ATA 71-80 Manual CFM 320

Aircraft Maintenance Training Manual Airbus A318/A319/A320/A321 (CFM56) & (IAE V2500) Cat: B1&B2
AIRBUS A318/A319/320/321
ATA 70
POWER PLANT CFM56-5
ID: TRM018 / Rev.2017 For Training Purposes Only ATA: 71-80_Manual_CFM_320


A319/320/321
TABLE OF CONTENTS:
Subject: Page:
Power Plant General ....................................................... 4

ATA 71 Power Plant....................................................... 5
ATA 72 Engine............................................................... 19
ATA 73 Engine Fuel System ......................................... 41
ATA 74/80 Ignition/Starting .......................................... 61
ATA 75 Engine Air Systems.......................................... 71
ATA 76 Engine Controls................................................ 87
ATA 77 Engine Indication ............................................. 97
ATA 78 Exhaust/Reverser System ................................ 109
ATA 79 Engine Oil System ........................................... 121
Glossary of terms and Abbreviations............................. 132
Prepared: CPHOX-F
Edition: 1/JUN02 E. M. Andersen
Revision: 1/NOV04 N.E. Pedersen
Module: M70C1CF-320
ATA70 POWER PLANT CFM56-5

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POWER PLANT GENERAL:
This chapter is divided into the following ATA subjects:

- ATA 71 Power Plant
- ATA 72 Engine
- ATA 73 Engine Fuel System
- ATA 74/80 Ignition/Starting
- ATA 75 Engine Air Systems
- ATA 76 Engine Controls
- ATA 77 Engine Indications
- ATA 78 Reverser System
- ATA 79 Engine Oil System
A Table of Contents is located at the beginning of each subject.

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ATA 71 POWER PLANT
TABLE OF CONTENTS:
Subject: Page:
Inlet Cowl ............................................................................ 6
Fan Cowl Doors ........................................................................ 8
Fan Thrust Reverser.................................................................. 10
Primary Nozzle and Center Body ............................................ 14
Engine Mounts .......................................................................... 16

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INLET COWL
The inlet cowl is bolted to the LP compressor forward flange by 24 Interphone and grounding jacks are located at 4 o'clock.
attach fittings. An air intake for ECU cooling, is located at 4:30 o’clock
The purpose of the inlet cowl is to supply all the air required by the The nose cowl includes pip-pin receptacles for the intake cover.
engine, with minimum pressure losses and with an even pressure face
to the fan. An alignment pin on the engine attachment ring ensures correct
The inlet cowl is also designed to minimize nacelle drag. installation of the cowl to the fan case.
The inlet cowl is a hollow construction with inner and outer skins Four fan cowl alignment fittings are used to align the fan cowl doors
manufactured from composites. to ensure good sealing.
The inner and outer skins are supported by a front bulkhead made of
titanium and a rear bulkhead made of composite. Note: On the -5B engines there is an intake at 11 o’clock for
the fan case area ventilation, and a pressure relief door
The leading edge is a "one piece" pressing in aluminum, which at 5 o’clock.
includes a "D-chamber" that can be supplied with HP compressor 5th
stage hot air, through a swirl nozzle, for anti-ice purpose.
The anti-ice air is exhausted overboard through a flush exit duct at 5
o’clock.
A T12 probe is mounted at 12 o'clock, the probe supplies inlet

temperature signals to the Electronic Control Unit (ECU).

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INLET COWL
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FAN COWL DOORS
The Fan Cowl Doors extend rearward from the inlet cowl to the CAUTION: Both hold open rods must always be installed to
leading edge of the fan thrust reverser doors. support the cowl in open position.
The fan cowl doors may be opened to get access to the fan case and Care must be taken when opening the doors in winds
gearbox mounted accessories. of more than 26 knots.
The fan cowl doors MUST NOT be opened in winds
The fan cowl doors are constructed by graphite skins enclosing of more than 65 knots.
aluminum honeycomb, with aluminum reinforcement at each corner. Idle run with fan cowls in the 40-degrees position is
allowed to perform maintenance tasks.
The fan cowl doors are hinged to the lower part of the pylon, by three
hinges on each door, and the doors are latched together along the
bottom line by three quick-release tension latches.
Two telescopic hold open rods on each door are provided for
maintenance. The hold-open rods provide 40-degree and 55-degree
positions.
The left hand cowl door is provided with an access door, for engine
oil servicing.
The right hand cowl door is provided with an access door for the
starter valve, and a pressure relief door.
Note: On the -5B fan cowls the starter valve access door serves as a
pressure relief door.

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FAN COWL DOORS

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FAN THRUST REVERSER COWLS
The two reverser cowls extends rearward from the fan cowls, and are
used to:
- Form the cowling around the core engine,
- Form the fan air duct after the fan case exit,
- House the thrust reverser operating mechanism,
- Form the outer cowling aft of the fan exit.
The reverser cowling are constructed mainly by composites, but some

sections like the inner barrel, pivoting doors and links are made of
aluminum.
Each reverser cowl is mounted by three hinge brackets at the pylon,

and latched together at the bottom by four latches.
The Hydraulic Control Unit (HCU) is located on the upper part of the
right hand reverser cowl.
Four lockout bolts are stowed on the lower part of the right hand
reverser cowl. The lockout bolts are used as a part of the de-activation
procedure.
Access to the core engine, for maintenance, is gained by opening the

cowls, through a self-contained hydraulic system operated by a hand-
pump.
One fixed length hold-open rod supports each cowl when in open
position.
The rod is stowed on the fan case when not in use.

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THRUST REVERSER COWLS

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Thrust Reverser Cowl Opening/Closing System

The opening/closing system provides a mechanical method for
raising/lowering the reverser cowls to facilitate one-man operation.
Each reverser cowl includes:

- A hydraulic actuator,
- Pylon and cowl hydraulic actuator attachment brackets,
- Rigid and flexible hydraulic hoses,
- A manifold with a self-sealing quick-release hydraulic
Connection.
The hydraulic actuator is a single acting actuator, with an integral,

one-way restrictor check-valve, which restricts the fluid when the
cowl is closing by its own weight and thus controls the closing speed.
The manifold at the quick disconnect fitting includes a filter and a

relief valve.
Note: The hydraulic fluid used in the system is Engine Lubrication

Oil
CAUTION: Before opening the reverser cowls, the wing slats must
be retracted and de-activated, and the Hydraulic
Control Unit (HCU) must be de-activated.
DO NOT open the reverser cowls with wind speeds
more than 40 knots.

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THRUST REVERSER DOOR OPENING SYSTEM

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PRIMARY NOZZLE AND CENTER BODY
The primary nozzle directs the primary exhaust gas aft, and regulates
the gas stream flow.
The primary nozzle is bolted to the rear flange of the turbine exhaust
casing and completes the engine nacelle.
The center body directs the primary airflow aft, and provides engine
center venting (oil vent outlet).
The center body is attached to the engine inner turbine case.

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PRIMARY NOZZLE AND CENTER BODY

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ENGINE MOUNTS
The engine is mounted to the pylon by the forward and the aft engine
mounts.
Forward Mount
The forward mount is mounted at the engine fan frame by 3 points:
two brackets with thrust links and a mono-ball mount.
The forward mount is bolted to the pylon by 4 bolts, aligned by 2

alignment/shear pins.
The forward mount transfers vertical, lateral and thrust loads.

Normally the thrust links will transfer the thrust, and the mono-ball
will transfer the vertical and the lateral loads.
The forward mount is a damage tolerant design.
If a thrust link fails, the stop plate on the mono-ball will transfer the
thrust.
Aft Mount
Two side link assemblies, and a center link mount the aft mount to the
turbine rear frame.
The aft mount is bolted to the pylon by 4 bolts aligned by 2

alignment/shear pins.
The aft mount transfers vertical loads, lateral loads and the torque
loads.
The links are sandwiched together for fail-safe purpose.

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ENGINE MOUNTS
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"THIS PAGE INTENTIONALLY LEFT BLANK"

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ATA72 ENGINE
TABLE OF CONTENTS:
Subject: Page:
Engine Concept............................................................... 20
Fan Major Module .......................................................... 22
High Pressure Compressor ............................................. 26
Combustion Section/High Pressure Turbine ................. 28
Low Pressure Turbine..................................................... 30
External Gear Box Assembly......................................... 32
Engine Drain System ...................................................... 34
Engine Main Bearings .................................................... 36
Bore Scope Ports............................................................. 38

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ENGINE CONCEPT
The engine is constructed as a very compact and simple design, with The engine is constructed with four major modules, which are
structural rigidity obtained with short length and only two main replaceable at modular maintenance level.
structures (frames) consisting of the "fan frame" at the front, and the - Fan Major Module
"turbine rear frame" at the rear. - Core Engine Major Module
The rotors are supported by five bearings mounted in two sumps for - LP turbine Major Module
lubrication system simplicity. - Accessory Drive Major Module
The maintenance concept employs three levels of maintenance: The major modules are divided in 17 shop modules, 10 of the shop
- Line Maintenance, modules (*) are replaceable at modular maintenance:
- Modular Maintenance,
- Shop Maintenance. Fan Major Module:
- Fan and booster (*),
Line Maintenance - No.1 and no. 2 bearing support (*),
Line maintenance is a level of maintenance performed "on the flight - Inlet gearbox and no. 3 bearing (*),
line" with engine installed on the aircraft, and includes: - Fan frame (*),
- LRU replacement, Core Engine Major Module:
- Servicing and checks, - HP compressor rotor,
- Light repair, - HP compressor stator,
- Trouble-shooting, - HP compressor rear stator,
- Engine replacement. - Combustor case,
- Combustion chamber (*),
Modular Maintenance - HP turbine nozzle (*),
Modular maintenance level is performed at maintenance shops having - HP turbine rotor (*),
limited repair capability, and is concerned primarily with - LP turbine stage 1 nozzle (*),
replacements of modules, assemblies and parts. LP Turbine Major Module:
- LP turbine stator and rotor,
Shop Maintenance - LP turbine shaft,
Shop maintenance level consists in complete engine teardown, - LP turbine rear frame,
inspection, repair and assembly capability. Accessory Drive Major Module:
- Transfer gearbox and Accessory gearbox (*).

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ENGINE CONCEPT
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FAN MAJOR MODULE
The fan major module is divided into the following shop modules: The Booster rotor consists of the booster spool and blades, the spool is
- Fan and booster module forged and machined from titanium and mounted at the rear of the fan
- No. 1 and no. 2 bearing support, disk. The 3-stage spool has circumferential slots that retain the stage
- Inlet gearbox and no. 3 bearing, 2, 3 and 4 blades.
- Fan frame.
The stacked booster vane assemblies are mounted to the fan frame.
The Fan and Booster Module The inner face of the shrouds, which faces the rotor blades, is lined
The spinner front cone is made of composite material, and is bolted to with an abradable material.
the rear cone by six bolts. The conical design prevents ice built-up The outer shroud of stage 3 is provided with an orifice at 3:30 o’clock
without the need for an engine nose anti-ice system. position, for bore scope purposes.
The spinner rear cone is made of aluminum alloy. The no. 1 and no. 2 bearing support, provides coupling of the LP
The cone is bolted to the fan disk and is part of the fan blade retention compressor with the LP turbine, supports the fan and booster rotor and
system. The outer rim is provided with 36 threaded inserts for trim provide lubrication, pressurization, scavenge and venting to the engine
balancing screws. forward sump.
The LP turbine shaft is attached to the fan and booster rotor by a
The fan disk is a titanium alloy forging. Its rear inner flange provides spline and nut assembly.
attachment for the fan shaft (1 & 2 bearing support module) The outer The fan and booster rotor is supported by the no. 1 ball bearing and
rear flange is bolted to the booster rotor. the no. 2 roller bearing, the no. 2 bearing assembly contains the N1
The disk outer rim has 36 recesses designed for fan blade retention. sensor ring.
The 36 fan blades are titanium alloy, mid-span shrouded blades The inlet gearbox and no. 3 bearing assembly provides a coupling of
approximately 23 inches long. Each of the blades is dovetail mounted the core engine rotor to the transfer gearbox by means of bevel gears
to the fan disk. (Inlet Gearbox IGB), it also takes-up axial and radial loads from the
The blades are individually retained by a spacer that limits radial high pressure rotor by means of the no. 3 ball and the no. 3 roller
movement, and a blade retainer ring limits the forward axial bearings.
movement. The inlet gearbox and no. 3 bearing support is located in the forward
sump and is bolted to the fan frame center hub.

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FAN MAJOR MODULE

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Fan Frame Module

The fan frame module provides front handling mounts and is the main - Transfer gearbox (TGB) radial drive shaft and scavenge tube (No.
forward support for mounting the engine to the aircraft. 7 strut at 6 o’clock),
The purpose is to support the fan, booster and the high-pressure rotor, - Forward sump oil supply tube (No. 10 strut at 9 o’clock).
and to provide ducting for primary and secondary airflows.
The fan frame provides following primary functions:

- An inlet airflow path to the core engine,
- A support for loads of the fan rotor, stator and the fan reverser,
- Containment of accessory drive gearing and shaft,
- A variable bypass valve system (Variable Bleed Valves VBV),
- Housing for the forward sump,
- Support for the Fan Outlet Guide-Vanes (OGV) and the fan inner
acoustic panels.
The fan case provides:

- Attachment of the inlet cowl,
- Fan blade containment,
- Attachment point for acoustic panels,
- An abradable micro-balloon shroud for fan blade tips.
The fan frame assembly is a fabricated structural weldment construc-

ted of concentric rings connected by radial struts.
The basic fan frame structure is made of steel alloy, and consists of a
hub, mid box structure and outer casing, interconnected through 12
hollow radial struts.
Four of the 12 struts provide passage for the following:

- No. 1 bearing vibration cable (No. 4 strut at 3 o’clock)
- N1 speed sensor and forward sump cavity drain (No. 6 strut at 5
o’clock),

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FAN FRAME MODULE

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HIGH PRESSURE COMPRESSOR
The high-pressure compressor contains 9 stages.

To optimize efficiency and stall margin, the compressor stator utilizes Four blades on each stage features cutouts in their platforms to
variable inlet guide vanes and variable stator vanes for stages 1, 2 and accommodate the blade locks set screws (2 each stage).
3 (VSV).
HP compressor stator vanes
HP Compressor Casing The IGV´s and the stages 1 to 3 stator vanes are variable, the rest is
The front casing, which houses IGV and stator vanes stages 1 to 5, is fixed vanes, and all vanes are made of steel. All stages are equipped
made in two halves that are bolted together along horizontal flanges. with honeycomb shrouds on the inner diameter.
The front casing is bolted to the fan frame at the front.
The aft part of the front casing provides ports for 5th stage air Actuation of the VSV´s is accomplished with hydraulically actuated
extraction to the engine clearance control, turbine cooling and bell-crank assemblies mounted at the 2 and 8 o’clock position on the
customer bleed. front compressor stator.
The hydraulic actuators are operated by fuel from the Hydro-
The rear casing are also made in two halves and houses stator vanes 6 Mechanical Unit (HMU).
to 8. Fixed linkages connect the bell-cranks to actuation rings; the variable
vanes are connected to the actuation rings by lever arms.
HP Compressor Spools (Rotor)
The rotor assembly is made of three parts; the stage 1 and 2 spool,
stage 3 disk and stage 4 to 9 spool.
HP Compressor Blades
The compressor blades for stage 1 to 3 are individually attached to the
spool and disk, in axial dovetail slots and secured by a blade retainer
ring.
The stage 1 features a strengthening shroud on both sides.
Stage 4 to 9 is installed in a slot around the circumference of the

spool.
Each stage has one axial loading slot to enable the blades to be
installed in the spool.

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HIGH PRESSURE COMPRESSOR

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COMBUSTION & HIGH PRESSURE TURBINE SECTION
Combustion Case High Pressure Turbine

The combustion case is a fabricated structural weldment located The high-pressure turbine (HPT) consists of a one-stage nozzle and
between the High Pressure Compressor (HPT) and the Low Pressure rotor. The nozzle are supported by the HPT case, the rotor is attached
Turbine (LPT), and encloses the combustion chamber and the High- to the High-Pressure Compressor rotor.
Pressure Turbine (HPT) components.
The case provides the structural interface, transmits the axial loads The vanes and platforms are cooled by compressor discharge air
and provides gas flow path between the HPC and the LPT. entering through inserts in the inner and outer ends of the vanes, and
The combustion case assembly consists off and outer case, the CDP exits through the vane leading and trailing edges.
seal, and the inner casing.
An air cavity between the shroud/nozzle support and the combustion
The outer casing features following ports and bosses: case directs mixed 5th and 9th stage compressor bleed air onto the
- 9th stage bleed air (4 customer ports and 1 HPTACC valve supply support, to provide HPT Clearance Control (HPTACC).
port),
- 20 fuel nozzle ports,
- 2 igniter bosses,
- 6 bore scope ports (4 for combuster and HPT nozzle and 2 for HPT
rotor inspection),
- 4 ports for LPT nozzle vane cooling,
- One port for the P3 sensor, and one port for the T3 sensor,
- One port for CDP air pressure.
The front part of the case accommodates the stage 9 stator vanes.
Combustion Chamber
The combustion chamber is a short annular structure, which contains
an inner and an outer liner, and 20 swirl nozzle and domes, used to
provide mixing of air and fuel.

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COMBUSTION SECTION/HP TURBINE

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LOW PRESSURE TURBINE TURBINE FRAME MODULE
The low pressure turbine module contains the LP turbine case with The turbine frame serves to straighten the gas flow, provides structural
nozzles (stator vanes) and static seals and four stages of rotor blades support for the No. 5 bearing and incorporates the rear engine mount
connected to the LP turbine shaft. lugs.
The LP turbine consists of turbine stage LPT 1, 2, 3 and 4 The oil supply tube and the oil scavenge tube for the aft sump is
housed in two of the 16 radial support struts.
A manifold system for the clearance control system (LPTACC) is
mounted to the casing.
Three access ports are provided for bore scope inspection of low-
pressure turbine.
The stage 2 LPT nozzle assembly is provided with holes and houses
the nine EGT thermocouple probes.

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LP TURBINE AND TURBINE FRAME MODULE

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EXTERNAL GEARBOX ASSEMBLY
The external gearbox assembly consists of a transfer gearbox (TGB)

and an accessory gearbox (AGB), which transmits power from the
engine to provide, drives for the accessories mounted to the AGB.
During engine starting the gearbox also transmits power from the
pneumatic starter motor to the engine.
The gearbox also provides a means of hand cranking the high-
pressure rotor for maintenance operations.
The gearbox is mounted by three lugs to the bottom of the fan case,
two lugs mounts the AGB and one lug mounts the TGB.
The AGB provides mounting pads for the individually replaceable

drive units.
The front face drive pads provides mounting of:

- Integrated Drive Generator (IDG),
- Dedicated Generator (Control Alternator),
- Engine Driven Hydraulic Pump,
- Lubrication Unit,
- Hand cranking drive.
The rear face drive pads provides mounting of:

- Fuel Pump Unit and Hydro-Mechanical Unit (HMU),
- Pneumatic Starter Motor.

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EXTERNAL GEARBOX ASSEMBLY

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ENGINE DRAIN SYSTEM
Drain lines are provided on the engine to collect and drain waste - VBV and VSV Systems,
fluids and vapors from the engine systems and accessories overboard. - Core Engine Drain (Fire Bulkhead),
- Turbine Clearance Control,
The drain system consists of a drain collector with 4 drain valves for - HMU.
troubleshooting, a drain module and a drain mast.
The fuel shroud is drained directly through an individual drain tube.
The collector retains drain fluids until expelled in flight, the drain The aft sump is drained through the engine center vent outlet.
module and drain mast discharges to atmosphere through the bottom
of the fan cowls.
Each accessory seal (starter, IDG, hydraulic pump and fuel pump) has
a separate drain to a collector, which contains a manual drain valve
used to determine excess leakage.
The individual collectors will overflow into the fuel/oil or the
oil/hydraulic fluid holding tanks.
The drain module is equipped with a pressure valve, which opens
when the airspeed reaches 200 knots and admits ram air to drain the
holding tanks.
Engine system drain lines drains directly through the drain mast.
Following drains are connected to the drain mast:

- Pneumatic Starter Motor Seal Drain,
- Integrated Drive Generator (IDG) Seal Drain,
- Hydraulic Pump Seal Drain,
- Fuel Pump Seal Drain,
- Oil Tank Scupper Drain,
- Forward Sump,
- Fan Case,
- Oil/Fuel Heat Exchanger,

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ENGINE DRAIN SYSTEM

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ENGINE MAIN BEARINGS
The engine rotors are supported by bearings installed in the sump

cavities provided by the two frames.
The five main bearings are contained in two engine sumps; forward
oil sump and aft oil sump.
The forward sump is in the fan frame and contains the No.1 ball, and
the no.2 roller bearings supporting the fan/booster shaft, and the no. 3
ball and roller bearings supporting the HP shaft forward part.
The aft sump is in the turbine frame and contains the no.4 roller
bearing supporting the HP shaft rear part, and the no.5 roller bearing
supporting the LP shaft rear part.
Front Bearing Compartment
The arrangement of oil and air seals, oil supply, oil scavenge, seal
pressurization and sump vent produce a dry sump system.
Engine sumps are vented through the "center vent tube" which is con-
tained in the LP shaft.

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ENGINE MAIN BEARINGS

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BORE SCOPE PORTS
Bore scope locations are provided for inspection of:

- The fan area,
- The booster,
- The high pressure compressor,
- The combustion chamber,
- The high and low pressure turbine.
The inspection preparation requires removal of bore scope plugs in

certain areas and rotation of the rotor for checking individual blades.
Bore scope inspection of the HP rotor requires rotation of the core

engine, this is accomplished by removing the cover plate on the
forward face of the AGB above the control alternator, and inserting a
3/4 inch square drive tool into the drive pad and rotate the engine.
Note: The 3 aft bore scope plugs in the HP compressor (S7, S8 and
S9) are special double plugs; care must be taken to remove
or install the plugs.

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BORE SCOPE PORTS

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ATA73 ENGINE FUEL SYSTEM
TABLE OF CONTENTS:
Subject: Page:
Full Authority Digital Engine Control (FADEC) ................... 42

FADEC Sensors........................................................................ 46
Fuel Pump Unit ......................................................................... 48
Hydro-Mechanical Unit (HMU) .............................................. 50
Burner Staging Valve ............................................................... 52
Fuel Manifolds and Fuel Nozzles ............................................ 54
Fuel Return System................................................................... 56
Fuel System Indications............................................................ 58

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FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)
The FADEC comprises the sensors and data input, the Electronic Each of the channels can exercise full control of all the engine
Control Unit (ECU), and the output devices, which include the Hydro- functions.
Mechanical Unit (HMU), solenoids, fuel servo operated actuators and The ECU will alternate between the channels for each consecutive
pneumatic servo operated devices. The FADEC also includes engine starts.
electrical harnesses. The two channels exchange data through a data cross-link.
Engine Interface Unit (EIU) Two identical, but separate electrical harnesses provide the input/
The interface between the cockpit control and the FADEC is the output circuits between the ECU and the relevant sensors, controls,
Engine Interface Unit (EIU) located in the avionics compartment actuators and aircraft interfaces.
(85VU EIU 1; 86VU EIU 2).
The main functions of the EIU are to: Note: Pressure signals are directed by single pressure tubes to a
- Concentrate and provide data by a data bus, from the cockpit pressure board on the ECU, and then to transducers within
controls and different airframe systems to the engine ECU, each channel.
- Ensure segregation of the two engines,
- Select airframe power supply the ECU,
- Provide cockpit indication of different engine systems,
- Provide the necessary logic and information from the engine to
other airframe systems.
Electronic Control Unit (ECU)

The heart of the FADEC is the ECU, mounted by vibration isolation
mounts on the right hand fan case at 4:00 o'clock.
The ECU has two identical electronic circuits (channel A and B).
Each channel is supplied with identical data from the aircraft and the
engine, this data is used to set the correct engine rating within limit for
the flight conditions, the data is also used in the cockpit display, thrust
management and condition monitoring systems.

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FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC)

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ECU Power Supply

Electrical power to the ECU is normally supplied by the ECU
alternator (dedicated alternator), a PMG on the front face of the
gearbox. The alternator provides wild frequency 115VAC to the ECU.
At aircraft power-up, the ECU is powered by aircraft 28V DC for 5

minutes.
During engine start 28V DC is supplied from the aircraft bus bars
until the alternator comes "on-line" at approx. 15% N2.
After engine shutdown the ECU is supplied with 28V DC for 5
minutes to allow engine parameter monitoring.
A guarded "FADEC GND PWR" push-button switch provides ECU
power for maintenance operations.
Note: The alternator is lubricated from the AGB oil system (wet-type
alternator).
Failures and Redundancy

- Dual sensors are used to supply all ECU inputs except pressures,
- The ECU uses identical software in each channel. Each channel
has its own power supply, processor, programmed memory and
input/ output functions,
- Each channel normally uses its own input signals, but can also use
input signals from the other channel if it recognizes faulty or
suspect inputs,
- An output fault in one channel causes switchover to control from
the other channel,
- In the event of faults in both channels a pre-determined hierarchy
decides which channel is more capable of control,
- In the event of loss of both channels, or loss of electrical power, the
systems are designed to go to the fail-safe positions.

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ECU POWER SUPPLY

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FADEC SENSORS
The ECU receives engine inlet conditions from the air data part on the N1, N2 and T49.5 (EGT) sensors (not shown)
ADIRS system (PT, P0 and TAT), and operational commands from Nine thermocouples located in the 2nd stage LPT nozzle guide vanes
the EIU. The ECU also receives operating condition data from various (NGV) provide EGT data to the ECU. The N1 and N2 speed sensors
dedicated engine sensors. provide shaft speed to the ECU for control and indication. EGT, N1
and N2 are to be discussed under ATA77.
P0 Sensor
The P0 sensor provides an input to the ECU of ambient pressure. Tcase Sensor
The sensor is an open connection on the ECU pressure plate. The Tcase sensor consists of two sensors (ECU channels A and
channel B) located at 3:00 and 9:00 on the HP turbine case, used by
T12 Sensor the ECU HPTACC logic.
The T12 sensor is an electrical sensor installed at the fan case 1:00
o’clock. The sensor provides an inlet temperature signal to the ECU. Engine Data Plug
The engine identification plug acts as an electronic nameplate for the
PS12 Sensor ECU. The plug is mounted on the ECU electrical connection J14, and
The PS12 sensor consists of three sensors located on the fan case at contains an electronic memory circuit, which will supply the ECU
4:00, 8:00 and 12:00 o’clock position. The sensors provides an with information of engine serial number, engine configuration, and
average inlet air pressure to the ECU of the inlet air rating and optional bump configuration, etc…
T25 sensor Optional PMUX sensors

The T25 sensor is located at 5:30 o’clock on the fan frame. Three optional sensors can be installed for additional trend
The sensor measures the air temperature down-stream of the booster. monitoring. The sensors must be enabled (or disabled through the
rating plug.
T3 Sensor
The T3 thermocouple sensor is installed at 11:00 o’clock on the HP The PS13 sensor is installed on the fan case at 2:00 o’clock, and
compressor case. The sensor provides a signal of the compressor provides a signal of the fan air static discharge pressure.
discharge temperature. The P25 sensor is installed at the fan frame at 6:00 o’clock, and
provides a signal of the boost discharge total/pitot pressure.
PS3 Sensor The T5 sensor is installed on the turbine rear frame at 3:00 o’clock,
The PS3 sensor is installed at 8:30 o’clock on the HP compressor case and provides a signal of the exhaust temperature.
to pick-up the compressor discharge pressure (CDP).

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ECU SENSORS
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FUEL PUMP UNIT
The fuel pump and the HMU are mounted as one unit. The fuel pump Fuel pressure from the HP stage is also used for actuating pressure to
unit consists of a Low Pressure (LP) and a High-Pressure (HP) stage several fuel operated servos, controlled in the HMU and in the Fuel
driven from a common gearbox output shaft. Return Valve (FRV).
The fuel pump unit is mounted on the left, aft face of the gearbox. The HP stage is a gear type pump with an integral pressure relief
valve.
Low Pressure Stage
The LP stage provides the necessary pressure increase to: Wash Filter
- Account for pressure losses through the Fuel/Oil heat exchanger The purpose of the wash filter is to remove any remaining particle
and the low pressure fuel filter, from the servo fuel, before the fuel is routed through the servo fuel
- Suppress cavitations, heater to the HMU.
- Maintain adequate pressure at the HP stage inlet. The wash filter is a self-cleaning filter equipped with a filter by-pass
valve. This filter does not facilitate any external monitoring.
The LP stage is a shrouded, radial flow, centrifugal impeller pump
with an axial inducer. A shear point on the impeller drive shaft allows Main Fuel/Oil Heat Exchanger
the HP pump to continue operation in case the low pressure pump The fuel/oil heat exchanger cools the scavenge oil by using the fuel as
failure. a cooling medium
The heat exchanger is installed on the fuel pump together with the
Main Fuel Filter servo fuel heater.
The main fuel filter is located between the main oil/fuel heat
exchanger and the high-pressure stage; the filter is a 32-micron Servo Fuel Heater
disposable filter cartridge. The servo fuel heater increases the temperature of the fuel, to prevent
A filter by-pass valve opens if the filter becomes clogged. ice to the control servos inside the HMU.
Tapping across the filter are used for a fuel filter differential pressure The servo fuel heater is a heat exchanger using scavenge oil as a heat
switch (located on the fan case), the switch signals are fed to the source
ECAM system used for filter clog indication.
High Pressure Stage

The HP stage increases the fuel pressure to ensure adequate fuel flow
and good atomization in the burner section at all engine-operating
conditions.

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FUEL PUMP UNIT

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HYDRO-MECHANICAL UNIT (HMU)
The hydro-mechanical unit (HMU) is installed on the fuel pump unit A pressure switch on the governor, which opens at 41% N2 sends a
at the gearbox left aft face. signal to the ECU, to confirm the governor system is operating.
The HMU receives electrical signals from the ECU and converts these
signals through torque motor/servo valves into engine fuel flow, and Fuel HP Shut-Off Valve
fuel hydraulic signals to various engine systems. The fuel shut-off valve is driven by a solenoid; valve position is
confirmed to the ECU by two limit switches.
Fuel Metering Valve (FMV) The fuel shut-off valve solenoid energizes when the master switch is
The fuel metering valve is hydraulically driven through a torque set to off, and cuts off the fuel to the nozzles (fail operative to open).
motor/servo valve. The torque motor contains two electrically isolated The fuel shut off valve opens when all three following conditions are
and independent coils, and two electrical feedback resolvers, met:
dedicated to each ECU channel. - Commanded open from master switch (solenoid de-energized),
- Engine rotation speed above 15%N2,
Delta P Valve and By-Pass Regulating System - Fuel flow requested by the ECU.
A differential pressure regulating valve ensures that the fuel flow is
proportionally with metering valve position, by maintaining a constant When the HP fuel shut-off valve closes, a fuel hydraulic signal is sent
pressure drop across the metering valve. to the fuel return valve to stop fuel return to the tank.
The by-pass regulating system bypasses excessive fuel back through
the IDG oil cooler to the fuel return valve. Note: The HP fuel shut-off circuit also controls the LP fuel valve in
the pylon.
Overspeed governor
The overspeed governor is of the fly ball type. It is designed to Fuel Hydraulic Pressure
prevent the engine from exceeding a steady state speed of 106.3%. The HMU contains 5 additional torque motors/servo valves that
modulate hydraulic signals to: the engine compressor control and the
The governor is in series with the by-pass regulating valve. During an active clearance control (ACC) systems.
overspeed condition, the overspeed limiter interrupts the modulated Each torque motor contains two electrically isolated and independent
control signal sent from the delta P valve to the by-pass valve. coils, each dedicated to the ECU channel A or B.
Consequently the fuel flow through the FMV decreases to limit the The torque motors/servo valves provide a fuel hydraulic flow and
overspeed. pressure to the systems in response to ECU command.

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HYDRO-MECHANICAL UNIT
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BURNER STAGING VALVE (BSV)
The purpose of the Burner Staging Valve (BSV) is to shut-off 10 of If staging occurs at two high fuel flow commands, the hot section can
the 20 fuel nozzles as commanded by the ECU BSV logic. This called be damaged due to abnormal flame pattern.
fuel staging. Fuel staging is will maintain an adequate margin to
conditions leading to engine flameout. Flameout is prone to happen at In case that the BSV remains closed for condition where it normally
high altitudes during deceleration schedules to idle and at steady state should be opened, an internal override valve in the BSV will provide
idle. fuel for all 20 nozzles.
The ECU BSV logic is based upon the fuel to air ratio (FAR) in
combuster flame zone. The ECU determines the FAR by monitoring
of T3 and PS3 (air density computation) held against the FMV
position (fuel supplied).
If the ECU BSV logic determines that the fuel/air ration (FAR) is
critical for the condition, is energizes the BSV solenoid in the HMU.
Servo fuel will close the BSV, leaving only 10 fuel nozzles operative.
As the fuel flow is unaltered the FAR is improves for the 10
remaining fuel nozzle, optimizing the nozzle spray pattern to prevent
flameout conditions.
Burner staging valve

The BSV is a popped type shut-off valve, opened or closed by fuel
hydraulic pressure from the HCU based on the ECU BSV logic. A
dual micro switch sends position data to the ECU.
The ECU BSV logic will inhibit (prevent) fuel staging for these
operating conditions:
- N2>80%,
- Approach idle is set, Note: The BSV may be deleted on newer engines, either per Service
- BSV feedback signal failure, Bulletin (S/B) or from manufacturing.
- ECU or HMU command failure.

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BURNER STAGING VALVE

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FUEL MANIFOLDS
Two fuel manifolds supplies metered fuel to the twenty fuel nozzles. Around the two igniters are installed fuel nozzles with a higher pri-
One manifold are connects to fuel nozzles that are stage and another mary spray pattern, to improve light-up during engine starting.
manifold to the nozzles that are un-staged (un-controlled). These four nozzles are identified by 'silver-band'. At the other posi-
tion 'blue-banded' nozzles are installed.
The 20 fuel nozzles are connected to the two supply manifolds in an
alternating pattern.
Each fuel nozzle connection to the manifold has a shroud sealed by

two o-rings. The shrouds may be are connected to an additional third
manifold, draining off fuel that is leaking under the shroud.
FUEL NOZZLES
The twenty fuel spray nozzles are installed into the combustion case
assembly, and are used to inject the fuel into the combustion chamber
in a form suitable for combustion by atomizing the fuel and mixing it
with air, the nozzles also controls the spray pattern.
The fuel nozzles contain both primary and secondary flow passages
(duplex design).
At low fuel pressures, the fuel is directed through a check valve and
passes through the primary passage of the nozzle tip and enters the
combustion chamber as a uniform density spray.
At high fuel pressures, the fuel activates a flow divider, which directs
fuel also through the secondary passage to the secondary nozzle, and
enters the combustion chamber in a cone shaped spray surrounding
the primary spray pattern.

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FUEL MANIFOLD AND FUEL NOZZLES

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FUEL RETURN SYSTEM
The returning fuel bypassed from the HMU is tapped to feed the Fuel return system (-5B) (not shown)
Integrated Drive Generator (IDG) oil cooler (fuel/oil heat exchanger), The thermostatic valve is replaced with a second control solenoid.
where it cools the oil coming from the engine IDG. If the TEO exceeds 90°C, low flow return occurs by energizing
The fuel returns then to the pump upstream of the LP filter, between solenoid A (V1). Again the fuel shutoff is opened and the flow control
the LP and HP fuel pump stages. The fuel returns via a port located on mixes the fuel as described.
the oil/fuel heat exchanger. If the TEO exceeds 95°C, high flow occurs by energizing solenoid B
The Fuel Return Valve (FRV) is also connected to same line and (V2), repositioning the flow control system. High flow return will
sends part of the hot fuel back to the tanks, if it's too hot to be re- however only be set during flight.
circulated. The FRV logic is part of the ECU heat management logic
using the engine oil temperature (TEO) as primary control data. Fuel return inhibition
The ECU provides a fuel return inhibition signal if:
The FRV comprises a fuel shutoff valve and a regulating valve (flow - The engine is at high power setting,
control valve). Two FRV design is currently in use. One with a single - During starting (N2<50%),
control solenoid and a thermostatic valve (-5A), and one with two - The fuel tank temperature is high (>55°C),
control solenoids (-5B). In both designs the ECU monitors the shutoff - Low fuel level is detected in the wing tanks,
valve position. - A surge tank contains fuel,
- The engine is supplied by gravity fuel feed.
Both FRV's facilitates three flow modes: No fuel return, low flow fuel
return (500kg/hour) and high flow fuel return (1000kg/hour). The At engine shut down, a fuel hydraulic signal from the PRSOV (HP
flow back to tank is a mix of 'hot' fuel (from the IDG oil cooler fuel shut-off valve) ensures closure of the FRV. (Note: On newer de-
circuit) and 'cold' fuel (from the LP fuel pump). signs this is facilitated by a hydraulic signal from the LP pump).
Fuel return system (-5A) During engine wet motoring the FRV is commanded to high flow
If TEO exceeds 93°C the control solenoid is energized open up the return to check the system.
FRV shutoff valve and to facilitate 'low flow' return back to tank. The
return fuel is a mix of 300 kg "hot fuel" and 200 kg/h "cold fuel". Engine heat management (modulated idle)
The engine idle (modulated) speed is bias by the TEO for flight
High flow return occurs if the thermostatic valve senses that the fuel conditions. If the TEO exceeds 106°C and up to app. 130°C, the ECU
temperature has exceeded 130°C. The FRV returns 600 kg/h "hot increases the idle N2 up to approach idle.
fuel" and 400 kg/h "cold fuel" back to tank.

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FUEL RETURN SYSTEM (-5A)

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FUEL SYSTEM INDICATION
The engine fuel system indication displays the fuel flow indication on The ECU processes the fuel flow signal for display in kg/h on the
the upper ECAM display, and an amber Fuel Filter Clog caution on upper ECAM and in the DMU a fuel used signal is processed in kg for
the engine page on lower ECAM display. display on the Engine Page and on the Fuel Page on the lower ECAM.
The fuel used figures are reset at each engine start.
Fuel Flow Indication
The fuel flow transmitter signal is fed to the ECU, which processes it Fuel Filter Clog Indication
and transmits it to the ECAM system. A differential pressure switch located across the low-pressure filter
The fuel flow transmitter is installed in the fuel line at the HMU outlet indicates a clogging filter on the lower ECAM Engine Page, by an
at the lower left side of the fan case. amber "Fuel Filter Clog" indication.
The transmitter consists of a rotating measurement assembly driven
by a turbine, straightening vanes and the transmitter body with two
pick-off coils. The measurement assembly contains a drum and an
impeller connected by a spring. One pair of magnets is attached to the
drum and one pair is attached to the impeller.
Fuel entering the transmitter drives the turbine, which rotates the
measurement assembly. A by-pass valve opens at high fuel flow to
prevent the turbine from rotating too fast.
Fuel leaving the turbine and the by-pass valve will pass the
straightening vanes before it enters the measurement assembly.
Fuel flow through the measurement assembly resists the movement of
the impeller and the spring permits the impeller to move in relation
the drum and there will be a time difference between the pulses
generated by the drum and the impeller as the two pairs of magnets
passes the pick-off coils.
The time difference is directly proportional to the fuel mass flow rate
and is used to calculate the fuel flow.

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FUEL FLOW TRANSMITTER & FUEL SYSTEM INDICATION

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ATA74/80 IGNITION/STARTING
TABLE OF CONTENTS:
Subject: Page:
Ignition System ............................................................... 62

Starter System ................................................................. 64
Cockpit Controls and Indication .................................... 66
Unsatisfactory Starts ....................................................... 68

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IGNITION SYSTEM
Two independent ignition systems provides ignition for: Start ignition

- Automatic engine starts on ground, by a single system, During automatic engine start, the ECU controls the ignition, by using
- Manual engine starts, by both ignition systems, a single system, which alternates, at each engine start.
- In-flight starts, by both ignition systems,
- Continuous ignition, by both ignition systems. During manual start and for all in-flight starts, both ignition systems
are in use.
Each ignition system (system. A and system B) is made of:
- An ignition exciter unit located at 3:30 o'clock on the fan case, Continuous ignition
- An igniter plug, located at 4:00 or 8:00 o’clock, Continuous ignition always uses both ignition systems.
- A tension lead, which connects the exciter unit and the plug.
Continuous ignition is automatically selected when the engine anti-ice
Power supply is on, and during take-off, approach and landing with flaps extended.
The exciter boxes are supplied by 115VAC from the ECU. Continuous ignition can also be manually selected by the engine mode
The ignition system "A" on both engines, are supplied by 115 VAC selector switch.
Essential bus or 115 VAC Static Inverter bus.
The ignition system "B" is powered from the respective 115 VAC If engine failures occurs the ECU will automatically turn on auto-
Bus. ignition, to recover the engine. This happens irrespective of the mode
selector position.
Note: The ignition power supply is provided through the EIU. The
EIU act as a relay, disconnecting ignition power to the ECU if the Ignition testing
related fire switch is pushed. Operation of the ignition system can be made on ground with engines
If the EIU fails ignition power to the ECU is failsafe provide. If the stopped, through the CFDS.
engine is running the ECU will turn on continuous ignition.
The exciter unit provides approximately 15 to 20 KV at a discharge

rate of 1 per second at an energy delivered of 1.5 joule.
High-tension lead cooling

The high-tension lead is cooled at the core engine by supplying
booster air around the high-tension leads and around the igniter plugs.

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IGNITION SYSTEM
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STARTING SYSTEM
Air supplies for the pneumatic starter may be supplied from the APU, Pneumatic Starter Motor
the other engine if already running, or from a pneumatic ground cart. The starter motor is mounted on the right aft face of the AGB, and
provides rotation of the HP compressor to a speed at which light-up
Starter Air Duct can occur.
Air from the aircraft pneumatic system is routed along the right side
of the engine fan case. An integral lubrication system provides lubrication of the gears and
All ducting in the system is designed for high pressure and high bearings. Servicing features include an oil filler and an overflow plug
temperature operation with gimbal joints incorporated to permit and a drain plug with a built in magnetic chip detector.
working movements.
All connections are secured by Vee-Band clamps with E-type seals. The starter is connected to the AGB by a QAD vee-clamp.
Starter Valve The starter includes a single stage turbine, a reduction gear train, and a
The starter valve is a pneumatically operated, electrically controlled clutch.
shut-off valve (diaphragm and actuator type) located on the right side The clutch is of the ratchet/pawl type, which disconnects the output
of the fan case. shaft from the turbine at a predetermined speed (approximately
50%N2) due to centrifugal forces overcoming the tension of the
The solenoid on the starter valve is controlled by the ECU. Micro clutch leaf springs.
switches provide valve position feedback to the ECU.
The starter limit used for engine starting is 4 times 2 minutes ON,
An override handle provides manual operation of the valve, the handle with 20 seconds OFF in between then 15 minutes cooling.
and markings on the valve housing provides a visual indication of the
butterfly position.
Access to the valve is provided through an access panel on the right
hand fan cowl.
Caution: Do not operate the starter valve handle without pneumatic
pressure available; damage to the valve may occur.

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STARTING SYSTEM
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COCKPIT CONTROL AND INDICATION
Two master switches and a 3-position rotary selector located on the Start Procedures
pedestal are used for normal automatic engine start. Additionally two The engine may be started using auto or manual starting procedures.
push-buttons on the overhead panel are used for manual engine start. Starts can be interrupted at any time by moving the Master Switch to
The signals are sent via EIU to the ECU. OFF position.
(Note: If the EIU is inoperative engine starting or cranking cannot be During auto-starting the ECU monitors the critical parameters and
performed). performs an automatic start abort up to 50% N2. Beside it provides
motoring cycles to clear fuel vapors and cool the engine in the event
The three positions of the rotary 'engine mode selector' are: of a start abort.
IGN/START: used to perform starting in auto and manual modes,
calls the ENG START page on the lower ECAM Actions during auto-starting:
used to select continuous ignition, - Ignition is activated at approximately 15% N2,
NORM: rest position, clears the ENG START page, - Fuel HP valve opens at approximately 20% N2,
CRANK: used to perform dry or wet motoring. - The starter valve closes at approximately 50% N2,
- Ignition is switched off at approximately 50% N2,
The ENG MAN START push button incorporates a blue ON legend - Mode selector must be selected to NORM after start is completed.
and is normally in the released position.
An amber FAULT caution at the master switch illuminates if a Actions during manual starting:
disagreement occurs between the HP fuel valve position and that - The starter valve opens when the manual P/B is pressed ON,
commanded by the ECU. The FAULT light will also illuminate in - The PRSOV opens and ignition is activated when the master
case of an automatic start abort. switch is moved to ON position (max. motoring; min 20% N2),
- The starter valve closes and ignition is switched off automatically
The EIU receives discrete signals from the cockpit, digitizes and at approximately 50% N2 (by the ECU),
transmits them to the ECU. - The manual push button and mode selector must be set to OFF af-
The EIU will also send discrete signals to close the air-conditioning ter the start is completed.
flow control valves and to speed-up the APU during engine start.
Note: During manual starting the ECU start logic performs a pas-
The ECU generates opening/closing signals to the starter valve, and sive survey of critical parameters. Starting will however still be
controls the ignition in respect of the rotary selector, master lever aborted if the EGT limit is exceeded before reaching 50% N2. The
MAN START push-button and the N2 speed signal. The ECU also ECU also prevents against starter engagement if N2 is above 20%.
generates warning and caution messages to the ECAM system.

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CONTROL AND INDICATION

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UNSATISFACTORY STARTS DURING AUTO START
The ECU fully controls the automatic start procedure up to 50 %N2, The ECU system is re-sequenced after a total of 4 cycles. If the
and takes action to restart, perform motoring or start abort (shutdown). problem is not corrected after re-sequencing, the applicable diagnostic
The ECU start logic provides these protections: will be indicated in the cockpit.
- Hot start (over-temperature) or stall,
- Hung start, Ignition fault (wet start)
- No light-up (wet start), If engine light-up (light-off) does not occur within 15 seconds (20
- HP fuel valve failure, seconds at low OAT), the ECU will automatically turn off the ignition
- Starter limit protections. and fuel flow, and motor the engine for 30 seconds:
- 25 seconds into the dry motoring period, the ECU energizes both
Stall or over-temperature (hot start) igniters and at 30 seconds the fuel is turned on again.
For either a stall or an over-temperature, the ECU will perform - If the time to light-up is exceeded again in the second attempt, the
following control: ECU turns off ignition and fuel and motor the engine for 30
- Fuel shut-off for 7 sec. (starter and ignition stays on) at the end of seconds and aborts starting (with proper ECAM message).
the 7 sec. fuel is turned back with a 7% reduced fuel schedule
- If another stall or hot-start occurs, the ECU repeats the sequence Slow acceleration (low air pressure)
with a 7% more reduction on fuel schedule The fuel will not be turned on if the starter air pressure is too low to
- If a stall or hot start occurs a third time, the ECU repeats the motor the engine to 22% and start abort occurs.
sequence again with an additional 7% reduction of the fuel
schedule (total 21% reduction) Starter limit protection
- If a stall or hot start occurs a fourth time, the start will be aborted. The ECU prevents the starter from being engage until N2<20%. Be-
sides ECAM indications occurs if the starter time limit is exceeded.
Hung start
If engine acceleration ceases (goes below threshold) and there has No N1 rotation
been no reduction in the acceleration fuel schedule and there is no If the ECU is not satisfied with the sensed N1 during starting it will
stall or overspeed indication, the start will be automatically aborted if generate an ECAM message. The crew will abort starting.
limits are exceeded.
If engine acceleration ceases and there has been a previous reduction Manual starting
in the acceleration fuel schedule (due to a hot start) and there is no Only the hot start protection and starter engagement protection are
stall or overspeed indication, the ECU will automatically increase the available for manual starting. However, if the ECU detects abnor-
acceleration fuel schedule to accomplish acceleration to idle. malities if will still provide ECAM indications.

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ATA75 ENGINE AIR SYSTEM
TABLE OF CONTENTS:
Subject: Page:
Variable Bleed Valve (VBV) System............................ 72

Variable Stator Vane (VSV) System ............................. 74
Rotor Active Clearance Control (RACC)...................... 76
Low Pressure Turbine Clearance Control (LPTACC).. 78
High Pressure Turbine Clearance Control (HPTACC). 80
Nacelle Ventilation and Temperature Indication .......... 82
Engine Anti-Ice System.................................................. 84

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VARIABLE BLEED VALVE SYSTEM (VBV)
The VBV position is biased to High Pressure Compressor (HPC) The gear motor is located at 9:00 o’clock on the aft face of the fan
operation. It is directly controlled as function of the VSV position frame.
during steady-state operation and acceleration.
The VBV´s are kept open during low and transient operations to Position feedback sensor
increase the booster mass flow and to improve booster and high The VBV position sensor is a Rotary Variable Differential Transducer
pressure compressor matching. (RVDT) type mounted on the stop mechanism.
The bleed valves are fully open during fast deceleration to improve
the stall margin of the booster (LP compressor). The RVDT is connected to the master ballscrew assembly by a push-
During reverse thrust conditions the VBV tends to be more open than pull feedback rod, and provides a bias signal to the ECU, to stop fuel
they would be at equal forward thrust (to compensate for more hydraulic control in the HMU, when the VBV are in correct position.
unstable inlet condition and to prevent FOD).
Adverse weather condition (when cowl anti-ice is on for instance) Stop mechanism
they are also kept more open to separate water and ice ingestion). A stop mechanism is located between the fuel gear motor and the
master ballscrew actuator.
The VBV system is primarily controlled as a function of N1 speed, The function of the stop mechanism is to limit the number of
N2 speed and VSV position. revolutions of the motor.
The stop mechanism contains a hollow screw (ACME Screw), which
The VBV actuating system provides an angular output through a fuel is driven by the motor. A follower nut runs along the screw and stops
gear motor assembly, a master ballscrew assembly and 11 ballscrew the rotation when it reaches the end stops (DOG Stops).
actuator assemblies. The ballscrew actuators are interconnected by
flexible shafts. Flexible shafts
The main flex shaft is an unshielded power core, installed between the
(Note: The –5B do only have 10 ballscrew actuator assemblies). stop mechanism and the master ballscrew actuator. The shaft has a
hexagon fitting in one end, and a splined end fitting on the other. A
Fuel gear motor spring is attached to the splined end, holds the shaft assembly in
The gear motor is actuated by the HMU, and drives the VBV to a position during operation.
position as commanded by the ECU. The interconnection flex shafts have a hexagon fitting in one end, and
The pressure across the motor is reduced as the VBV approaches the an 8-point fitting on the other. A spring is attached to the hexagon end
commanded position. An electrical feedback signal to the ECU fitting.
commands the fuel valve in the HMU to null position.

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VARIABLE BLEED VALVE SYSTEM

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VARIABLE STATOR VANE SYSTEM (VSV)
The angle at which the air enters the HP compressor is controlled by

Variable Stator Vanes of the first four stages.
The VSV system comprises the Inlet Guide Vanes (IGV) of the HP
compressor and the 1st, 2nd and 3rd stator vanes.
The angle of the stator vanes varies with the N2 speed and the
compressor inlet temperature (T25) to provide optimum compressor
efficiency at steady-state operation and adequate stall margin at
transient operation.
The vanes operate between 38° (full close) at starting and -5° (full
open) at take-off.
The VSV schedule creates an output (VBV trim) used for the VBV
schedule.
The VSV actuation system consists of 2 hydraulic actuators with dual

position feedback transducers (LVDT type), and 2 actuation
mechanism and linkages.
The VSV actuators are operated by hydraulic pressure from the HMU
as scheduled by the ECU.
Each VSV actuator is connected through a clevis link and a master

rod to the bellcrank.
Actuating rings, which are connected to the bellcrank, rotates circum-
ferentially and transmit the movement to the individual vanes through
vane actuating levers.
Note: The VSV operating schedule should only be taken as estima-

tions. The exact schedule depends on engine type, ambient conditions
etc…

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VARIABLE STATOR VANE SYSTEM (VSV)

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ROTARY ACTIVE CLEARANCE CONTROL (RACC)
The RACC system is controlled be the ECU to maintain the high- The RACC valve, located at the HPC case 12:00 o’clock, is a
pressure rotor blade clearance relative to the stator case. butterfly valve operated by fuel hydraulic from the HMU, and
The RACC modulates 5th stage compressor bleed air into the supplies 5th stage air to the compressor bore when open.
compressor bore to vary and control the tip clearances. The valve is equipped with two independent feedback transducers.
The airflow to the rotor is mixed with booster discharge air, by

heating the compressor rotor with 5th stage air. The compressor blade
tip clearances are reduced which improves the efficiency of the
compressor thus improving the overall Thrust Specific Fuel
Consumption (TSFC).
When the RACC valve is closed, the total airflow through the
compressor is booster discharge air and the clearance is maximized.
As the RACC valve opens, the amount and temperature of the air
through the rotor is increased due to the introduction of 5th stage air,
and the clearance is decreased to optimize performance.
The valve is a slow opening fast closing type.
The RACC valve is operated by the HMU as scheduled by the ECU.

The ECU uses the following control signals to schedule the RACC
valve:
- N2,
- P0 (altitude),
- T3,
- MO (mach number).
The valve operates between 85.8 and 96.1 %N2 with an altitude above
8000 ft.
The valve remains closed if MO is below 0.3 and T3 is above 530°C. Note: See the introduction part for RACC system differences.

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ROTOR ACTIVE CLEARANCE CONTROL (RACC)

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LOW PRESSURE TURBINE CLEARANCE CONTROL
The Low-Pressure Turbine Clearance Control (LPTACC) system is A scoop in the RH side of fan duct supplies the LPTACC valve
controlled by the ECU through the HMU by a fuel operated with fan air.
modulating valve. On –5A the scope is located on the lower part of the C-duct. On –
When the valve is open, the low pressure turbine casing is cooled by 5B it is located between the fan frame struts in lower part of the RH
fan discharge air, which is sprayed around the outside surface of the fan duct.
casing through eight cooling tubes with small air jets. This maintains
the LPT case shroud clearance relative to the LPT rotor blades, to
improve turbine efficiency.
The cooling airflow depends on the operating conditions and engine

characteristics.
At engine shut down, the valve is spring-loaded open.
The fan airflow is modulated by the ECU according to following

engine operating conditions:
- N1,
- P0,
- EGT,
- T12,
- Total Pressure.
The LPTACC operation below 10000 ft. is a function of EGT, and

above 10000 ft. the LPTACC operation is a function of corrected N1
RPM.
The LPTACC valve is a butterfly valve. A dual RVDT provide ECU

feedback.

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LOW PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (LPTACC)

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HIGH PRESS TURBINE ACTIVE CLEARANCE CONTROL
HPTACC –5A
The HPTACC system uses bleed air from the HPC 5th and 9th stage to The valve consists of two metering plates, an axial moving contoured
obtain maximum steady-state high-pressure turbine performance and piston operated by a fuel hydraulic powered actuator and dual
to minimize EGT transient overshoot during throttle bursts. feedback transducers.
During starting the HPTACC valve also provides 9th stage start bleed- The piston and the metering plates constitute variable orifices that
off (to the 1st stage LPT nozzle guide vanes). provides at the proper mixture of 5th and 9th stage air.
Air selection controlled by the HMU as determined by the ECU, bleed HPTACC –5B
air is ducted from the HPTACC valve to the manifold surrounding the On -5B engine the HRTACC system uses air from the HPC 4th and 9th
HPT shroud, and controls the tip clearance. stage. The valve has no start bleed function.
The actuator operates at sequences gearbox rotating two butterfly
The bleed air is modulated by the ECU in response of the following valves. Depending on the actuator stroke either the butterfly valves
control signals: will either be fully closed, fully open or in intermediated positions
- N2 speed, (mixing the two air sources).
- T3 temperature,
- Tcase temperature. The start bleed function is maintained through the RACSB (Rotor Ac-
tive Clearance Control & Start Bleed) valve, a re-designed RACC
During engine starting the valve ports 9th stage air to unload the valve. The RACSB valve has two butterfly valves operated by a
compressor and improve acceleration. At ground idle, the airflow is common piston. In the first part of the actuator stroke only the 9th
essential 9th stage air to the shroud. stage start bleed valve will be opened to provide start bleed. Continu-
ing the stroke the 9th stage valve closes again. Continuing the stroke
When the throttles are advanced or retarded, the air supply and flow is the 5th stage RAC valve will begin to modulate.
regulated to maintain the optimum shroud to blade tip clearance.
Engines that are not equipped with the RACC function will instead
th th
The clearance control valve is a valve with two inlet ports (5 and 9 ) have a Transient Bleed Valve (TBV).
and two outlet ports. One outlet port provides a start bleed function
and the other outlet port provides a mixture of 5th and 9th stage air to In both cases the valve also provides acceleration bleed up to a certain
the turbine case. percentage N2. This is to unload the HPC, improving the stall-margin
and acceleration time.

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HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL (HPTACC)

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NACELLE COOLING NACELLE TEMPERATURE
The nacelle installation is designed to provide cooling and ventilation A nacelle temperature probe, located in the lower part of the pylon, is
air for the engine accessories mounted along the fan and the core provided for indication of the temperature within the core area.
casing. Signals from the nacelle temperature probe is routed via the EIU to
The purpose of the nacelle cooling and ventilation system is to the lower ECAM engine page.
provide cooling of temperature critical components and ventilation of
combustible fluid vapors to prevent fire. If the temperature increases above 240°C the indication flashes green
(advisory).
The nacelle is divided into two major zones: Fan compartment and
Core compartment. Note: During engine start, the indication is replaced by starter valve
The fan compartment ventilation and cooling is provided by a ram air position, bleed air pressure and ignition system selected
inlet at the lower left fan cowl, and two outlets, one on each fan cowl
aft part.
The core compartment is ventilated and cooled by fan air entering by
two scoops and exhausted at the aft part of the reverser cowl.

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NACELLE COOLING AND TEMPERATURE SYSTEMS

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ENGINE ANTI-ICING SYSTEM
To prevent ice formation in the inlet cowl, anti-icing protection is The valve is fail-safe to open if pneumatic power is available, but the
provided for the inlet cowl. solenoid is de-energized.
The inlet cowl anti-icing system utilizes air taken from the 5th stage of The valve can be manually locked in either open or close position, by
the HPC and is ducted at the right hand side to the engine anti-ice removing the stowed locking pin and inserting the pin through the
valve attached to the rear of the inlet cowl. locking hole on the valve.
From the anti-ice control valve, the hot air passes to a swirl nozzle A hexagonal nut on the butterfly shaft provides manual positioning of
inside the inlet cowl lip. the valve.
The used air is vented over-board through an exhaust grille on the
lower right hand side of the inlet cowl.
The anti-ice control valve is electrically controlled and operated by

9th stage muscle pressure. The valve is a spring-loaded closed
butterfly type valve.
The solenoid is controlled from the ENG ANTI-ICE push-button on
the overhead panel in cockpit.
When the push-button is OFF (released), the solenoid energizes and

supplies pneumatic pressure to the valve close side.
When the push-button is ON (pressed) the solenoid de-energizes and
supplies pneumatic pressure to the valve open side of the valve.
With the push-button pressed the blue ON light illuminates, and
signals are supplied to the ECU, which provides idle speed increase
and continuous ignition.
The amber FAULT light illuminates if there is a disagreement
between the push-button and the valve position.

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ENGINE ANTI-ICE SYSTEM

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ATA76 ENGINE CONTROLS
TABLE OF CONTENTS:
Subject: Page:
Thrust Lever Control ...................................................... 88

Power Management ........................................................ 90
LP and HP Fuel Shut-Off Valve Control....................... 94

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THRUST LEVER CONTROL SYSTEM
The thrust lever control system consists of: The forward thrust range is from 0 degree to plus 45 degrees, with two
- The thrust control lever, detents:
- The mechanical box, - max climb (CL) at 25 degrees
- The throttle control unit (TCU). - max continuous/flexible take-off (FLX/MCT) at 35 degrees
The thrust lever control movement is transmitted through a rod to the Lifting the reverse latching lever allows the thrust lever to operate to
mechanical box. The mechanical box incorporates "soft" detents minus 20 degrees.
which provides selected engine ratings, it also provides "artificial feel" When the latching lever is lifted the thrust lever moves back to minus
for the thrust lever system. 6 degrees which corresponds thrust revers deploy command and
The output from the mechanical box is transmitted by a second rod to reverse idle power.
the throttle control unit (TCU). Minus 20 degrees is max revers power.
The throttle control unit incorporates two resolvers and six poten-
tiometers, and a micro switch.. The Throttle Lever Angle (TLA) is the input to the resolver.
The resolver output to the ECU is known as the Throttle Resolver
Each resolver is dedicated to one ECU channel, the output from the Angle (TRA).
potentiometer provides signals to the Spoiler Elevator Computer The relationship between the TLA and the TRA is linear, where 1.0
(SEC) and to various aircraft systems. degree TLA equals 1.9 degree TRA.
The micro switch is used by the EIU during thrust reverse operations.
Bump Rating Push Button
The thrust control lever includes an auto-thrust instinctive disconnect Optional the thrust lever may be provided with a guarded "Bump"
push-button on the upper outboard side of the lever. rating push button. This enables the ECU to be re-rated to provide
additional thrust capability for use during specific aircraft operations.
The reverse latching lever on the front of the thrust lever must be
raised before the thrust lever can be pulled back to the reverse thrust
position.
The thrust lever moves over a range of 65 degrees, from minus 20

degrees to plus 45 degrees. An intermediate retractable stop (revers
stop) is provided at 0 degrees.

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.
CL REVERS
25° IDLE IDLE
FLX/MCT 0° -6 °
35 °
TO/GA MAX REVERS

45 ° -20 °
STOP
MECHANICAL BOX
REVERS
LATCHING
LEVER
AUTO-THRUST
INSTINCTIVE
DISCONNECT
ECU
THROTTLE
CONTROL UNIT
CHANNEL A
2 RESOLVERS
BUMP RATING CHANNEL B
PUSHBUTTON 6 POTENTIOMETERS
(OPTIONAL)
SEC 1
SEC 2
SEC 3
THRUST LEVER MECHANISM

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POWER MANAGEMENT
Manual Thrust Mode
The FADEC provides full range of engine control to achieve steady- This mode is entered anytime the conditions for AUTO or MEMO are
state and transient engine performances when operated in combination not present.
with aircraft subsystems. In this mode thrust is a function of thrust lever position.
Thrust Modes Alpha Floor Protection

The engine operates in one of three thrust modes: AUTO-MEMO- If an aircraft stall is imminent the auto-thrust system will set engine
MANUAL. Entering or exiting these modes is controlled by inputs to power to take-off regardless of the thrust lever position.
the Engine Interface Unit (EIU).
N2 Idle Settings
Auto Thrust Mode The ECU adjusts the idle N2 setting, according to input parameters.
The Auto Thrust Mode is only available between idle and MCT when
the aircraft is in flight. - Minimum Idle is corrected (increased) for ambient temperatures
After take-off the thrust lever is pulled back to the CL position, the >30°C, and should never be below 58,3%.
auto-thrust system will be active and the Auto-Flight system provides
an N1 target to provide either: - Approach Idle (approximately 70%N2) is selected by flap not
- max climb thrust up or an EIU failure.
- an optimum thrust - The idle varies as a function of TAT and altitude.
- a minimum thrust
- an aircraft speed (Mn) - Bleed Idle is set by the EIU as a function of Air Condition
demand (ECS), Wing Anti-Ice and/or Engine Anti-Ice.
Memo Mode
The memo mode is entered automatically from the auto-mode if: - Reverse Idle (approximately 70%: approach idle+1000 RPM) is
- the N1 target is invalid set with throttle in reverse idle detent during reverse.
- an instinctive disconnect button on the thrust lever is activated
- auto-thrust is disconnected by the EIU - IDG Idle Bias (minimum idle to approach idle) is set in flight
In the memo-mode the thrust is "frozen" to the last actual N1 value, only if the oil temperature increases above 106°C.
and will remain frozen until the thrust lever is moved manually, or
auto thrust is reset.

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THRUST MODE SETTING

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ECU/Fuel System Interface

Movement of the thrust lever is sensed by the dual resolvers, which The change in fuel flow causes the engine to accelerate/decelerate and
signal the TRA to the ECU. change the actual N1.
The ECU computes the fuel flow, which will produce the required This process continues until there is no N1 error.
thrust.
The computed fuel flow request is converted to an electrical current Note: The ECU controls the rate of change of fuel flow, and thus
which drives the dual torque motor in the Hydro-Mechanical Unit acceleration/deceleration times, as a function of the rate of
(HMU), which modulates servo pressure to operate the Fuel Metering change of N2.
Valve (FMV) and sets the fuel flow.
A dual resolver provides feedback signals of the FMV movement
back to the ECU.
The ECU uses closed loop control based on engine N1 RPM.
The ECU computes a Target N1 as a function of: Throttle Resolver

Angle, Auto Thrust Demand, engine inlet conditions, bleed derate and
pilot selected derate.
The ratings are compensated for anti-ice, Environmental Control
System (ECS) bleed effects and for mach functions.
The N1 target is compared to the actual N1 to determine an N1 error.

The N1 error is converted to a "rate controlled fuel flow command"
(WF), which is summed with the measured fuel flow (WF actual) to
produce the WF error used to drive the FMV torque motor.

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.
5 10 5 10 N1 LIMIT
N1
%
23.4 65.7 N1 ACTUAL N1 ACTUAL
ACT TLA
5 5 FUEL
10 EGT 10
NOZZLES
C
523 705
E/WD
PS 12
N1 LIMIT N2
FMGC
COMPUTATION
BLEED BIAS
ADIRU BLEED
1&2 DATA ENGINE SENSORS
- N1 TARGET - PT
- P0
- TAT TLA
005
ECU
29000
LAWS
N1 ACTUAL
N1 THRUST
- TLA TLA COMPUTATION
THRUST
FCU RESOLVER A/C
A/THR
DATA
ACTIVE HP SOV
- N1 TARGET N1 TARGET
HIGH & LOW
FMGC LIMITATION
EIU N1 TARGET DUAL FMV
TORQUE FMV
- N1 TARGET MOTOR
- BLEED DEMAND A/THR
- A/THR: - ACTIVATION TLA FMV DUAL
FUNCTION COMM
- ENGAGE FEED-BACK
ACTIVATION (D/WF)
- DISENGAGE RESOLVER
- ALPHA FLOOR, ETC...
EEC FUEL IN
HMU
A/THR
INSTINCTIVE
DISCONNECT
P/B
.
ECU/FUEL SYSTEM INTERFACE

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HP FUEL SHUT-OFF VALVE (HPSOV)
The HP fuel shut-off valve (HPSOV/PRSOV) is part of the HMU, The LP fuel shut-off valve is fully electrically operated from the
and is fully electrically controlled from the engine master switch. "ENG FIRE" push-button switch and from the "MASTER" switch in
When the master switch is set to 'OFF' the HPSOV solenoid the cockpit. The LP valve is controlled by a master relay when cycling
energizes. This applies servo fuel pressure to close the HPSOV. the engine master switch.
A spring force will keep the PRSOV closed when the engine is
stopped. The LP fuel shut-off valve contains two motors.
The solenoid is of the latching type, which latches either open or Internal position switches are used for valve position feedback to the
closed until a reversing signal is applied. The open function is an ECAM system.
electrically armed, hydraulically operated action.
In case of loss of aircraft power supply, the valve remains in position.
START PANEL FAULT LIGHT
Opening of the HPSOV during starting occurs hydraulically by
metered fuel. The ECU has no electric control of the HPSOV The amber fault light comes on with ECAM caution if there is an
solenoid. automatic start abort or a disagreement between the HPSOV and its
commanded position.
During abnormal conditions happens during auto starting (as specified
in chapter 74/80) the ECU abort starting by fully closing the FMV.
This will port servo fuel the HPSOV that hydraulically closes the
HPSOV.
A dual micro switch on the fuel shut-off valve signals open/close

feedback information to the ECU.
LP FUEL SHUT-OFF VALVE
The LP fuel shut-off valve controls the fuel supply at the pylon to
engine interface, and is located in the wing leading edge.

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.
FROM FUEL
TANK
OPEN
401PP
M
SHUT
OPEN
206PP M
SHUT
AGENT 1 AGENT 2
SQUIB SQUIB
F
I DISCH DISCH
R
E
TEST
ENG 1 FIRE LP FUEL VALVE
PUSH
TO ENGINE
FUEL PUMP
TM HP FUEL
CH A FROM PUMP
ECAM
CH B
MASTER 1 ENG MASTER 2
ENG ENG
115VU
ON ON FMV
1 2
OFF MODE OFF
NORM TO FUEL
IGNITION
CRANK START NOZZLES
HP SOV
FIRE FIRE
FAULT FAULT CH A
CH B
1 2 ECU
FEED-BACK
SWITCHES
EIU HP SOV
S
SOLENOID
401PP
HMU
HP FUEL SOV SERVO
HMU FUEL
SHUT-OFF VALVE CONTROL

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"THIS PAGE IS INTENTIONALLY LEFT BLANK"

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ATA77 ENGINE CONTROLS
TABLE OF CONTENTS:
Subject: Page:
N1 Indication................................................................... 98
EGT Indication................................................................ 100
N2 Indication................................................................... 102
Engine Parameter Monitoring and Reset....................... 104
Engine Vibration Monitoring ......................................... 106

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N1 INDICATING SYSTEM
The low-pressure rotor (N1) speed is used to set and control the The N1 indicator contains:
engine thrust. - Actual N1: displayed in green in analog and digital form.
The N1 speed sensor provides signals to each channel in the ECU and - N1 MAX: a thick amber mark represents the limit value
a speed signal to the Engine Vibration Monitoring Unit (EVMU) for corresponding to full forward thrust lever
vibration indication and for trim balancing operation. position.
- N1 REF: a white circle, corresponding to the predicted N1
The N1 speed sensor is installed in the fan frame strut at 5:00 o’clock, value according to the TRA position.
and is mounted by two bolts. - N1 Command: cyan arc from current N1 to N1 command
The sensor is an induction type tachometer, with three independent value as dictated by the Auto Thrust system
sensing elements (coil and magnet), used in connection with a 30 teeth
sensor ring. When the N1 is degraded (both N1 sensors failed), the last digit is
amber dashed.
The passage of each tooth in front of the magnetic head creates a flux
variation in the coils. If the optional "thrust bump" system is installed: a green "B" outside
One of the sensor ring tooth are thicker than the 29 others, this tooth the upper right part of the scale indicates that Thrust Bump is engaged
generates a signal used as a phase reference for trim balance in the or active.
EVMU.
The thrust reverser indication appears above the digital N1 display
N1 Indication during thrust reverse operation. The indication appears in amber when
The actual N1 speed is displayed by analog and digital in green on the any reverser door is unlocked, and changes to green when all doors
upper ECAM display. are fully deployed.
An amber index shows the N1 the engine will produce with the thrust If any reverser door unlocks during flight the indication flashes amber
levers in full forward position. for 9 seconds, and then becomes steady.
The pointer flashes amber if actual N1 exceeds the max N1.
The pointer and the digital readout flashes red if the "red line over-
speed N1" is exceeded (102%).
N1 exceedance above 102% will be indicated by a red max pointer at
the maximum value achieved. The exceedance is memorized and
remains on until reset through the MCDU after maintenance action, or
at the next take-off.

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N1 INDICATION SYSTEM
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EXHAUST GAS TEMPERATURE (EGT)
The EGT is measured by nine thermocouple probes located in the The maximum value is memorized and a small red line remains at the
LPT stage 2 nozzle assembly (T49.5). maximum value, until it is reset through the MCDU after the
maintenance action, or at the next take-off.
The material used for the thermocouples are Alumel (AL) and
Chromel (CR).
The nine thermocouple probes are connected in a wiring harness,

which consists of:
- three identical lead assemblies with two probes
- one thermocouple lead assembly with three probes
- one upper, and one lower extension leads
- four parallel junction boxes
- one main junction box
The average temperature signal from the main junction box is
supplied to the ECU channel A and channel B.
EGT Indication
The EGT indication is displayed in analog and digital form on the
upper ECAM display.
An amber tick at 855°C on the scale indicates maximum EGT. During
start, the amber tick is located at 725°C (max. Start EGT).
With EGT above 855°C (725°C during start) the pointer pulses
amber.
If EGT exceeds 890°C the indication (pointer and digital) pulses red
and a message appears "ENG 1(2) EGT OVERLIMIT" together with
Master Caution and Single Chime.

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EGT INDICATION SYSTEM

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N2 INDICATING SYSTEM
The N2 indicating system provides signals to the ECU proportional to

the high-pressure rotor speed, the signals are used for engine control
and indication and for use in the EVMU for processing engine
vibration data.
The N2 sensor is an induction tachometer type, installed at 6:30

o’clock on the accessory gearbox rear face.
The sensor comprises three sensitive elements, which generates a flux
variation as the AGB magnetic wheel with 71 teeth passes.
The sensor includes three connectors: one for each ECU channel, and
one for the EVMU.
N2 Indication
The actual N2 speed is displayed in digital form in green on the upper
ECAM display.
During start sequence the display appears in an over-brightness gray
box, which disappears when the engine is stabilized after start.
If the N2 max limit 105.8% is exceeded, a red cross appears next to
the digital indication.
The red cross remains on, until reset after maintenance action, or at
the next take-off.

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N2 SPEED INDICATION SYSTEM

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ENGINE PARAMETER MONITORING AND RESET
The N1, EGT, N2 and FF indications are monitored by the DMC´s

The DMC compares the N1 signal from the ECU1 with the feedback
signal representing the engine no. 1 needle position.
In order to grant dissimilarity the DMC compares the ECU2 signals
with the feedback representing the engine no. 2 digital value.
The same applies for the EGT indication but with the engine no. 1
EGT digital value, and the engine no. 2 EGT pointer position.
For the N2 and FF indication, the DMC compares the direct signal
from the ECU with the displayed digital value.
In case of discrepancy, a "CHECK" amber message appears just
below the relevant indication.
Max pointer reset

An exceedance of N1, EGT or N2 red line limits will be stored in the
DMC`s. Read out and max pointer reset can be performed through the
CFDS "Instrument" menu.
Note: Reset of the max pointer must be performed on all three

DMC’s.

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MAX POINTER RESET

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ENGINE VIBRATION MONITORING SYSTEM
The engine vibration monitoring system is used to give indication of The EVMU receives analog input from the two vibration sensors and
the N1 and the N2 vibration level on the lower ECAM display. the N1 and N2 speed information from each engine, and processes
The system is also used for maintenance purposes. these signals for the cockpit display and the CFDS.
Only the Bear No. 1 sensor is normally used, the TRF sensor is
The system consists of an Engine Vibration Monitoring Unit (EVMU) selected manually via the CFDS, or automatically at next power-up if
and two vibration transducers (bearing no.1 sensor and turbine rear there is a failure of the Bear No. 1 sensor.
frame sensor).
The Engine Vibration Monitoring Unit (EVMU) is Vibration Indication
The transducer is made up of a crystal assembly in a steel case. The engine vibration indications are displayed in green on the lower
(Piezoelectric accelerometer type). ECAM engine page and on the cruise page.
If the advisory level is reached (N1=6 units and N2=4.3 units), the
No. 1 Bearing Vibration Sensor (Bear No. 1) indication flashes green.
The bearing no. 1 sensor permanently monitors the vibration from the
no 1 bearing, and from the LPT and HPT shaft vibration. If the indication is not available, the corresponding indication is re-
The sensor is also used for trim balance operation. placed by two amber crosses.
The sensor is located at 3:00 o’clock position on the fan frame.
Note: The No. 1 Bearing vibration sensor is not a LRU. the sensor can
only be replaced when the fan module is removed in the shop.
Turbine Rear Frame Vibration Sensor (TRF)

The TRF sensor is installed at 12 o’clock on the front flange of the
turbine rear frame.
The TRF sensor is used as a back up for the Bear No 1 sensor, and is
used in the trim balance procedure.
Engine Vibration Monitoring Unit (EVMU)

The EVMU, located in the avionics compartment (86VU), has two
channels one for each engine.

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ENGINE VIBRATION MONITORING SYSTEM

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ATA78 ENGINE REVERSER SYSTEM
TABLE OF CONTENTS:
Subject: Page:
Thrust Reverser General................................................. 110

Hydraulic Control Unit HCU ......................................... 112
Control and Indication .................................................... 114
Reverser Operation ......................................................... 116
Reverser de-activation/manual operation ...................... 118

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THRUST REVERSER SYSTEM
The thrust reverser system includes the following features: Actuators

- Hydraulic actuation system, Each actuator is mounted at the forward frame by a ball joint
- Electrical control circuit, assembly support.
- Position feedback system, Each actuator includes a claw system internal lock (secondary lock),
- Automatic re-stow system, which locks the actuator in stowed position. The lock is released when
- Manual deployment/stow for maintenance, deploy pressure is provide to the actuator.
- Manual lock-out for aircraft dispatch with inoperative reverser.
A manually unlocking device provides opening of the door for
Pivoting (blocker) doors maintenance.
Each of the four pivoting doors is operated by a hydraulic actuator.
The actuator receives hydraulic fluid from the Hydraulic Control Unit All the actuators are equipped with a hydraulic snubbing at the end of
(HCU) as commanded from the ECU. the deploy stroke to slow down the actuators at the final part of the
When the pivoting doors are deployed, the fan airflow is directed deploy stroke.
forward.
No synchronizing takes places between the doors during operation.
Latch mechanism
A hydraulically operated hook latch (primary lock) maintains each
door in the stowed position. The latches are hydraulically released at
the beginning of the deploy sequence. The four latches are
hydraulically connected in series, so each latch must be released
before the next latch is released, and when all latches are released, the
HCU supplies pressure to deploy the actuators.
Each latch is provided with a manual unlocking knob, used to release
the hook from its pivoting door.

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THRUST REVERSER
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HYDRAULIC ACTUATING SYSTEM
Hydraulic Control Unit (HCU)

The HCU is mounted to the upper part of the right reverser main When all latches are open, hydraulic pressure opens the directional
frame: Access to the HCU is gained by opening the right fan cowl. valve and the valve will port hydraulic pressure to the deploy side of
The HCU provides control of hydraulic pressure to the hook latches the actuators.
and actuators in response to the electrical demands from either
channel of the ECU. Flow limiter
The HCU comprises the following: The flow limiter regulates the hydraulic return flow from the deploy
- One pressurizing valve, controlled by a dual coil solenoid, side of the actuators in order to control/limit the pivoting door stow
- One directional valve, controlled by a dual coil solenoid, rate.
- A pressure switch,
- A hydraulic inlet filter with clogging indicator, Bleed valve
- A bleed valve, The bleed valve permits bleeding of the HCU.
- A flow limiter.
Pressure switch
Pressurizing Valve The pressure switch supplies the ECU with this status data; HCU
The pressurizing valve is a two- position valve, spring-loaded to close, pressurized or not.
and controlled by the pressurizing solenoid (TRPV). Energizing the
solenoid supplies hydraulic pressure to open the valve and the valve Filter and clogging indicator
ports pressure to the directional valve solenoid, and to the stow side of The HCU inlet filter is a flow through cartridge type filter. The filter is
the actuators. The ECU operates the TRPV based on reverse TLA provided with a clogging indicator.
(TRA) commands and ground sensing signals from the EIU.
The pressurizing valve can be manually closed to isolate the hydraulic Independent Locking System (Third Lock)
supply to the reverser by a de-activating lever secured by a safety-pin. Some aircraft is equipped with a hydraulic shutoff (TRSOV), sole-
noid operated by the SEC's via relays. Each SEC receives a potenti-
Directional Valve ometer input from the TCU.
The directional valve is a two-position valve, spring-loaded to close, When the SEC sees that the thrust lever is in reverse position, RA
and controlled by the directional valve solenoid (TRDV). Energizing less than 10 feet and that opposite engine is not at high thrust, the
the solenoid supplies hydraulic pressure to open the four latches. TRSOV is commanded open, providing hydraulic pressure to the
The TRDV is energized from the ECU through an inhibition relay HCU. A filter (with pop-out) is located between the TRSOV and the
authorized by the EIU based upon potentiometer (or switch) input. HCU. Both components are located under the pylon.

109/130
A319/320/321
.
SOLENOID
SHUTOFF VALVE
LOCK-OUT (TRSOV)
PIN (PARKED)
ELECTRICAL
HCU FILTER CONNECTOR
(PYLON)
SUPPLY
PRESSURIZING DIRECTIONAL SERVICE

VALVE VALVE
CLOG SOLENOID
INDICATOR SOLENOID
DE-ACTIVATING BLEED
HANDLE VALVE
PRESS
(DE-ACTIVATED) SW.
DE-ACTIVATING
HANDLE
(NORMAL)
BLEED VALVE TO
LATCHES
HYDRAULIC CONTROL UNIT (HCU)

RETURN
FLOW
HCU LIMITER
PRESSURE
FROM
LATCHES
SHUTOFF
VALVE DIRECTIONAL
(OPTIONAL) VALVE
ACTUATOR
STOW SIDE
PRESSURIZING
VALVE
ACTUATOR
DEPLOY SIDE
HYDRAULIC CONTROL UNIT

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A319/320/321
Control
Deployment and stowage of the thrust reverser pivoting doors and The amber "REV" turns to green when the reverser all pivoting doors
management of reverse thrust is achieved through the ECU. The EIU are more than 95% deployed.
will however give the permission to deploy. If installed, the TRSOV In stow mode, the "REV" turns amber when at least one door is less
must be opened as scheduled by the SEC's. than 95% deployed and will disappear when all stow sensors senses
Movement of the thrust lever rearward is limited to forward idle by 'stowed'. If a stow switch actuation occurs during flight, the amber
the thrust lever latch. When the latch is lifted the thrust lever can be "REV" will flash for 9 seconds, and then be steady.
moved full rearward to minus 20 degrees with out any restriction.
Auto-restow (-5A)
Provided the aircraft is on ground and engine is operating, the In case of inadvertent deployment the ECU executes an auto-restow
following sequence controlled by the ECU is initiated: function. If one, two or three of the pivoting doors are sensed un-
- The thrust reverser begins to deploy, and the engine thrust is stowed (above 1-2% angular deployment) the ECU energizes the
commanded to idle, pressurization solenoid and hydraulic pressure is supplied to the stow
- When all pivoting doors have deployed approximately 95%, the side of the actuators for the rest of the flight.
ECU will command engine acceleration to reverse thrust as If all four stow switches senses a deployment the ECU will limit
selected by the thrust lever position (The ECU controls maximum engine thrust to idle.
reverse thrust to a fixed limit at 70% N1),
- The reverser continues to the fully deployed position, as deter- Auto-restow (-5B)
mined by the actuator stops. The re-stow function is only active for ground operations due to the
TRSOV and only when N1<70%, if reverse thrust is not selected and
Ground operation of the reverser system without engine running can one door (or more) is sensed un-stowed.
only be achieved through the MCDU's (CFDS thrust reverser test).
The ECU will limit thrust to idle if:
Indication - All four stow switches senses not stowed, or
Indication of the reverser system appears on the N1 indicator. The - One (or more) door is sensed un-stowed and the HCU is pressu-
indication is controlled by four stow switches (one for each pivoting rized.
door), and two dual deploy switches (one deploy switch for each
door).
In deploy mode, a steady amber "REV" appears above the N1 digital
read-out, when at least one of the stow switches are activated.

111/130
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REVERSER OPERATION
Forward thrust position

With the thrust lever in forward position:
- The hydraulic shutoff valve is closed (TRSOV de-energized), The directional valve solenoid ports hydraulic pressure to the four
- The pressurizing valve solenoid is de-energized (TRPV), latches. When all the hook latches are open, the hydraulic pressure is
- The pressurizing valve is closed, ported to the directional valve, which opens and ports pressure to the
- Aircraft hydraulic pressure to the system is blocked, deploy side of the actuators, and the actuators deploy due to the
- Both sides of the actuators are ported to return, differential piston area.
- The pivoting doors are maintained in stowed position by the four
latches and the internal claw locks in the actuators When all pivoting doors are fully deployed (>95%) the ECU de-
- The directional control valve solenoid (TRDV) is de-energized and energizes the TRPV and the pivoting doors are only in deployed
the valve is in "stow" position. position by aerodynamic forces.
Reverse thrust selection (deployment) During deployment the ECU limit the engine to reverse idle thrust
When thrust reverse is selected the SEC energizes the TRSOV and until all pivoting doors are fully deployed (>95%).
hydraulic pressure is provided to the HCU.
This occurs only if radio altitude (RA) is less the 10 feet and the other Reselection of forward thrust (stowing)
engine TLA is low. SEC 1+2 control ENG1 and SEC 1+3 control When moving the thrust lever to forward thrust position, the TRPV
ENG2 (Note: Some T/R installations do not have the TRSOV. The energizes, opening the pressurizing valve again, and the TRDV de-
SEC's will instead provide data for the EIU permission logic). energizes, closing the directional valve. This ports the deploy side of
the actuators to return and provides pressure to the stow side of the
ECU provides a signal to energize the pressurizing valve solenoid actuators only, and pivoting doors closes.
(TRPV), this opens the valve and hydraulic pressure is ported to the The close rate is controlled/limited by the flow limiter in the return
stow side of the actuators (over-stowing them to unload the actuator line from the actuators.
locks).
The ECU will also provide a signal, which is routed through an When the pivoting doors are fully stowed, the hook latches engages
inhibition relay controlled by the EIU to operate the directional valve and the stow switches sends a signal to the ECU, which de-energizes
solenoid (TRDV). The EIU authorizes this if the switch in the TCU the TRPV and the pressurizing valve closes. The TRSOV will close as
senses 'reverse'. well.

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.
LGCIU 2
NLG
LGCIU 1 LH MLG INHIBITION
RH MLG RELAY
5 10 N1 5 10
LOGIC REV % REV
T/R SELECTED
0
(TLA < -3.8 ) DEPLOY 23.4 23.6
M REV 70. 0%
- T/R TEST PERMISSION
(+ N2 > 50%)
EW/D
CFDIU EIU
3
ON GRD 2
DMC 1
FM1 IND RDY FM2
MCDU MENU
<FMS
CHANNEL A
<ACARS
<ACMS
TRDV PWR
<CMS
SELECT DESIRED SYSTEM

RETURN>
BRT SUPPLY
OFF
TRPV PWR
DIR PROG PERF INIT DATA
RAD FUEL SEC ATC MCDU

F-PLN
NAV PRED F-PLN COMM MENU
TLA 00
AIR
A B C D E
SUPPLY
PORT
F M
A C
I D
L F G H I J U
F
M
1 2 3 K L M N O
M
E
N
U
(IDLE)
4 5 6 P Q R S T
REV TRA
7
.
8
0
9
+
/
U V W X
Z SP OVFY
Y
CLR
TLA -20.00 (TLA < -4.30)
(MREV)
MCDUs
CHANNEL A
TRDV PWR
LATCH
SUPPLY
(PRIM LOCK)
TRPV PWR SECONDARY LOCK
SUPPLY (ACTUATOR LOCK)
ISOLATION DEPLOY
REV TLA SOLE VLV SOLE VLV SW SW
0
(TRA < -4.3 ) (TRPV) (TRDV) T/R PIVOT
PRESS BLEED RIGHT UPPER DOOR
SW. VALVE ACTUATOR
ECU RTN TO
ECU
HCU
ENG 1
T/R HYDRAULIC SOURCES: SW SW
ENG1: GREEN T/R PIVOT
ENG2: YELLOW RIGHT LOWER DOOR
ACTUATOR
RETURN
MECHANICAL
BOX TRSOV FILTER SW SW
T/R PIVOT
PRESS LEFT UPPER
THROTTLE DOOR
115V AC S ACTUATOR
CONTROL
UNIT (TCU) POP DIRECTIONAL
RLY ENG 1 OUT FLOW VALVE
TLA
REG SW SW
RESOLVERS T/R PIVOT
SEC 3 + 28V DC LEFT LOWER DOOR STOW DEPLOY
POTENTIO- SEC 2
METERS R ACTUATOR
SEC 1
0
TLA < 3.8 + 28V DC ISOLATION
SWITCH - T/R SELECTED (PRESSURIZING)
0 R ENG 2 SOV RLY
(TLA < -3.0 ) VALVE
0
- OPPOSITE ENGINE TLA < 30
- RAD ALT < 10 FT DE-ACTIVATION
HANDLE/LEVER
T/R INDEPENDENT LOCKING SYSTEM CIRCUIT
(THIRD LOCK) .
REVERSER OPERATION
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THRUST REVERSER DE-ACTIVATION THRUST REVERSER MANUAL OPERATION
An in-operative thrust reverser may be locked in fully stowed position The thrust reverser may be deployed/stowed manually for
for flight. maintenance.
The HCU is equipped with a manual lockout lever that keeps the The procedure for manual operation is mainly based on the following:
pressurizing valve closed to isolate the hydraulic pressure to the - Install the lock-out pin in the de-activation lever on the hydraulic
system. control unit isolation valve (the lock-out pin is stored on the unit or
A lockout pin, stored on the HCU or in the cockpit can be inserted in the cockpit),
through the lever to keep it in position. - Unlock the latch by using a 5/16 inch wrench and turn manual
unlocking knob (the unlocking knob is located in a slot aside the
The reverser system is provided with four stored lockout bolts, latch),
installed on a storage bracket on the lower right side of the reverser - Turn the manual unlocking square on the actuator to unlock the
cowl. internal claw type latch using a 3/8 inch wrench (the pivoting door
The lockout bolts can be removed and inserted to lock each of the opens slightly),
blocker doors to the reverser fixed structure. - Pull the pivoting door to open by hand (a safety sleeve may be
installed on the actuator piston).
The procedure for de-activation is mainly based on the following:
- If the thrust reverser is not fully stowed, it must be stowed
manually,
- De-activate and install the lockout pin in the de-activation lever on
the HCU,
- Unscrew the lock-plates and remove the lockout bolts from the
storage bracket,
- Unscrew the lockout fairing on all four doors and install them on
the storage fairing.- install the lockout bolts on each door and
install the lock-plate.

115/130
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DE-ACTIVATION/MANUAL OPERATION
116/130
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ATA79 ENGINE OIL SYSTEM
TABLE OF CONTENTS:
Subject: Page:
Engine Oil Tank.............................................................. 122

Lubrication Unit (-5A).................................................... 124
Lubrication Unit (-5B).................................................... 126
Main Fuel/Oil Heat Exchanger & Servo Fuel Heater ... 128
Oil System Indication ..................................................... 130

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A319/320/321
OIL TANK
The oil tank is attached to the left side of the fan case 8 o'clock At engine shutdown the air is vented overboard thus enabling the oil
position. level to be checked after 5 minutes.
The oil tank is attached to the fan frame at three points. It is a
fabricated light alloy weldment, externally treated with flame- During start, and when increasing power, the oil level in the tank may
resistant coating to meet fire-proof requirements. decrease between 6 to 8 US quarts due to the gulping effect.
Five inner bulkheads reduce oil sloshing and strengthen the tank.
Anti-Siphon Device
The tank volume is 24 US quarts, and the oil capacity is 21.9 US An anti-siphon device prevents the tank draining due to the siphoning
quarts. effect that is created upon engine shutdown, caused by the position of
Minimum oil quantity before start is 11 quarts + estimated the oil tank and the lubrication unit.
consumption (0.3 qts/hr). The anti-siphon device is located above and forward of the tank.
Oil supply from the tank to the supply pump passes the device, which
The tank is equipped with a sight-glass at the upper front face of the adds some pressurized oil from the forward sump. Upon engine shut-
tank. The gravity fill port located at the aft part is equipped with a down the oil pressure down-stream of the pump decreases, and be-
scupper drain. There is provision for remote fill & overflow ports. comes lower than the sump internal pressure, this will un-prime the oil
supply line.
A capacity type quantity transmitter is mounted on the top of tank.
The bottom of the tank is provided with a boss for oil output and a
magnetic plug for drainage.
Oil Tank Pressurization and Venting

In normal operation, the tank is pressurized by the air included in the
scavenge oil return.
The oil-in port directs the scavenge oil/air mixture to a static air/oil
separator.
The tank is vented to the forward sump through the transfer gearbox
and radial drive shaft housing.
During normal operation, tank pressurization ensures adequate oil
supply to the inlet of the pressure pump.

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OIL TANK/ANTI-SIPHON DEVICE

120/130
A319/320/321
LUBRICATION UNIT (-5A)
The lubrication unit is a single housing mounted on the AGB left front Main scavenge filter
face, the unit contains the following items: The main scavenge filter (25 micron) is located down-stream of the
- One supply (pressure) pump and four scavenge pumps, four scavenge pumps.
- One supply filter with clogging indicator and bypass valve, The filter is equipped with a clogging indicator, which pops-out if the
- One scavenge filter with clogging indicator and bypass valve, differential pressure across the filter reaches 30 PSID.
- Four chip detectors with filters. A filter by-pass valve opens at 38 PSID.
An up-stream and a down stream pressure tap provides connection to
Oil pumps a differential pressure switch used for filter clog indication on the
The pressure pump and the four scavenge pumps are 'ge-rotor' type ECAM engine page.
positive displacement pumps. Scavenge oil is routed through the servo fuel heater and the oil/fuel
All of the five pump elements are stacked in a common housing and heat exchange before entering the oil tank.
driven by a single shaft from the AGB.
The pump discharge flow is proportional to the number of teeth, the Chip detectors
rotor thickness and the speed of rotation. Four chip detectors are mounted to the lubrication unit.
Scavenge oil from the forward sump, the aft sump, the AGB and the
A pressure relief valve protects the supply circuit against abnormal TGB passes a chip detector which includes a strainer before entering
pressure built-up, it by-passes oil from the supply pump to the AGB the scavenge pump.
scavenge pump if the pressure exceeds 300 psid.
Supply (pressure) filter

The lube pump supply filter is a 15 micron filter located downstream
of the supply pump.
The filter is equipped with a clogging indicator, which pops-out if the
differential pressure across the filter reaches 30 PSID.
A by-pass valve opens at 38 PSID.
A capped port is provided for installation of a pressure gage.
An oil temperature bulb is mounted down-stream of the filter, used for
ECAM indication.

121/130
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LUBRICATION UNIT (-5A)

122/130
A319/320/321
LUBRICATION UNIT (-5B)
The lubrication unit on –5B engines are located on the same position The air/oil mixtures returning from the AGB, forward sump, TGB and
previous described. aft sump, first flow through the scavenge screens, and then to the
specific scavenge pump. The forward sump scavenge pump also
The pump housing comprises 5 gerotor-type pumps. The internal receives the flow internally bypassed from the supply pump through
lubrication of the unit is provided by oil bled from the supply pump the relief valve.
discharge circuit via a passage machined in the housing. This oil
enters the central conduit of the drive shaft. Four scavenge plugs, each with an integral screen (1000 microns) and
a provision for installation of an optional magnetic rod in the plug
The supply circuit main flow-through components are the supply
pump, the supply filter and the back-up filter. A pressure relief valve Master Chip Detector (MCD)
bypasses any excess flow (300 PSID) to the suction side of one of the The flows from the 4 scavenge pumps are mixed together at the
scavenge pumps. Downstream of the supply pump, the oil flows master chip detector inlet. This detector consists of the following:
through the main oil filter assembly. - One back-up seal for safety purposes,
- One O-ring seal,
Filter configuration & monitoring - Two magnets, separated by a gap. These identical magnets
The filter configuration is the main difference. These are the supply function as normally-open electrical contacts. When metal particles
filters: contaminate the scavenged oil, they bridge the magnetic gap and
- Main oil filter (15-micron), close the contacts formed by the 2 magnets.
- Back-up filter (self cleaned 44-micron).
The master magnetic chip detector is connected to a master chip
The main oil filter is monitored by a clogging switch located on the detector indicator (pop-out device), located above the oil tank on the
filter housing. fan casing.
The oil temperature sensor (TEO) is also located on the lubrication
unit.
Oil under pressure from the supply pump is filtered through the main
oil filter element that protects the supply nozzle (oil jets) from
contamination. The filtered oil is thus supplied to the oil users.

123/130
A319/320/321
.
FWD SUMP
SUPPLY
MAIN OIL
FILTER CLOGGING
SWITCH (DIFF PRESS)
AGB/TGB LUBRICATION
SUPPLY UNIT
AFT
SUMP
SUPPLY
MAIN
OIL FILTER
BACK-UP SCAVENGE
CLOGGING OIL
INDICATOR
(OPTIONAL)
BACK-UP
FILTER
O-RING
AGB
FWD SUMP
TRANSFER MAGNETIC
GEARBOX PARTICLES
(TGB)
AFT
SUMP MAGNETS
MASTER MAGNETIC ELECTRICAL

CHIP DETECTOR MAGNETIC
CHIP DETECTOR
OPTIONAL LUBRICATION
MAGNETIC UNIT
BAR
TO ECU
SCAVENGE
SCREEN &
PLUG .
LUBRICATION UNIT (-5B)

124/130
A319/320/321
MAIN FUEL/OIL HEAT EXCHANGER SERVO FUEL HEATER
The fuel/oil heat exchanger cools the oil by using fuel as a cooling The servo fuel heater increases the temperature of the servo fuel to
medium. prevent ice from entering the control servos inside the HMU.
The oil to fuel heat transfer is achieved through conduction and
convection within the exchanger where both fluids are circulated. The servo fuel heater is mounted on the aft section of the main fuel/oil
Fuel from the fuel pump and from the HMU enters the fuel inlet, oil heat exchanger on the fuel pump.
from the scavenge filter enters the oil inlet.
The servo fuel heater is a heat exchanger using oil as a heat source.
The fuel/oil heat exchanger is installed on the fuel pump, between the The fuel and the oil circulate in the servo heater through separate
aft face of the AGB and the servo fuel heater. flow-paths.
The fuel/oil heat exchanger is of the tubular design, the housing

contains a removable core and an oil pressure relief valve and a fuel
pressure relief valve.
A drain port collects possible fuel leaks from the core and inner seal,
to prevent fuel from leaking into the oil cavity and contaminating the
oil system.

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HEAT EXCHANGER/FUEL HEATER

126/130
A319/320/321
OIL SYSTEM INDICATION
Oil Quantity Indication
Oil quantity, oil pressure and oil temperature is used to monitor the oil The oil quantity transmitter in the oil tank is a capacity type probe
system. These parameters are displayed on the Engine Page. powered by 28VDC, an electronic module on the top of the
The oil quantity is also displayed on the Cruise Page. transmitter energizes the probe and supplies an analog signal to the
If the scavenge filter becomes clogged, a caution will appear on the SDAC's and the EIU.
right side of the engine page. The oil quantity displayed in green is graduated from 0 to 20 quarts in
A separate oil low pressure switch will initiate a warning if oil analog form, and from 0 to 99.9 in digital form.
pressure drops below 13 psi. If the quantity becomes below 4 quarts, the oil quantity indication
flashes green (advisory level).
Oil Pressure Indication The oil quantity indication is also displayed on the "Cruise page".
The oil pressure transmitter is bolted to a bracket on the top left side
of the fan case. One side of the transmitter is connected to the forward Oil Temperature Indication
sump oil pressure supply and the other side is connected to the TGB The resistor type oil temperature bulb is located on the oil filter, and
vent line. transmits an analog signal via the EIU to the FWC's for display in
The transmitter is powered by 28VDC and supplies an analog signal digital form on the Engine page.
to the SDAC's and the EIU. The oil temperature flashes green when the temperature increases
The oil pressure is displayed in analog and digital form, the scale is above 140°C (advisory) and becomes amber if temperature exceeds
graduated from 0 to 100 psi. 155°C, or is above 140°C for 15 minutes.
The pressure is displayed in green above 13 psi, and red below 13 psi.
Oil Filter Clogging
Low Oil Pressure Warning A scavenge filter differential pressure switch is mounted on a bracket
The low oil pressure switch is mounted beside the oil pressure above the scavenge filter.
transmitter, with the same pressure and vent connections. When the differential pressure across the filter exceeds 22 psid, an
Oil pressure below 13 psi, activates a warning message. "OIL FILTER CLOG" indication appears on the engine page.
Information from the oil low pressure switch is used for other aircraft
systems to activate or inhibit circuits. Temperature Engine Oil (TEO)
The TEO sensor is mounted in the oil supply line, and transmits a
signal to the ECU for the fuel return system.

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OIL SYSTEM INDICATION

128/130
A319/320/321
ABBREVIATIONS:
ACC - Active Clearance Control LP - Low Pressure

ADIRS - Air Data Inertial Reference System LPC - Low Pressure Compressor
ADIRU - Air Data Inertial Reference Unit LPT - Low Pressure Turbine
AGB - Accessory Gear Box LPTACC - Low Press. Turbine Active Clearance Control
BSV - Burner Staging Valve LVDT - Linear Variable Differential Transformer
CFDIU - Centralized Fault Display Interface Unit MCD - Master Chip Detector
CFDS - Centralized Fault Display System MCDU - Multi Control & Display Unit
DMC - Display Management Computer MCDU - Multifunction Control Display Unit
DMU - Data Management Unit NGV - Nozzle Guide Vane
ECAM - Electronic Centralized Aircraft Monitoring PRSOV - PRessurizing and ShutOff Valve
ECU - Engine (Electronic) Control Unit RACC - Rotor Active Clearance Control
EGT - Exhaust Gas Temperature RACSB - Rotor Active Clearance Control & Start Bleed
EIU - Engine Interface Unit S/D - System Display
EMI - Electro-Magnetic Interference SEC - Spoil Elevator Computer
EVMU - Engine Vibration Monitoring Unit T/M - Torque Motor
EW/D - Engine Warning Display T/R - Thrust Reverser
FADEC - Full Authority Digital Engine Control TBV - Transient Bleed Valve
FLSCU - Fuel Level Sensing Control Unit TEO - Oil Temperature Sensor
FMV - Hydraulic Control Unit TGB - Transfer Gear Box
FRV - Fuel Return Valve TLA - Thrust Lever Angle
GND/GRD - Ground TRA - Thrust Resolver Angle
HMU - Hydro-Mechanical Unit TRDV - T/R Directional Valve
HP - High Pressure TRF - Turbine Rear Frame (Vibration Sensor)
HPC - High Pressure Compressor TRPV - T/R Pressurizing Valve
HPSOV - High Pressure ShutOff Valve TRSOV - T/R ShutOff Valve
HPT - High Pressure Turbine VBV - Variable Bleed Valves
HPTACC - High Press. Turbine Active Clearance Control VIB - Vibration
IDG - Integrated Drive Generator VSV - Variable Stator Vanes
IGB - Inlet Gear Box
LGCIU - Landing Gear Control & Interface Unit

129/130
130/130

ATA 71-80 Manual CFM 320

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Aircraft Maintenance Training Manual Airbus A318/A319/A320/A321 (CFM56) & (IAE V2500) Cat: B1&B2

ID: TRM018 / Rev.2017 For Training Purposes Only ATA: 71-80_Manual_CFM_320

ID: TRM018 / Rev.2017 For Training Purposes Only ATA: 71-80_Manual_CFM_320

Power Plant General ....................................................... 4

ATA70 POWER PLANT CFM56-5

ID: TRM018 / Rev.2017 For Training Purposes Only ATA: 71-80_Manual_CFM_320

This chapter is divided into the following ATA subjects:

A Table of Contents is located at the beginning of each subject.

ATA70 POWER PLANT CFM56-5

ATA70 POWER PLANT CFM56-5

A T12 probe is mounted at 12 o'clock, the probe supplies inlet

ATA70 POWER PLANT CFM56-5

ATA70 POWER PLANT CFM56-5

FAN COWL DOORS

The reverser cowling are constructed mainly by composites, but some

Each reverser cowl is mounted by three hinge brackets at the pylon,

Access to the core engine, for maintenance, is gained by opening the

ATA70 POWER PLANT CFM56-5

THRUST REVERSER COWLS

Thrust Reverser Cowl Opening/Closing System

Each reverser cowl includes:

The hydraulic actuator is a single acting actuator, with an integral,

The manifold at the quick disconnect fitting includes a filter and a

Note: The hydraulic fluid used in the system is Engine Lubrication

ATA70 POWER PLANT CFM56-5

THRUST REVERSER DOOR OPENING SYSTEM

ATA70 POWER PLANT CFM56-5

PRIMARY NOZZLE AND CENTER BODY

The forward mount is bolted to the pylon by 4 bolts, aligned by 2

The forward mount transfers vertical, lateral and thrust loads.

The aft mount is bolted to the pylon by 4 bolts aligned by 2

The links are sandwiched together for fail-safe purpose.

ATA70 POWER PLANT CFM56-5

"THIS PAGE INTENTIONALLY LEFT BLANK"

ATA70 POWER PLANT CFM56-5

ATA70 POWER PLANT CFM56-5

ATA70 POWER PLANT CFM56-5

ATA70 POWER PLANT CFM56-5

FAN MAJOR MODULE

Fan Frame Module

The fan frame provides following primary functions:

The fan case provides:

The fan frame assembly is a fabricated structural weldment construc-

Four of the 12 struts provide passage for the following:

ATA70 POWER PLANT CFM56-5

FAN FRAME MODULE

The high-pressure compressor contains 9 stages.

Stage 4 to 9 is installed in a slot around the circumference of the

ATA70 POWER PLANT CFM56-5

HIGH PRESSURE COMPRESSOR

Combustion Case High Pressure Turbine

ATA70 POWER PLANT CFM56-5

COMBUSTION SECTION/HP TURBINE

ATA70 POWER PLANT CFM56-5

LP TURBINE AND TURBINE FRAME MODULE

The external gearbox assembly consists of a transfer gearbox (TGB)

The AGB provides mounting pads for the individually replaceable

The front face drive pads provides mounting of:

The rear face drive pads provides mounting of:

ATA70 POWER PLANT CFM56-5

EXTERNAL GEARBOX ASSEMBLY

Following drains are connected to the drain mast:

ATA70 POWER PLANT CFM56-5