE
• INSTALLATION/ REMOVAL • ACTIVATION

• VISUAL INSPECTION • DEACTIVATION
611-3-752310-99-01-A: MTC VALVE

611-3-753205-99-01-A: RIGHT VSV ACTUATOR
611-3-752405-99-01-A: EEC COOLING BLOWER
• INSTALLATION/ REMOVAL PROCEDURE V0


AIR SYSTEM - LIST MAINTENANCE PRACTICES
611-3-753205-99-05-A: VSV ACTUATOR
• MANUAL OPERATION
611-3-753310-99-01-A: TBV DUCT
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Engine Systems
Engine Indicating

611-3-770000-07-01-A
Engine Indicating
Identify and Locate
The engine indicating system consists of:

- the power indicating system (N1 and N2 sensors),
- the Exhaust Gas Temperature (EGT) sensors,
- the Core Compartment Temperature (CCT) sensor,
- the vibration analyzers (bearing No.1, Turbine Center
Frame (TCF)).
Purpose
The engine indicating system provides the speed,

temperature and vibration parameter signals of the
engine rotors to the Electronic Engine Control (EEC)
units for regulation and maintenance purposes.
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Engine Indicating
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Power Indicating - N1 and N2 Sensors
Identify and Locate
The fan speed sensor (N1) is located within the 4 o'clock

strut of the fan frame.
The core speed sensor (N2) is located on the Transfer

Shaft (TS) housing, between the Accessory Gearbox
(AGB) and the Transfer Gearbox (TGB).
Purpose
The function of the fan speed sensor (N1) is to transmit

a redundant Low Pressure (LP) rotor speed (N1) signal
to the two Electronic Engine Control (EEC) units.
The function of the core speed sensor (N2) is to transmit

a redundant High Pressure (HP) rotor speed (N2) signal
to the two EEC units.
These two rotor speeds are used for engine control,

vibration monitoring and flight deck indication.
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611-3-771100-07-01-A
Power Indicating - N1 and N2 Sensors
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Power Indicating - N1 sensor
Interfaces
- the N1 sensor is connected to Electronic Engine
Control (EEC) units channel A and channel B,
- the N1 sensor is inserted in a guide sleeve through the
No.4 fan frame strut with an o ring and held in place with
two bolts.
Operation
A phonic wheel located at the rear of the No. 2 bearing

turns just below the N1 sensor.
This rotation coupled with the magnetic reluctance of N1
sensor generates an AC voltage that is directly
proportional to the fan speed.
This signal is sent to Electronic Engine Control (EEC)
units channel A and channel B.
The N1 sensor is a dual-channel magnetic reluctance

sensor.
The N1 sensor consists of:

- a sensor with two independent sensing elements,
- a tube with two dampers,
- a connector end that includes the connector housing
with a mounting flange, two connectors and a spring.
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Power Indicating - N1 sensor
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Power Indicating - N2 Sensor
Interfaces
- the N2 sensor is connected to the Electronic Engine
Control (EEC) channel A and channel B,
- N2 sensor is bolted to the Transfer Tube (TT) of the
accessory drives.
Operation
A phonic wheel located on one of the transfer gearbox

shafts turns in front of the N2 sensor.
This rotation coupled with the magnetic reluctance of N2
sensor generates an AC voltage that is directly
proportional to the transfer gearbox shaft speed and
consequently to the high pressure rotor speed.
This signal is sent to the Electronic Engine Control
(EEC) channel A and channel B.
N2 sensor is a dual-channel magnetic reluctance

sensor.
N2 sensor consists of:

- a sensor with two independent sensing elements,
- a housing with a mounting flange,
- two connectors.
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613-3-771110-09-01-A
Power Indicating - N2 Sensor
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611-3-772000-07-01-A
Temperature Indicating - EGT and CCT Sensors
Identify and Locate
The 8 Exhaust Gas Temperature (EGT) sensors are

equally spaced around the Turbine Center Frame (TCF)
at the inlet of the Low Pressure Turbine (LPT).
T48 harness No.1 is located on the right side of the core,

at the TCF location.
T48 harness No.2 is located on the left side of the core,
at the TCF location.
The Core Compartment Temperature (CCT) sensor is

mounted with brackets on the forward High Pressure
Compressor (HPC) case in the 2 o'clock position.
Purpose
The EGT sensors measure the temperature of the

exhaust air for flight deck display and engine health
monitoring.
The function of T48 harnesses No. 1 and No. 2 is to

connect the EGT sensors to the two Electronic Engine
Control (EEC) harnesses channel A (No. 2) and channel
B (No. 1).
The CCT sensor transmits the under cowl temperature

to enable air leak detection in the air ducts and air
valves.
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611-3-772000-07-01-A
Temperature Indicating - EGT and CCT Sensors
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613-3-772110-09-01-A
Temperature Indicating - EGT Sensors
Interfaces
Air interfaces:
The probe of each Exhaust Gas Temperature (EGT)
sensor is immersed in the engine exhaust gas flow.
Each sensor is connected to an EGT Harness with two
Kp/Kn lugs.
- a gasket is installed between each EGT sensor and the
Turbine Center Frame (TCF) case and secured with
bolts.
- each EGT sensor contains a spring which pushes the
sensor against the Low Pressure (LP) stage 1 nozzle in
order to be sealed with the internal engine casing.
Operation
The thermocouple probe of each EGT sensor generates

a voltage in relation with the temperature of the exhaust
gas flow.
The EGT sensors consist of:

- a single sensing element: a thermocouple probe,
- a sensor housing with a mounting flange,
- two electrical terminal connections,
- a spring which pushes the sensor against the Low
Pressure Turbine (LPT) stage 1 nozzle.
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Temperature Indicating - EGT Sensors
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Temperature Indicating - EGT Harnesses
Interfaces
The left harness connects the Exhaust Gas Temperature
(EGT) sensors No.1, No.8, No.7, No.6 to Electronic
Engine Control (EEC) unit channel A.
The right harness connects the EGT sensors No.2,
No.3, No.4, No.5 to EEC unit channel B.
The left harness is connected to engine harness HJ8A.
The right harness is connected to engine harness HJ8B.
The EGT harnesses are attached to the core case by
clamps and brackets.
Operation
The EGT harnesses carry the voltage of each EGT

sensor independently to the EEC units.
Each EGT harness is a thermocouple cable that consists

of:
- four independent pairs of conductors,
- at one end, two connection lugs for each EGT sensor,
- at the other end, a connector for the connection to an
engine harness.
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Temperature Indicating - EGT Harnesses
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613-3-772200-09-01-A
Temperature Indicating - CCT
Interfaces
Air interfaces:
The Core Compartment Temperature (CCT)
thermocouple senses the air near the engine
Environmental Control System (ECS) bleed ducting.
The CCT sensor is connected to Electronic Engine
Control (EEC) channel A.
The CCT sensor is bolted to a bracket located on the
High Pressure Compressor (HPC) case.
Operation
The thermocouple probe of the CCT sensor generates a

voltage in relation with the temperature of the core
compartment air.
Then, the voltage is carried to EEC channel A.
The CCT sensor consists of:

- a sensing end with a type-K thermocouple and a
mounting flange,
- a flexible conduit,
- a connector end with a connector and a mounting
flange.
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Temperature Indicating - CCT
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611-3-773100-07-01-A
Analyzers - Vibration Sensors
Identify and Locate
There are two vibration sensors:

- the No.1 bearing accelerometer, located on the No.1
bearing housing flange,
- the Turbine Center Frame (TCF) accelerometer,
located on the core engine at the 12 o'clock position.
Purpose
The No.1 bearing accelerometer transmits signals to

Electronic Engine Control (EEC) unit channel B that are
used to indicate the N1 rotor vibration condition.
The TCF accelerometer transmits signals to EEC unit

channel A that are used to indicate the N2 rotor vibration
condition.
The two vibration sensors can act as a back to each

other in the event one fails.
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Analyzers - Vibration Sensors
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Turbine Center Frame Accelerometer
Interfaces
- the connector of the Turbine Center Frame (TCF)
accelerometer is connected to Electronic Engine Control
(EEC) channel A.
- the sensor housing of the TCF accelerometer is bolted
to the TCF,
- the lead cable of the TCF accelerometer is attached
with clamps to the core case,
- the connector flange is bolted to a bracket located on
the High Pressure Compressor case.
Operation
The TCF accelerometer converts the vibration

accelerations sensed in its sensitive axis (engine radial
axis) into a proportional electrical signal.
This signal is sent to EEC channel A.
The TCF accelerometer is a single-axis piezo-electric

sensor.
Its main components are:
- the sensor,
- the sensor housing with a mounting flange,
- the lead cable,
- the connector and connector flange.
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Turbine Center Frame Accelerometer
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INDICATING SYSTEM - LIST MAINTENANCE PRACTICES
611-3-771105-99-01-A: N1 SENSOR
611-3-771110-99-01-A: N2 SENSOR
611-3-772105-99-01-A: EXHAUST GAS TEMPERATURE (EGT) HARNESSES
611-3-772205-99-01-A: CORE COMPARTMENT TEMPERATURE (CCT) SENSOR
611-3-773105-99-01-A: TURBINE CENTRAL FRAME (TCF) ACCELEROMETER
• INSTALLATION/ REMOVAL PROCEDURE

• FUNCTIONAL TEST
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Engine Systems
Oil

611-3-790000-01-02-A
Oil system - Oil types
APPROVED OIL
Refer to the maintenance documents for the list of

approved oils to be used for the engine servicing.
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Oil system - Oil types
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Oil System - General
Identify and Locate
Oil system components are mainly located on the

right-hand and left-hand sides of the fan frame.
The oil system is composed of three sub-systems:
- storage,
- distribution,
- indicating.
Purpose
The oil system cools down and lubricates engine

bearings and gears.
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Oil System - General
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Oil System - Details
Operation - the oil indicating system composed of:
• the Oil Level Sensor (OLS),
The oil storage system keeps a sufficient quantity of oil • the Oil Pressure and Temperature Sensor (OPTS),
to continuously supply the oil distribution system. • the Oil Filter Delta Pressure Sensor (OFDPS),
• the Oil Debris Monitoring System (ODMS) sensor,
The oil distribution system is composed of three different • the ODMS unit.
circuits:
- a supply circuit which supplies lubricating oil to the
engine sumps, Accessory GearBox (AGB), Transfer
GearBox (TGB) and Integrated GearBox (IGB),
- a scavenge circuit which recovers, filters and delivers
the oil back to the oil tank,
- a vent circuit which balances the internal air pressures
in the oil system.
The oil indicating system provides oil system data via

the Electronic Engine Control (EEC) units for light deck
indicating and monitoring.
The oil system consists of three different subsystems :
- The oil storage system consists of the oil tank.
- The oil distribution system is mainly located on the

left-hand side of the engine. It is composed of:
• the oil lubrication unit,
• the Main Heat Exchanger (MHX),
• the engine Surface-Air-Cooling Oil Cooler (SACOC),
• the eductor valve,
• the Non Return Valve (NRV),
• the oil ducting,
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Oil System - Details
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Oil Storage Component - Oil Tank
Identify and Locate
The oil tank is located on the rear right-hand side of the

fan frame at 4 o'clock.
Purpose
The purpose of the oil tank is to store the engine oil.
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Oil Storage Component - Oil Tank
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Oil Tank - 1/2
Interfaces - the scupper to retain spilled oil and route it to an
overboard drain,
Air interfaces: - a strainer to prevent oil system contamination at
- the oil tank is connected to the vent line via the air/oil servicing,
separator. - a duct in the middle of the strainer for sampling,
- a sealing flapper to prevent oil leakage and oil mist
Oil interfaces: from escaping the oil tank when the oil fill cap is
- the oil tank outlet is connected to the oil lubrication unit incorrectly locked.
via a tube equipped with an outlet gasket seal,
- the oil tank inlet is connected to the oil scavenge line
via the ODMS.
- the oil tank is connected to the fan frame via three
brackets,
- the oil tank is connected to the ODMS on the top flange
via six bolts and an O-ring seal,
- the oil tank houses the Oil Level Sensor (OLS). The
OLS is bolted to a machined boss.
The oil tank characteristics are:

- total volume: 23.7 US quarts (22.4 liters),
- minimum total oil capacity: 21.3 US quarts (20.2 liters),
- usable oil capacity: 19.9 US quarts (18.8 liters).
The oil tank service panel consists of:

- a "swing open" oil fill cap for gravity filling,
- a sight glass for oil level indication,
- a remote filling connector and an overflow
quick-disconnector for rapid oil servicing (optional).
The cap assembly consists of:
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Oil Tank - 1/2
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Oil Tank - 2/2
Operation
The oil tank stores the engine oil and provides it to the
lubrication system when the engine is operated.
The oil tank receives the oil from the scavenge pumps of
the oil lubrication unit through the air/oil separator of the
Oil Debris Monitoring System (ODMS).
The Accessory GearBox (AGB) vents the air extracted
from the oil through the ODMS Tank Pressurizing Valve
(TPV) connected to the vent line.
The TPV pressurizes the oil tank at high altitude to make
sure that the oil lubrication unit oil pump is always fed
with the correct oil pressure.
The outlet strainer filters the oil at the oil outlet to protect
the anti-leak valve and the supply pump of the oil
lubrication unit.
NOTE: The oil must be added not less than 5 minutes

and not more than 60 minutes after engine shutdown
while the oil in the oil tank is still warm. This will prevent
the over-servicing of the engine.
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Oil Tank - 2/2
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Oil Distribution - Components 1/3
Identify and Locate
The oil lubrication unit is mounted on the Accessory

GearBox (AGB) rear face, at 7 o'clock.
The eductor valve is mounted at 8 o’clock, on a bracket

attached to the combustion case and the High Pressure
Turbine (HPT) case.
The Non Return Valve (NRV) is installed in the oil supply

line downstream of the oil lubrication unit and upstream
of the Servo Fuel Heater (SFH), at 9 o'clock on the fan
frame.
Purpose
The oil lubrication unit pressurizes, filters and

supplies/scavenges oil to/from:
- the three engine sumps,
- the AGB,
- the Internal GearBox (IGB),
- the Transfer GearBox (TGB).
The purpose is to lubricate and cool the gears and

bearings inside these elements.
The eductor valve controls the engine forward sump

pressurization to increase the delta Pressure (delta P)
across the A sump seals at low engine speed.
The NRV prevents the Main Heat Exchanger (MHX) oil

from draining and siphoning the AGB when the engine is
shutdown.
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Identify and Locate
The oil filter cartridge is located in the oil lubrication unit

inside the oil filter housing on the rear side of the
Accessory GearBox (AGB) at 7 o’clock.
Two scavenge screen plugs are located on the rear face

of the oil lubrication unit on the AGB at 7 o'clock.
A magnetic bar is installed inside each scavenge screen

plug.
Purpose
The oil filter cartridge removes contaminates from the

engine oil system.
The scavenge screen plugs protect the engine oil

system by collecting debris suspended in the scavenge
oil before it enters the oil lubrication unit.
For troubleshooting purposes, the magnetic bars collect

metallic particles suspended in the scavenge oil, in order
to determine which engine sumps and components are
degrading.
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Oil Lubrication Unit - 1/2
Interfaces
Oil interfaces:
- the supply inlet is connected to the oil tank through the
Anti-Leak Valve (ALV),
- the supply outlet is connected to the supply line
through the Non Return Valve (NRV),
- five scavenge oil lines are connected to the Transfer
GearBox (TGB), Accessory GearBox (AGB), sump A,
sump B and sump C,
- the scavenge outlet is connected to the oil tank through
the Oil Debris Monitoring System (ODMS).
- the oil lubrication unit is driven by the Accessory
GearBox (AGB) through a shaft with a rotational seal,
- the oil lubrication unit is attached to the AGB rear face
with seven screws,
- the Oil Filter Delta Pressure (OFDP) sensor is
connected to the oil lubrication unit by 2 screws,
- the oil filter cover is secured to the oil lubrication unit
with 4 bolts and nuts.
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Scavenge Screen Plugs and Magnetic Bars
Interfaces
Oil interfaces:
- the double-stage strainer scavenge screen plug is
immersed in the scavenge oil flow from the Transfer
GearBox (TGB) and sump C, upstream of the scavenge
pumps,
- the triple-stage strainer scavenge screen plug is
immersed in the scavenge oil flow from the Accessory
GearBox (AGB), sump A and sump B, upstream of the
scavenge pumps.
- each scavenge screen plug is secured to the oil
lubrication unit with one screw, and features o-rings to
ensure oil sealing.
The scavenge screen plugs consist of a double stage or

triple stage strainer and a magnetic bar.
The magnetic bar features magnets that catch metallic

particles in suspension in the scavenge oil.
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Scavenge Screen Plugs and Magnetic Bars
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Oil Filter Cartridge
Interfaces
Oil interfaces:
- the oil filter cartridge is immersed in the oil flow
downstream of the supply pumps.
- the oil filter cartridge is installed in the oil lubrication
unit housing and kept in position by the oil filter cover.
NOTE: The oil filter cartridge and oil filter cover feature
o-rings to prevent oil leakage.
CAUTION: MAKE SURE THAT THE OIL FILTER

COVER RIB IS CORRECTLY LOCATED BETWEEN
TWO LOBES OF OIL FILTER CARTRIDGE.
INCORRECT INSTALLATION CAN CAUSE
IMPORTANTE OIL LEAKAGE DURING ENGINE
OPERATION WITH POSSIBLE IN-FLIGHT
SHUTDOWN AND ENGINE FAILURE.
The oil filter cartridge filters particles with a size up to 15

micrometer from the supply line.
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Oil Filter Cartridge
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Operation Functional Description
The oil lubrication unit is supplied with oil from the oil The oil lubrication unit has a single aluminium cast
tank via the Anti-Leak Valve (ALV). housing.
The oil lubrication unit: The oil lubrication unit consists of:
- pressurizes oil through the supply pump, - six gerotor pumps (one double-supply pump and five
- filters oil through the oil supply filter, scavenge pumps),
- delivers oil to the engine sumps, the Accessory - a filter cartridge,
GearBox (AGB) and the Transfer GearBox (TGB) for the - two scavenge screen plugs (one double-stage strainer
lubrication and cooling of the gears and bearings. and one triple-stage strainer),
- an Anti-Leak Valve (ALV),
The oil filter filters the oil downstream of the supply - a Pressure Relief Valve (PRV),
pump. If the filter begins to become clogged, the oil filter - a ByPass Valve (BPV),
delta pressure (OFDP) sensor will alert the flight crew to - a driven gear and a shaft,
"approaching, impending or actual bypass. In the event - an oil filter,
of filter clogging, the unfiltered oil is routed through a - an Oil Filter Delta Presssure Sensor (OFDPS).
bypass valve in the oil lubrication unit outlet to the Main
Heat Exchanger (MHX) and to sumps A, B and C, and to
the AGB and TGB.
The five scavenge pumps draw the oil from the engine.
The oil flows from the scavenge pumps are mixed at the
scavenge outlet before returning to the oil tank.
Before entering the scavenge pumps, the oil passes

through each dedicated scavenge screen plug. The
screens will capture any nonmetallic particles.
The magnetic bars inside the scavenge screens will

capture magnetic debris for each of the five separate
scavenge sources. The ground crew will use these to
identify the source of contamination detected by the Oil
Debris Monitoring System (ODMS).
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Non Return Valve - 1/2
Interfaces
Oil interfaces:
- the Non Return Valve (NRV) inlet is connected to the
oil lubrication unit via the oil supply line,
- the NRV outlet is connected to the Servo Fuel Heater
(SFH) via the oil supply line.
Mechanical interface:
- the NRV housing is bolted to the oil supply line.
The NRV consists of:

- a housing,
- a valve,
- a spring.
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Operation
When there is oil pressure in the oil supply line, the

valve opens to allow the oil from the oil lubrication unit to
flow to the Servo Fuel Heater (SFH).
When there is no oil pressure, the valve closes, thus

preventing the downstream oil from being siphoned into
the Accessory GearBox (AGB) at engine shutdown.
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Eductor Valve - 1/2
Interfaces
Air interfaces:
- the air inlet is connected to the High Pressure
Compressor (HPC) stage 7 via an air pipe,
- the air outlet is connected to the Center Vent Tube
(CVT) via an air pipe.
- the eductor valve mounting lug is connected to
Compressor Diffuser Nozzle (CDN) case and the High
Pressure Turbine (HPT) case with three bolts and a
support bracket,
- the inlet fitting is connected to the HPC stage 7 air pipe
with one B-nut,
- the outlet fitting is connected to the pipe with one
B-nut.
The eductor valve is an inlet pressure controlling valve.

The eductor air flow is determined by the air pressure
acting on the Sump Eductor Air Valve. The valve is open
at low engine power settings and closed at high power
settings.
The eductor valve consists of:

- a piston with a poppet,
- a pilot valve,
- an evacuation bellow,
- a visual position indicator,
- a housing with inlet and outlet fittings, and 3 mounting
lugs.
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Eductor Valve - 1/2
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Eductor Valve - 2/2
Operation
The eductor valve controls the Delta Pressure (DP) of

sump A in order to prevent oil leakage.
At low engine speed, the DP is too low and the sump A

carbon seals may leak. To prevent this, the eductor
valve opens to force the ventilation and decrease the
pressure inside the sump.
When the eductor valve is open, the High Pressure

Compressor (HPC) stage 7 air is vented to the Center
Vent Tube (CVT) to decrease the pressure in sump A.
At high engine speed, the DP is high and the eductor

valve is closed.
The open/close threshold (induced by the DP)

decreases when the altitude increases.
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Eductor Valve - 2/2
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Identify and Locate
The Main Heat Exchanger (MHX) is mounted on the fan

frame in the 10 o’clock position, just above the
Integrated Drive Generator (IDG) oil cooler.
The Surface Air Cooling Oil Cooler (SACOC) is

composed of 2 segments symmetrically installed on the
inner surface of the fan frame rear side (between the 8
and 11 o’clock positions and between the 1 and 4
o’clock positions).
Purpose
The MHX uses cold low pressure fuel to cool the engine
supply oil.
The SACOC uses the secondary airflow to cool the

engine oil. Each sub-assembly is designed to cool half of
the oil flow and operates in parallel.
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Main Heat Exchanger - 1/2
Interfaces
Oil interfaces:
- the oil inlet is connected to the Surface Air Cooling Oil
Cooler (SACOC),
- the oil outlet is connected to the sumps and Accessory
GearBox (AGB) / Transfer GearBox (TGB) via the supply
oil line,
- the Oil Pressurizing Valve (OPV) fuel outlet is
connected to the engine oil dampers.
Fuel interfaces:
- the fuel inlet is connected to the boost circuit of the
Fuel Metering Unit (FMU),
- the fuel outlet is connected to the high pressure stage
of the Main Fuel Pump (MFP).
- each oil tube is connected to the Main Heat Exchanger
(MHX) with four bolts, nuts and gasket seals,
- each low pressure fuel tube is connected to the MHX
with four bolts and nuts and gasket seals,
- the MHX is attached to the fan frame with four bolts.
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Operation

and convection within the Main Heat Exchanger (MHX):
- the oil comes from the Surface Air Cooling Oil Cooler
(SACOC) through the tubes of the matrix and then exits
to feed the sumps and Accessory
GearBox(AGB)/Transfer GearBox(TGB),
- the fuel comes from the boost circuit of the Fuel
Metering Unit (FMU) and then exits to the high pressure
gear of the Main Fuel Pump (MFP).
The Oil Pressurizing Valve (OPV) allows to feed the

engine oil dampers.
If the oil circuit is clogged, the Oil Bypass Valve (OBV)

bypasses the oil through the exchanger.
The MHX consists of:

- a tubular U-shaped heat exchanger matrix,
- a cast aluminium case and cover,
- the Oil Pressurizing Valve (OPV),
- the Oil Bypass Valve (OBV),
- a fuel bypass valve,
- oil and fuel ports.
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Engine Surface Air Cooling Oil Cooler - 1/2
Interfaces
Oil interfaces:
- each SACOC oil inlet is connected to the Servo Fuel
Heater (SFH),
- each SACOC oil outlet is connected to the Main Heat
Exchanger (MHX).
Gasket seals prevent oil leakage between tubes
connections.
- each SACOC panel is attached to the fan frame with
one hard mounted block (two bolts) and six sliding
mount assemblies (six bolts).
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Operation expansion.
The two segments of the Surface Air Cooling Oil Cooler

(SACOC) operate in parallel.
The SACOC thermal valve of each segment is the main
component of the control system.
The thermal valve is opened in cold oil conditions

(starting engine). In this case, the oil does not cross the
matrix and flows directly to the Main Heat Exchanger
(MHX).
The thermal valve is closed in normal operation. The oil

flows into the matrix to be cooled by the air and exits to
the MHX.
A pressure relief valve bypasses the oil flow when the

SACOC segment is clogged. In this case, the oil flow
exits directly to the oil outlet.
The SACOC consists of two segments.

Each SACOC segment consists of:
- an oil inlet/outlet manifold,
- a shroud assembly and a seal,
- a mounting feature (one hard mounted block and six
sliding mount assemblies),
- a plain fin core (matrix),
- a pressure relief valve,
- a thermal valve.
The sliding mounts are used to take up the thermal
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Oil Level Sensor - 1/2
Identify and Locate
The Oil Level Sensor (OLS) is located inside the oil tank,
in the 4 o’clock position.
Purpose
The OLS measures the quantity of oil in the oil tank and
transmits the information to Electronic Engine Control
(EEC) Channel A for display on the flight deck indication.
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Interfaces
- the Oil Level Sensor (OLS) is connected to Electronic
Engine Control (EEC) unit channel A by a connector.
- the OLS is installed on the top of the oil tank with two
screws and an O-ring.
Oil interface:
- the OLS body is immersed in oil, inside the oil tank.
Operation
The OLS magnetic float indicates the oil level through

the reed switches on the electronic board, then through
the resistors of the electronic board.
Depending on the OLS magnetic float position, the reed

switches close and connect one of the resistors. The
resistance value is proportional to the oil level and
transmitted to the EEC unit channel A.
The OLS consists of:

- a flange equipped with an O-ring and a connector,
- an aluminium body,
- a magnetic float,
- an electronic board consisting of reed switches and
resistors.
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OPT and OFDP sensors
Identify and Locate
The Oil Pressure and Temperature (OPT) sensor is

located in the 9 o'clock position on the front face of the
Accessory GearBox (AGB).
The Oil Filter Delta Pressure (OFDP) sensor is located

on the oil lubrication unit in the 7 o'clock position on the
rear face of the AGB.
Purpose
The OPT sensor transmits the engine oil temperature

and pressure to Electronic Engine Control (EEC) units
for display on the flight deck indication.
The OFDP sensor measures the differential pressure

between the inlet and outlet of the oil filter.
The OFDP sensor transmits this differential pressure
measurement to the EEC units in order to indicate
"Approaching", "Impending" or "Bypass" condition of the
oil filter as it becomes clogged.
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OPT and OFDP sensors
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Oil Pressure And Temperature Sensor
Interfaces - a dual differential pressure measurement system
(membrane and strain gauge),
Electrical interfaces: - a dual temperature measurement system with a
- the Oil Pressure and Temperature (OPT) sensor is Resistive Thermal Device (RTD),
connected to the Electronic Engine Control (EEC) units - two electrical connectors,
by electrical connectors. - a mounting flange with intrusive pressure ports.
- the OPT sensor is mounted on the oil supply line by
means of a mounting flange with two screws and one
O-ring.
Operation
The OPT sensor transmits two independent signals for

both temperature and pressure measurements to the
EEC units.
The temperature modifies the resistance of the sensing

elements of the OPT sensor. This resistance variation is
processed by the EEC units.
The strain gauge of the dual pressure sensing unit

senses both supply pressure to the Accessory Gear Box
(AGB) and the AGB internal air pressure acting on a
membrane and provides a proportional voltage to the
EEC units for flight deck indication.
The OPT sensor is a dual channel sensor.
The OPT sensor consists of:
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Oil Pressure And Temperature Sensor
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Oil Filter Delta Pressure Sensor
Interfaces
- the Oil Filter Delta Pressure (OFDP) sensor is
connected to the Electronic Engine Control (EEC) units
by an electrical connector.
- the OFDP sensor is mounted on the oil lubrication unit
with two O-rings and two screws.
Operation
The strain gauge of the dual pressure sensing unit

senses both inlet pressure and outlet pressure to and
from the oil filter acting on a membrane and provides a
proportional voltage to the EEC units for flight deck
indication.
The OFDP sensor transmits two independent signals to

the EEC units.
The OFDP sensor is a dual-channel sensor.
The OFDP consists of:

- a dual differential pressure system (membrane and
strain gauge),
- an electrical connector,
- a mounting flange with pressure ports.
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Oil Filter Delta Pressure Sensor
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Oil Debris Monitoring System
Identify and Locate
The main parts of the Oil Debris Monitoring System

(ODMS) are located in the oil tank area:
- the air oil separator mounted on the top of the oil tank,
- the ODM sensor mounted on the air/oil separator,
- the ODM unit mounted in the 4 o'clock position, at the
rear of the fan case,
- the ODM harness between the ODM sensor and the
ODM unit.
Purpose
The air/oil separator removes air from the scavenge oil

as it returns to the tank.
Metallic particles are separated within the air/oil

separator and sent to the ODM sensor which sends an
electrical signal to the ODM unit proportionate to the
amount of particles accumulated on the sensor.
Above a defined threshold, the ODM unit sends an

electrical signal to Electronic Engine Control (EEC) unit
channel B.
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Oil Debris Monitoring System
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Air Oil Separator - 1/2
Interfaces
Oil interfaces:
- the oil inlet of the air/oil separator is connected to the
oil scavenge line,
- the oil outlet of the air/oil separator is connected to the
oil tank.
Air interface:
- the air outlet of the air/oil separator is connected to the
Accessory GearBox (AGB) by a vent line trough the
Tank Pressurizing Valve (TPV) .
- the air/oil separator is mounted on the top of the oil
tank with an O-ring and six screws,
- the air/oil separator is connected to the oil scavenge
line with gasket seal and four screws,
- the air/oil separator is connected to the vent line by an
intermediate flange with gasket seal and four screws (an
o-ring mounted on the flange prevent oil leakage),
- the air/oil separator is connected to the ODM sensor
with two screws (two o-rings mounted on the ODM
sensor prevent oil leakage).
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Operation
Air and oil coming from the scavenge line of the oil
lubrication unit are separated within the air/oil separator.
The air is guided towards the Accessory GearBox (AGB)

through the vent line and the oil goes to the oil tank
through the oil outlet.
To optimize the oil system operation the Tank

Pressurizing Valve (TPV) creates a small pressure drop
between the oil tank and the AGB.
Potential magnetic particles are centrifuged inside the

air/oil separator and directed by the debris ring to the Oil
Debris Monitoring (ODM) sensor.
When the ODM sensor is not mounted (during

maintenance operations), a self-closing valve prevents
oil leakage.
The air/oil separator consists of:

- a body with four flanges for each mechanical junction,
- a Tank Pressurizing Valve (TPV),
- a self-closing valve,
- a debris ring.
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Oil Debris Monitoring Sensor
Interfaces
- the Oil Debris Monitoring (ODM) sensor is connected
to the ODM unit by the ODM harness.
- the ODM sensor is mounted on the air/oil separator
with a mounting flange, an O-ring and two screws.
Operation
The metallic particles directed by the air/oil separator

through the self-closing valve are caught by the ODM
sensor magnetic sensing element.
When the ODM sensor captures metallic particles, its

magnetic elements generate an output pulse
proportional to the particle mass.
The ODM sensor consists of:

- a magnetic sensing element,
- a stainless steel body with a mounting flange,
- an integrated cable equipped with a connector.
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Oil Debris Monitoring Sensor
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613-3-793615-09-01-A
Oil Debris Monitoring Harness
Interfaces
- the Oil Debris Monitoring (ODM) harness input is
connected to the ODM sensor,
- the ODM harness output is connected to the ODM unit
through a connector.
- the ODM harness is attached to fan frame brackets by
clamps.
Operation
The ODM harness receives a pulse from the ODM

sensor and transmits it to the ODM unit.
The ODM harness consists of:

- a connector for the output,
- a cable.
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Oil Debris Monitoring Harness
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Oil Debris Monitoring Unit
Interfaces
- the Oil Debris Monitoring (ODM) unit input is connected
to the ODM sensor through the ODM harness,
- the ODM unit output is connected to Electronic Engine
Control (EEC) unit channel B.
- the ODM unit is bracket-mounted with dampers on the
fan case with four nuts and washers.
Operation
The ODM sensor sends a pulse to the ODM unit,

proportional to the metallic particles mass.
This pulse is processed by the ODM unit and compared
to a pre-determined threshold.
When the threshold is exceeded, the signal is sent to
EEC unit channel B.
The ODM unit consists of:

- a stainless-steel box with four mounting pads,
- a cover,
- two connectors,
- a signal conditioner (electrical circuit board).
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Oil Debris Monitoring Unit
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611-3-793415-07-01-A
Engine Low Oil Pressure Switch And Harness
Identify and Locate
The low oil pressure switch is located on the fan case in

the 9 o'clock position, above the Accessory GearBox
(AGB).
Purpose
The engine low oil pressure switch indicates a low

pressure level in the AGB oil supply line.
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611-3-793415-07-01-A
Engine Low Oil Pressure Switch And Harness
V0

OIL SYSTEM - LIST MAINTENANCE PRACTICES
611-3-791105-99-01-A: OIL TANK 611-3-792150-99-01-A: NON RETURN VALVE (NRV)

611-3-793105-99-01-A: OIL LEVEL SENSOR (OLS)

611-3-792105-99-01-A: LUBRICATION UNIT
• DEPRESERVATION
• PRESERVATION
• INSTALLATION/ REMOVAL 611-3-793205-99-01-A: OIL PRESSURE AND TEMPERATURE SENSOR (OPTS)
611-3-792105-99-02-A: MAGNETIC BAR
• INSTALLATION/ REMOVAL IN THE SCAVENGE SCREEN PLUG 611-3-793415-99-01-A: LOW OIL PRESSURE SWITCH
611-3-792105-99-03-A: OIL FILTER CARTRIDGE
• INSTALLATION/ REMOVAL 611-3-793605-99-01-A: AIR OIL SEPARATOR
611-3-792105-99-04-A: SCAVENGE SCREEN PLUG
• INSTALLATION/ REMOVAL 611-3-793610-99-01-A: OIL DEBRIS MONITORING (ODM) SENSOR

611-3-792125-99-01-A: MAIN HEAT EXCHANGER (MHX)
• DEPRESERVATION PROCEDURE 611-3-793615-99-01-A: ODM HARNESS

• PRESERVATION PROCEDURE
611-3-792130-99-01-A: ENGINE SURFACE AIR COOLING OIL COOLER (SACOC) 611-3-793620-99-01-A: ODM UNIT

• DEPRESERVATION
• PRESERVATION
• VISUAL INSPECTION 611-3-793600-99-01-A: ODM SYSTEM
• FUNCTIONAL TEST V0
611-3-792145-99-01-A: EDUCTOR VALVE

Fault Detection
& Annunciation
Introduction

613-6-732000-05-01-A
Introduction
The purpose of the FADEC system is to maintain
complete functional engine operation at all times, even
in case of electrical/electronic component failures within
the control system.
The Full Authority Digital Engine Control (FADEC)

system is capable of functional operation with any single
failure of a component within the control system.
Each Electronic Engine Control (EEC) unit performs fault

identification and accommodation so that the FADEC
system can keep engine control and Aircraft (A/C)
communication.
No loss in operational capability will occur for any single

signal malfunction or interrupt.
In the event of two or more failures, the FADEC system
will assume a failsafe strategy that preserves both
engine and aircraft integrity.
The EEC units will provide fault accommodation for all

engine control signals.
This includes:
- the Air Data Computers (ADCs) and Engine Interface
Unit (EIU) data bus inputs,
- the engine sensors and their position feedbacks.
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Introduction
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Fault Detection
& Annunciation
Architecture

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FADEC Architecture
The Full Authority Digital Engine Control (FADEC)

system is designed with a dual redundant architecture.
It consists of:
- two fault-tolerant Electronic Engine Control (EEC) units
(Channel A and Channel B) with a Cross Channel Data
Link (CCDL),
- dual control sensors for critical input and feedback,
- dual harnesses and connectors for critical signals,
- dual coils on critical solenoids and torque motors,
- single hydro-mechanical parts: pumps, valves and
actuators,
- two single airframe Air Data Computers (ADCs) inputs
each connected to both EEC units,
- a single Engine Interface Unit (EIU) data input directly
connected to EEC channel A and connected to EEC
channel B through the CCDL,
- single airframe discrete inputs connected to both EEC
units, with the exception of dual discretes (master lever,
Thrust Control Malfunction Accomodation (TCMA) and
Nacelle Anti-Ice (NAI)),
- quad ARINC-429 data (two per channel) output to the
aircraft,
- dual ethernet test bus input for EEC units
programming, monitoring and adjustments.
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FADEC Architecture
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EEC Units High Level Channel Architecture
A hierarchy is assigned to the list of possible faults that
The common Full Authority Digital Engine Control could lead to a channel switch.
(FADEC) system includes two redundant Electronic
Engine Control (EEC) channels. Both channels are
capable of controlling the engine. The dual redundant
architecture minimizes the effects of control system
faults on engine operation.
The two channels are identical and permanently

operational, but they operate independently from each
other.
Each channel has a full complement of sensors,

interfaces with the engine and aircraft, central processor
and output drivers. As well as continuously checking and
processing their own inputs, the EEC channels compare
their data over a Cross Channel Data Link (CCDL) to
ensure that there are no anomalies.
The Pressure Sub-System (PSS) performs signal

conversion of the pressure inputs, provides a common
interface to the rating plug, and communicates with each
EEC (channel A and channel B) via serial data buses.
The PSS also provides a backup CCDL by
communicating cross-channel health information
between both EEC units (channel A and channel B) if
the primary CCDL is lost.
Each EEC channel will determine whether to be in active

status or standby status based on a comparison of its
health with the health of the cross channel. The channel
with the better health status will become the active
channel.
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EEC Units High Level Channel Architecture
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Aircraft Systems connected to the EEC units
Interfaces - the autothrust engagement and disconnect,
- the engine position,
Many aircraft (A/C) computers and systems interface - the Thrust Control Malfunction Accomodation (TCMA)
with the Electronic Engine Control (EEC) units. - the Thrust Reverser (T/R) control,
- the Nacelle Anti-Ice (NAI),
Digital communication is either direct to the EEC units or - a master lever reset to each EEC channel.
indirect through the Engine Interface Unit (EIU).
The power inputs through the EIU include:
The equipment directly connected to the EEC units is: - 28 VDC A/C power source,
- the Display Management Computers (DMCs), - 115 VAC for ignition exciter power.
- the Flight Management and Guidance Computer
(FMGC),
- the Flight Warning Computers (FWCs),
- the Generator Control Unit (GCU),
- the EIU,
- the Air Data Computers (ADCs).
The equipment connected through the EIU is:

- the Landing Gear Control and Interface Units
(LGCIUs),
- the Bleed Monitoring Computers (BMCs),
- the Flight Control Unit (FCU),
- the System Data Acquisition Concentrators (SDACs),
- the Flight Data Interface and Management Unit
(FDIMU),
- the Centralized Fault Display Interface Unit (CFDIU),
- the Data Loading Routing Box (DRLB),
- the Air Conditioning System Controllers (ACSCs),
The analog signal input from the A/C to the EEC units is
the Throttle Lever Angle (TLA).
The discrete inputs from the A/C to the EEC units

include:
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Aircraft Systems connected to the EEC units
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Fault Detection
& Annunciation
Electrical Interfaces

613-6-732155-03-01-A
EEC Units Electrical Connectors
Interfaces
Both Electronic Engine Control (EEC) units (channels A

& B) have identical electrical connectors and interfaces.
The EEC units are equipped with electrical harness

connection points from J1 to J9:
- the aircraft (A/C) electrical interfaces with the EEC
units are on connectors J2 and J4,
- the engine electrical interfaces with the EEC units are
on connectors J3, J5, J6, J7, and J8, the EEC units test
and ground support interface is connector J9.
NOTE: connector J1 is capped since it is not used for

the LEAP-1A application.
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EEC Units Electrical Connectors
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Aircraft Electrical Interfaces with EEC units
Interfaces
Aircraft (A/C) electrical interfaces with the Electronic

Engine Control (EEC) units are connectors J2 and J4,
via:
- HJ2A and HJ4A harnesses to channel A,
- HJ2B and HJ4B harnesses to channel B.
HJ2A and HJ2B harnesses include:

- the 28 VDC A/C power source input,
- the 115 VAC ignition exciter power,
- the Thrust Reverser Actuation System (TRAS)
Directional Control Valve (DCV),
- the A/C discrete EEC units cooling fan blowers
feedback.
HJ4A and HJ4B harnesses include:

- the TRAS, including the Isolation Control Valve (ICV),
- the Thrust Resolver Angle (TRA),
- the Engine Interface Unit (EIU), the Display
Management Computers (DMCs), the Flight
Management and Guidance Computer (FMGC), the
Flight Warning Computers (FWCs), and the Generator
Control Unit (GCU),
- the Air Data Computers (ADCs),
- the Pressure Simulation Interface (PSI),
- the engine locations 1 and 2,
- the Auto-Thrust,
- the Nacelle Anti-Ice (NAI) command,
- the Thrust Control Malfunction (TCM) ground enable,
- the master lever reset,
- the Electrical Tertiary Lock (ETL),
- the left actuator,
- the right actuator.
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Aircraft Electrical Interfaces with EEC units
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Engine Electrical Interfaces with EEC units
Interfaces - the N2 Speed Sensor,
- the T12 sensor,
Engine electrical interfaces with the Electronic Engine - the Oil Pressure and Temperature Sensor (OPTS),
Control (EEC) units are connectors J3, J5, J6, J7, and - the Oil Filter Delta Pressure Sensor (OFDPS),
J8 via: - the Oil Level Sensor (OLS),
- HJ3A, HJ5A, HJ6A and HJ8A harnesses to channel A, - the fuel filter differential pressure transducer,
- HJ3B, HJ5B, HJ6B and HJ8B harnesses to channel B, - the FMU strainer differential pressure transducer,
- HJ7 harness between channels A and B for the Cross - the Starter Air Valve (SAV),
Channel Data Link (CCDL). - the NAI pressure transducer (downstream),
- the Oil Debris Monitoring System (ODMS) unit -
HJ3A and HJ3B harnesses are connected to: channel B only.
- the Permanent Magnetic Alternator (PMA).
HJ7 harness ensures CCDL connection between
HJ5A and HJ5B harnesses are connected to: channel A and B of the EEC units.
- the Fuel Metering Unit (FMU),
- the Split Control Unit/Servo Valve Assembly HJ8A and HJ8B harnesses are connected to:
(SCU/SVA), - the Start Bleed/Booster Anti-Ice (SB/BAI) valve position
- the N1 Speed Sensor, feedback,
- the Fuel Flow Meter (FFM), - the Transient Bleed Valve (TBV) position feedback,
- the T25 sensor, - the Low Pressure Turbine Active Clearance Control
- the fuel temperature transducer, (LPTACC) valve position feedback,
- the fuel manifold pressure transducer, - the High Pressure Turbine Active Clearance Control
- the Variable Bleed Valve (VBV) actuators position (HPTACC) valve position feedback,
feedback, - the Fuel Return Valve (FRV),
- the Variable Stator Vane (VSV) actuators position - the NAI pressure transducer (upstream),
feedback, - the accelerometer (channel A for the Turbine Center
- the Modulated Turbine Cooling (MTC) actuators Frame and channel B for bearing No. 1),
position feedback, - the T3 sensor,
- the Nacelle Anti-Ice (NAI) Pressure Regulating - the EGT sensors (channel A for No. 1, 8, 7 and 6 and
Shut-Off Valves (PROSVs), (PRSOV1 – channel A / channel B for No. 2, 3, 4 and 5),
PRSOV2- channel B). - the fan compartment temperature sensors,
- the Core Compartment Temperature (CCT) sensor -
HJ6A and HJ6B harnesses are connected to: channel A only.
- the Pressure Sub-System (PSS) box,
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Engine Electrical Interfaces with EEC units
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Fault Detection
& Annunciation
Fault Detection

613-6-732155-04-01-A
EEC Units Built-in Test
Operation - blower test.
Engine tests end with a pass or fail result, depending on
The Electronic Engine Control (EEC) units integrate test fault conditions.
built-in test functions for the detection of internal unit
hardware failures. These tests can be divided into: Some special function procedures aim at supporting line
- initialization tests, maintenance activities:
- periodic tests. - water wash,
- oil debris resest,
Initialization tests cover functions which cannot be - fuel system preservation,
tested on a continuous basis without disturbing the Full - power setting max. values,
Authority Digital Engine Control (FADEC) system - hydraulic pump depressurization,
operation. - engine balance.
Typical tasks in an initialization test are processor These procedures are not intended to test functions,
testing, memory testing and output driver disconnect therefore no test result information is displayed.
testing.
Periodic tests cover functions that can be tested on a

continuous basis. These tests are similar to the
initialization tests, but are run in thebackground when
the equipment has available ressources.
On ground, when the engine is not operating, engine

tests (e.g. for fault confirmation) and special functions
can be carried out from the flight deck.
Engine tests provide various checks of the engine

electrical system as well as functional checks:
- FADEC test,
- actuators test,
- ignition test,
- Thrust Reverser (T/R) test,
- harness test,
- engine idle test,
- wet motor test,
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EEC Units Built-in Test
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Engine Signals Validation Process
Operation
Within the Electronic Engine Control (EEC) units, the

various inputs from the sensors, switches and the
aircraft pass through several stages of checks before the
values received are finally selected to be used in the
control law calculations.
Both EEC channels validate their inputs, process the

data and check their outputs identically.
After they have been converted to a digital format, the

parametric/discrete values and the ARINC datawords
must first pass through a signal and range check logic.
The values are then compared across the

Cross-Channel Data Link (CCDL) before being selected
for the control law calculations. The control laws are
entirely managed by the EEC software but they have no
impact on fault detection.
After the values have been calculated and processed in

the control law logic, they pass through to the output
stage for transmission to engine or aircraft systems.
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Engine Signals Validation Process
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EEC Channel Selection And Output Driver
Operation - Modulated Turbine Cooling (MTC) valve: Open,
- Fuel Return Valve (FRV): Closed,
Only one Electronic Engine Control (EEC) channel is - Starter Air Valve (SAV): Closed,
active. - Nacelle Anti-Ice (NAI) valve: Regulating.
The other channel is in standby status although it also
performs sensor and software computation and The EEC provides three disconnection functions as
exchanges data with the active channel and the aircraft. follows:
Disconnect Function 1 - Torque Motors:
The active and standby selection is based on a health - FMV,
comparison between channels. - VBV,
Each channel consolidates several fault conditions into a - VSV,
channel health status word. - PMV,
- TBV.
These fault conditions include output wraparound faults. Disconnect Function 2 - Torque Motors:
The EEC units use wraparound monitors for all EEC - SB/BAI valve,
outputs, including torque motor drivers, solenoid drivers, - LPTACC valve,
and the ARINC 429 output bus on each channel. - HPTACC valve,
An output wraparound fault will be detected whenever - MTC valve,
the sensed current disagrees with the driver value for a - FRV,
sufficient time interval. - TCMA Cutback.
Disconnect Function 3 - Solenoids:
In the event the valves are not controlled (no current), - SAV,
they move to their respective hardware failsafe - NAI valve upstream,
positions: - NAI valve downstream.
- Fuel Metering Valve (FMV): Closed,
- Variable Bleed Valve (VBV): Open, NOTE : Either EEC channel shall be able to energize its
- Variable Stator Vane (VSV): Closed, associated NAI valve solenoid regardless of channel in
- Pilot Metering Valve (PMV): Uniform Flow, control status.
- Transient Bleed Valve (TBV): Closed,
- Start Bleed/Booster Anti-Ice (SB/BAI) valve: Closed,
- Low Pressure Turbine Active Clearance Control
(LPTACC) valve: Closed,
- High Pressure Turbine Active Clearance Control
(HPTACC ) valve: Closed,
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EEC Channel Selection And Output Driver
V0

Fault Detection
& Annunciation
Annunciation Indicating

613-6-770000-05-01-A
Engine Indication And Warning
The EEC units are closely integrated into the Electronic

Centralized Aircraft Monitoring (ECAM) to provide the
flight deck fault indication and warning display.
The FADEC system interfaces with the aircraft flight

deck through the Electronic Instrument System (EIS)
and the Flight Warning System (FWS) to display
propulsion system survey parameter indications, fault
indications and warnings to the crew.
The elements of the EIS involved in the engine

indication and warning display are:
- three Display Management Computers (DMCs),
- two Display Units (DUs) dedicated to the ECAM: the
Engine/Warning Display (E/WD) and the System Display
(SD).
Powerplant system survey parameters are directly

displayed on the dedicated E/WD and SD.
Depending on the data received from the engine,

messages are generated:
- on the upper ECAM (E/WD),
- on the lower ECAM (SD),
- by a master caution, or warning,
- by audible chimes,
- in the Status Box (STS) displayed after landing,
- in an Advisory box (ADV) that appears to draw the
pilot’s attention during flight.
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Engine Indication And Warning
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N1 General ECAM E/WD
Functional Description digital value is displayed and the digital value is replaced
by two amber crosses.
The N1 (low pressure rotor speed) indication is
displayed on the Engine/Warning Display (E/WD) of the The N1 throttle reference symbol is a small cyan circle,
Electronic Centralized Aircraft Monitoring (ECAM). which follows the position of the cockpit throttle.
N1 parameter display:
- analog display: in percent, from 20 to 110 % rpm,
- digital display: in percent, on four digits from 0 to 120.0
% with a step of 0.1 % rpm.
N1 indication behaviour:
- steady green: normal operation,
- steady amber: if N1 ACTUAL is more than N1 MAX +
1% for more than 5 seconds, the needle and the digital
value change to amber. The N1 maximum value is
displayed in an analog form by means of a thick amber
mark across the N1 scale.
- steady red: the N1 digital value and needle become
red if N1 ACTUAL is more than N1 redline + 0.1%. A
small redline appears across the N1 scale and then
remains at the maximum value that has been reached.
The N1 exceedance indication disappears after engine
start or after a maintenance action. This maintenance
action is accessed through the Multipurpose Control &
Display Unit (MCDU). The N1 Redline is represented by
a red arc of circle that starts at the redline limit (101%)
and finishes at the end of the scale (110%).
- two amber dashes across the decimal point: In case of
a failure or loss of both N1 probes, the EEC computes a
theoretical value through the other engine parameters.
Others N1 indications remain unchanged.
- two amber crosses: in case of invalidity of N1
Indication, the needle is removed, a box around the
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N1 General ECAM E/WD
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N1: REV, AVAIL and Bump ECAM E/WD
BUMP parameter display:
The Thrust Reverser Operation indication (REV), the In certain take-off conditions, the pilot has the ability to
Positive Engine Relight Indication (AVAIL) and the bump increase the thrust of the engines by pressing a specific
indication (B) are displayed on the Engine/Warning pushbutton located on the throttle lever. This function is
Display (E/WD) of the Electronic Centralized Aircraft optional.
Monitoring (ECAM). - digital display: for each engine, a special "B" (BUMP)
appears on the right part of the N1 dial just above the
REV parameter display: digital indication.
- digital display: "REV" displayed in the N1 dial to give
the thrust reverser status for each engine. BUMP indication behaviour:
- green "B": appears if the engine is operating, the N1
REV indication behaviour: value is valid and the BUMP function engaged at EEC
- green "REV" indication in a gray box (outline): appears level.
only when the aircraft is on ground and the Maximum - amber "B": appears on ground if the engine is
Reverse (MREV) is the limit mode and the thrust operating, the N1 value is valid and the BUMP function
reverser is fully deployed. engaged at Engine Interface Unit (EIU) level (information
- amber "REV" indication in a gray box: appears if the received by the EIS through the FWC) but not at EEC
thrust reverser is fully deployed or the thrust reverser is level.
not stowed and not locked. - cyan "B": appears on ground if the BUMP function is
- two amber crosses: in case of invalid REV data, two engaged at EIU level.
amber crosses are displayed and the gray box is
removed.
AVAIL parameter display:

- digital display: "AVAIL" displayed in the middle of the
N1 dial to announce successful engine relight.
AVAIL indication behaviour:

- in flight, a green pulsing message "AVAIL" is triggered
and maintained 10 seconds when an engine start
sequence has ended, and the engine is at or above
idle.The AVAIL message is removed if the engine is not
operating.
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N1: REV, AVAIL and Bump ECAM E/WD
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Exhaust Gas Temperature ECAM E/WD
Functional Description the EGT actual is valid, is replaced by an amber arc of
circle.
The Exhaust Gas Temperature (EGT) indication and the
engine thermal indication are displayed on the NOTE: There are 2 EGT amber line values:
Engine/Warning Display (E/WD) of the Electronic - the EGT start amber line during the starting sequence,
Centralized Aircraft Monitoring (ECAM). - the EGT Max Continuous Thrust (MCT) amber line
after the starting sequence.
EGT parameter display: The EGT amber line mark will be removed if:
- analog display: in celsius degrees from 0 to 1200 °C, - the Throttle Lever Angle (TLA) exceeds 36.6 degrees,
- digital display: in celsius degrees with four digits from - the Throttle Lever Angle (TLA) exceeds 33.3 degrees
–99 to 2048 °C. with either flex mode, Derated Take-Off (DTO), or Soft
Go Around Limit Mode engaged,
EGT indication behaviour: - the alpha floor protection is commanded,
- steady green: normal operation, - the auto Take-Off Go Around (TOGA) is active,
- gray box around the EGT value: when the EGT actual - the reverse mode is selected.
is valid (no box is displayed otherwise).
- steady amber: if the EGT value exceeds the amber line
limit, the needle and digital value change to amber. the
EGT amber line value is displayed in analog form by
means of a thick amber mark across the EGT scale.
- steady red: if the EGT value exceeds the red line limit,
the needle and digital value change to red and a small
red line appears across the EGT scale and remains at
the maximum value reached. This EGT exceedance
indication disappears after engine start or after a
maintenance action accessed through the Multipurpose
Control & Display Unit (MCDU). The EGT redline is
represented by a red arc of circle that starts at the
redline limit value (1060°C) and finishes at the end of the
scale (1200 °C).
- amber crosses and arc of circle: in case of invalid EGT
data, the needle and the gray box around the digital
display are removed, the digital value is replaced by two
amber crosses and the EGT scale, which is white when
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Exhaust Gas Temperature ECAM E/WD
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N2 ECAM E/WD
Functional Description when an EEC critical control system processing or
memory fault is detected, the digital value is replaced by
The N2 indication (high pressure rotor speed) is two amber crosses.
displayed on the Engine/Warning Display (E/WD) of the
Electronic Centralized Aircraft Monitoring (ECAM).
N2 parameter display:
- digital display: in percent, on four digits from 0.0 to

120.0 % with a step of 0.1 % rpm.
N2 indication behaviour:
- overbright green in a gray-background box: during the

starting sequence,
- steady red: if N2 actual value exceeds the N2 redline

limit value (116.5%), the value becomes red and a red
cross appears closed to the digital indication, to indicate
to the pilot that an N2 exceedance has occurred. This
red cross will disappear only after engine start or after a
maintenance action accessed through the Multipurpose
Control and Display Unit (MCDU).
- two amber dashes across digit after the decimal point:

in case of a failure of both N2 probes or when both N2
probes are lost, the Electronic Engine Control (EEC)
computes a theoretical value through the other engine
parameters. In this case, the digit after the decimal point
is displayed with two amber dashes across.
- two amber crosses: in case of invalidity of N2, i.e.
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N2 ECAM E/WD
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Fuel Flow and Fuel Used ECAM E/WD and SD
Functional Description Fuel filter clog display:
"CLOG" in amber color appears under the digital
The fuel flow indication is displayed on the fuel-used indication, when the fuel pressure loss across
Engine/Warning Display (E/WD) of the Electronic the fuel filter is excessive.
Centralized Aircraft Monitoring (ECAM). Two messages are defined by the Flight Warning
The fuel used and fuel filter clog indications are Computers (FWCs) for filter clogging monitoring, one for
displayed on the ECAM System Display (SD). the impending bypass (level 2 alert), one for an effective
bypass (level 1 alert).
Fuel flow parameter display:
- digital display: in kg/h or in lbs/h on five digits. Cooling indication display:
"COOLING" message is displayed by the DMC in
Fuel flow indication behaviour: pulsing green when the engine is cooling, during
- steady green: normal operation, pre-start motoring to avoid bowed rotor.
- amber crosses: if the fuel flow data is invalid, the value This message is displayed on the E/WD screen, at the
is replaced by amber crosses. left engine 1) and at the right (engine 2) of the fuel flow
indication.
Fuel used parameter display:
- digital display: in kg or in lbs (DMC option by pin
program), on five digits from 0 to 45,360 Kg (0 to 99,980
lbs).
The fuel used by each engine is computed from the
engine start to the engine shutdown. When the engine
shuts down (A/C on ground, master lever OFF and
engine not operating), the fuel used displayed is
recorded by the Display Management Computers
(DMCs). This value is reset when the engine starts on
ground.
Fuel used indication behaviour:

- steady green: normal operation.
- amber dashes: if the fuel flow parameter is not valid in
flight, the fuel used indication is displayed with two
amber dashes across the 5 digits.
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Fuel Flow and Fuel Used ECAM E/WD and SD
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Oil Quantity and Pressure ECAM SD
Functional Description - steady red: below an N2 threshold, the needle and the
digital value change to red if the pressure drops below
The oil quantity and pressure indications are displayed the oil low pressure redline of 17 .4 PSI. Above this
on the System Display (SD) of the Electronic Centralized threshold, the oil low pressure value increases
Aircraft Monitoring (ECAM). proportionally to the N2 value. The low pressure zone is
delimited by a red arc of circle.
Oil quantity parameter display: - amber crosses: in case of invalid oil pressure:
- analog display: in percent of the max. oil quantity • the needle is removed,
(24.25 quarts). • the digital value is replaced by 2 amber crosses,
- digital display: in quarts or liters (set by Display • the red arc of circle is removed,
Management Computer (DMC) pin program), on three • the green pulsing effect is no longer operative,
digits from 0.0 to 99.5 quarts. • the scale is still displayed in white color.
Oil quantity indication behaviour: Oil pressure limit values:

- steady green: normal operation. - the OIL LOW PRESSURE ADV limit value varies
- pulsing green: if the quantity drops below the low oil depending on engine N2 speed,
level threshold represented by a thick amber mark. - the OIL LOW PRESSURE (RED LINE) limit value
- amber crosses: in case of invalid oil quantity: varies depending on engine N2 speed,
• the needle is removed, - the OIL HIGH PRESSURE ADV limit value varies
• the digital value is replaced by 2 amber crosses, depending on oil temperature.
• the thick amber mark is removed,
• the scale is still displayed in white color. Oil filter clog indication behaviour:
"CLOG" appears in amber color under the oil pressure
Oil pressure parameter display: indication, if the oil pressure loss across the main
- analog display: in percent of the max. oil pressure (130 scavenge oil filter is excessive.
psid), Two messages are set by the Flight Warning Computer
- digital display: in psid, on three digits from 0 to 998 (FWC) for filter clogging monitoring:
psid. - one for the impending bypass (level 2 alert),
- one for an effective bypass (level 1 alert).
Oil pressure indication behaviour:
- pulsing green: above an N2 threshold, the indication is
pulsing if the pressure is more than the oil low pressure
(red line) but below the advisory oil low pressure,
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Oil Quantity and Pressure ECAM SD
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Oil Temperature ECAM SD
The oil temperature indication is displayed on the

System Display (SD) of the Electronic Centralized
Aircraft Monitoring (ECAM).
Oil temperature parameter display:

- digital display: in celsius degrees, on two digits in
negative and three digits in positive from –95 °C to 995
°C.
Oil temperature indication behaviour:

- steady green: normal operation.
- pulsing green: if the oil supply temperature green
pulsing exceedance bit is set.
- steady amber: if the temperature exceeds the first oil
temperature threshold (135°C) for more than 15
minutes, or exceeds the second oil temperature
threshold (150°C) for more than 5 seconds.
- amber crosses: in case of invalidity of the oil
temperature data, the digits are replaced by amber
crosses.
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Oil Temperature ECAM SD
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N1/N2 Vibration and Nacelle Temperature ECAM SD
Functional Description and 6, in case of advisory display. It has to be requested
by the flight crew in all other flight phases.
The N1 & N2 vibration and nacelle temperature The Nacelle temperature indication is replaced by
indications are displayed on the System Display (SD) of starting sequence indications while the starting
the Electronic Centralized Aircraft Monitoring (ECAM). sequence is performed.
N1 & N2 vibration parameter display: Nacelle temperature indication behaviour:

- digital display: on 3 digits from 0.0 to 12.8 Units. - steady green: normal operation,
NOTE: The Electronic Engine Control (EEC) units - pulsing green: if the temperature exceeds the nacelle
convert vibration-related parameters into Cockpit Units temperature advisory display limit (280°C),
(CU) for display in the flight deck. The source - amber crosses: when the nacelle temperature data is
parameters are fan (N1) vibration in mils, core (N2) invalid, two amber crosses replace the digits.
vibration in IPS and broadband vibration in IPS. For both
N1 and N2, the Electronic Engine Control (EEC)
interface can read up to 15 ips which is to be scaled to
10 CU.
N1 and N2 vibration indication behaviour:

- steady amber: in case of excessive vibration values
(6.0 CU for N1 vibrations and 4.25 CU for N2 vibrations),
the values change to amber.
NOTE: The amber display on A320neo replaces the
advisory display existing on A320 legacy.
Nacelle temperature parameter display:

- analog display: none,
- digital display: in celsius degrees, from –99 °C to
995°C.
The nacelle temperature indication of both engines is
only displayed when the nacelle temperature advisory
display has been triggered on one engine. It is
presented on the SEN page (Secondary Engine System
Page) which is automatically called in flight phases 2
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N1/N2 Vibration and Nacelle Temperature ECAM SD
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Starting Sequence Indications ECAM SD
The starting sequence indications are displayed on the

System Display (SD) of the Electronic Centralized
Aircraft Monitoring (ECAM).
They replace the nacelle temperature indications during
the starting sequence.
The starting sequence indications are:

- the Starter Air Valve (SAV) position indication,
- the engine precooler inlet pressure indication,
- the ignition indication.
SAV position indication behaviour:

- steady green: when the start valve position is fully open
or closed,
- amber crosses: in case of invalid SAV position data,
the valve symbols are replaced by amber crosses.
Engine precooler inlet pressure indication behaviour:

- steady amber: the pressure value changes to amber
either:
• if the precooler inlet pressure is valid but below 21
psi, N2 above 10 %, and SAV not closed or,
• if a start air overpressure is detected.
Ignition indication behaviour:

- steady green: for a dedicated engine, selected igniters
"A" or "B" or "AB" are displayed in green.
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Starting Sequence Indications ECAM SD
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Fault Detection
& Annunciation
Annunciation
Maintenance System

613-6-710000-10-01-A
Maintenance System
Purpose ECAM.
The engine maintenance system monitors engine The CFDS consists of:
operation and provides information to the flight deck and - one CFDIU (Central Fault Data Interface Unit) installed
maintenance personnel concerning engine health. in the electronics bay,
The system reports engine status and failure information - two Multipurpose Control Display Units (MCDU)
in a clear, concise manner. installed in the cockpit on either side of the throttles.
The CFDIU communicates with the EEC’s via the
Maintenance information is dedicated first to line Engine Interface Unit (EIU).
mechanics, but it also provides pertinent information to
various levels of shop maintenance personnel and Failure indications
engineering.
The maintenance logic divides all failure indications into
Interfaces classes depending on effect on engine operation:
- Class 1 failures trigger FWC logic to display ECAM
All on-wing engine maintenance data, fault detection warnings and suggested pilot corrective actions.
logic and aircraft communication is managed by the - Class 2 failures trigger FWC logic to give other ECAM
Electronic Engine Control (EEC) units. indications.
The EEC communicates with the aircraft Centralized - Class 3 faults and scheduled maintenance faults do not
Fault Display System (CFDS) to report faults and trigger ECAM messages.
provide on-wing engine testing and configuration
capability. Class 1 and 2 faults are printed out at the end of the
flight in the post-flight report.
The EEC interfaces with two systems to directly Class 3 faults and scheduled maintenance are
announce engine status and failure information to the accessible via the MCDU after the flight has ended.
flight deck:
- The Flight Warning System (FWS), Maintenance personnel may interrogate the EEC via the
- The Centralized Fault Display System (CFDS). MCDU screen and keys to determine the cause of the
ECAM warning/indications.
The FWS consists of:
- two Flight Warning Computers (FWCs),
- the Electronic Centralized Aircraft Monitor (ECAM).
The FWC uses engine data, maintenance and status to
display engine parameters and health status on the
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Maintenance System
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Flight Warning System
Purpose visual means.
3. Crew information through the ECAM part of the
The Flight Warning System (FWS) is an avionics system Electronic Instrument System (EIS) by display of:
which provides the flight crew with operational - warning/caution messages,
assistance for both normal (through memo information) - relevant system data.
and abnormal (through alerts) configurations of the 4. Crew guidance in corrective actions by display of
aircraft. The caution and warning display is processed warning/caution related procedure messages.
by the FWS. 5. Operational warning/caution priority carried out by
real-time hierarchical management of warning.
The propulsion system messages generated by the
FWS are: The visual messages computed by the FWS are
- the alerts, presented on the following ECAM display:
- their associated procedure or status, - Engine and Warning Display (E/WD) (for alerts,
- the memos. memos/limitations, abnormal procedures),
Memos are indications informing the crew of the - System Display (SD) format (for the status page
particular normal state of one system of the aircraft. information: inoperative systems, limitation, information,
These memos are the result of a flight crew selection procedures and approach procedure, maintenance).
and aim at reminding the flight crew of this selection.
Memos can also appear as an indication of an automatic The ECAM and Centralized Fault Display System
system function being active. (CFDS) apply different criteria for the display and report
generation of fault data depending on fault class:
For all class 1 and 2 faults, the FWCs transmit the
Functional Description corresponding warnings and cautions (maintenance
status) to the CFDS to establish the current leg and last
There are two identical Flight Warning Computers leg ECAM report as well as to print the Post-Flight
(FWC), which have the same propulsion system Report (PFR).
monitoring capability.
Each FWC processes and manages warnings and

cautions from the aircraft systems, as follows:
1. Acquisition and computation of Electronic Engine

Control (EEC) units information.
2. Crew attention getting by combination of aural and
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Flight Warning System
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Centralized Fault Display System
Purpose installed in the electronic rack which receives all the
maintenance data from the system bites in a meaningful
The Centralized Fault Display System (CFDS) provides form. The CFDIU is controlled by two Multipurpose
a central maintenance aid which allows extraction of the Control and Display Units (MCDUs), which display BITE
maintenance information and initiation of the various data results from the systems and initiate maintenance
maintenance tests, at system or subsystem level, from tests.
the flight deck. - an optional multi-purpose printer.
The basic functions of the CFDS are: The CFDS has two operating modes:
- processing of the aircraft computer system faults - normal mode: the EEC units continuously report faults
received from the BITE words transmitted by the faulty to the CFDS during flight and ground operation.
system (EEC). It reports the list of Class 1 or 2 faults.
This information along with scheduled maintenance - interactive or menu mode: used by maintenance
items is also available from the EEC through the last leg personnel to generate EEC fault reports and to initiate
report and scheduled maintenance fault report functions. specific built-in-tests when the aircraft is on ground.
- guiding of the operator in the steps to be performed by

displaying menus for selecting a particular system and
then displaying, where appropriate, menus generated by
that system for:
• Reading the contents of BITE memories,
• Executing tests,
• Entering aircraft and engine configuration
information.
- transmitting general parameters such as GMT, date,

flight number, aircraft identification, etc.
The CFDS consists of:
- a Centralized Fault Display Interface Unit (CFDIU)
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Centralized Fault Display System
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Fault Detection
& Annunciation
Annunciation
Fault Description

613-6-313000-05-01-A
Aircraft Fault Class Assignment
Faults are classified as class 1, 2 or 3 faults or Class 2 faults (short-time dispatch) - "STS"
Scheduled Maintenace Report (SMR) faults [for engine displayed on the upper ECAM display after landing -
only] by the aircraft. Recorded in the PFR
Class 1 faults - Flight deck effect - Recorded in the Class 2 faults have no immediate operational
Post-Flight Report (PFR) consequences on the current flight or on subsequent
flights, but may have consequences if a second fault
Class 1 faults are categorized in “NO GO”, “GO IF” or occurs. These faults should be repaired within a short
“GO” dispatch conditions. The Master Minimum delay (refer to A/C documentation). They are indicated
Equipment List (MMEL) defines the “GO IF” or “GO” to the crew by means of a "STS" indication, which
conditions in order to allow dispatch of the aircraft. pulses after the 2nd engine shutdown, on ground. They
Class 1 faults may have operational consequences on can be displayed, on request, on the ECAM status page
the current flight, or on subsequent flights. under the MAINTENANCE title.
These faults are normally displayed in real time on the
upper Electronic Centralized Aircraft Monitoring (ECAM) NOTE: The warning messages (class 1 and 2 faults)
warning display. In some cases, the Flight Warning presented to the crew are transmitted in real time by the
System (FWS) applies inhibitions and warning message FWS to the Centralized Fault Display System (CFDS)
display is delayed during critical flight phases when crew which memorizes them.
must not be disrupted.
SMR faults [only applicable to engines] (long-time
Class 1 fault warning messages are displayed according dispatch) and Class 3 faults (unlimited dispatch)
to three alert levels, depending on their severity and the
required crew corrective action. Warning messages may These faults are detected and recorded by the systems.
also be associated with specific sounds. They do not have any operational consequences on the
- Level 3 display: Red warning & Red message. This current flight or on the following flight(s).
corresponds to an emergency situation and the crew will These faults are recorded in the Non Volatile Memory
have to take immediate corrective actions. (NVM) of the Electronic Engine Control (EEC) units only
- Level 2 display: Amber caution & Amber message. to be interrogated at Maintenance Review Board (MRB)
This corresponds to an abnormal situation and / Maintenance Planning Document (MPD) defined
corrective action is not immediately required. intervals.
- Level 1 display: Amber message & "CLR" push button
illuminated on the ECAM control panel. This level
corresponds to an alert situation and the affected system
must be monitored by the crew.
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Aircraft Fault Class Assignment
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Powerplant Fault Class Assignment
The Electronic Engine Control (EEC) automatically Class 3 faults "UNLIMITED" (unlimited-time
determines the criticality level of the fault, or combination dispatch)
of faults, to establish the dispatch state of the
control/indication system and comply with the engine These faults are detected and recorded in the Non
and aircraft safety objectives. Volatile Memory (NVM) of the EEC and have no
The fault classes assigned by the EEC are different from consequences on aircraft safety or availability but may
those assigned by the aircraft. have an economic impact (fuel burn, Display
Management Computers (DMC), etc.).
Class 1 faults "NO GO" (MEL Entry) These faults have an "UNLIMITED" condition and do not
have any impact on the dispatch of the aircraft. They
These faults may have an operational consequence may remain unrepaired during the entire engine life.
(safety may be involved) on the current flight. They are
indicated to the crew in flight (except during Flight Scheduled Maintenance (SM) Faults "LONG TIME"
Warning Computer (FWC) inhibition phases). [only applicable to engines] (long-time dispatch)
These faults do not comply with the dispatch criteria and
should be corrected prior to aircraft dispatch. However, These faults are detected and recorded in the EEC NVM
there may be possible maintenance, or operational to be interrogated at Maintenance Review Board (MRB)
procedures that allow dispatch with the fault(s). The / Maintenance Planning Document (MPD) defined
Aicraft Maintenance Manual (AMM) and the Minimum intervals.
Equipment List (MEL) refer to these particular cases. These faults do not have any operational consequences
on the current flight or on following flight(s), but may
Class 2 faults "TIME LIMITED" (short-time dispatch) have operational consequences if a second fault occurs.
They are time-limited conditions and may be hidden to
These faults do not have any operational consequences the flight crews up to the next "A" check (750hrs) when
(safety) on the current flight or on following flight(s), but they must be cleared.
may have consequences if a second fault occurs. They
are indicated to the crew on ground by a "STS" NOTE:
indication on the Electronic Centralized Aircraft The EEC may re-evaluate a particular fault and change
Monitoring (ECAM) status page after shutdown of the its priority to a higher class level.
engines. For example, if there is a SM fault set on the active
channel and the standby channel becomes inoperative,
or, the same fault is set on both active and standby
channels, the EEC will re-evaluate the situation and
change the fault level to a Class 1 condition.
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Powerplant Fault Class Assignment
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Aircraft Status - Fault Storage in EEC Memory
During normal mode operation, the Centralized Fault During menu mode operation, fault data storage is kept
Display System (CFDS) transmits flight phase changes. in a dedicated RAM only.
The Electronic Engine Control (EEC) responds
accordingly for fault storage and transmission.
The CFDS has a special clearing function for the BITE
memories of all the systems (simulation of 64 flights
while on ground).
Aircraft Status
Storage of internal and external fault data in BITE

memory depends on aircraft status:
- NULL: No faults are reported.
- DC2: Internal faults only are reported.
- DC1: Internal and external faults are reported.
Flight leg count and storage processing is done at the
start of the flight at the NULL to DC2 transition.
The current flight leg (or, last leg if on ground) is
identified by 00 on the menu mode display. The previous
flight legs increment from 01 to 63.
Fault Storage in EEC Memory
The EEC stores engine-related fault data in its internal

Non Volatile Memory (NVM).
Fault data is stored immediately when a fault is
detected.
Each EEC channel stores data for up to 100 faults.
From EEC power on, data is stored for the first 12 faults
detected during a flight leg, regardless of classification. If
there are more than 12 faults in a flight leg, it is assumed
that the EEC failed and additional faults are not helpful
for troubleshooting.
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Aircraft Status - Fault Storage in EEC Memory
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Fault Detection
& Annunciation
Powerplant MCDU
Engine Main Menu
& Reports

613-6-710000-05-01-A
Engine Main Menu
The menu mode (also called interactive mode) is an

interactive menu-based dialog between an operator
using the Multipurpose Control and Display Unit (MCDU)
in the flight deck and the Electronic Engine Control
(EEC).
The main aircraft components for the menu mode are
the Central Fault Data Interface Unit (CFDIU) that is the
central data manager, the MCDU that is the human
interface, the Engine Interface Unit (EIU) that dispatches
data, and the EEC.
The main processes are:
- reporting of engine data,

- reporting of maximum engine operating conditions,
- reporting of engine configuration information,
- change EEC configuration,
- run of on-wing engine ground tests and special
functions.
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Engine Main Menu
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Last and Previous Leg Reporting
Last leg report
The last leg report records all class 1 and 2 faults

(internal and external) detected by the Electronic Engine
Control (EEC) during the last flight.
A maximum of three faults are displayed per page. A
maximum of 12 faults are displayed for the flight leg. The
faults are displayed in chronological order with the oldest
fault appearing first.
The date and time values displayed correspond to the
date and time values at the fault occurrence during the
last leg and not the time the report is displayed on the
Multipurpose Control and Display Unit (MCDU).
Troubleshooting (snapshot) data relative to each fault
are displayed by pressing the key with the “>” symbol
adjacent to it. When no faults are recorded during the
last flight leg, a ”NO FAULT DETECTED” message is
displayed.
Previous legs report
This report lists the most recent (100 max.) class 1 and
2 faults (up to 12 per flight leg) detected during the 63
flights prior to the last flight.
Flight leg numbers are displayed in reverse
chronological order and the faults within each leg are
displayed in chronological order with the oldest fault first.
Troubleshooting (snapshot) data relative to each fault is
displayed by pressing the key with the “>” symbol
adjacent to it.
When no faults have been recorded during any of the
previous 64 flight legs, a ”NO FAULT DETECTED”
message is displayed.
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Last and Previous Leg Reporting
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Line Replaceable Unit Identification Reporting
LRU identification report
The Line Replaceable Unit (LRU) identification report

lists the Electronic Engine Control (EEC) unit ATA
numbers and various engine identification information:
- thrust rating,
- EEC unit ATA numbers,
- EEC unit part numbers,
- Application software (AS) part number,
- Open Multimedia Application Platform (OMAP)
software part number,
- Pressure Sub-System (PSS) part number,
- N1 Trim (0 through 7),
- engine serial number: the engine serial number
function screen displays the current engine serial
number and provides the functionality to change this
engine serial number. If an EEC unit is changed, or
moved to another engine, the engine serial number must
be changed through the Multipurpose Control and
Display Unit (MCDU). The serial number must
correspond to that engraved on the engine data plate.
The EEC restricts the values entered to 6 characters.
The new serial number is stored in both channels.
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Line Replaceable Unit Identification Reporting
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Troubleshooting Reporting
Troubleshooting report
The troubleshooting report provides a snapshot of

certain parameters recorded at the time the fault first
appeared, and is used as an aid in troubleshooting.
Each report has 2 pages and data for a maximum of 100

class 1 and 2 faults recorded over the last 64 flight legs
may be displayed.
Troubleshooting data is displayed in reverse
chronological order, i.e. last event appearing first.
The display shows the fault message and the normal
mode message, followed by the flight leg number, date,
time, and ATA number.
When no troubleshooting data is available, a ”NO

FAULTS RECORDED” message is displayed.
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Troubleshooting Reporting
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Class 3, Ground and Scheduled Maintenance Report
Class 3 report
This report displays the unlimited time dispatch faults.

The class 3 report shows the last 12 class 3 faults from
the last flight leg.
When no class 3 faults are recorded from the last flight

leg, ”NO FAULTS RECORDED” message is displayed.
Ground report
This report displays all class 1, 2 and 3 faults (up to 12)

that have occurred during the last leg while the aircraft
was on ground.
Scheduled Maintenance Report (SMR)
The SMR (long time dispatch) shows the last 12

scheduled maintenance faults from the last flight leg.
When no scheduled maintenance faults are recorded

during the last flight leg, ”NO FAULTS RECORDED”
message is displayed.
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Class 3, Ground and Scheduled Maintenance Report
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Fault Detection
& Annunciation
Powerplant MCDU
Tests

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Engine Tests of the Menu Mode
Engine tests menu mode
The engine tests and special functions are accessed

from the menu mode main menu.
Engine tests provide various checks of the engine

electrical system as well as functional checks.
Engine Tests end with a pass or fail result depending on

the fault conditions present during the test.
Upon completion of the tests, the test result screen is

displayed on the Multipurpose Control Display Units
(MCDUs) showing any faults detected during the test.
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Engine Tests of the Menu Mode
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FADEC, Actuators and Blower Tests
These tests are available through the engine tests menu hydraulically disabled at sub-idle motoring speeds.
of the menu mode.
The motoring test rotates the full open and full closed
FADEC test electro-hydraulic controlled actuators while the engine is
dry motoring.
This is a static, engine off, FADEC built-in self-test. This test can be run with the CFDS communicating with
During the test, the Electrical Engine Control (EEC) unit either channel (A or B) of the EEC. The channel that the
diagnostics are performed and output drivers are CFDS is communicating with is the channel that will
energized, but actuators do not move. become active and control the actuator movement.
This test can be run with the Centralized Fault Display Blower test
System (CFDS) communicating with either channel (A or
B) of the EEC units. The channel that the CFDS is This test verifies the operation of the EEC blowers.
communicating with is the channel that becomes active. The EEC units provide EEC cooling blower information
to the EIU over ARINC-429 to command power to the
Actuators Test blowers. The EEC units receive a discrete feedback
from the blowers which provide a status of the blowers
The actuators test verifies the operation of the (ON or OFF).
fuel-driven actuator servo loops. This includes detection
of electrical and position faults. This test can be run with the CFDS communicating with
either channel (A or B) of the EEC. The channel that the
The tested actuators are: CFDS is communicating with is the channel that will
- the Fuel Metering Valve (FMV), become active and control the blower command.
- the Pilot Metering Valve (PMV),
- the Variable Stator Vane (VSV),
- the Variable Bleed Valve (VBV),
- the Transient Bleed Valve (TBV),
- the Fuel Return Valve (FRV),
- the Start Bleed - Booster Anti-Ice (SB/BAI) valve.
The Low Pressure Turbine Active Clearance Control

(LPTACC) valve, High Pressure Turbine Active
Clearance Control (HPTACC) valve, and Modulated
Turbine Cooling (MTC) valve are not tested as they are
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FADEC, Actuators and Blower Tests
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Ignition and Harness Tests
These tests are available through the engine tests menu
mode.
Ignition test
The ignition test checks the two igniters in sequence on

a single channel.
The active channel powers the igniters for ten seconds
each with ten seconds in between.
The purpose of the test is to provide an aural feedback
of correct ignition system operation and display any
faults during the test.
Harness test
The harness test provides a means for cable failure

checking.
Normal input monitoring is performed. The outputs are
energized to detect open circuits or shorts in these
circuits.
The fault persistence is lowered to the minimum. The
test is carried out until a fault is found or a timeout
occurs.
During the test, the operator must move harnesses to
reproduce intermittent faults reported earlier. This is a
non-motoring test.
This test can be run with the Centralized Fault Display
B) of the Electronic Engine Control (EEC) units. The
channel that the CFDS is communicating with shall set
flags so that it will become the active channel.
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Ignition and Harness Tests
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Wet Motoring and Engine Idle Tests
These tests are available through the engine tests menu sub-idle motoring speeds.
mode. This test can be run with the CFDS communicating with
Wet motoring test CFDS is communicating with is the channel that will
become active and control the actuator movement.
This test reports the fuel system faults and leak check
results for the valves located downstream of the High
Pressure Shut-Off Valve (HPSOV). This is a wet
motoring test.
This test moves the fuel valves to aid in fuel system
checkup.
The purpose of this test is to check for leaks when the
fuel system manifold valves are pressurized and report
any faults in the fuel system.
channel that the CFDS is communicating with is the
channel that will become active and control the actuator
movement.
Engine idle test
This test verifies the operation of the actuator servo

loops for actuators that require idle pressures to move.
This includes detection of electrical and position faults.
The tested valves are:
(HPTACC) valve,
(LPTACC) valve,
- the Modulated Turbine Cooling (MTC) valve.
They are tested with the engine at idle to verify their
operation since they are hydraulically disabled at
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Wet Motoring and Engine Idle Tests
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Thrust Reverser Tests
The main menu for the Thrust Reverser (T/R) tests is This test can be run with the CFDS communicating with
available through the engine tests menu. It allows the either channel (A or B) of the EEC. The channel that the
selection by the operator of a full T/R Cycling test or a CFDS is communicating with is the channel that will
test of the Isolation Control Valve (ICV). become active and control the actuator movement.
T/R cycling test
During this test, hydraulic pressure must be available to

be supplied to the thrust reverser system, as the T/R
deploys and stows by moving the throttle in the reverse
and forward positions under controlled conditions.
T/R position switch faults, isolation valve and directional
valve solenoid electrical faults, aircraft inhibition switch
failures, and isolation valve position faults are
announced if detected. Only T/R system detected faults
are announced during the test, the general FADEC test
may be selected to determine if any other faults are
present.
It takes the physical T/R system approximately 1.5
seconds to deploy fully from stowed, or to stow from fully
deployed.
channel that the CFDS is communicating with is the
channel that will become active and control the actuator
movement.
The ICV test confirms that the ICV is not failed in the
open position.
The ICV test is similar to the T/R test, but during this test
the EEC units will not energize the ICV solenoid. Only
the "ICV failed open" and "dual-pressure switch on"
faults are reported for this test.
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Thrust Reverser Tests
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Fault Detection
& Annunciation
Powerplant MCDU
Special Functions

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Special Functions of the Menu Mode
Purpose
These special functions are used to configure the engine

for maintenance operations and do not provide a pass or
fail result.
They are used to support line maintenance activities.

They are not intended to detect faults. No test result
information is displayed.
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Special Functions of the Menu Mode
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Special Functions 1/3
Water Wash are cycled to coat the servo valves with preservation oil.
The function ends when the master lever is returned to
This function is conducted as part of the overall water OFF.
wash procedure. This function closes the Variable Bleed This function can be run with the CFDS communicating
Valves (VBVs) and opens the Variable Stator Vanes with either channel (A or B) of the EEC. The channel
(VSVs) to aid in engine washing. This is a dry motoring that the CFDS is communicating with is the channel that
function. will become active.
This function can be run with the Centralized Fault
Display System (CFDS) communicating with either
channel (A or B) of the Electronic Engine Control (EEC).
The channel that the CFDS is communicating with is the
channel that will become active.
Oil Debris Reset
This function clears the oil chip counters for the oil
debris monitoring system.
This test can only be run with the CFDS communicating
with EEC channel B.
Fuel System Preservation
This function is used to support a maintenance

procedure in which preservation oil replaces engine fuel
to protect the internal engine components from
deterioration for extended periods of planned
inoperability or transportation.
Valves are moved to allow the preservation fluids to

move through and coat the fuel system components.
The engine is motored and the master lever moved to
ON so that the preservation oil begins flowing through
the fuel system. A first period of steady flow occurs so
that oil can fill the system. Then the fuel system valves
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NAI Lock Open - Auto-thrust disconnect,
- Thrust Control Malfunction (TCM) enable from Spoiler
The Nacelle Anti-Ice (NAI) lock open function is used to and Elevator Computer (SEC) relay.
lock the NAI valves in their open position or to unlock the
NAI valves from their open position. There are two possible statuses:
This function is used by the operator for dispatch - Y (Yes): discrete input circuit is detected closed and
purposes if one NAI valve is failed closed. valid,
The NAI unlock option is used after a corrective - N (No): discrete input circuit is detected open or invalid.
maintenance action is performed.
This function also has a protection to avoid locking both
NAI valves in the open position. Having both NAI valves
locked in the open position may cause an overpressure
risk for the NAI.
Depending on which channel is in "menu mode", the NAI

lock/unlock screen displays the NAI valve connected to
that channel.
If menu mode is entered on channel A, only the ability to
lock the upstream NAI valve (Pressure Regulating
Shut-Off Valve 1 (PRSOV1)) is displayed.
If menu mode is entered on channel B, only the ability to
lock the downstream NAI valve (PRSOV2) is displayed.
Discrete Input Check
The discrete input check verifies the current status of the

hardwired discrete inputs from the aircraft.
The purpose of this function is to detect if a discrete
input, monitored by the Electronic Engine Control (EEC),
operates correctly without starting the engine to aid in
troubleshooting.
The discrete inputs checked are:
- NAI push button 2,
- Auto-thrust engage,
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Exceedance Report become active.
The exceedance report screen displays the following Engine Balancing

maximum values that were reached the last time the
engine was operated: The engine balancing function is designed as an
- N1, extended maintenance tool, enabling the user to
- N2, determine how to balance an engine by indicating where
- Exhaust Gas Temperature (EGT), fan and Low Pressure Turbine (LPT) balance weights
- oil temperature, must be added or removed. The purpose of the function
- oil pressure. is to reduce flight deck indicated engine vibration,
The minimum value of the oil pressure is also displayed. airplane cabin noise and vibration due to the engine N1
Both N1 and N2 actual (physical) values are displayed. rotor unbalance.
Only N1 and EGT indicated values are displayed. The engine balancing function allows the user to perform
The redline exceedance time (expressed in seconds) tasks that are necessary for balancing engine fan or fan
logged at these maximum/minimum values is also and LPT, by:
displayed. - editing fan and LPT balance weights,
These values are cleared when Electronic Engine - viewing flight histories,
Control (EEC) flight leg is incremented or when using - calculating a new balance solution based on a single
the "reset max. values" option. flight history,
- saving the new balance solution in the Non Volatile
Hydraulic Pump Depressurization Memory (NVM).
This function and all subfunctions can be run with the
This function allows the user to test the hydraulic CFDS communicating with either channel (A or B) of the
pressure system on the aircraft. This is an engine idle EEC.
test.
It energizes the Engine Driven Pump (EDP) solenoid, NOTE: Any functions that are performed on one channel
checks for a pressure drop, then de-energizes the EDP need to be performed on the cross-channel because the
solenoid, and verifies pressure is restored. The pressure NVM data is not written in both channels simultaneously.
is reported through flight deck displays, not through the
Centralized Fault Display System (CFDS) screen
displays.
This test can be run with the CFDS communicating with
CFDS is communicating with is the channel that will
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Engine Balancing Function
Accelerometer Configuration Ground Run
The accelerometer configuration function allows the The purpose of the "conduct ground run" screen is to
operator to choose between a primary and alternate allow the operator to initiate a ground run and to collect
accelerometer that detects fan and Low Pressure vibration data.
Turbine (LPT) unbalance. An alternate accelerometer is
offered due to time constraints when changing out the
primary accelerometer, which is located on
No. 1 bearing housing flange.
Coefficient Calculation
If specific coefficients are needed, they can be

calculated using two flight histories for 1-plane balance
coefficients. However, the weight configuration for the
two flight histories must be different.
Once specific coefficients are calculated and saved,
they are automatically selected for use in place of the
generic coefficients.
Coefficient Selection
The balance coefficients selection allows the operator to

choose between a generic and specific coefficients that
are used to calculate the 1-plane and 2-plane engine
balance solution. The generic coefficients are the factory
settings which apply to most engines.
Weight Entry
This function informs the operator of the balance weight

installed on the engine. It allows the user to change the
fan weight configuration of the engine.
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Engine Balancing Function
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Fault Detection
& Annunciation
Aircraft Integrated
Data System

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Aircraft Integrated Data System
Identify and Locate The main AIDS menu gives access to several functions
such as those listed below:
The Aircraft Integrated Data System (AIDS) is an option
that is organized around the Flight Data Interface & CALL-UP PARAMETER
Management Unit (FDIMU). The FDIMU is connected to - Provides access to Label call-up, Alpha call-up and
various aircraft systems and receives data from them via Parameters menus (programmed through Ground
ARINC429 data buses. Support Equipment (GSE)).
Purpose PROGRAMMING
- Displays identification information
One of the functions of the FDIMU is the generation of - Allows reconfiguration of limits, counters
reports as a result of specific events defined by trigger - Reports inhibition.
conditions. The FDIMU is able to record data which can
be stored or transmitted through various optional ASSIGNMENT REMOTE PRINT
devices. - Displays a list of reports printed by using the remote
print button.
While the Centralized Fault Display System (CFDS) is
intended to assist line maintenance in isolating faults LOAD STATUS
detected by the BITE functions of the aircraft systems, - Displays the status of all airborne data loader
the main objective of the AIDS is preventive: operations.
- Long term trend monitoring of engines avoids
expensive unscheduled maintenance. PCMCIA
- Continuous monitoring of engines is also intended to - Displays the functions of the PCMCIA (Personal
substitute fixed interval inspections with on-demand Computer Memory Card) disk management.
maintenance.
LIST OF PREVIOUS REPORTS
In addition, the AIDS may be used for special - Displays a list of the last stored reports.
investigations and troubleshooting on a system level.
STORED REPORTS
- Displays a list of all the stored reports.
Operation
MANUAL REQUEST REPORTS
The main AIDS menu is selected from the Multipurpose - Provides all the report names and associated numbers.
Control & Display Unit (MCDU) main menu screen.
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Aircraft Integrated Data System
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AIDS - Parameter Call-Up Function
Identify and Locate - Databits: Number of databits to be used for decimal
conversion (1 to 18). 18 is the default value.
The parameter call-up function is displayed by the Sets of label call-ups can be stored for later recall or
Multipurpose Control & Display Unit (MCDU). sent in real time to the printer.
Purpose ALPHA CALL-UP

Every alpha call-up defined in the set-up database may
The parameter call-up function enables direct access to be selected to visualize parameters in engineering units
all the parameters transmitted to the Flight Data (Deg, Ft, Kt, Lbs, etc.).
Interface and Management Unit (FDIMU) through the Up to 20 alpha call-ups can be displayed (5 pages). If
ARINC communication buses (up to 172 parameters per parameters from the 2 systems (EEC1/EEC2) are
engine). available, both parameters are displayed in a single
alpha call-up code entry.
Operation Sets of alpha call-ups can be stored for later recall or
sent in real time to the printer.
The values displayed are in real time and refreshed
once per second. MENUS
This page provides a list of the menu titles, programmed
From the main AIDS menu, selecting call-up parameter through a Ground Support Equipment (GSE) and
will display a sub-menu with three possible selections: available to the operator (refer to Aircraft Maintenance
- Parameter label call-up Manual (AMM) for more details).
- Parameter alpha call-up
- Menus.
LABEL CALL-UP
Parameter values are displayed in binary form.
To display a label call-up, the operator enters the
following parameters, separated by a slash(/):
- EQ: Equipment number entered using 2 characters.
- SYS: System number (1, 2, 3, or 4).
- LAB: Parameter label entered in octal (001 to 377).
- SDI: Source destination identifier (00, 01, 10, or 11).
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AIDS - Parameter Call-Up Function
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AIDS - Reports 1/2
Purpose - Basic reports used for trend monitoring
- Engine cruise report
The data stored and processed in the Flight Data - Engine take off report
Interface and Management Unit (FDIMU) can be read in - Engine climb report
the form of printed reports, which are triggered and
generated when specific conditions are met. - Reports triggered in case of an event
- Engine gas path advisory report
Operation - Engine mechanical advisory report
- Engine divergence report
A set of predefined standard reports, specified by
AIRBUS (as part of the standard Aircraft Integrated Data - On demand reports for maintenance
System (AIDS) software installation) is generated. - Engine report on request
New reports (user programmable reports) can be - Engine run-up report
created depending on the operator’s needs and - Engine start report
preferences.
For the LEAP-1A engine, the FDIMU provides engine Specific Training Points
health reports for engine component, sensor and
actuator health monitoring. Aircraft Condition Monitoring System (ACMS) reports
should not be used for Trouble Shooting except for very
A report is a comprehensive set of data related to a specific cases to be reviewed (Vibration sensor health
specific event (e.g. limit exceedance of engine assessment, Engine indicating intermittent breaks,
parameters). etc….. )
Reports are used in routine follow-up (trend monitoring)
and to provide information in case of specific events. In
addition, they may be used for various tasks such as
hard landing detection, special investigations and
troubleshooting on a system level.
Below is a list of some AIDS reports available for the

LEAP-1A:
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AIDS - Reports 1/2
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AIDS - Reports 2/2
Functional Description T/O delta N1 summary data (part of the ENGINE
TAKE-OFF REPORT)
ENGINE CRUISE REPORT: The history of the difference between the maximum
This report is a collection of data collected over a period value of N1 (N1MX) and the actual N1 during previous
of time during which the aircraft met the appropriate take-offs is provided for both engines. This data is
stability criteria. Only one report is generated per flight calculated a few seconds after entry into the take-off
leg. flight phase, independently from the generated report.
If no stability is detected, then a report is generated with
the "NO STABLE FRAME CONDITION" message in its
last line.
The report mainly contains operating data for both
engines, including vibration data.
All the data is an average over the required stability
period, except:
- Serial number, flight hours, running time, cycle.
- Autopilot status.
- Engine quality number used as stability indicator.
- Oil consumption from the previous flight.
- Engine vibration status word, engine control word,
status of Full Authority Digital Engine Control (FADEC)
sensors.
ENGINE TAKE-OFF REPORT:

This report is generated during the take-off flight phase
when the sum of the Exhaust Gas Temperature (EGT)
for both engines is at its maximum value. It is used to
check the trend and the stress of the engines during
take-off.
One report per leg is generated (programmable
frequency).
The report mainly contains data from both engines,
including the maximum EGT (EGTM).
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AIDS - Reports 2/2
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Fault Detection
& Annunciation
Trouble Shooting

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Troubleshooting - General
The troubleshooting function is initiated when a flight
crew (via the log book) or a maintenance crew (via a
Post Flight Report - last leg report, Scheduled
Maintenance Report) reports a fault.
Troubleshooting allows identification, isolation and

correction of the engine malfunctions reported in flight
and/or on ground.
The maintenance concept is based on the use of the

Centralized Fault Display System (CFDS) and the
TroubleShooting Manual (TSM).
In the TSM, there are two basic types of faults:

- MONITORED FAULTS are those which are monitored
and displayed by the aircraft systems (mainly Electronic
Centralized Aircraft Monitoring (ECAM) and CFDS).
- NON-MONITORED FAULTS (crew and/or maintenance
observations) are generally not displayed by the aircraft
systems and can be of a general nature, such as: “Oil
smell in cabin“, “Engine fuel leak”, etc...
The fault can then be used as an entry point into the

TSM depending on its type:
- Fault symptoms
- Warnings/Malfunctions
- CFDS fault message.
The troubleshooter is directed to the applicable
procedure to isolate and fix the fault.
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Troubleshooting - General
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Troubleshooting - Fault Retrieval Principle
The Post-Flight Report (PFR), automatically printed at
the end of the flight, is available via the Multipurpose
Control and Display Unit (MCDU) after the flight and
printed or transmitted by the Aircraft Communication
And Reporting System (ACARS).
The PFR provides the Electronic Centralized Aircraft

Monitoring (ECAM) warnings and the maintenance
messages.
According to the flight phase and Flight Warning
Computer (FWC) logic, ECAM warnings may not be
displayed to the crew. This logic belongs to AIRBUS and
will not be described in this course.
The PFR shows the engine fauts transmitted to the

Centralized Fault Display System (CFDS):
- Faults detected by the Electronic Engine Control (EEC)
units or by the Engine Interface Unit (EIU)
- Only class 1 & 2 faults (NO-GO, GO-IF or standard
faults).
Engine class 1 & 2 faults are also recorded in the EEC

Non Volatile Memory (NVM) and can be read through
the MCDU.
Scheduled Maintenance Report (SMR) and class 3

faults are not transmitted to the CFDS.
These faults are only recorded in the EEC NVM,
interrogation is possible through the MCDU (engine not
operating and on ground).
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Troubleshooting - Fault Retrieval Principle
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Troubleshooting - Fault Message
Fault messages are shown in a “clear language 302 = Fault code
message” format (up to 48 characters): - TEO SUPPLY TEMP SNSR = FAULT TYPE source
AAAAAA ENGXY-FFFF-FAULT TYPE Source
The three most probable faulty components are:
Architecture of the fault message: - Oil Pressure and Temperature (OPT) sensor
- AAAAAA = ATA 6 digits of the most probable faulty Line - EEC Channel A
Replaceable Unit (LRU) - Harness HJ6A
- X = Engine position (1 or 2)
- Y = Channel A, B or D for both channels
- FFFF = Fault code number on 4 digits.
The first digit means:
- 0 = FADEC internal fault – SNECMA
- 1 = Aircraft fault – AIRBUS
- 2 = Nacelle Anti Ice (NAI) or Thrust Reverser
Actuation System (TRAS) fault - AIRCELLE
NOTE: a unique fault code is defined for faults
on channel A, B or on both channels (D)
- FAULT TYPE source
Three types of fault are determined:

- Internal fault: failure internal to the Electronic Engine
Control (EEC)
- External fault: failure external to the EEC
- Ambiguous fault: Enhanced fault isolation could not
determine whether the failure is internal or external to
the EEC.
Example
79-32-05 ENG1A-0302-TEO SUPPLY TEMP SNSR

- 79-32-05 = Oil temperature sensor
- Engine 1
- Channel A
- 0302 : 0 = FADEC internal fault – SNECMA
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Troubleshooting - Fault Message
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Troubleshooting – How to start?
The troubleshooter will find the appropriate procedure to
be applied directly in the fault symptoms master list of
the TroubleShooting Manual (TSM).
Three types of monitored faults reported by the flight

crew:
- Electronic Centralized Aircraft Monitoring (ECAM) fault
- Electronic Flight Instrument System (EFIS) fault
- Local fault
are usually associated with the Condition Monitoring
System (CMS) fault messages.
The association of a warning or malfunction and a CMS

fault message is given on the Post-Flight Report (PFR).
The first three or four digits of the ATA reference given
on the PFR are used to select the appropriate TSM
chapter fault symptoms.
CMS fault messages can be displayed alone without

associated warnings or malfunctions, in which case they
may be the entry point for maintenance-related
troubleshooting.
TSM entry is via the appropriate TSM chapter fault

symptoms using the ATA reference, or the index of CMS
fault messages using the text of the message.
Flight crew or maintenance crew observations are

usually faults without associated CMS fault messages.
TSM entry is via the appropriate TSM chapter fault
symptoms if the system (ATA reference) is known, or the
index of Warnings/Malfunctions using the fault text.
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Troubleshooting – How to start?
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Troubleshooting – Fault Isolation
Troubleshooting procedures are defined to isolate faulty 1- Visual inspection of the connector EEC side
components. 2- Check/Replace the EEC (difficult access to the LRU)
Fault messages are the entry point for TroubleShooting 3- Visual inspection of the LRU (if any/required)
Manual (TSM) procedures. 4- Check/Replace the LRU
5- Check/Replace the Harness (same harness for CORE
A troubleshooting procedure: and FAN)
1- Gives the list of possibles causes
2- Delivers the job set-up information Do the fault confirmation procedure to confirm that the
3- Gives the procedure for fault confirmation fault is fixed.
4- Gives the procedure for fault isolation and repair
5- Then, gives the procedure for close-up.
Fault Confirmation Procedure
Below are the main three cases with their basic related
procedure:
- No Fault confirmation: No maintenance action required
- No Fault confirmation but repetitive fault: dedicated
procedure
- Fault Confirmation: do the fault isolation procedure
depending on the location of the LRU.
Fault Isolation Procedure
For a LRU located in the FAN compartment, do the

following steps:
1- Visual inspection of the connector
2- Visual inspection of the LRU (if any/required)
3- Check/Replace the EEC
4- Check/Replace the LRU
5- Check/Replace the Harness
For a LRU located in the CORE compartment, do the

following steps:
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Troubleshooting – Fault Isolation
V0

CTC-613 Powerplant Line Base Maintenance V0

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Powerplant Line

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Copyright 2002 CFM International

CFM PROPRIETARY Page 2/634

CFM PROPRIETARY Page 4/634

CFM PROPRIETARY Page 5/634

The Leading Edge Aviation Propulsion (LEAP) 1A

The powerplant thrust range is 24,400 to 32,900 lbf

Introduction to the LEAP-1A Family

The overall dimensions of the powerplant are:

The powerplant weight is still to be confirmed.

Overall Dimensions and Ground Clearance

The air enters the inlet, is accelerated by the fan and

The primary airflow goes through the inner section of the

The secondary airflow goes through the outer section of

The engine by-pass ratio is approximately 11:1.

For safety purposes, hazard and danger areas have to

Refer to the Aircraft Maintenance Manual (AMM) for

Hazard and Danger Areas

Engine noise can cause temporary and/or permanent

The following charts provide information distance to

Note: The charts provide information about ear damage

Refer to the Aircraft Maintenance Manual (AMM) for

Acoustical Hazard Areas

The powerplant provides:

The powerplant includes two groups of systems:

- the engine systems:

- aircraft systems that are the aircraft manufacturer's

Full Authority Digital Electronic Control (FADEC) system

CFM PROPRIETARY Page 22/634

611-0-715143-99-01-A : ELECTRICAL HARNESS- FAN ZONE 611-0-717005-99-01-A: FAN DRAIN MASTS

CFM PROPRIETARY Page 24/634

CFM PROPRIETARY Page 26/634

CFM PROPRIETARY Page 27/634

Each powerplant is integrated into the aircraft (A/C) by a

The pylon assembly has four main functions:

CFM PROPRIETARY Page 30/634

CFM PROPRIETARY Page 31/634

The air intake cowl has four main functions:

The functions of the FCD are:

On the air intake cowl, there are two maintenance

The T12 access door provides an access to the T12

The anti-ice access door:

Air Intake Cowl Access Doors

The two HORs hold the left FCD in an open position to

The three keepers fasten the FCDs together during the

The IDG access door allows:

The starter manual override access door makes it

Left Hand Fan Cowl Door Components

On the right hand Fan Cowl Door (FCD), there are:

The two HORs hold the right FCD in an open position to

The three latches fasten the FCDs together during the

The ventilation grid vents the fan area.

The oil tank access door makes it possible for the

The fan cowl strake prevents turbulent airflow at the

Right Hand Fan Cowl Door Components

CFM PROPRIETARY Page 40/634

611-5-711311-99-01-A: FCD ASSEMBLIES

611-5-711312-99-01-A: FCD HOLD OPEN ROD (HOR)

611-5-711313-99-01-A: FCD LATCHES 611-5-711351-99-01-A: FAN COWL KEEPERS PROXIMITY SENSOR

611-5-711314-99-01-A: FCD KEEPERS

• INSTALLATION/ REMOVAL OF THE FCD KEEPERS

611-5-711315-99-01-A: FCD STRAKES

• INSTALLATION/ REMOVAL OF THE AERODYNAMIC STRAKE ON THE FCD V0