A330 (TRENT 700) : Engine & Correlated ATA 71 Up 80

A330 - TRENT 700 ENGINE ATA 71 up 80
A330
(TRENT 700)
ENGINE & CORRELATED
ATA 71 up 80
TRENT 700 1 of 419

This document must be used

for training purposes only.
Under no circumstances
should this document be used as a reference.
TRENT 700 2 of 419

ATA 71- 80 ENGINE RR TRENT 700 . . . . . . . . . . . . 1 LOW PRESSURE COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . 48
SPINNER REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
71Ŧ00 GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 LOW PRESSURE COMPRESSOR (FAN)BLADE REMOVAL / INSTALLA-
RB 211 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 TION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
ENGINE DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 FAN BLADE AND SPINNER INSPECTION/CHECK . . . . . . . . . . . . . . 54
MAJOR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 LOW PRESSURE COMPRESSOR CASE MODULE . . . . . . . . . . . . . . 58
COMPRESSOR FAIRINGS / ’A’ FRAME STRUTS . . . . . . . . . . . . . . . . 60
71Ŧ61 AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
INTERMEDIATE PRESSURE COMPRESSOR MODULE . . . . . . . . . . 62
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
INTERMEDIATE CASE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
71Ŧ13 FAN COWLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 HIGH PRESSURE SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . 66
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 IP TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
FAN COWL DOOR OPENING AND CLOSING . . . . . . . . . . . . . . . . . . . 12 LP TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
78Ŧ30 REVERSER C- DUCTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 SPRING LOADED LP TURBINE BEARING . . . . . . . . . . . . . . . . . . . . . . 72
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 HIGH SPEED GEARBOX MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
C- DUCTS OPENING AND CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 TURNING THE IP SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
C- DUCT LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 VIGV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . 20 TURNING THE HIGH PRESSURE (HP) SYSTEM . . . . . . . . . . . . . . . . 80
71Ŧ20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 72- 00 ENGINE BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
71Ŧ70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 BORESCOPE ACCESS PORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
DRAINS TANK OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . . . 94
77Ŧ00 INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
ATA 72 ENGINE GENERAL . . . . . . . . . . . . . . . . . . . 32 ENGINE WARNING DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
SYSTEM DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
72Ŧ00 GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 77Ŧ11 SHAFT SPEED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
PROPULSION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
ENGINE LEFT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
ENGINE RIGHT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
ACCESS PANELS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
72Ŧ00 ENGINE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
MAIN ROTATING ASSEMBLIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 N3 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
ENGINE MAIN BEARING ARRANGEMENT . . . . . . . . . . . . . . . . . . . . . 44 77Ŧ13 ENGINE PRESSURE RATIO (EPR) . . . . . . . . . . . . . . . . . . . . . . . . . 110
MODULAR BREAKDOWN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
TRENT 700 3 of 419

SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 P20 / T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
OPERATION CONTROL AND INDICATING . . . . . . . . . . . . . . . . . . . . . 112 BASIC CONTROL LOOPŦSTEADY STATE . . . . . . . . . . . . . . . . . . . . . . 182
EPR TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114 THRUST SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
77Ŧ20 EXHAUST GAS TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 THRUST MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
EXHAUST GAS TEMPERATURE MEASUREMENT . . . . . . . . . . . . . . 116 ENGINE RATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 188
EXHAUST GAS TEMPERATURE MEASUREMENT . . . . . . . . . . . . . . 118 CMS EEC INTERACTIVE TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
EXHAUST GAS TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . 120
EGT TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
77Ŧ22 TURBINE OVHT DETECTION SYSTEM . . . . . . . . . . . . . . . . . . . . . 124
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 79- 00 OIL SYSTEM GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
77Ŧ30 ANALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
ENGINE INTERFACE AND VIBRATION MONITORING SYSTEM . . 128 79Ŧ11 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
77Ŧ32 VIBRATION INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 130 OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 202
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 79Ŧ20 OIL DISTRIBUTION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
77Ŧ32 VIBRATION MONITORING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . 136 VENTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
CMS EIVMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136 SCAVANGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208
77- 33 ENGINE CONDITION MONITORING . . . . . . . . . . . . . . . . . . . 148 79Ŧ21 LUBRICATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210
MCD PROVISIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 150 CENTRIFUGAL BREATHER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214
OIL TEMPERATURE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . 216
73- 20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150 AIR/OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
PRESSURE AND TEMPERATURE STATIONS . . . . . . . . . . . . . . . . . . . 150 AOHE MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
FADEC GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152 FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . 222
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
24Ŧ21 IDG SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224
DESCRIPTION CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
IDG OIL LUBRICATION AND COOLING . . . . . . . . . . . . . . . . . . . . . . . . 224
DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
IDG AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . 226
FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228
ELECTRONIC ENGINE CONTROLLER (EEC) . . . . . . . . . . . . . . . . . . . 164
MASTER MCD INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
DATA ENTRY PLUG (DEP) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
OIL PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232
ROTOR OVERSPEED PROTECTION SYSTEM (ROS) . . . . . . . . . . . 172
TURBINE OVERSPEED PROTECTION SYSTEM (TOS) . . . . . . . . . . 174 79- 30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
OVERSPEED PROTECTION UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234
TRENT 700 4 of 419

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 248 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 308
73- 00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 248 76- 10 POWER CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248 76Ŧ11 THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 316
FUEL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254 THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
HIGH PRESSURE PUMP AND FF- TRANSMITTER . . . . . . . . . . . . . . . 256
76- 12 ENGINE MASTER CONTROL SYSTEM . . . . . . . . . . . . . . . . 320
FUEL METERING UNIT (FMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258
HP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
HIGH PRESSURE FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
LP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
FUEL MANIFOLD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
FUEL SPRAY NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 262
FUEL SPRAY NOZZLE (FSN) REMOVAL / INSTALLATION . . . . . . . . 264 ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 326
30- 20 ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . . . . . 326
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
75- 33 IP/HP COMPRESSOR AIRFLOW CONTROL . . . . . . . . . . . 270
THERMAL ANTI ICE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
VIGV / VSV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
VIGV/VSV OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274 ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
COMPRESSOR BLEED CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . 280
COMPRESSOR BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282 78- 00 THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
75- 24 TURBINE CASE COOLING SYSTEM . . . . . . . . . . . . . . . . . . 292 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 THRUST REVERSER PIVOTING DOORS . . . . . . . . . . . . . . . . . . . . . . 338
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292 REVERSER SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
TCC COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 294 HYDRAULIC SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 346
ENGINE COOLING AND SEALING SYSTEM . . . . . . . . . . . . . . . . . . . . 298 THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
75- 21 ACCESSORY / ZONE COOLING . . . . . . . . . . . . . . . . . . . . . . 300 78- 37 T/R INDEPENDANT LOCKING SYSTEM . . . . . . . . . . . . . . . 360
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 300 T/R DEACTIVATION FOR MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . 366
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 T/R DEACTIVATION FOR FLIGHT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 368
MANUAL OPERATION OF THE PIVOTING DOORS . . . . . . . . . . . . . . 370
75Ŧ41 NACELLE TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . 306
THRUST REVERSER CMS TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
TRENT 700 5 of 419

ATA 74 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . 378
74Ŧ00 IGNITION SYSTEM GENERAL . . . . . . . . . . . . . . . . . . . . . . . . 378
IGNITER PLUG REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . . . . 382
IGNITER PLUG IMMERSION DEPTH CHECK . . . . . . . . . . . . . . . . . . . 384
IGNITION SYSTEM SCHEMATIC ASM 74Ŧ31Ŧ00 . . . . . . . . . . . . . . . . 386
ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 390

80- 00 STARTING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 390
80Ŧ13 DUCTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 394
AIR STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
START CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398
ENGINE START CONTROL AND INDICATION . . . . . . . . . . . . . . . . . . 404
AUTO START PROCEDURE AND DRY CRANCING . . . . . . . . . . . . . . 406
MANUAL START PROCEDURE AND IGNITION MODES . . . . . . . . . 408
TRENT 700 6 of 419

Figure 1 ROLLS ROYCE RB211 FAMILY . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 SPRING LOADED LP TURBINE BEARING . . . . . . . . . 73
Figure 2 EXTERNAL DIMENSIONS . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 EXTERNAL GEARBOX MODULE . . . . . . . . . . . . . . . . . . 75
Figure 3 ENGINE MAJOR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 IP SYSTEM HAND TURNING . . . . . . . . . . . . . . . . . . . . . 77
Figure 4 AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 VIGV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 5 FAN COWL DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 HP SYSTEM HAND TURNING . . . . . . . . . . . . . . . . . . . . 81
Figure 6 FAN COWL LATCHES AND RODS . . . . . . . . . . . . . . . . . . 13 Figure 41 BORESCOPE ACCESS PORTS . . . . . . . . . . . . . . . . . . . 83
Figure 7 REVERSER C- DUCTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 42 IP BORESCOPE PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 8 C- DUCT OPENING / CLOSURE . . . . . . . . . . . . . . . . . . . . 17 Figure 43 HP BORESCOPE PLUGS . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 9 PIN LATCHES No.3 AND No. 4 . . . . . . . . . . . . . . . . . . . . . 19 Figure 44 COMBUSTION LINER- / HPT- BORESCOPE PLUGS 89
Figure 10 COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . 21 Figure 45 HP / IP TURBINE BORESCOPE PLUGS . . . . . . . . . . . 91
Figure 11 FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . 23 Figure 46 LP TURBINE BORESCOPE PLUGS . . . . . . . . . . . . . . . 93
Figure 12 REAR ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 47 ENGINE WARNING DISPLAY . . . . . . . . . . . . . . . . . . . . . 95
Figure 13 DRAINS TANK & DRAINS MAST . . . . . . . . . . . . . . . . . . 27 Figure 48 ENGINE SYSTEM DISPLAY . . . . . . . . . . . . . . . . . . . . . . 97
Figure 14 DRAINS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 49 SHAFT SPEED COMPONENT LOCATION . . . . . . . . . . 99
Figure 15 DRAINS TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 50 SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 16 PROPULSION SYSTEM OUTLINE . . . . . . . . . . . . . . . . . 33 Figure 51 SHAFT SPEED COMPONENTS . . . . . . . . . . . . . . . . . . . 103
Figure 17 ENGINE L/H VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 52 N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 18 ENGINE R/H VIEW . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 53 N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 19 L/H SIDE ACCESSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 54 N3 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 20 R/H SIDE ACCESSIBILITY . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 55 EPR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 21 MAIN ROTATING ASSEMBLIES . . . . . . . . . . . . . . . . . . . 43 Figure 56 EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 22 ENGINE BEARING ARRANGEMENT . . . . . . . . . . . . . . 45 Figure 57 EPR TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 23 MODULAR BREAKDOWN . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 58 EGT THERMOCOUPLES . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 24 LP COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . 49 Figure 59 EGT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 25 FAN BLADE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 60 EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 26 FAN BLADE REPLACEMENT SEQUENCE . . . . . . . . . 53 Figure 61 EGT TRIMMING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123
Figure 27 FAN BLADE AND SPINNER ASSEMBLY . . . . . . . . . . . 55 Figure 62 TURBINE OVHT DETECTION INTERFACE . . . . . . . . . 125
Figure 28 METCO COATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 63 TURBINE OVHT DETECTION THERMOCOUPLES . . 127
Figure 29 LP COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . 59 Figure 64 VIBRATION INTERFACE SYSTEM . . . . . . . . . . . . . . . . 129
Figure 30 GAS GENERATOR FAIRINGS . . . . . . . . . . . . . . . . . . . . . 61 Figure 65 Simplified Vibration Diagram . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 31 IP COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . . 63 Figure 66 VIBRATION TRANSDUCER . . . . . . . . . . . . . . . . . . . . . . . 133
Figure 32 INTERMEDIATE CASE MODULE . . . . . . . . . . . . . . . . . . 65 Figure 67 REMOTE CHARGE CONVERTER . . . . . . . . . . . . . . . . . 135
Figure 33 HP SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 67 Figure 68 EIVMU SYSTEM TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Figure 34 IP TURBINE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69 Figure 69 EIVMU SPECIFIC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 35 LP TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 Figure 70 EIVMU FAN UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . 141
TRENT 700 7 of 419

Figure 71 EIVMU MAX FLT VIBRATION DISPLAY . . . . . . . . . . . . 143 Figure 106 OIL PUMP MCD’s . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 72 FREQUENCY ANALYSIS READOUT . . . . . . . . . . . . . . . 145 Figure 107 CENTRIFUGAL BREATHER . . . . . . . . . . . . . . . . . . . . . 215
Figure 73 EIVMU DISCRETE INPUTS / DISCRETE OUTPUTS . 147 Figure 108 OIL TEMPERATURE CONTROL SYSTEM . . . . . . . . . 217
Figure 74 THERMOCOUPLES T25 / T30 . . . . . . . . . . . . . . . . . . . . 149 Figure 109 AOHE MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . 219
Figure 75 ENGINE STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 110 AOHE DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 76 FADEC SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . 153 Figure 111 FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . 223
Figure 77 FADEC- SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . 155 Figure 112 INTEGRATED DRIVE GENERATOR . . . . . . . . . . . . . . 225
Figure 78 FADEC COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 113 IDG AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . 227
Figure 79 DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 114 ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 80 ................................................ 161 Figure 115 MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . 231
Figure 81 POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 116 OIL PRESSURE FILTER . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 82 ELECTRONIC ENGINE CONTROLLER . . . . . . . . . . . . 165 Figure 117 OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . 235
Figure 83 EEC SUITCASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 118 OIL TEMPERATURE SENSORS . . . . . . . . . . . . . . . . . . 237
Figure 84 DATA ENTRY PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 119 OIL PRESSURE TRANSMITTERS . . . . . . . . . . . . . . . . 239
Figure 85 DEP PROGRAMMING UNIT AND PRINTOUT . . . . . . . 171 Figure 120 OIL LOW PRESSURE SWITCH . . . . . . . . . . . . . . . . . . 241
Figure 86 OVERSPEED PROTECTION LOGIC . . . . . . . . . . . . . . . 173 Figure 121 OIL PRESSURE FILTER dP- SWITCH . . . . . . . . . . . . . 243
Figure 87 LPTOS SPEED PROBES . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 122 OIL SCV FILTER dP- SWITCH . . . . . . . . . . . . . . . . . . . . 245
Figure 88 OVERSPEED PROTECTION UNIT . . . . . . . . . . . . . . . . 177 Figure 123 LOP WARNING SYSTEM ASM 79Ŧ34Ŧ00 SHEET 1/2 246
Figure 89 P20/T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 124 LOP WARNING SYSTEM ASM 79Ŧ34Ŧ00 SHEET 2/2 247
Figure 90 POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 125 FUEL SYSTEM OVERVIEW . . . . . . . . . . . . . . . . . . . . . 249
Figure 91 POWER SETTING BASIC CONTROL LOOP . . . . . . . . 183 Figure 126 FUEL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . 251
Figure 92 THRUST SETTINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 127 FUEL SYSTEM DIAGRAM 1/2 . . . . . . . . . . . . . . . . . . . . 252
Figure 93 THRUST MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 128 FUEL SYSTEM DIAGRAM 2/2 . . . . . . . . . . . . . . . . . . . . 253
Figure 94 FLAT RATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 129 FCOC AND FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 95 EEC CMS MENUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 130 FUEL PUMP ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . 257
Figure 96 EEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 131 FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 259
Figure 97 EEC PROBE HEATER TEST . . . . . . . . . . . . . . . . . . . . . . 195 Figure 132 FUEL SPRAY NOZZLES AND MANIFOLD . . . . . . . . . 261
Figure 98 EEC ENGINE RUNNING DISCRETE . . . . . . . . . . . . . . . 197 Figure 133 FUEL SPRAY NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . 263
Figure 99 EEC SPECIFIC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199 Figure 134 FSN REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . 265
Figure 100 OIL SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . 201 Figure 135 LP FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267
Figure 101 ENGINE OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 136 HP FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269
Figure 102 OIL SYSTEM DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 137 VIGV / VSV - ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . 271
Figure 103 OIL VENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 Figure 138 VIGV / VSV SYSTEM SCHEMATIC . . . . . . . . . . . . . . . 273
Figure 104 SCAVENGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . 209 Figure 139 VIGV / VSV ACTUATION SCHEMATIC . . . . . . . . . . . . 275
Figure 105 OIL PUMP AND SCAVENGE FILTER . . . . . . . . . . . . . 211 Figure 140 VSV CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . 277
TRENT 700 8 of 419

Figure 141 CMS VSV TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 279 Figure 175 T/R HYDRAULIC ACTUATION SYSTEM SCHEMATIC . . . . . . .
Figure 142 IP and HP BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . 281 345
Figure 143 IP AND HP BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . 283 Figure 176 HYDRAULIC CONTROL FWD THRUST POSITION . 347
Figure 144 BLEED VALVE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 285 Figure 177 HYDRAULIC CONTROL DEPLOY . . . . . . . . . . . . . . . . 349
Figure 145 BLEED VALVE SOLENOIDS . . . . . . . . . . . . . . . . . . . . . 287 Figure 178 Thrust Reverser Control Indication . . . . . . . . . . . . . . . . 351
Figure 146 BLEED VALVE OPS OPEN . . . . . . . . . . . . . . . . . . . . . . 289 Figure 179 PIVOTING DOOR STOW SWITCH . . . . . . . . . . . . . . . 353
Figure 147 BLEED VALVE OPS CLOSE . . . . . . . . . . . . . . . . . . . . . 291 Figure 180 PIVOTING DOOR RVT . . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 148 TURBINE CASE COOLING SCHEMATIC . . . . . . . . . . 293 Figure 181 ASM 73Ŧ25Ŧ00 SCHEMATIC 28 SHEET 1/2 . . . . . . . 356
Figure 149 TURBINE CASE COOLING COMPONENTS . . . . . . . 295 Figure 182 ASM 73Ŧ25Ŧ00 SCHEMATIC 28 SHEET 2/2 . . . . . . . 357
Figure 150 TCC LINER ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 183 PRIMARY LOCK MECHANISM . . . . . . . . . . . . . . . . . . . 359
Figure 151 ENGINE COOLING AND SEALING AIRFLOW . . . . . 299 Figure 184 T/R INDEPENDANT LOCKING SYSTEM . . . . . . . . . . 361
Figure 152 FIREPROOF BULKHEADS . . . . . . . . . . . . . . . . . . . . . . 301 Figure 185 TERTIARY LOCK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Figure 153 ACCESSORY COOLING ZONES . . . . . . . . . . . . . . . . . 303 Figure 186 ASM 73Ŧ37Ŧ00 SCHEMATIC 1 . . . . . . . . . . . . . . . . . . . 364
Figure 154 EUPB- COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 187 ASM 27Ŧ92Ŧ00 SCHEMATIC 34 . . . . . . . . . . . . . . . . . . 365
Figure 155 NACELLE TEMPERATURE INDICATION . . . . . . . . . . 307 Figure 188 T/R DEACTIVATION - REACTIVATION . . . . . . . . . . . . 367
Figure 156 POWER CONTROL SYSTEM COMPONENTS . . . . . 309 Figure 189 T/R DEACTIVATION FOR FLIGHT . . . . . . . . . . . . . . . . 369
Figure 157 THROTTLE CONTROL ROUTING . . . . . . . . . . . . . . . . 311 Figure 190 PIVOTING DOORS MANUAL OPS . . . . . . . . . . . . . . . 371
Figure 158 THROTTLE CONTROL COMPUTATION . . . . . . . . . . . 313 Figure 191 CMS T/R TEST (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 373
Figure 159 THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . 315 Figure 192 CMS T/R TEST (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 160 ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . 317 Figure 193 CMS T/R TEST (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 161 THROTTLE CONTOL UNIT (TCU) . . . . . . . . . . . . . . . . 319 Figure 194 IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . 379
Figure 162 ENGINE / MASTER CONTROL SYSTEM . . . . . . . . . . 321 Figure 195 IGNITER PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 163 ENGINE / MASTER CONTROL SCHEMATIC . . . . . . 323 Figure 196 IGNITER BOX CONNECTORS . . . . . . . . . . . . . . . . . . . 383
Figure 164 HP- AND LP- FUEL S/O- V ALVE CONTROL . . . . . . . . 325 Figure 197 IGNITER PLUG IMMERSION DEPTH MEASUREMENT . . . . . .
385
Figure 165 TAI- SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Figure 198 IGNITION SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . 387
Figure 166 TAI DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 329
Figure 199 CMS IGNITION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . 389
Figure 167 TAI- VALVE SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . 331
Figure 200 STARTING SYSTEM DIAGRAM . . . . . . . . . . . . . . . . . . 391
Figure 168 ANTI ICE SYSTEM SCHEMATIC . . . . . . . . . . . . . . . . . 333
Figure 201 STARTING CONTROL PANEL . . . . . . . . . . . . . . . . . . . 393
Figure 169 TAI VALVE MANUAL OPS . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 202 STARTER DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 395
Figure 170 THRUST REVERSER ASSEMBLY . . . . . . . . . . . . . . . . 337
Figure 203 AIR STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Figure 171 THRUST REVERSER PIVOTING DOOR . . . . . . . . . . 339
Figure 204 AIR STARTER CONTROL VALVE . . . . . . . . . . . . . . . . . 399
Figure 172 T/R ACTUATION DIAGRAM . . . . . . . . . . . . . . . . . . . . . . 341
Figure 205 Air Start Valve: Open Position . . . . . . . . . . . . . . . . . . . . 401
Figure 173 ASM 73Ŧ25Ŧ00 SCHEMATIC 26 . . . . . . . . . . . . . . . . . . 342
Figure 206 Air Start Valve: Closed Position . . . . . . . . . . . . . . . . . . . 403
Figure 174 ASM 73Ŧ25Ŧ00 SCHEMATIC 64 . . . . . . . . . . . . . . . . . . 343
Figure 207 ENGINE START CONTROL AND INDICATION . . . . . 405
TRENT 700 9 of 419

Figure 208 AUTO START PROCEDURE . . . . . . . . . . . . . . . . . . . . . 407
Figure 209 MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 409
TRENT 700 10 of 419

ATA 71- 80 ENGINE RR TRENT 700
TRENT 700 11 of 419

71Ŧ00 GENERAL INFORMATION

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

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

768- A- 60
THRUST LEVELS
TRENT- 890 90,000
TRENT- 884 84,400
TRENT- 877 77,000
TRENT- 875 74,600
TRENT- 775 75,150
TRENT- 772 71,100
TRENT- 768 67,500
RB 211- 524H 60,600
RB 211- 524G 58,000
RB211- 524D4 53,000
RB211- 524C2 51,500
RB211- 524B4 50,000
TRENT 700 12 of 419

THRUST
(lb 1000)
100 TRENT 800
Boeing 777
80 TRENT 900
Airbus A380
TRENT 700
70 Airbus A330
TRENT 600 Boeing 767

60 - 524G/H
Boeing 747
TRENT 500
50 - 524D
Airbus A340
Tupolew Tu- 204

40 - 535E4
- 22B
Boeing 757
Lockheed L- 1011
Figure 1 ROLLS ROYCE RB211 FAMILY

TRENT 700 13 of 419
ENGINE DATA
Take off thrust Rotor Operation Speed Limits
S (SL Static), Trent 768 67,500 lbs S N1 99% (3861 rpm)
Trent 772 71,100 lbs S N2 103.3% (7231 rpm)
S N3 100% (10611 rpm)
L.P. System
EGT Limits
S (N1 Indication) 4 Stage turbine, Single stage Fan
S Starting 700_C
I.P. System S Max Cont. 850_C
S (N2 Indication), 8 stage axial flow compressor, single S Take Off 900_C (max. 5 min.)
stage turbine
S Red Line 920_C (max. 20 sec.)
H.P. System Engine Pressure Ratio (EPR) Limit
S (N3 Indication), 6 stage axial flow compressor, single S Maximum Static EPR 1.54
stage turbine Oil Pressure Limits
Flat rated Temperature S Minimum Oil Pressure 35 PSI (N3 at or above Idle)
S ISA +150C S Low Oil Pressure Warning 25 PSI
Oil Temperature Limits
ByŦpass ratio
S Minimum Temp above Idle 20_ C
S Trent 768 4.9 : 1, Trent 772 4.66 : 1
S Maximum Temp Steady State 190_C
Overall pressure at take off Oil Consumption
S Trent 768 35.9 : 1, Trent 772 37.42 : 1 S Usual Consumption Rate 0.2 ltr/hr
Overall length S Consumption Limit 0.67 ltr/hr
S 221 inches / 5613mm Starter Limits
S Cycle: 3 min...............3 min...............1 min
Fan diameter S Cooldown: ...........30 sec................30 sec
S 97.4 inch / 2474mm
S Extended Cycle: 5 min then 30 min cooldown
Powerplant weight Vibration Guidelines
S 14350 lbs / 6500Kg S N1 Advisory 3.3 Units (1.00 in/sec)
S N2 Advisory 2.6 Units (0.78 in/sec)
Direction of rotation all shafts
S N3 Advisory 4.0 Units (1.20 in/sec)
S Anti clockwise viewed from the rear
TRENT 700 14 of 419

Figure 2 EXTERNAL DIMENSIONS

TRENT 700 15 of 419
MAJOR UNITS
The propulsion system comprises of the following items:
S Air intake cowl

S Right and left fan cowl doors
S Engine, associated fairings, front and rear mounts
S Common nozzle assembly (CNA)
S Pylon mounted, left and right hand
S Thrust reverser halves (’C’ ducts)
The left fan side is the so called dry side (EEC, power control unit...) of the en-
gine.
The right fan side is the so called wet side (Oil and Fuel components) of the
engine.
TRENT 700 16 of 419

Figure 3 ENGINE MAJOR UNITS

TRENT 700 17 of 419
71Ŧ61 AIR INTAKE COWL

DESCRIPTION
The air intake cowl provides a smooth airstream into the engine. On the upper side
is an access panel for the P2/T2 probe. There are several Pip Pin positions around
the nose cowl for installing the engine cover.
S The intake cowl uses stage 3 HP air for anti icing purposes
S The NACA inlet provides ambient air to enter the fan case for venting
S EEC cooling is also supplied by air taken from the nose cowl
TRENT 700 18 of 419

Figure 4 AIR INTAKE COWL

TRENT 700 19 of 419
71Ŧ13 FAN COWLS

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

Ŧ Oil fill and sight glass access
Ŧ Hydraulic filter contamination indicator and master MCD access
Ŧ Air oil heat exchanger air outlet
Ŧ Zone 1 airflow outlet
Ŧ Engine breather outlet mast
Each fan cowl door has four hinges, four latches or latch keepers, one deflec-
tion restraint and two hold open rods.
TRENT 700 20 of 419

Figure 5 FAN COWL DOORS

TRENT 700 21 of 419
FAN COWL DOOR OPENING AND CLOSING

DESCRIPTION
The fan cowl doors are held together by 4 adjustable latches, and 2 deflection
restraints.
CAUTION: IT IS NOT PERMITTED TO OPEN THE FAN COWL DOORS
WHEN THE WIND SPEED IS MORE THAN 60 MPH.
CAUTION: THE ENGINE OPERATION IS LIMITED TO IDLE POWER
WITH OPENED FAN COWL DOORS.
There are two deflection restraints which engage in a hole on the nose cowl.
OPENING PROCEDURE
S release the deflection restraints on the leading edge of the fan cowl doors
S release the four fan cowl latches in sequence:
1, 3, 2, 4 (numbered from the front)
S get access to the hold open rods and attach them on support brackets on
the fan case
CLOSING PROCEDURE
S hold the fan cowl doors and disengage the hold open rods to stow them
back on the fan cowl door
S close the fan cowl doors and engage the four latches in sequence:
1, 3, 2, 4
S engage the deflection restraints
TRENT 700 22 of 419

DEFLECTION RESTRAINTS
Figure 6 FAN COWL LATCHES AND RODS

TRENT 700 23 of 419
78Ŧ30 REVERSER C- DUCTS

DESCRIPTION
The thrust reverser cowl doors make a cover over the engine. To give access to
the engine and thrust reverser for maintenance, each thrust reverser cowl door is
installed with an opening mechanism.
The sleeves are hydraulically opened by two hydraulic actuators pressurized by
a handpump .
There are 7 reverser latches which are adjustable to keep both C- ducts together.
To keep the C- duct in the open position each one has two hold open rods.
TRENT 700 24 of 419

Figure 7 REVERSER C- DUCTS

TRENT 700 25 of 419
C- DUCTSOPENING AND CLOSING

NOTE: PRIOR OPENING AND CLOSING C- DUCTS, A TAKE- UP- DEVICE
HAS TO BE INSTALLED TO REMOVE THE LOAD FROM THE
LATCHES.
The latches 1, 2, 5, 6, 7, are hook latches. The latches 3 and 4 are pin latches and
located underneath of a pressure relief door which is also the access panel.
OPENING PROCEDURE
S open the fan cowl doors
S open the thrust reverser latch access and overpressure relief door
S operate the take- up device to take the load off the latches
S release the hook latches in this sequence:
No. 7, 6, 5, 2, 1
NOTE: THE HOOK LATCH NO. 1 IS OPERATED BY A REMOTE LEVER.
S then insert a speed brace into pin latch 3 and 4. Push up and turn to disen-
gage the pin
S remove the take- up device
S connect the hand pump on the manifold and open the c- duct sleeve until
both hold open rods can be engaged
CLOSING PROCEDURE
S connect the hand pump to the manifold and take the load off the hold open
rods
S disengage the hold open rods and stow them back on the c- duct
S lower down the c- duct
S engage the take- up device and pull the c- duct together
S engage the pin latches 3 and 4 and remove the take- up device and stow it
back
S engage the hook latches in this sequence:
No. 1, 2, 5, 6, 7
S close the pressure relief door and remove the hand pump
S close the fan cowl doors
TRENT 700 26 of 419

Figure 8 C- DUCT OPENING / CLOSURE

TRENT 700 27 of 419
C- DUCT LATCHES
HOOK LATCH No. 1
The hook latch No. 1 is operated by a remote handle and trigger. To open the re-
mote handle the trigger must be released first. The trigger is spring loaded and
must hold the handle in the latched position.
The force of the handle can be adjusted by use of a flat blade screwdriver to
turn the adjusting nut.
PIN LATCH No. 3 AND No. 4
The pin latches 3 and 4 can be operated by use of a 3/8 inch square. To engage
the pin into the keeper the turning direction is clockwise, to disengage the pin the
direction of turn is counterclockwise.
TRENT 700 28 of 419

LATCHES 3 AND 4
HOUSING
ASSEMBLY
LATCH 1
Figure 9 PIN LATCHES No.3 AND No. 4

TRENT 700 29 of 419
COMMON NOZZLE ASSEMBLY (CNA)

DESCRIPTION
The CNA which is bolted to the engine exhaust case mixes the primary and the
secondary airstream together. There are 4 different CNA’s available from the
manufacturer.
Each of the four CNA’s has slightly different airstream through it. Therefore the en-
gine data plate shows a EPR trim value on it which results from those manufacturer
tolerances.
TRENT 700 30 of 419

TRIM
PLATE
Figure 10 COMMON NOZZLE ASSEMBLY (CNA)

TRENT 700 31 of 419
71Ŧ20 ENGINE MOUNTS

DESCRIPTION
The engine is attached to the aircraft pylon with two engine mounts. The front
mount is attached at the top of the intermediate case. The rear mount is attached
at the top of the exhaust case.
The mounts support the weight of the engine and transmit loads to the aircraft
structure.
Spherical bearings in each mount permit thermal expansion and some movement
between the engine and the aircraft pylon, the two mounts are made to fail safe.
FRONT MOUNT
The engine front mount transmits engine thrust, side and vertical loads to the
aircraft pylon. The thrust and side loads are transmitted from the intermediate case
through a split spherical bearing Ŧ which is mounted on the intermediate case Ŧ
to the cylindrical trunnion.
These loads are now transmitted through the main attachment bracket to the air-
craft pylon.
The vertical loads are transmitted from the intermediate case through the vertical
load links to the vertical load support beam. They are then transmitted through
the front horizontal trunnion to the main attachment bracket to the aircraft pylon.
The main attachment bracket is in two halves to give more than one route for the
thrust and side loads.
If there is a failure of a primary component that affects the vertical loading the en-
gine would drop and the fail safe catcher link would contact the rear trunnion (on
the main attachment bracket) and support the vertical loads.
TRENT 700 32 of 419

Figure 11 FORWARD ENGINE MOUNT

TRENT 700 33 of 419
REAR ENGINE MOUNT

The engine rear mount transmits engine torque loads, vertical loads and side loads
to the aircraft pylon.
The torque loads and side loads are transmitted from the lug at the top of the ex-
haust to the fail safe link. They are then transmitted through the left hand inboard
fork lugs (when viewed from the rear of the engine) to the intermediate fitting to
the aircraft pylon.
Vertical loads are transmitted through the engine mount links through the inter-
mediate fitting to the aircraft pylon. If a failure of the fail safe link occurs, the fail
safe link pin will transmit torque and side loads. The fail safe pin is in a clearance
hole. Therefore the pin will only transmit loads if a failure occurs.
If there is a failure of the fail safe link where it attaches to the exhaust case, the
torque pads and shoulder pads engage and transmit side and torque loadings.
If there is a failure of an engine mount link the fail safe link will transmit side,
torque and vertical loads, the remaining engine mount link will transmit vertical
and torque loads.
TRENT 700 34 of 419

Figure 12 REAR ENGINE MOUNT

TRENT 700 35 of 419
71Ŧ70 POWER PLANT DRAINS

GENERAL
The power plant drains system has the functions that follow:
S to collect fuel which has not burned because of an engine shutdown or failure
to start
S to remove and discard fuel and/or oil if a leak occurs across an internal seal in
specified primary components (thus the system can also be used to monitor
the condition of these seals)
S to remove unwanted liquids which can collect in the pylon, cowls and fairings.
DRAINS TANK
The drains tank is attached to the front face of the external gearbox.
When the engine is shutdown, or after a failure to start, fuel is drained from the fuel
manifold to the drains collector tank.
DRAINS MAST
The drains mast is located on a bracket and fitted to the front face of the external
gearbox.
There are six outlets at the drains mast for leak monitoring of components which
are installed to the external gearbox module. The related components for each
outlet are identified on the side of the drains mast.
TRENT 700 36 of 419

DRAINS TANK
DRAINS MAST
Figure 13 DRAINS TANK & DRAINS MAST

TRENT 700 37 of 419
DESCRIPTION
The powerplant drains system is provided to fulfil the following functions:
S To collect fuel which has not been burned because of engine shut down
or failure to start.
S To remove and discard fuel and/or oil if a leak occurs across an internal seal
in certain primary components. This also provides the means of monitoring
the condition of these seals.
S To remove unwanted liquids which can collect in the pylon, cowls and
fairings.
COMPONENT DRAINS
If component seals are leaking stainless steel tubes convey the fluid to an over-
board drain (drains mast). Most of the tubes connect to specified primary compo-
nents as follows:
S Air Oil Heat Exchanger (AOHE)
S Hydraulic Pumps
S LP/HP Fuel Pump
S Fuel Metering Unit (FMU)
S Starter Motor
S Integrated Drive Generator (IDG)
S (VIGV/VSV) Actuator
S Drains Collector Tank
S Oil Tank Filler Scupper
Other tubes in the drains system remove unwanted fluids from specified areas
of the powerplant and they are:
S The Pylon Primary Structure
S The Core Engine Fairings
S The LP Turbine Area
A small sump is installed in many of the components drain tubes. The sump will
hold some of the fluid if leaks occur from the components. This fluid in the sumps
can then be used to identify the defective component.
TRENT 700 38 of 419

Figure 14 DRAINS SYSTEM

TRENT 700 39 of 419
DRAINS TANK OPERATION

When the engine is shut down, or after failure to start fuel is drained from the fuel
manifold.
As fuel flows into the tank air is released through the outlet tube. After a number
of failed starts, the tank can become full of drained fuel, this fuel is then discharged
through the outlet tube and to the drains mast.
During normal operation fuel in the drains tank lifts the float valve and moves it
to the open position. During engine starting LP fuel flows through the ejector, this
will lower the fuel pressure in the ejector to less than that in the tank and the nonŦ
return valve opens, fuel is now removed from the tank to be routed to the inlet side
of the LP pump.
When the fuel falls to a certain level the float valve closes this prevents air being
introduced into the LP fuel supply.
TRENT 700 40 of 419

Figure 15 DRAINS TANK

TRENT 700 41 of 419
ATA 72 ENGINE GENERAL

72Ŧ00 GENERAL DESCRIPTION
PROPULSION SYSTEM
Engine power to operate the Airbus A330 is provided by two propulsion systems
located through pylons to the underside of the wings.
Looking forward from the rear of the aircraft they are numbered one and two, the
left hand engine being number one.
The RollsŦRoyce Trent engine is a 3 shaft high byŦpass ratio turbo fan engine with
Low Pressure (LP), Intermediate Pressure (IP) and High Pressure (HP) compres-
sors driven by turbines through the coŦaxial shafts.
All the air entering the engine through the air intake cowl passes through the LP
Compressor (fan) and is then directed into two main flows by the splitter fairing,
the cold airflow and the hot gas flow.
The cold airflow passes through the fan outlet guide vanes (OGV’s) into the byŦ
pass casing and enters the common nozzle assembly (CNA). The air passing
through the gas generator also enters the CNA Both flows are exhausted through
the CNA to atmosphere.
Exhausting both flows through the CNA results in a low velocity jet efflux producing
high propulsive efficiency.
The LP system consists of a single stage wide chord hollow fan blade compressor
driven by a 4 stage turbine.
The IP system consists of an 8 stage axial flow compressor driven by a single
stage turbine.
The HP system consists of a 6 stage axial flow compressor driven by a single stage
turbine.
The Combustion system is of annular construction incorporating spray nozzles
through which fuel is supplied from a fuel Ŧ system in accordance with the setting
of the engine throttle and aircraft operating conditions.
TRENT 700 42 of 419

Figure 16 PROPULSION SYSTEM OUTLINE

TRENT 700 43 of 419
ENGINE LEFT HAND VIEW

The following diagram shows the left hand side of the engine.
TRENT 700 44 of 419

Figure 17 ENGINE L/H VIEW

TRENT 700 45 of 419
ACCESS PANELS
ACCESS PANELS L/H SIDE
Detachable or hinged panels are provided in the propulsion system outer surfaces
where necessary to allow for access to the following:
S Thermal antiŦicing air outlet
S Interphone socket
S Starter control valve and thrust reverser ground safety switch access door
S IDG oil fill sight glass and reset lever access door
S IDG oil cooler air outlet Thrust reverser pivot doors
TRENT 700 46 of 419

Figure 18 ENGINE R/H VIEW

TRENT 700 47 of 419
ACCESS PANELS
ACCESS PANELS L/H SIDE
S Thermal antiŦicing air outlet
S Interphone socket
S Starter control valve and thrust reverser ground safety switch access door
S IDG oil fill sight glass and reset lever access door
S IDG oil cooler air outlet Thrust reverser pivot doors
TRENT 700 48 of 419

Figure 19 L/H SIDE ACCESSIBILITY

TRENT 700 49 of 419
ACCESS PANELS R/H SIDE

S P20/T20 probe access panel
S Engine breather outlet
S Hydraulic filter contamination indicator and master MCD access door
S Oil filter and sight glass access door
S Engine air oil heat exchanger (AOHE) air outlet
S Zone 1 airflow outlet
S Thrust reverser pivot doors
TRENT 700 50 of 419

Figure 20 R/H SIDE ACCESSIBILITY

TRENT 700 51 of 419
72Ŧ00 ENGINE GENERAL

MAIN ROTATING ASSEMBLIES
The three rotating assemblies comprise:
S Low Pressure (LP) compressor (Fan) connected by a shaft to a four stage tur-
bine.
S Intermediate pressure (IP) compressor connected by a shaft to a single stage
turbine.
S High Pressure (HP) compressor connected by a shaft to a single stage turbine.
S Each shaft is supported by roller bearings and ball (location) bearings.
S The external gearbox is driven from the HP shaft through an internal gearbox
and an intermediate (stepŦaside) gearbox.
TRENT 700 52 of 419

Figure 21 MAIN ROTATING ASSEMBLIES

TRENT 700 53 of 419
ENGINE MAIN BEARING ARRANGEMENT

DESCRIPTION
The LP and IP rotor assemblies are each supported by three bearings. The HP
rotor is supported by two.
Two types of bearings are used in this engine:
S deep seated ball bearings for shaft location
S roller bearings providing shaft radial support whilst allowing axial thermal
movement
The location bearings for all three spools are positioned in the intercase (module
33 ) All 3 bearings are ball bearings which are used for thrust transmission. They
are located in line with the front engine mount.
The roller bearings are in the respective bearing housings i.e., the LP compressor
and IP compressor shaft roller bearings are in the module 32 front bearing housing,
the HP turbine and IP turbine roller bearings are in the module 05 bearings housing
and the LP turbine roller bearing is in the module 51 tail bearing housing.
TRENT 700 54 of 419

FRONT BEARING HOUSING (FBH)

LP/IP COMPRESSOR ROLLER BEARING
HP/IP TURBINE BEARING HOUSING
HP/IP TURBINE ROLLER BEARING
TAIL BEARING HOUSING

LP TURBINE
SPRING PACK BEARING
TAIL BEARING HOUSING (TBH)

LP TURBINE ROLLER BEARING
INTERNAL GEARBOX (IGB)

LP/IP/HP LOCATION BEARINGS
Figure 22 ENGINE BEARING ARRANGEMENT

TRENT 700 55 of 419
MODULAR BREAKDOWN
DESCRIPTION
The engine modules are corresponding to ATA chapters.
S Module 31 LP Fan Shaft and Rotor
S Module 32 IP Compressor
S Module 33 Intermediate Case
S Module 34 LP Compressor Case
S Module 41 HP system
S Module 51 IP Turbine
S Module 52 LP Turbine
S Module 61 External Gearbox
NOTE: For Splitship transportation the module 32 front part has to be de-
tached from the LP compressor case.
TRENT 700 56 of 419

LPC FAN BLADE MODULE 34

(NON MODULAR) LP COMPRESSOR CASE
MODULE DATA PLATES
MODULE 32
IP COMPRESSOR
MODULE 52
LP TURBINE
MODULE 51
IP TURBINE
MODULE 31
LPC FAN SHAFT
MODULE 33
AND ROTOR
INTERMEDIATE CASE
MODULE 41
HP SYSTEM
MODULE 61 EXTERNAL GEARBOX
Figure 23 MODULAR BREAKDOWN

TRENT 700 57 of 419
LOW PRESSURE COMPRESSOR MODULE

DESCRIPTION
The LP compressor is a one stage rotor with 26 wide chord fan blades which en-
gage in axial ”dovetail” slots. Each blade is held in the disc with two shear keys,
radial movement is prevented by a slider assembly.
Installed between adjacent blades and held by the front support ring are annulus
fillers to give smooth contour to prevent air turbulence.
The LP shaft is attached to the disc with a curvic coupling. Behind the curvic cou-
pling is a roller bearing and to the rear of the bearing is a machined phonic wheel.
This is used with an electrical pickŦup to measure LP compressor speed.
Bolted to the front of the disc is a spinner which gives a smooth contour to the air
entering the LP compressor.
At the rear end of the LP compressor shaft there are internal splines which engage
the LP turbine shaft.
A coupling, a splined locking ring and a nut that can be adjusted for setting the tur-
bine blades, in relation to the turbine static assembly, connect the two shafts to-
gether.
The rear of the LP compressor shaft is held in location by a ball bearing which
maintains it in the correct axial position.
TRENT 700 58 of 419

Figure 24 LP COMPRESSOR MODULE

TRENT 700 59 of 419
SPINNER REMOVAL/INSTALLATION
DESCRIPTION
WARNING: MAKE SURE, THE REAR COVER FK22421 IS INSTALLED.
MOVEMENT OF AIR THROUGH THE ENGINE CAN CAUSE
THE LP COMPRESSOR TO TURN VERY QUICKLY AND
CAUSE INJURY.
S Get access to air intake cowl.
S Install work mats in air intake.
Removal Procedure
S Mark a line from the annulus filler surface across the makeŦup piece fairing and
spinner using the OMat 262 marker.
S Remove fairing retaining bolts.
S Using extractor HU29255 and adapter HU35451 to remove the fairing.
S Remove the spinner.
S Hold makeŦup piece and remove bolts.
NOTE: THE MAKE- UP PIECE WEIGHS 17 LBS (8 KGS)
Installation Procedure
S Position makeŦup piece on the support ring. Make sure it is correctly aligned
with the line on the annulus filler and fit bolts.
S Torque load the bolts to 285 inlbs (3,22 mdaN).
TRENT 700 60 of 419

SUPPORT RING
ALIGNMENT PIN
Figure 25 FAN BLADE REMOVAL

TRENT 700 61 of 419
LOW PRESSURE COMPRESSOR (FAN)BLADE REMOVAL / INSTALLATION

CAUTION: WHEN HANDLING THE LP COMPRESSOR BLADES USE
SUITABLE GLOVES TO AVOID INJURY FROM THE EDGES
OF THE BLADES.
REMOVAL PROCEDURE
S Remove air intake fairing/spinner and makeŦup piece.
S Hold support ring and remove bolts. Use applicable bolts and install them in the
extractor bushes. Tighten bolts in increments until support ring is released.
S Using the OMat 262 marker, mark the blade and the annulus fillers either side
of the blade to be removed. Correlate each annulus filler to the disc for refit pur-
pose. Pull annulus filler forward to disengage it from the disc and then turn the
annulus filler in the direction of its curve to clear the blade and remove it. Make
sure the blade to be removed is at the bottom.
S Use extractor HU29255 and adapter HU37954 to remove the slider assembly.
S Hold the blade and lift it radially until the two shear keys disengage from their
safety slots: then pull the blade forward approximately one inch (25mm) and
lower the blade back to the bottom of disc groove.
S Pull the blade slowly forward until the rear shear key engages in the front safety
slot.
S Hold the blade and lift it radially until the rear shear key disengages from the
front safety slot: then pull the blade forward approximately one inch (25mm)
and lower the blade back to the bottom of the disc groove.
S Pull the blade forward and remove it.
S Make a note of the moment weight of the removed blade.
TRENT 700 62 of 419

Figure 26 FAN BLADE REPLACEMENT SEQUENCE

TRENT 700 63 of 419
FAN BLADE AND SPINNER INSPECTION/CHECK

PROCEDURE
S Examine blades for cracks, if cracks are found reject blade.
S Examine blade tips for blueing or heat discoloration, if found the maintenance
manual explains the accept/reject standard.
S Examine blade surface for arc burns, if found reject blade.
S Examine blade for nicks and bends, if either are found the Maintenance Manual
explains the accept/reject standard. In some cases there are ”fly on” limits for
a maximum of 125 hours or 25 flight cycles. The Maintenance Manual splits the
blade up into zones. In some cases it depends in which zone a nick or bend
is found, as whether to accept or reject it. In the diagram below is a typical ex-
ample.
S Examine the annulus filler. If cracks, bends or distortion are found reject the
filler. If nicks, scores, dents, loss of surface protection are found the Mainte-
nance Manual explains the accept/reject standard. If the airseals are damaged
or missing reject the filler.
S Examine spinner rubber tip. If it is not there or there is not a good bond between
tip and spinner reject spinner.
S If the filler is not all there but there is a good bond between tip and spinner ac-
cept it.
S Examine the spinner for grooves, scores, cracks and delaminating, see Main-
tenance Manual for accept/reject standard.
S Examine fairing for cracks and bulges, if found reject fairing.
S If fairing ”P” seal is damaged, loose, or not there reject fairing. ”Fly on” limits
maximum of 125 hours or 25 flight cycles.
S Examine the make up piece inner and outer surface for scores, the Mainte-
nance Manual explains the accept/reject standard.
S If there are shank nuts with damaged threads reject.
TRENT 700 64 of 419

SHEAR KEYS
Figure 27 FAN BLADE AND SPINNER ASSEMBLY

TRENT 700 65 of 419
INSPECTION OF THE METCO COATING

S Within RR SB72ŦC974 and SB72ŦD739 LP Compressor Blades are provided
with METCO- 58 metal spray anti- freittage coating.
S Those LP Compressor Blades are identified by a blue triangle chemically
etched to the suction surface of the blade adjacent to the leading edge tip.
S The METCO- 58 metal spray anti freittage coating is found on theblade root and
is golden in colour.
NOTE: YOU CAN ONLY SEE THE COATING WHEN THE DRY FILM LUBRI-
CANT HAS WORN.
S Acc. MM 72Ŧ31Ŧ41 you have to examine the METCO- 58 metal sprayantiŦfreit-
tage coating condition for chipping and loss of coating.
TRENT 700 66 of 419

Figure 28 METCO COATING

TRENT 700 67 of 419
LOW PRESSURE COMPRESSOR CASE MODULE

DESCRIPTION
The LP compressor case is made up of two aluminium cases flanged and bolted
together. The front case contains the LP compressor and the rear case includes
the Outlet Guide Vanes (OGV). The outside construction of the front case is made
up of 72 axial ribs equally spaced between the front and rear flange, between these
ribs are diagonal ribs that form a triangle, this type of construction is known as iso-
grid.
Kevlar material which has great strength is wrapped around the front casing. This
is to contain any failed blade released from the disc. Opposite the blade track there
is an attrition lining and at each side of this there are acoustic linings.
The rear case includes an OGV outer ring. 58 hollow titanium OGV’s are attached
to the ring with bolts. The inner ends of the vanes are attached to a torsion ring.
The titanium blades and the two outer titanium supports (”A” frames) connect the
case to the core engine.
TRENT 700 68 of 419

Figure 29 LP COMPRESSOR MODULE

TRENT 700 69 of 419
COMPRESSOR FAIRINGS / ’A’ FRAME STRUTS

COMPRESSOR FAIRINGS
To ensure a smooth airflow over the parts of the gas generator not covered by the
inner fixed structure ( C- ducts ), 6 removable fairings are fitted around the front
part of the IP compressor case.
Each fairing is made of carbon fibre with a honeycomb core. The inner surface has
a fireproof protection.
At the front edge bolts attach the fairings to the LP compressor OGV torsion ring
with floating anchor nuts.
The rear edge is attached to mounting brackets on the rear support diaphragm
with bolts and floating anchor nuts.
’A’ FRAME STRUTS
The ’A’ Frames make a connection between the intermediate case module and the
LP case inner side. There are two attachment positions on each side of the inter-
mediate case module just above and below the center line. On the inner side of
the LP case there is one attachment position on each side (03:00 and 09:00 posi-
tion).
The struts are made of titanium and strengthen the connection between the LP
case and the intermediate case compressor.
TRENT 700 70 of 419

Figure 30 GAS GENERATOR FAIRINGS

TRENT 700 71 of 419
INTERMEDIATE PRESSURE COMPRESSOR MODULE

DESCRIPTION IP COMPRESSOR ROTOR
The IP compressor module is an eight stage axial assembly consisting four main The IP compressor rotor is an assembly of eight rotor discs made of titanium and
sections: welded together to form a drum, in between the discs there are spacers which have
S Front bearing housing interstage seal fins. The discs at stages 1 to 6 have axial dovetail slots into which
the rotor blades are installed. Retaining plates and lock plates keep the blades in
S Variable stator vane case
position. At stages 7 and 8 the blades are installed in circumferential dovetail slots.
S The IP compressor case These blades are locked in position with nut and screw lock assemblies.
S The IP compressor rotor The IP front stubshaft is attached to the stage 1 disc with bolts, the forward end
of the stubshaft has a phonic wheel.
FRONT BEARING HOUSING
The rear stubshaft is attached to the stage 6 disc with a curvic coupling. Splines
The front bearing housing, most of which is made of titanium, includes a hub, which
in the stubshaft engage with splines on the IP turbine shaft.
locates the LP and IP compressor bearings and an oil sump, also the LP and IP
shaft speed probes. Connected to the hub are 58 titanium engine section stator
vanes. The vanes are welded together as one unit and there are lugs on the outer
ring. These lugs align with the titanium outlet guide vanes at the torsion ring to
make the FBH/OGV joint.
The mating parts of this joint are aligned with dowels and are connected with bolts
that pass through the dowels. This FBH/OGV joint holds the LP compressor case
to the core engine. Two electrical cables pass internally through two of the ESS
vanes to transmit signals from the shaft speed probes. Six more vanes contain
tubes to supply oil to and from the roller bearings. Behind the ESS vanes are 58
variable inlet guide vanes.
VARIABLE STATOR VANE CASE
The IP compressor case can be divided into two cylindrical parts. The front part
which is made of titanium contains the first two stages of the compressor. This is
the VSV case which can be divided into two semiŦcircular half cases.
Stage 1 and 2 stator vanes, which are variable, are installed in these half casings
and are connected to the VIGV mechanism.
IP COMPRESSOR CASE
The IP compressor case is flanged and bolted to the rear of the VSV case and
is made of steel and contains stages 3 to 8 of the compressor. It also can be
divided into two semiŦcircular half cases. The stage 8 stator vanes, also known
as the IP compressor outlet guide vanes are contained in a case which is flanged
and bolted to the rear of the IP compressor case.
TRENT 700 72 of 419

Figure 31 IP COMPRESSOR MODULE

TRENT 700 73 of 419
INTERMEDIATE CASE MODULE

DESCRIPTION
The intermediate case is made from two titanium cylindrical casings which are
welded together. In the rear case there are ten vanes which support the internal
gearbox housing. These airfoil shaped vanes are hollow and some contain tubes
which supply oil to and from the internal gearbox.
Other vanes will supply IP compressor air for cooling and sealing bearing cham-
bers. The internal gearbox contains the three location bearings for the three com-
pressor shafts and provides the drive for the high speed external gearbox drive
housing.
The front part of the casing has a strengthened top section to include the front en-
gine mount. Above and below the center line are the positions for the installation
of the ’A’ frame struts. These struts connect to the inside of the LP case.
The front part of the intermediate case is installed around the rear part of the IP
compressor case. The flange connecting to a flange at the rear of the VSV case.
The rear part of the intermediate case is installed around the HP compressor case.
The flange connecting to a flange of the combustion chamber outer case.
TRENT 700 74 of 419

A- FRAME
ATTACHMENT
Figure 32 INTERMEDIATE CASE MODULE

TRENT 700 75 of 419
HIGH PRESSURE SYSTEM MODULE

DESCRIPTION HP TURBINE
The system comprises: The HP turbine is a single stage disc connected to a mini disc to the rear of the
S HP compressor HP compressor drum. On the rear of the disc is a flange which attaches to a stub-
shaft. On the front face of the disc there are two sets of seal fins which control
S Combustion chamber and outer case
the flow of cooling air. The disc has fir tree roots into which fit 92 turbine blades.
S HP turbine
HP COMPRESSOR
The HP compressor rotor is a six stage assembly of titanium discs welded together
to form one drum. The first stage blades are installed in axial dovetail slots and are
locked with retaining plates and lock plates. Stages 2 to 6 are installed in circum-
ferential dovetail slots and locked with nuts and screws.
The rotor blades 1 to 3 are made of titanium and the others of a heat resistant
alloy. Welded to the rear of the stage 6 disc is a titanium cone which tapers rear-
wards. At the rear of this cone is a mini disc to which the H.P. turbine is connected.
The HP compressor case is an assembly of six flanged, cylindrical casings, bolted
together. The flanged joints are also the location for the rotor path abradable
linings. There are slots in this assembly for the installation of the stator vanes.The
stage 6 stator vanes are also the HP compressor outlet guide vanes
(OGV’s).These are installed at the entrance of the combustion chamber inner
case.
COMBUSTION CHAMBER AND OUTER CASE
The outer case is flanged and bolted to the rear of the intermediate case and to
the front of the IP turbine module. There are 24 openings through which the
fuel spray nozzles are installed. There are also two igniter plugs installed
through bosses in the combustion outer case. The combustion chamber is
fully annular and consists of a liner which is located inside the combustion cham-
ber inner case. At the front of the inner case are the HP compressor OGV’s and
at its rear are 40 HP turbine nozzle guide vanes (NGV’s).
TRENT 700 76 of 419

Figure 33 HP SYSTEM MODULE

TRENT 700 77 of 419
IP TURBINE MODULE
DESCRIPTION
The IP turbine is a single stage disc which has a flange on its rear face. Attached
to this with bolts are the flanges of two shafts which go forward through the center
of the disc.
One of these is a stubshaft which is supported by the inner race of a roller bearing
to hold the IP turbine in position. The other shaft passes through the stubshaft and
the HP system and connects to the IP compressor shaft with splines.
The disc has fir tree roots into which fit 126 turbine blades. In front of the IP turbine
blades are 26 hollow NGV’s. In 13 of these NGV’s is a strut which is attached to
the turbine case by a bolt. The inner end of each strut is connected to the structure
which holds the HP/IP bearing support assembly.
Through some of the other NGV’s are tubes to supply oil to and from the bearings
and IP 8 cooling air to cool the housing. The IP turbine case is flanged and bolted
between the combustion chamber outer case at the front, and the LP turbine case
at the rear.
Adjacent to the rear flange is a turbine case cooling (TCC) air manifold and location
bosses for eleven thermocouples. To the rear of the turbine blades are the LP 1
NGV’s.
TRENT 700 78 of 419

11 EGT THERMOCOUPLES
Figure 34 IP TURBINE CASE

TRENT 700 79 of 419
LP TURBINE MODULE
DESCRIPTION
The LP turbine rotor has four disks which are connected together with bolts to The tailŦbearingŦhousing support structure includes a hub held concentric in an
make one drum. Each disk has axial firtree root slots around the circumference outer case by twelve radial vanes. Some of the vanes contain tubes which supply
for the installation of turbine blades. The blades are radially locked and axial move- oil to and from the bearing housing. There is also a supply of IP8 air to cool and
ment is prevented by lockplates. At stages 3 and 4 the turbine blades are installed seal the bearing. Five of the vanes have pressure inlets in the leading edge to mea-
as welded pairs. sure LP turbine outlet pressure. These samples are used to give an indication of
In front of each stage of turbine blades there is a stage of NGVs, installed in the Engine Pressure Ratio (EPR).
turbine case. The first stage of NGVs, which are hollow, are installed as 3Ŧvane The front flange of the outer case is attached with bolts to the LP turbine case. And
sets in the HP/IP case. One vane in each of eleven sets contains a thermocouple, the rear flange is attached to the common nozzle assembly. Around the case there
and another set includes an overheat detector. Stages 2, 3 and 4 NGVs, which are are two flanges to increase the strength. Attached to these at the top is the rear
solid, are installed in the LP case. engine mount.
The LP turbine case is a one piece cylinder with a flange at each end through which
bolts go. At the front it is connected to the HP/IP case and at the rear, to the tail
bearing housing. Around the case there is a duct through which cooling air flows.
On the lower right side of the case, adjacent to each stage, there is a borescope
access hole. These are usually sealed with plugs.
The stage 3 disk has a flange to which is attached the turbine shaft with a curvic
coupling. This shaft goes forward through the center of the engine to engage with
the LP compressor shaft. Also connected to the stage 3 disk flange there is a rear-
ward stubshaft. This is attached to the inner race of the LP turbine bearing which
holds and aligns the turbine rear. The turbine roller bearing is installed in the tail
bearing housing.
Behind the turbine roller bearing there is a ball bearing and spring pack assembly.
The ball bearing inner race is attached to the rearward stub shaft with bolts. And
the spring housing, which also holds the bearing outer race, is attached to the tail
bearing housing with bolts. This configuration preŦloads the LP bearing inner race
rearwards and keeps axial movement within limits. Increases to spring applied
load are transmitted to the LP shaft through the ball bearing.
TRENT 700 80 of 419

Figure 35 LP TURBINE MODULE

TRENT 700 81 of 419
SPRING LOADED LP TURBINE BEARING

DESCRIPTION
It is possible when the engine is running within a certain power range that the LP
location bearing may suffer damage from skidding due to load cross over. Load
cross over is when the LP location bearing isn’t axially loaded, either forwards or
rearwards. It is known that ball bearing skidding can be eliminated if the bearing
is always loaded axially.
On the Trent 700 engine the LP turbine rear stubshaft has, in addition to a roller
bearing, a spring loaded ball bearing. The bearing is part of a spring pack assem-
bly housed within the tail bearing housing. This spring pack loads the LP shaft in
rearward direction, eliminating cross over under all conditions.
TRENT 700 82 of 419

Figure 36 SPRING LOADED LP TURBINE BEARING

TRENT 700 83 of 419
HIGH SPEED GEARBOX MODULE

DESCRIPTION
The High Speed (HS) External Gearbox is a one piece aluminium gearcase and
is mounted on the lower part of the LP compressor case. The HS gearbox assem-
bly transmits power from the engine to provide drives for the accessories, mounted
on the gearbox front and rear faces. During engine starting the gearbox also trans-
mits power from the air starter motor to the engine.
The gearbox also provides a provision for turning HP rotor system for maintenance
purposes.
COMPONENTS MOUNTED ON THE FRONT FACE

S Air Starter Motor
S No. 2 Hydraulic Pump
S Centrifugal Breather
S Dedicated Alternator
COMPONENTS MOUNTED ON THE REAR FACE
S No. 1 Hydraulic Pump
S Integrated Drive Generator (IDG)
S Oil Pumps
S LP/HP Fuel Pumps
TRENT 700 84 of 419

Figure 37 EXTERNAL GEARBOX MODULE

TRENT 700 85 of 419
TURNING THE IP SYSTEM

TURNING THE INTERMEDIATE PRESSURE (IP) SYSTEM
The IP system is turned using hand turning tool HU38122.
NOTE: THE SAME WARNINGS AND CAUTIONS ARE APPLIED AS FOR
TURNING THE LP ROTOR SYSTEM.
Before the IP system turning tool can be used, it is necessary to open the VIGV’s
as follows:
S Open the fan cowl doors
S Open thrust reverser ’C’ ducts
S Drain the HP fuel system into a clean container
S Get access to the VIGV actuators by removing the gas generator fairings
S Attach the correct spanner to the spanner flats on the VIGV bellcrank and pull
the actuator rams to the retracted position (VIGV’s open)
S Remove spanner and replace gas generator fairings
NOTE: FURTHER MORE FUEL MAY DRAIN AS THE ACTUATOR RAMS ARE
RETRACTED.
Turning the IP system is as follows:
S Before installing the turning tool turn the clamp using the lever through 180 and
lock the thumb nut
S Put the turning tool (HU38122) through the LP compressor blades, inlet guide
vanes and variable inlet guide vanes at approximately top dead centre
S Position the turning tool on the forward edge of the inlet guide vanes (see dia-
gram)
S Loosen thumb nut and turn the clamp back through 180_
S Ensure clamp is engaged on the trailing edge of the inlet guide vane and tighten
thumb nut
S Turn hand knob clockwise to turn the IP system
S On completion loosen thumb nut and turn clamp through 180 to disengage
clamp from trailing edge of inlet guide vane and remove turning tool
S Carry out fuel leak test acc. MM
TRENT 700 86 of 419

Figure 38 IP SYSTEM HAND TURNING

TRENT 700 87 of 419
VIGV ACTUATOR
The VIGV actuator on the left hand side needs to be opened for IP borescoping.
The bellcrank has a opening lug to connect an opening tool. The movement of the
actuator opens the VIGV’s and the VSV’s .
TRENT 700 88 of 419

PULL HERE
TO OPEN
Figure 39 VIGV ACTUATOR

TRENT 700 89 of 419
TURNING THE HIGH PRESSURE (HP) SYSTEM

As can be seen from the diagram below, hand turning the HP system is done using
a special tool installed through the centrifugal breather housing. This position can
be used to turn the HP system clockwise or counterŦclockwise.
The procedure is as follows:
S Open the fan cowl doors.
S Remove the two bolts and remove breather cover.
S Remove and discard seal.
S Carefully install HP system turning tool E2J52189.
S Using breather cover bolts and washers to secure turning tool to breather
housing.
NOTE: THE MAXIMUM TORQUE TO BE APPLIED IS LIMITED TO 70 FTLBS.
S When hand turning is completed remove the two bolts and washers and care-
fully remove tool.
S Install new sealing ring to breather cover and fit breather cover to breather
housing.
S Torque load the bolts to 100 inlbs.
TRENT 700 90 of 419

Figure 40 HP SYSTEM HAND TURNING

TRENT 700 91 of 419
72- 00 ENGINE BORESCOPING

BORESCOPE ACCESS PORTS
IP COMPRESSOR
S There are 4 IP compressor access ports
HP COMPRESSOR
S There are 5 HP compressor access ports
COMBUSTION LINER
S There are 8 combustion liner borescope ports behind the fuel nozzles
HP TURBINE
S There is 1 borescope access port for the HP turbine
LP TURBINE
S There are 4 LP turbine access ports, one can also be used for HP turbine
TRENT 700 92 of 419

Figure 41 BORESCOPE ACCESS PORTS

TRENT 700 93 of 419
IP BORESCOPE PLUGS
There are 4 borescope plugs for the IP compressor these are:
S IP1S
S IP3S
S IP5S
S IP7S
TRENT 700 94 of 419

Figure 42 IP BORESCOPE PLUGS

TRENT 700 95 of 419
HP BORESCOPE PLUGS
The following grafic shows the borescope plugs used on the HP compressor.
TRENT 700 96 of 419

Figure 43 HP BORESCOPE PLUGS

TRENT 700 97 of 419
COMBUSTION LINER BORESCOPE PLUGS

There are 8 borescope plugs for the combustion liner and the nozzle guide vanes.
They are located just behind the fuel nozzles.
NOTE: THREE OF THE EIGHT PLUGS ARE USED FOR T30 THERMOCOU-
PLE INSTALLATION.
HP- TURBINE BORESCOPE PLUGS

There is only one borescope plug for the high pressure turbine. The location is
about 05:00 position.
TRENT 700 98 of 419

Figure 44 COMBUSTION LINER- / HPT- BORESCOPE PLUGS

TRENT 700 99 of 419
HP- AND IP- TURBINE BORESCOPE PLUGS

There is only one HP/IP turbine borescope plug which has a cover plate on it.
The location is about 02:00 position on the HP/IP turbine case.
TRENT 700 100 of 419

Figure 45 HP / IP TURBINE BORESCOPE PLUGS

TRENT 700 101 of 419
LP TURBINE BORESCOPE PLUGS

There are 3 LP turbine borescope plugs in order to check the LP turbine. The
location is about 05:00 position.
TRENT 700 102 of 419

Figure 46 LP TURBINE BORESCOPE PLUGS

TRENT 700 103 of 419
ATA 77 ENGINE INDICATING

77Ŧ00 INDICATION GENERAL
ENGINE WARNING DISPLAY
There are 6 identical full color DU’s located in the flight deck as shown below.
Engine parameters are displayed on the two ECAM (Electronic Centralized Air-
craft Monitoring) display units.
The Engine and Warning Display (EWD) is normally on the upper ECAM display
unit which is divided into an upper and lower area.
The upper area displays the following primary engine parameters:
S Engine Pressure Ratio (EPR)
S Exhaust Gas Temperature (EGT)
S N1 Speed
S N3 Speed
S Fuel Flow per Engine
S Condition of Ignition System
TRENT 700 104 of 419

Figure 47 ENGINE WARNING DISPLAY

TRENT 700 105 of 419
SYSTEM DISPLAY
The following secondary engine parameters are displayed on the lower ECAM dis-
play unit:
S N2 Speed
S Fuel Used per Engine
S Oil- Pressure, - e
Tmperature and - Quantity
S Vibration Level N1, N2, N3
S Nacelle Temperature
S Starting Information
The lower DU also provides system pages (aircraft and engine system synoptic
diagrams and data) and text pages (aircraft status and maintenance messages).
The engine system parameters will be displayed when the engine system page
is called up either automatically or manually.
TRENT 700 106 of 419

Figure 48 ENGINE SYSTEM DISPLAY

TRENT 700 107 of 419
77Ŧ11 SHAFT SPEED INDICATION

GENERAL
INTRODUCTION
There are three primary compressor shafts in the engine. These are the Low Pres-
sure (LP) compressor shaft, the Intermediate Pressure (IP) compressor shaft and
the High Pressure (HP) compressor shaft. The speeds at which the shafts turn
are measured independently and shown as a percentage equivalent (N1, N2 and
N3 rotor speeds) on the E/WDŦSD in the cockpit.
The following components are used in the system:
S the LP shaft phonic wheel (N1)
S the IP shaft phonic wheel (N2)
S the EEC Dedicated Alternator (N3)
S the Trim Balance Probe
S the LP turbine shaft phonic wheel (Turbine Over Speed)
TRENT 700 108 of 419

IP SPEED PROBES
(3 OFF)
LP TURBINE
SPEED PROBES
EEC DEDICATED (3 OFF)
ALTERNATOR
(2 OFF N3 SPD SIGNALS
LP SPEED PROBES (3 OFF)
TRIM BALANCE SENSOR
Figure 49 SHAFT SPEED COMPONENT LOCATION

TRENT 700 109 of 419
SYSTEM DESCRIPTION
SPEED PROBES AND TRIM BALANCE PROBE
The shaft speed indicating system uses speed probes together with phonicwheels
to measure the LP compressor (N1) and IP compressor (N2) shaft speeds.
The outputs from the LP and IP speed probes, are sent to the Overspeed Protec-
tion Unit (OPU). The OPU uses two of these signals from each shaft and transmits
them to the EEC.
The EEC dedicated alternator supplies the speed of the HP shaft through the PCU
to the EEC.
The trim balance probe (LP once per revolution) is the same as that of the LP com-
pressor speed probes and gives one pulse for each turn of the phonic wheel. The
trim balance probe is used when the LP compressor is balanced. Its signal is re-
ceived by the EIVMU.
The LP turbine (N1) speed signals are received through the turbine overspeed cir-
cuit board by the EEC.
TRENT 700 110 of 419

Figure 50 SYSTEM SCHEMATIC

TRENT 700 111 of 419
COMPONENT DESCRIPTION
LP AND IP SHAFT PHONIC WHEEL
The system uses speed probes together with phonic wheels to measure N1 and
N2 shaft speeds. The two phonic wheels each have 60 teeth. There are three
speed probes for each phonic wheel. The speed probes are all similar.
Each speed probe has a magnet and a coil. The probes are aligned so that there
is a small clearance between the probes and their phonic wheels.
During the operation of the engine, the shafts (and thus the phonic wheels) turn.
As the phonic wheels turn, the teeth go through the magnetic forces made by the
probes. When a tooth goes through the magnetic force of a probe, it causes an
electrical pulse in that probe. The frequency of the pulses is in proportion to the
speed of the shaft. This output is sent to the OPU.
EEC DEDICATED ALTERNATOR

Mechanical drive to the EEC dedicated alternator is from a single shaft taken from
the engine gearbox, which is itself driven by the N3 (High Pressure Compressor)
shaft. The output from the engine dedicated alternator is therefore at a frequency
proportional to the N3 shaft speed.
LP TURBINE SPEED PROBES
The tail bearing housing contains three speed probes configured to read LP tur-
bine speed. The signals from these probes are provided direct to EEC which se-
lects 2 outputs for use in the LP turbine overspeed system (Ref. to 76Ŧ21).
TRENT 700 112 of 419

Figure 51 SHAFT SPEED COMPONENTS

TRENT 700 113 of 419
N1 INDICATION
GENERAL
The N1 indication is displayed on the EWD in percent in analog and digital forms.
The N1 needle and the N1 digital indications are:
S in green color in normal operation
S in red steady color if the N1 actual exceeds the N1 RED LINE value.
The master warning light comes on together with the CRC and the ECAM mes-
sage ENG N1 OVERLIMIT is displayed to the flight crew.
Degraded data are displayed in case of failure of the direct N1 measurement sys-
tem, in this case, the EEC computes a theoretical value through the other engine
parameters. The last digit is then displayed in amber dashes across.
N1 limit is displayed when EPR indication is lost and the engine has to be operated
in the N1 reversionary mode ( N1MODE ).
The EPR limits are then replaced by the specific N1 limit indications in the white
box and the N1 MODE shows that the engines have to be controlled in the N1
mode.
NOTE: THE N1 EXCEEDANCE CAN ONLY BE ERASED BY NEXT ENGINE
START.
TRENT 700 114 of 419

N1 INDICATION
N1 EXCEEDANCE ( RED )
N1 ACTUAL N1 RED LINE ( RED )

( NORMALLY GREEN )
DEGRADED DATA ( AMBER )
Figure 52 N1 INDICATION
TRENT 700 115 of 419
N2 INDICATION
GENERAL
The N2 indication is displayed in percent on the SD in digital form only.
Normally the N2 actual is displayed in green color. When N2 actual exceeds N2
red limit value ( 103,3% ):
S the indication changes from green to red
S the red cross appears next to the digital indication to show the flight crew and
the maintenance that N2 exceedance occurred
sage ENG N2 OVERLIMIT.
Degraded data is displayed with two amber dashes across the last digit.
START.
TRENT 700 116 of 419

N2 INDICATION
N2 ACTUAL
( NORMALLY GREEN )
DEGRADED
DATA ( AMBER )
N2 EXCEEDANCE
TRENT 700 117 of 419
N3 INDICATION
The N3 indication is displayed in percent on the EWD in digital form only.
Normally the N3 actual digital display is in green color. When the N3 actual ex-
ceeds N3 red limit value ( 100% ):
S the indication changes from green to red
S the the red cross appears next to the digital indication to show the flight crew
and the maintenance that an exceedance has occurred
sage ENG N3 OVERLIMIT.
Degraded data is displayed with two amber dashes across the last digit.
START.
TRENT 700 118 of 419

N3 INDICATION
N3 ACTUAL ( GREEN )
DEGRADED DATA
( AMBER )
N3 EXCEEDANCE ( RED )
TRENT 700 119 of 419
77Ŧ13 ENGINE PRESSURE RATIO (EPR)

GENERAL
INTRODUCTION P50 SENSOR AND MANIFOLD
The power measuring device used is called the EPR. The EPR (Engine Pressure The P50 sensor and manifold has five probes which measure the total pressure
Ratio) is the ratio between the LPŦTurbine outletŦpressure (P50) and the engine inlets of the exhaust gas stream. The probes are installed into the exhaust gas
intake pressure (P20). Thus, EPR is directly related to engine thrust and as a result vanes at the N. 3, 5, 7, 9 and 11 positions (the vanes are numbered from the top
is used as the parameter for its control. The EPR indicating system measures the viewed from the rear of the engine).
EPR and gives an indication of it in the cockpit. Each of the five vanes has five holes in its leading edge to let the exhaust gas into
the vanes. The pressure is supplied through a hole in each of the probes. This
COMPONENT LOCATION
measurement is sent through the manifold to one of the EEC pressure transduc-
The intake pressure (P20) is tapped in the P20/T20 probe which is mounted inside ers.
the air intake cowl at 15. to right of top dead center.
The outlet pressure P50 is tapped in the LP turbine bearing support vanes. P20 / T20 PROBE
On the P20/T20 probe is connected a manifold which is routed to the EEC pres-
SYSTEM DESCRIPTION sure transducer.
The EEC collects P50 and P20 values. The EEC compares these values to give SIGNAL ROUTING
a ratio, changes this to an EPR signal and transmits this signal to the cockpit to
The P20 and P50 signals from the pressure transducers are then converted into
give EPR indication. Each of the two EEC channels performs this operation inde-
a digital format. The pressure transducer is installed in channel B. The air intake
pendently.
pressure P20 and the turbine outlet pressure P50 are compared and expressed
The P20 and P50 values are received by the EEC, digitized by the EEC and then as a ratio. Therefore, EPR is P50/P20.
transmitted on EEC ARINC outputs to the DMC (Display Management Computer)
The production engines must conform to their certified thrust/EPR relation ship.
for display on the upper E/WD display unit.
This relationship can be affected by the combination of the final nozzle of the CNA
COMPONENT DESCRIPTION (Common Nozzle Assembly) and tail bearing housing assembly (manufacturing
tolerances).
MAIN COMPONENTS Therefore to enable the EPR indication for all engines to be the same, for a given
The EPR indicating system contains three primary components: thrust, EPR trimming is required. This is done by entering any one of different trims
into the EEC by means of the Data Entry Plug (DEP). Each entry is allocated a trim
S the LPŦTurbine supportŦvanes pressureŦinlets code which is etched on the engine data plate.
S the EEC
S the P20/T20 probe
TRENT 700 120 of 419

Figure 55 EPR SYSTEM

TRENT 700 121 of 419
OPERATION CONTROL AND INDICATING

WARNINGS 1 EPR ACTUAL digital
All the indications concerning the EPR are permanently displayed on the ECAM
upper E/WD display unit, in analog and digital form. S green steady in normal operation
If a failure occurs on any indication displayed, the indication is replaced by two am- S replaced by amber XX in the back- up mode
ber crosses, the analog indication pointer and the marks on the circle disappear,
and the circle becomes amber. 2 EPR ACTUAL analog
Ŧ The MASTER CAUTION light comes on accompanied by the single chime. S green steady in normal operation
Ŧ The following message appears on the E/WD : ENG1(2) EPR MODE S disappears in back- up mode
FAULT.
Ŧ Both engines are in the N1 Mode. The N1 LIMIT is displayed. 3 EPR COMMAND
S the green needle corresponds to EPR demanded by FADEC
S only displayed when A/THR is active
4 EPR TRANSIENT
S symbolizes the difference between EPR demanded by FADEC and
ACTUAL EPR
5 EPR TREND
S is displayed as a green triangle next to the EPR COMMAND needle for indi-
cation of the EPR tendency
6 EPR MAX
S The EPR max is displayed by means of a thick amber mark across the EPR
scale
S corresponds to the EPR limit of the full forward position of the thrust lev-
ers(TOGA mode)
S not displayed in reverse mode or when the engine is off
TRENT 700 122 of 419

4
3
2 6
Figure 56 EPR INDICATION

TRENT 700 123 of 419
EPR TRIMMING
DESCRIPTION
During pass off testing of an engine it is run at a designed thrust. However the EPR
indication of different engines being run at the same thrust will be different. This
is due to the manufacturing tolerances of the tail bearing housing. Therefore to en-
able the EPR indication for all engines to be the same, for a given thrust, EPR trim-
ming is required.
This is done by entering any one of 32 different trims into the EEC by means of
a data entry plug. Each entry is allocated a trim code which is etched on to a data
plate (see Fig 1). This data plate is located on the right hand side of the tail bearing
housing. This code is also etched onto the main data slip plate (Fig 2).
The areas of the CNA can also affect the EPR indication for a given thrust. The
CNA has been grouped into 4 bands depending on area and each band is given
a code. This code is etched onto the main data slip plate (Fig 2) and onto the CNA.
The engine name plate and main data slip plate (Fig 2) are attached to the left side
of the rear fan case.
During engine repair or overhaul of the tail bearing housing or a complete CNA or
core engine is replaced, then the main data slip plate must be checked to ensure
that the EPR trim code is consistent with the ones for the CNA and tail bearing
housing. If it is incorrect it must be changed for one that has the correct code. A
check must also be carried out to ensure that the data entry details align with this
data.
TRENT 700 124 of 419

13
092/2 E.39.NE 772ŦB60/16
41226 DEC 2002

ENGINE INFORMATION PLATE
(TAIL BEARING HOUSING)
FIG. 1 41226
768Ŧ60 67500
772Ŧ60 71100 11.DEC.02
2
772B- 60 71100
0 0
1202 1244 1248
77 70 55 23
13 7 4
2 1
ENGINE DATA PLATE

FIG. 2
COMMON NOZZLE ASSEMBLY

NAME PLATE
COMMON NOZZLE AS-

Figure 57 EPR TRIMMING
SEMBLY
TRENT 700 125 of 419
77Ŧ20 EXHAUST GAS TEMPERATURE

EXHAUST GAS TEMPERATURE MEASUREMENT
INTRODUCTION
The EGT is the temperature of the gas at the inlet to the Low Pressure (LP) turbine.
The EGT indicating system measures this temperature and shows it to the cockpit
crew.
COMPONENT LOCATION
The 11 dual thermocouples are installed in the LP turbine stage 1 Nozzle Guide
Vanes (LP1 NGV)
TRENT 700 126 of 419

Figure 58 EGT THERMOCOUPLES

TRENT 700 127 of 419
EXHAUST GAS TEMPERATURE MEASUREMENT

SYSTEM DESCRIPTION OPERATION
The EGT indicating system uses 11 dual thermocouple assemblies to measure When the engine operates, hot gas flows across the thermocouple NGVs. Some
EGT. Electrical signals are sent from the thermocouples in the EGT indicating sys- of the gas goes through the NGV inlet holes and into the thermocouple NGVs. It
tem to the EEC (Ref. 73Ŧ21Ŧ34).The voltage of each signal is in proportion to the then goes through the inlet holes in the thermocouple probe and across the ther-
temperature at its thermocouple. mocouples. Thus the thermocouples measure the temperature of the gas. The gas
The EGT is trimmed through the Data Entry Plug (DEP). The purpose of this trim then goes back out of the probe, through outlet holes, into the NGV. It then goes
is to modify the EGT measured to match the actual temperature value processed through a hole in the suction surface of the NGV and into the turbine gas flow.
during the engine passŦoff test on the engine. This dedicated trim is identified on
the engine data plate.
The EGT indicating system uses 11 thermocouple assemblies to measure the
EGT. A thermocouple assembly contains two thermocouples, each contained in
a tube. Each tube has an inlet hole and an outlet hole. These holes are aligned with
the inlet holes and outlet holes in the thermocouple NGV.
The two tubes are brazed together to make a rounded thermocouple probe. Each
probe is installed in a LP1 NGV. Each thermocouple probe goes through a transfer
tube assembly. The tube assembly goes between the NGV and High Pressure/In-
termediate Pressure (HP/IP) turbine case. The tube assembly isolates the case
from the hot gas in the thermocouple NGV.
The thermocouple assemblies are connected in parallel through two harnesses.
One harness is made of chromel and the other is made of alumel. Each harness
is connected to its terminal block. Two electrical harnesses (one for channel A, the
other for channel B) connect the terminal blocks to the EEC.
The measured EGT temperature is subsequently trimmed, using data from the
Data Entry Plug.
TRENT 700 128 of 419

Figure 59 EGT SYSTEM

TRENT 700 129 of 419
EXHAUST GAS TEMPERATURE INDICATION

INTRODUCTION
Analog Electrical signals are sent from the 11 dual thermocouples in the EGT indi-
cating system to the EEC.
The EEC transmits the signal to the ECAM to be displayed on the upper screen
E/WD. The voltage from each thermocouple is proportional to the temperature at
its thermocouple.
ECAM INDICATION
1 EGT actual
S digital and analog indication in green color
2 EGT amber line

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

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

S is represented by an arc shaped red ribbon located at the end of the scale
beginning at the red limit value ( 920_ C )
TRENT 700 130 of 419

2 AMBER LINE
1 EGT ACTUAL 720 3 RED LINE EXEEDANCE
4 RED LINE BAND
Figure 60 EGT INDICATION

TRENT 700 131 of 419
EGT TRIMMING
The following graphic shows the engine data plate which is located on the left hand
side of the engine.
The EGT trim factors the actual engine EGT to a lower value for display in the cock-
pit.
The EGT trim is calculated from data obtained during the engine manufacturers
test to align approved EGT levels with the cockpit indications.
The EGT trim is calculated at three temperatures equivalent to the aircraft cockpit
ECAM limits for crew warnings
S max continuous 850q
S max take- off 900q
S max overtemperature 920q
TRENT 700 132 of 419

41226
768Ŧ60 67500
772Ŧ60 71100 11.DEC.02
772B- 60 71100
0 0
1202 1244 1248
77 70 55 23
13 7 4
2 1
ENGINE DATA PLATE
Figure 61 EGT TRIMMING

TRENT 700 133 of 419
77Ŧ22 TURBINE OVHT DETECTION SYSTEM

GENERAL
The engineŦturbine overheat detectionŦsystem is a warning system. It tells the
flight crew by ECAM warning if the temperature around the Intermediate Pressure
(IP) turbine disk gets too high and thus to shutdown the engine.
Turbine overheat could soften causing blade root weakening and uncontained
multiple blade release.
COMPONENT LOCATION
There are two dual thermocouples:
S the front thermocouple assembly is attached to the High Pressure/Intermedi-
ate Pressure (HP/IP) turbine case with two bolts:
S the rear thermocouple assembly is attached to the HP/IP turbine case with two
bolts.
SYSTEM DESCRIPTION
The engineŦturbine overheat detectionŦsystem is a warning system. The system
measures the cooling air temperature on the two sides of the IP turbine disk.
The electrical signals from thermocouples in the engineŦturbine overheat detec-
tionŦsystem are sent to the Engine Electronic Controller (EEC).
The voltage of each signal is in proportion to the temperature of its thermocouple.
The EEC measure these signals. The electrical signals are then digitized by the
EEC and transmitted on EEC ARINC outputs to the FWC (Flight Warning Com-
puter) for warning activation and to the DMC (Display Management Computer) for
display on the EWD through a message if the temperature gets higher than speci-
fied limits.
TRENT 700 134 of 419

Figure 62 TURBINE OVHT DETECTION INTERFACE

TRENT 700 135 of 419
FRONT THERMOCOUPLE OPERATION CONTROL
The front thermocouple assembly is attached to the High Pressure/Intermediate Each thermocouple independently sends an electrical signal to the EEC to de-
Pressure (HP/IP) turbine case with two bolts. The assembly contains two thermo- crease the risk of incorrect warnings. The failure of one thermocouple will not oper-
couples, with four electrical connections (two for each thermocouple) which operate the warning system unless the other thermocouple (in the same pair) mea-
ate independently to decrease the risk of incorrect warnings. The assembly is con- sures too high a temperature. If the two thermocouples become unserviceable
nected to the overheatŦdetector tube assembly. then the warning system will operate
The overheatŦdetector tube assembly takes air from the front of the disk to the
WARNINGS
thermocouple. It goes from the HP/IP bearingŦsupport structure, through an IP
Nozzle Guide Vane (NGV) and to the thermocouple assembly. Two end connec- When the turbine cooling air temperature exceeds 677 DEG C, the red MASTER
tors (one at each end) attach the tube to the HP/IP bearing support structure and CAUTION light comes on accompanied by the continuous repetitive chime. Fol-
the thermocouple assembly. There is a hole at each end of the tube assembly. The lowing message appears on the EWD: ENG 1(2) TURBINE OVHT.
holes are calibrated to keep to a limit the airflow through the tube.
Air from the front of the IP turbine disk flows through a hole in the HP/IP bearingŦ
support structure. It then flows through the overheat detector tube and into the
front thermocouple probe. Here it flows across the two thermocouples and out
through the open side of the assembly.
REAR THERMOCOUPLE
The rear thermocouple assembly is attached to the HP/IP turbine case with two
bolts. The assembly contains two thermocouples, with four electrical connections
(two for each thermocouple) which operate independently to decrease the risk of
incorrect warnings. The thermocouples are contained in two tubes that are brazed
together to make a rounded thermocouple probe. The probe is installed in a Low
Pressure turbine stage 1 Nozzle Guide Vane (LP1 NGV).
Air from the rear of the IP turbine disk flows up a tube to the root of the LP1 NGV.
The air goes through inlet holes in the probe and across the thermocouples. The
thermocouples measure the air temperature at the end of the probe. The air then
goes back out of the probe, through outlet holes, into the NGV. It then goes through
a hole in the suction surface of the NGV and into the turbine gas flow.
TRENT 700 136 of 419

Figure 63 TURBINE OVHT DETECTION THERMOCOUPLES

TRENT 700 137 of 419
77Ŧ30 ANALYZERS
ENGINE INTERFACE AND VIBRATION MONITORING SYSTEM
GENERAL
The Engine Interface and Vibration Monitoring System (EIVMS) has two main
functions:
S engine interface
S vibration monitoring
SYSTEM DESCRIPTION
The engine vibration system comprises per engine:
Ŧ one vibration transducer
Ŧ one vibration junction box
Ŧ one RCC (Remote Change Converter)
Ŧ one EIVMU (Engine Interface and Vibration Monitoring Unit)
Ŧ one once per Rev sensor (N1 trim balance)
Ŧ three tachometers N1, N2 and N3 speed sensor
POWER SUPPLY
The engine vibration system is supplied through the EIVMU from the
bus bar 3PP.
INTERFACE SIGNALS
The EIVMU is an interface between propulsion system and the aircraft. For the
vibration monitoring purpose, the EIVMU receives N1, N2 and N3 speed from the
Electronic Engine Controller (EEC) through two ARINC 429 data bus as well as
analog signals from the trim balance probe (once per revolution) and the vibration
transducer via Remote Charge Converter (RCC).
TRENT 700 138 of 419

Figure 64 VIBRATION INTERFACE SYSTEM

TRENT 700 139 of 419
77Ŧ32 VIBRATION INDICATING SYSTEM

GENERAL
The purpose of the engine vibration monitoring system is to provide the flight crew
with continuous indication of the state of balance of the engine main rotating as-
semblies during steady state running conditions.
This information alerts operators to existing or impending engine problems and as-
sist in planning module renewal, with minimum disruption to aircraft operation.
SYSTEM DESCRIPTION
Monitoring is performed by a vibration transducer on each engine. This produces
electrical signals in proportion to the vibration detected. Electrical signals are sent
from the vibration transducer to the RCC (Remote Charge Converter) through the
vibration junction box. The signal is then amplified by the RCC to be sent to the
EIVMU (Engine Interface and Vibration Monitoring Unit).
TRENT 700 140 of 419

Figure 65 Simplified Vibration Diagram

TRENT 700 141 of 419
VIBRATION TRANSDUCER
The vibration transducer is a dual output accelerometer. It contains two piezo-
electric crystal stack elements, each with a mechanical load of an electrically
insulated seismic mass. Each element is connected to an electrical lead. The
two leads are connected to the vibration junction box.
During the operation of the engine, vibration causes the seismic mass to apply
pressure to the piezoelectric crystal stack elements. This causes the elements
to generate electrical signals which are in proportion to the engine vibration.
The signals are then sent to the RCC which amplifies them to give output sig-
nals to the EIVMU which analyses them for the cockpit display.
TRENT 700 142 of 419

Figure 66 VIBRATION TRANSDUCER

TRENT 700 143 of 419
VIBRATION JUNCTION BOX

The vibration junction box divided into two parts. Each part contains the terminals
where a transducer lead and the cables which go to the RCC, are connected.
REMOTE CHARGE CONVERTER (RCC)

The RCC is an electronic unit that amplifies the electrical signal from the vibration
transducer. It then sends this correct signal to the aircraft.
TRENT 700 144 of 419

Figure 67 REMOTE CHARGE CONVERTER

TRENT 700 145 of 419
77Ŧ32 VIBRATION MONITORING SYSTEM

INTRODUCTION 6 CLASS 3 REPORT
The purpose of the engine vibration monitoring system is to provide the flight crew
with continuous indication of the state of balance of the engine main rotating as- The purpose of this item is to present in plain language all class 3 internal and ex-
semblies during steady state running conditions. ternal faults detected by the EIVMU during the last flight
This information alerts operators to existing or impending engine problems and as-
7 TEST
sist in planning module renewal, with minimum disruption to aircraft operation.
This item enables the initiation of the EIVMU test from the MCDU.
CMS EIVMU
8 GROUND REPORT
1 LAST LEG REPORT The purpose of this item is to present in plain language the list of the internal faults
The purpose of this item is to present in plain language the list of the class 1 and detected by the EIVMU and which occurred after landing.
2 internal and external faults detected by the EIVMU during the last flight. This item enables access to the TROUBLE SHOOTING DATA fault by fault.
2 PREVIOUS LEGS REPORT

The purpose of this item is to present in plain language the list of the class 1 and
2 internal and external faults detected by the EIVMU during the last 63 flights ( ex-
cluding the last flight ).
3 LRU IDENTIFICATION
The purpose of this item is to present the hardware and software status of the
EIVMU ( part number and serial number ).
4 GROUND SCANNING
The purpose of this item is to analyze on the ground only the faults that occurred
during the last flight.
All the faults detected while using this function ( internal, external, class 1, 2, and
3 ) are shown in real time on the MCDU and are not memorized in NVM.
5 TROUBLE SHOOTING DATA

The purpose of this item is to present the encoded data ( hexadecimal ) associated
to each fault detected by the EIVMU and displayed in the LLR, PLR and GR.
TRENT 700 146 of 419

1
6
2 7
3
4 8
5 9
Figure 68 EIVMU SYSTEM TESTS

TRENT 700 147 of 419
EIVMU CONT’D
9 SPECIFIC DATA
This menu can only be activated on the ground. The SPECIFIC DATA MENU is
composed of:
S FAN UNBALANCE
S MAX FLIGHT VIB DISPLAY
S FREQUENCY ANALYSIS
S DISCRETE INPUTS
S DISCRETE OUTPUTS
TRENT 700 148 of 419

Figure 69 EIVMU SPECIFIC DATA

TRENT 700 149 of 419
FAN UNBALANCE
Acquisition of 8 sets of points. These selected speeds are memorized in NVM until next change on the
Acquisition of phase and displacement in stabilized flight conditions allows to reba- MCDU.
lance the engine when aircraft is on the ground. Default values are: 50, 60, 67, 76, 84, 88, 92 and 96 percent rpm.
8 N1 speeds shall be selected through the MCDU in the following speed ranges: Corresponding to these speeds, 8 sets of points shall be stored for each of the
S 16 Ŧ 50 percent last two flights with the conditions here under.
S 50 Ŧ 65 percent S Flight phase 6
S 65 Ŧ 75 percent S N1 speed range
S 75 Ŧ 80 percent S N1 speed accuracy ( variation allowed 2 percent )
S 80 Ŧ 85 percent S Stabilization time 15 seconds
S 85 Ŧ 90 percent A set is defined as:
S 90 Ŧ 95 percent S N1 phase
S 95 Ŧ 99 percent S N1 vibration
S N2 vibration
S N3 vibration
S N1 speed
S N2 speed
S N3 Speed
S Date and UTC
S Engine S/N
Acquisition during ground run
This menu allows to acquire vibration data set updated every 3 seconds
TRENT 700 150 of 419

Figure 70 EIVMU FAN UNBALANCE

TRENT 700 151 of 419
MAX FLIGHT VIBRATION DISPLAY
Max flight vibration acquisition
The EIVMU shall store for each of the last 8 flights for N1, N2 and N3 vibrations,
and for each accelerometer the max vibration Ievel reached.
For each flight these max Ievels shall be processed during the whole flight phase
6 and shall be stored in NVM with the following data sampled at the same time:
S associated N1, N2 and N3 speeds
S N1, N2 and N3 vibrations from the accelerometer
S N1 phase angle from the accelerometer
S broadband vibrations from accelerometer
S engine S/N
S date and UTC
TRENT 700 152 of 419

Figure 71 EIVMU MAX FLT VIBRATION DISPLAY

TRENT 700 153 of 419
FREQUENCY ANALYSIS
A frequency analysis giving measured vibrations from 1 to 500 HZ by steps of 40
HZ for one engine condition shall be processed once per flight
S if the broadband threshold exceeded or
S for the programmed accelerometer at a given flight phase and shaft speed
A specific procedure is used between the printer and the EIVMU in order to print
the frequency analysis after the flight transition from flight phase 9 to 10, in phases
1 and 10 with only one successful print allowed per accelerometer.
Comments can be added in the print destination field using the specific comment
Iines via the scratchpad.
TRENT 700 154 of 419

Figure 72 FREQUENCY ANALYSIS READOUT

TRENT 700 155 of 419
DISCRETE INPUTS
This page gives the state of each EIVMU discrete inputs. These discrete inputs
are used by the EIVMU and /or by the EEC which is Iinked to the EIVMU by an
ARINC 429 bus.
DISCRETE OUTPUTS
This page gives the state of each EIVMU discrete outputs. These discrete out-
puts are the result of some EIVMU Iogics.
The discretes are updated every 3 seconds.
TRENT 700 156 of 419

Figure 73 EIVMU DISCRETE INPUTS / DISCRETE OUTPUTS

TRENT 700 157 of 419
77- 33 ENGINE CONDITION MONITORING

DESCRIPTION IP COMPRESSOR EXIT THERMOCOUPLE (T25)
Ground based Engine Health Monitoring (EHM) computer programmes are used S The T25 probe is a single thermocouple which is used for Engine Condition
to analyze data generated by the engine and aircraft during revenue operation. Monitoring
The engine condition monitoring programme must be able to predict when an en-
HP COMPRESSOR EXIT THERMOCOUPLE (T30)
gine is no longer capable of providing, within certified limits, the maximum thrust
required for single engine diversion. S The 3 thermocouples are located behind the fuel nozzles and viewed from the
rear in 1:00, 4:00 and 8:00 o’clock position. They are also used for combuster
The basic instrumentation and full gas path instrumentation are compulsory for
borescoping
Extended Twin Engine Operations (ETOPS) and airlines must use the data output
by this instrumentation. The EEC monitors the temperature of the air supplied to the combustion chamber
(through the engine compressors) with three HP compressor exit thermocouples
Provision is made in the basic engine design for instrumentation and EEC software
The temperature (T30) is used as a control parameter to make sure an engine
to facilitate health monitoring and gas path performance analysis down to compo-
flameŦout is prevented during bad weather conditions (such as heavy rain and/or
nent level.
hail).
The Airplane Condition Monitoring System (ACMS) is used to record, process and
During bad weather conditions, a large quantity of water and/or hail (in the core
store airplane system data for report generation. The reports generated by the
engine) can cause a sudden decrease in T30 and an engine flameŦout. To prevent
ACMS are then used by ground analysis programs to monitor engine and other
a flameŦout in these conditions, the N3 speed is increased in relation to the T30
airplane systems for performance and trend analysis.
value by the EEC.
Engine Health Monitoring ground based software programmes such as COM-
The EEC also energizes the two igniter plugs (as for the automatic relight function)
PASS Ŧ Condition Monitoring and Performance Analysis, analyze data generated
to get continuous ignition and sets all of the core engine bleed valves open to send
by the engine during operation, parameters are selected from those already pro-
the water overboard through the cold exhaust duct / CNA.
cessed for engine control and output on the data bus by the EEC, others are ob-
tained by installing additional tappings/sensors on the engine with some parame- The T30 control function is disarmed when the aircraft is on the ground (as related
ters transmitted via the EEC and others hardwired direct from the sensor to the to the flight / ground status signal transmitted to the EEC on the EIVMU ARINC
aircraft ACMS. 429 input bus). This is to prevent unwanted thrust increases while the aircraft is
taxiing.
TRENT 700 158 of 419

T30 THERMOCOUPLE
T25 THERMOCOUPLE
Figure 74 THERMOCOUPLES T25 / T30

TRENT 700 159 of 419
ATA 73 ENGINE FUEL AND CONTROL

73- 20 FADEC
PRESSURE AND TEMPERATURE STATIONS
The diagram shows the internal system of numbering of pressures and tempera-
tures throughout the engine.
Station numbers are assigned to identify specific positions along the aerodynamic
flowpath of an engine.
A station is a position at the engine, where thermodynamically changes (Pressure,
temperature or airspeed) starts or ends.
TRENT 700 160 of 419

Figure 75 ENGINE STATIONS

TRENT 700 161 of 419
FADEC GENERAL
INTRODUCTION
A Full Authority Digital Engine Control system (FADEC) controls the RB211ŦTrent
engine.
The FADEC system is made of subŦsystems working together to form a closed
loop control system. Thus maintaining efficient engine operation at a selected
condition ranging from engine start through the takeŦoff flight/landing operation
envelope to engine shutŦdown.
The primary component in the FADEC system is an EEC (Engine Electronic Con-
troller) (4000KS). The EEC is supplied with inputs from aircraft and engine sources
and does the necessary calculations for engine operation. It also processes en-
gine data for output to the aircraft.
The EEC primary functions are:
S To start and shutdown the engine.
S To control fuel flow and core engine air flow for satisfactory steady state and
transient operations in all environmental conditions.
S To control EPR in forward thrust and N1 in reverse thrust.
S To control the operation of the thrust reverser.
S To detect failures and to accommodate them in order to continue to operate sat-
isfactorily.
A Central Maintenance System (CMS) keeps a record of FADEC system related
maintenance data. Access to this data is through the Central Maintenance Com-
puters (CMC’s). The EEC controls the FADEC system BuiltŦIn Test Equipment
(BITE) interface with the CMS.
TRENT 700 162 of 419

Figure 76 FADEC SYSTEM OVERVIEW

TRENT 700 163 of 419
DESCRIPTION
FADEC SYSTEM FMU
The primary component in each FADEC system is an EEC (4000KS). This is a two The EEC controls the flow of fuel to the combustion system by operation of a
Channel digital unit which uses a high integrity computer in each Channel to do FMU (Fuel Metering Unit) (4071KS). The FMU contains control valves of which
software instructions. The EEC uses inputs from the aircraft and the engine sys- three are directly controlled by torque motors which are electrically operated by
tems for engine control, and cockpit indications of the engine parameters. Double the EEC. These are:
inputs to the EEC let it continue to operate if one input becomes S A Metering Valve (MV) which controls the rate of flow
defective.
S A Pressure Raising and ShutŦOff Valve (PRSOV) which starts and stops
The EEC is supplied with digital aircraft data from an Engine Interface and Vibra- the flow
tion Monitoring Unit (EIVMU), and from two Air Data Inertial Reference Units (ADI-
S An Overspeed Valve (OV) which can operate the PRSOV to stop the flow
RU’s). Output data from the EEC is sent to the EIVMU, Display Management Com-
and cause an engine shutdown.
puters, Flight Warning Computers and the Flight Management Guidance and
Envelope Computers. IP / HP BLEED VALVES
The two Channels (A and B) of the EEC can read three available ARINC 429 The EEC controls the operation of four IP bleed valves and three HP bleed valves
busses (through interŦchannel connections). The input busses include: (Ref. 75Ŧ33Ŧ00). At lower engine powers the EEC opens the applicable valves to
S Two ARINC 429 low speed busses which transmit the ADIRU data. release air from the IP compressor stage 8 (IP8) and the HP compressor stage
S One ARINC 429 high speed bus which transmits the EIVMU data. 3 (HP3). This is necessary to prevent an engine surge condition. The bleed valves
are operated by HP3 air, the supply of which is controlled by five solenoids (one
Each EEC Channel (A and B) has two ARINC 429 high speed busses for output
solenoid for each HP3 bleed valve and one for each pair of IP8 bleed valves). The
of data to the aircraft. The data on each of the busses comes from the Channel
five solenoids are contained in the bleed valve controller (4079KS) (Ref.
in control (although each bus is independently operated).
75Ŧ33Ŧ00) and are independently supplied with electrical power from the EEC.
DATA ENTRY PLUG
VSV
A Data Entry Plug (DEP) (4091KS) is connected to the EEC. The DEP is pro-
The EEC controls the angular position of the Variable Stator Vanes (VSV’s) (Ref.
grammed with data which is necessary for satisfactory operation of the engine.
75Ŧ33Ŧ00). These vanes increase the performance of the IP compressor and can
The data held in memory is related to the engine type, engine manufacturers type
be used to correct the air flow if a surge has occurred. The vane positions are con-
test and the aircraft operation.
trolled through a torque motor in the VSV control unit (4081KS) (Ref. 75Ŧ33Ŧ00)
P20 / T20 which is electrically operated by the EEC. The VSV control unit hydraulically con-
trols the position of a pair of VSV actuator (4040KS1, 4040KS2) rams. Their posi-
A P20T20 probe (4014KS) gives the engine airŦintake airŦflow conditions to the
tion and thus the position of the VSV’s is transmitted to the EEC.
EEC. The engine P20 and T20 parameters are used with the aircraft air data pa-
rameters to calculate the engine ratings. A P20 accumulator between the probe
and the EEC, smoothly supplies the P20 air to the EEC. This prevents sudden
changes of P20 which can have an unsatisfactory effect on engine performance.
TRENT 700 164 of 419

Figure 77 FADEC- SYSTEMOVERVIEW

TRENT 700 165 of 419
DESCRIPTION CONTINUED
TCC TEMPERATURE SYSTEM
The EEC controls the operation of the TCC (Turbine Clearance Control) valve . The EEC monitors the temperature of the air supplied to the combustion chamber
During cruise conditions the EEC fully opens the TCC valve to supply LP compres- (through the engine compressors) with three HP compressor exit thermocouples
sor air to the external surface of the IP turbine case. This causes a smaller clear- (4086KS1, 4086KS2, 4086KS3). The temperature (T30) is used as a control pa-
ance between the case and the tips of the IP turbine blades to increase turbine rameter to make sure an engine flameŦout is prevented during bad weather condi-
performance. The TCC valve is operated by HP3 air, the supply of which is con- tions (such as heavy rain and/or hail).
trolled by the TCC solenoid valve. The solenoid is supplied with electrical power The EEC monitors the temperature of the air around the IP turbine disk with IP tur-
from the EEC. bine overheat thermocouples (4083KS/4084KS) (Ref. 77Ŧ22Ŧ00). If the air used
to keep the disk cool becomes too hot (forward or rearward of the disk) the EEC
AOHE
transmits a warning for display at the cockpit.
The EEC controls the operation of the Air Oil Heat Exchanger (AOHE). During hot
day conditions the EEC operates a modulating valve (in the AOHE) to decrease FUEL SYSTEM
the temperature of the oil upstream of the fuel oil heat exchanger. The modulating The EEC monitors the fuel flow to the combustion system with a fuel flow transmit-
valve position is controlled through a torque motor in the AOHE which is electrically ter (4010KS) (Ref. 73Ŧ31Ŧ00) and calculates the fuel used. Fuel flow and fuel used
operated by the EEC. The valve condition is transmitted to the EEC. data is then transmitted for display at the cockpit.
THRUST REVERSER SYSTEM The EEC monitors the fuel pressure downstream the LP fuel pump with a fuel low
pressure switch (4075KS) installed adjacent to the fuel outlet connection. When
The EEC controls the hydraulic operation of the thrust reverser pivoting doors.
fuel low pressure is detected a maintenance message is sent by EEC to the CMS.
Subsequent to the selection of reverse thrust (by the flight crew) the EEC will oper-
ate a thrust reverser Isolation Control Unit (ICU) and a Direction Control Unit
(DCU). The ICU isolates the reverser system from the aircraft hydraulic power until
its solenoid is energized for reverse thrust operation by the EEC. The DCU hydrau-
lically controls the direction of pivoting door movement in relation to the deploy/
stow selection. The DCU is controlled with a solenoid valve on the unit which is
electrically operated by the EEC (subsequent to the supply of 28V DC aircraft elec-
trical power from permission switches in the EIVMU).
LPTOS
The EEC monitors the LP shaft breakage. The LP TOS (Low Pressure Turbine
OverSpeed) system is designed to accommodate turbine overspeed due to shaft
breakage. A shaft breakage is detected by a comparison between the speed mea-
sured by the compressor speed probes mounted in the front compressor bearing
housing and the turbine speed probes, mounted in the turbine bearing housing.
For LP shaft breakage at any power: the fuel flow is automatically shut off via the
HPSOV overspeed torque motor.
TRENT 700 166 of 419

Figure 78 FADEC COMPONENTS

TRENT 700 167 of 419
DEDICATED ALTERNATOR
The Dedicated Alternator supplies primary power to the FADEC system and pro-
vides a speed reference signal of the HP shaft speed (N3).
The unit is mounted on the external gearbox and driven by direct drive from the
HP shaft N3.
The Alternator consists of two separate three phase stator windings and two sepa-
rate single phase stator windings. The associated rotor magnets are connected
to a common cantilever shaft. (The shaft does not require bearings).
The three phase circuits provide power to the EEC in the speed range 8% to 125%
N3. One of the phase windings in each three phase circuit provides the EEC with
referencing to the HP shaft rotational speed.
The two separate single phase circuits provide power to the overspeed protection
unit. For this power supply only one single phase is used and the other is unused.
NOTE: IN CASE OF OPU POWER SUPPLY PROBLEMS A SWAPOVER
TO OPU SPARE POWER SUPPLY IS POSSIBLE BY MAINTE-
NANCE ACTION.
TRENT 700 168 of 419

PCU CHANNEL A SUPPLY
OPU POWER SUPPLY
OPU SPARE SUPPLY
PCU CHANNEL B SUPPLY
Figure 79 DEDICATED ALTERNATOR

TRENT 700 169 of 419
FADEC POWER SUPPLY

DESCRIPTION
The primary source of FADEC power is provided by the Dedicated Alternator.
ThreeŦphase power from the alternator is regulated by a PCU (Power Controller
Unit) to 22 VDC and supplied for each EEC Channel. OneŦphase power from the
alternator is supplied directly to an OPU (Overspeed Protection Unit) .
If a failure of the oneŦphase supply occurs, an alternative supply is available at the
alternator, but this must be manually connected.
For ground maintenance, engine start and for failure of the alternator threeŦphase
supplies an alternative standŦby power is used. 115V AC standŦby power from the
aircraft electrical busses is regulated to 22V DC in the PCU and supplied for each
EEC Channel.
The PCU is a dual channel unit. It rectifies and regulates power supply to the re-
spective channel of the EEC to 22 VDC and also conditions power supply to the
P20/T20 probe heater, the high energy ignition units (HEIU) and cabin air HP bleed
valve. The unit is mounted inside the Electronic Unit Protection Box.
The EEC/PCU controls and monitors the supply of aircraft power to the:
S Ignition units (115V AC supplied through the EIVMU).
S P20/T20 probe heaters (115V AC supplied directly from the aircraft busses).
S Thrust reverser direction control unit (28V DC supplied through the EIVMU).
S HP bleed valve (115V AC standŦby power supplied through the EIVMU and
regulated to 20V DC in the PCU).
TRENT 700 170 of 419

28V DC 115V AC
INDICATIONS
FMU FUEL STARTER

IGNITION
SHUT- OFF OPU HP BLEED CONTROL
UNIT
TORQUE MOTOR VALVE VALVE
OPU POWER
OPU ALTERNATIVE POWER
RELAYS RELAYS
115V AC STAND- BY POWER 20V DC
EMERG BUS
PCU A 22V DC
EEC A OUTPUT A
EEC
EEC A POWER
DEDICATED
ALTERNATOR 22V DC
PCU B EEC B POWER EEC B OUTPUT B
115V AC
NORM BUS STAND- BY POWER 20V DC
RELAYS RELAYS
INDICATIONS
THRUST THRUST
P20/T20 PROBE REVERSER REVERSER
IGNITION
DIRECTION ISOLATION
HEATER UNIT CONTROL CONTROL
UNIT UNIT
115V AC 28V DC FROM EIVMU

(two supplies)
Figure 80
TRENT 700 171 of 419
PCU COMPONENT DESCRIPTION

The PCU is a digital unit which has two Channels of operation. The two Chan-
nels are identified as Channel A and Channel B.
You can find the PCU installed in an electronicŦunit protectionŦbox.
This box is for the protection of the electronic units in the FADEC system.
The PCU outer cover is made of metal and is specially prepared with a layer of
high emissivity paint. This type of paint gives better heat radiation to help keep
the unit cool.
Convection and radiation of heat from the internal power supply modules is
also helped by external fins on the case surfaces.
The PCU contains internal temperature sensors which are continuously moni-
tored by the EEC. If the internal temperature increases more than a specified
limit, the EEC transmits a status message to the cockpit. On the front face of
the outer cover are six electrical receptacles.
The top row of three receptacles are for the Channel A inputs/outputs.
The bottom row of three receptacles are for the channel B inputs/outputs. The
mating electrical connectors for each row of receptacles connect their related
PCU Channel to:
S The EEC
S The EEC Dedicated Alternator
S The aircraft power interfaces.
TRENT 700 172 of 419

Figure 81 POWER CONTROL UNIT

TRENT 700 173 of 419
ELECTRONIC ENGINE CONTROLLER (EEC)

DESCRIPTION EEC Air Pressure Module
The Electronic Engine Control unit is the major part of the FADEC system. It is The EEC air pressure module contains a number of cylinder pressure transducers
located on the fan case and is shielded and grounded as protection against which give
Electromagnetic Interference (EMI). S An AC signal of frequency that is in proportion to the air pressure
The EEC unit is a dual channel digital unit. The channels are identified as S A DC temperature diode signal for air temperature correction.
channel A and channel B with a communication link between each.
Each air connector on the EEC front face is identified to show its related air
Each channel uses the high integrity computer (HIC) concept to perform soft- pressure input. These inputs are:
ware instructions and utilizes dual interfaces to provide a high degree of fault
tolerance. S PO OUTSIDE PRESSURE
In normal operation only one channel controls, in the event of certain failures S P20 LP COMPRESSOR INLET PRESSURE
control is transferred to the alternative channel. S P25 IP COMPRESSOR OUTLET PRESSURE
The EEC also transmits engine performance data and system test data to the S P30 HP COMPRESSOR OUTLET PRESSURE
aircraft which is used in flight deck display, thrust management and condition S P50 LP TURBINE OUTLET PRESSURE
monitoring systems. S P160 LP COMPRESSOR OUTLET PRESSURE
The EEC automatically exercises full control of the engine to achieve or main- The PO air is supplied and filtered through a special cap on the protectionŦbox
tain a command signal, it automatically controls : external connection.
S Engine Starting (Ground & Flight) The other air pressures are supplied to the protectionŦbox external connections
S Relighting following flameŦout detection by rigid tubes which have routings from the different air sources.
S Control of fuel flow (thrust) in both forward and reverse thrust
S VIGV/VSV position
S The Airflow Handling Bleed Valves
S The engine oil/fuel Heat Management System
S Internal gearbox cooling airflow
S IP Turbine case cooling airflow
S Aircraft cabin air HP valve control
S P20/T20 probe heater control
S The FMU in the event of LP shaft breakage
S The thrust reverser
S IP turbine overheat data
TRENT 700 174 of 419

Figure 82 ELECTRONIC ENGINE CONTROLLER

TRENT 700 175 of 419
EEC COMPONENT DESCRIPTION

S The EEC monitors the temperature of the fuel downstream of the FMU with
The EEC had been designed as a single unit, mounted using antiŦvibration two fuel temperature thermocouples. The fuel temperature and the engine
mountings high on the left hand side of the engine fan case with, and alongside oil temperature are used as the primary control parameters in the control
the PCU and OPU. All three units are contained within a hinged coverŦ and removal of unwanted heat from the engine
screw sealed box unit.
S The EEC monitors the fuel flow to the combustion system with a fuel flow
The two electronic circuits or channels of the EEC are almost the same, each transmitter and calculates the fuel used. Fuel flow and fuel used data is then
channel contains circuit boards or cards which match the cards in the other transmitted for display at the cockpit.
channel. Each card has a specific function related to it.
S The EEC monitors the fuel pressure downstream the LP fuel pump with a
The cards within an individual channel are interŦconnected by a mother board, fuel low pressure switch installed adjacent to the fuel outlet connection.
each mother board is connected by electronic wiring to the engine and the air- When fuel low pressure is detected a maintenance message is sent by EEC
craft. to the CMS.
A wiring loom within the EEC unit connects Channel A to Channel B. Also
within the EEC unit is a pressure module which contains a number of pres- AIR DATA SELECTION
sure transducers and transducer interface circuits. Each transducer is con- The EEC initially does a check that each engine or aircraft air data input (P20,
nected to pressure signal pipes from the engine. T20 and P0) is correct before it is included in the selection procedure.
On the side of the EEC unit is a connector for a Data Entry Plug (see Allowance is made for the effects of probe heater operation in relation to the
73Ŧ21Ŧ12) which is attached when the EEC is installed on an engine. The EEC P20 and the T20 inputs. The selection procedure is then as follows:
computer reads the data and applies it to adjust the engine operation charac- Condition 1
teristics.
If the engine and ADIRU 1 parameters agree then the ADIRU 1 parameter will
An external test socket is incorporated in the EEC. To allow discrete external be used to calculate the engine ratings. If they do not agree but the engine and
test signals to communicate with the EEC computers. ADIRU 2 parameters agree then the ADIRU 2 parameters will be used.
EEC input data is received from the aircraft and engine sensors. All input Condition 2
data including signals from pressure transducers is checked and conditioned
If the engine and aircraft parameters are at almost the same values then the
on entry into the EEC ie. all inputs are multiplexed and therefore, as neces-
aircraft air data parameter will be used (as in condition 1).
sary, converted to digital format. The inputs are also subject to radio fre-
quency interference (RFI) filtering and lightning strike voltage protection. Condition 3
If the engine and aircraft parameters are at different values (but their difference
TEMPERATURE SYSTEM is satisfactory) then a value between these parameters will be used.
S The EEC monitors the temperature of the air supplied to the combustion Condition 4
chamber (through the engine compressors) with three HP compressor exit
thermocouples.The temperature (T30) is used as a control parameter to If the engine and aircraft parameters are at different values (but their difference
make sure an engine flameŦout is prevented during bad weather conditions is unsatisfactory) then the engine air data is used. In this condition the EPR
control (in forward thrust) will be continued in relation to the engine P0 and T20
(such as heavy rain and/or hail).
values. But the engine P20 value will have the effect that follows:
S The EEC monitors the temperature of the air around the IP turbine disk with
S If engine P20 is more than aircraft P20 the EEC will stay in EPR control
IP turbine overheat thermocouples. If the air used to keep the disk cool be-
comes too hot (forward or rearward of the disk) the EEC transmits a warn- S If engine P20 is less than aircraft P20 the EEC will change to N1 reversion-
ing for display at the cockpit. ary control (rated).
TRENT 700 176 of 419

Figure 83 EEC SUITCASE

TRENT 700 177 of 419
DATA ENTRY PLUG (DEP)

DESCRIPTION
The EEC has been designed to control all possible configurations of the en-
gine regardless of individual characteristics.
To provide interchangeability of the unit, specific engine information must be
made available to the EEC i.e.:
S Engine Serial Number
S Thrust Rating
S E.P.R./Thrust Trim Relationship
S Turbine Gas Temperature Trim
S Engine Standard
S Intermix/Retrofit
S Engine Health Monitoring
S Idle Trim
This is achieved by a device known as the Data Entry Plug which plugs into
the EEC.
The plug is a dual channel memory device which is programmed with relevant
engine data which is used by the EEC to enable correct engine operation con-
trol.
The Data plug remains with the engine throughout its operational life not with
the EEC.
TRENT 700 178 of 419

Figure 84 DATA ENTRY PLUG

TRENT 700 179 of 419
DEP PROGRAMMING UNIT

The purpose of the Programming Unit is the reprogramming of the DEP. Both
EEC channels must be programmed.
The following diagram shows an example of those four charts which can par-
tially be seen on the CMS readout as well.
TRENT 700 180 of 419

Figure 85 DEP PROGRAMMING UNIT AND PRINTOUT

TRENT 700 181 of 419
ROTOR OVERSPEED PROTECTION SYSTEM (ROS)

SYSTEM DESCRIPTION
The OPU is an independent system to the EEC. It is designed to prevent se-
vere LP and IP shaft overspeed in the event of severe malŦscheduling
VSV’s and/or fuel upward runaway due to fuel metering valve failing open.
In the event of overspeed the unit indirectly signals the fuel shutŦoff valve
to close.
The OPU also makes the selection of two satisfactory N1 and N2 compressor
speed signals (from the three available N1 and N2 speed signals) and supplies
the same satisfactory speed signals for each EEC Channel.
SIGNAL CONDITIONING / OVERSPEED DETECTION

The speed probe inputs to the OPU are initially sent through probe selection
circuits. BITE controlled relays in these circuits independently supply an N1
and N2 signal to each OPU Channel: but only if they are found to be satisfac-
tory.
The satisfactory signals are also isolated and then transmitted to the EEC for
usual engine control.
Each OPU Channel changes its N1 and N2 analog signal input to a digital sig-
nal. These signals are then read by an ASIC which continuously monitors their
values and uses logic to find an overspeed condition.
If an ASIC finds an overspeed condition it will energize its output circuit. If the
ASIC in the other Channel also energizes its output circuit, at the same time,
then the condition is read as ’TRUE’. An electrical signal is then sent to ener-
gize the FMU overspeed torque motor. This causes:
S The overspeed valve to operate and close the FMU PRSOV
S The engine to shutdown independently of the usual shutdown control selec-
tions.
If one ASIC energizes its output circuit and it reads that the other has not, then
the OPU is automatically disabled. And a failure indication is transmitted
(through the EEC) to the cockpit.
TRENT 700 182 of 419

Figure 86 OVERSPEED PROTECTION LOGIC

TRENT 700 183 of 419
TURBINE OVERSPEED PROTECTION SYSTEM (TOS)

DESCRIPTION
The EEC monitors the LP shaft breakage. The LPTOS (Low Pressure Turbine Once the fuel flow has been shut off the PRSOV is latched in the fuel off posi-
OverSpeed) system is designed to accommodate turbine overspeed due to tion. If inadvertent shut down occurs the pilot has a reset facility in the flight
shaft breakage. deck. If there is a failure of a compressor speed signal, which shows that over-
A shaft breakage is detected by a comparison between the speed measured by speed of the turbine is not possible, the related overspeed protection circuits
the compressor speed probes mounted in the front compressor bearing hous- are disarmed.
ing and the turbine speed probes, mounted in the turbine bearing housing. If one logic lane ’A’ or ’B’ becomes defective the turbine overspeed circuit
For LP shaft breakage at any power: is disarmed. This prevents incorrect operation of the system.
S the fuel flow is automatically shut off via the HPSOV overspeed torque mo- TURBINE OVERSPEED BITE
tor.
The EEC does a test of the LP turbine overspeed function during each
LP SHAFT BREAKAGE ground start Ŧ pre light up.The BITE provides the necessary turbine speed
difference to the turbine overspeed protection circuits to momentarily shut off
Three L.P. compressor speed probes send signals of shaft speed to the over-
the fuel during start sequences. Movement of the PRSOV in the FMU to the
speed protection unit (OPU). This unit makes a selection of two satisfactory N1
closed position is monitored by the EEC.
signals and transmits them to the Electronic Engine Controller (EEC). One N1
signal is supplied to each of the logic lanes ’A’ and ’B’ on the turbine overspeed Almost immediatel the EEC cancels the BITE test signal to cause the
circuit board in the EEC lane ’A’. PRSOV to become open again. Therefore the engine start sequence is not
stopped by the test. Defects found during the BITE test are stored in the EEC
Three LP turbine speed probes send signals directly to the LP Turbine
The defects are subsequently transmitted to the Central Maintenance Com-
Overspeed (LPTOS) circuit board of the EEC lane ’A’.
puter (CMC).
Each logic lane is supplied with one N1 signal. If one of these signals is not
satisfactory then the applicable logic lane makes the selection of the alter-
native signal.
When the LP rotor system reaches a speed higher than 1000 RPM the turbine
overspeed protection system is armed. Each logic lane compares the LP
compressor speed with its LP turbine speed.
If the two logic lanes detect a speed difference between LP compressor
and LP turbine in a specified time limit it is accepted as a true failure condi-
tion. If an LP shaft failure is accepted as true the system will signal a closure
of the Pressure Raising and ShutŦoff Valve (PRSOV). The engine is immedi-
ately shut down.
TRENT 700 184 of 419

Figure 87 LPTOS SPEED PROBES

TRENT 700 185 of 419
OVERSPEED PROTECTION UNIT

The OPU is a two channel digital control unit. It has interfaces with:
S Three speed probes for N1 speed
S Three speed probes for N2 speed
S The EEC for operation of BITE and to transmit N1 and N2 speeds
S The overspeed valve in the FMU.
The OPU outer cover is made of metal. On the front face of the outer cover are
four electrical receptacles. These are used to electrically connect the OPU to:
S The EEC dedicated alternator
S The speed probes
S Each channel of the EEC
S The FMU overspeed torque motor.
The OPU contains a power supplies circuit board, signal conditioning circuit
board and BITE. The power supplies board is used to change the oneŦphase
AC input from the alternator to DC supplies for the OPU. The signal condition-
ing board is used for the OPU functions and contains two Channels (A and B)
of logic.The BITE does the selection of two satisfactory N1 and N2 speed sig-
nals from the three available N1 and N2 speed signals. And will transmit data
to the EEC for failures of the speed probes, overspeed valve torque motor and
OPU circuits.
You can find the OPU installed to the rear face of the PCU.
TRENT 700 186 of 419

Figure 88 OVERSPEED PROTECTION UNIT

TRENT 700 187 of 419
P20 / T20 PROBE

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

The EEC autimatically makes the selection of the T20 / P20 probe heater ele-
ments to prevent ice on the probe air inlets.
The elements are set to ON when the engine speed is higher than 10% N1.
And OFF when the engine speed is lower than 10% N1 ( or aircraft is on
ground and the engine speed is lower than 45% N3)
The EEC software allows to perform a probe heater test via the CMC on the
MCDU. This is a active test where the power supply and the temperature incre-
ment is checked.
WARNING: IF YOU REMOVE THE INNER ROW OF NUTS THE PROBE
WILL FALL INTO THE ENGINE AIR INTAKE. THIS CAN
CAUSE INJURY AND / OR DAMAGE.
TRENT 700 188 of 419

Figure 89 P20/T20 PROBE

TRENT 700 189 of 419
POWER MANAGEMENT
DESCRIPTION
A Full Authority Digital Engine Control System (FADEC) controls the
RB211ŦTrent engine.The FADEC system is described further in the FADEC
Section.
The FADEC schematic outlines:
S SubŦsystems
Ŧ For specific system refer to respective section, i.e. Airflow Control,
Fuel Control, Propulsion System.
S EEC input and output signals
S The interface with the aircraft systems
TRENT 700 190 of 419

Figure 90 POWER MANAGEMENT

TRENT 700 191 of 419
BASIC CONTROL LOOPŦSTEADY STATE

DESCRIPTION
The Electronic Engine Control (EEC) receives a command signal from the
flight deck Throttle Resolver (TRA) which is converted by the EEC into an En-
gine Pressure Ratio (EPR) or N1 demand.
Alternatively the EEC receives a FMGEC/autoŦthrust computed EPR signal.
The EEC also receives signals from engine mounted and aircraft (air data)
sensors.
The command signal and other relevant input signals are processed
within the EEC. Output control signals are transmitted to engine accessory
mounted control units.
The primary engine control unit being the Fuel Metering Unit (FMU). Inside the
FMU, a torque motor receives the EEC output signal.The torque motor modu-
lates fuel servo pressur to move the Fuel Metering Valve (FMV) which is inte-
gral of the FMU.
Indirectly the FMV is adjusted to control fuel flow to match an EPR/thrust de-
mand signal.
Once operating, many of the engine accessories feed status signals back to
the EEC e.g. movement of the FMV is sensed by a double resolver which
feeds back a position signal to the EEC.
The EEC uses these feedback signals to make comparisons with software
logic and as a consequence of any disagreement, process output signals to
engine control units as necessary i.e. adjust fuel schedule accordingly.
TRENT 700 192 of 419

EEC
FEEDBACK
CHANNEL A FUEL DEMAND
TRA POWER
SETTING
LOGIC
DUAL
DUAL
TORQUE
RESOLVER
MOTOR
CHANNEL B
TRA POWER FE
SETTING
LOGIC
FUEL METERING VALVE TO FUEL
SPRAY NOZZLES
FMU
FUEL IN
Figure 91 POWER SETTING BASIC CONTROL LOOP

TRENT 700 193 of 419
THRUST SETTING
Idle Control
At idle the EEC controls the engine so to prevent the engine being operated
below certain minimum operating limits.
The limits are:
S minimum P30 limiter
Ŧ minimum P30 pressure demand necessary to maintain nacelle, wing and
ECS bleed air requirements
S minimum N1 limiter
Ŧ minimum N1 shaft speed to prevent icing of the spinner
S minimum N3 limiter
Ŧ minimum N3 shaft speed necessary to maintain aircraft services and
allow acceleration to go- around thrust setting mode within a predefined
time limit
S minimum fuel flow limiter
Ŧ minimum fuel flow limiter to maintain combustion integrity
S minimum T30
Ŧ minimum T30 necessary to protect against adverse weather conditions
EPR Control
The EEC controls the engine to an EPR schedule during manual operating
conditions.
If the autothrust function is active then the EEC controls the engine to an EPR
target supplied by the FMGEC.
N1 Reverse Thrust Control
The EEC controls the engine to an N1 reverse schedule if the TRA indicates
that the pilot has selected the reverse thrust lever.
TRENT 700 194 of 419

EPR / N1
TOGA
MCT
MCL
IDLE
AUTOTHRUST AUTOTHRUST AUTOTHRUST

DEACTIVATED ACTIVE DEACTIVATED
CONTROL TO N1 CONTROL TO EPR
TRA MODIFIED
Figure 92 THRUST SETTINGS

TRENT 700 195 of 419
THRUST MODES
MANUAL MODE N1 REVERSIONARY CONTROL
When in manual mode the flight deck throttle levers are used exclusively to The EEC controls the engine to an N1 reversionary schedule e.g. as a result of
control engine thrust. pilot command or loss of actual EPR parameters.
There are two forms of N1 reversionary control :
AUTOMATIC THRUST CONTROL
S Rated N1 Reversionary Mode
The auto thrust function provides automatic computation of the thrust level
to be set in order to achieve the desired aircraft flight characteristics. The EEC calculates an EPR command as in the EPR control mode. The
EEC then converts this EPR command into an N1 command using a simple
NOTE: THE AUTOMATIC THRUST CONTROL FUNCTION IS NOT ACTIVE lookŦup table and the engine is controlled using this N1 command.
DURING TAKE OFF.
S Unrated N1 reversionary Mode
The automatic thrust control function is part of the auto flight system: i.e. the
The EEC sets the forward idle detent position equal to idle N1 and the max
auto thrust system interfaces with the aircraft flight management guidance
takeŦoff detent position equal to redŦline N1.
envelope computers which receive and provide output signals to control the
The EEC then interpolates between the two N1 speeds so as to maintain an
aircraft flight services via the electronic flight controls system (EFCS) and to
approximately linear thrust vs TRA relationship between the two detent posi-
the engines via the FADEC.
tions.
When the auto thrust function is active, moving the throttle lever (TLA) into idle,
The engine is then controlled using this N1 command.
climb or maximum continuous detents, command the auto thrust function ac-
cordingly
MEMO MODE
This is a transitive mode of thrust control between the autothrust mode and
manual mode of the autothrust function.
When the autothrust mode is deactivated and the throttle levers are set on the
max continuous or max climb detent points, the EEC will enter the memo thrust
mode.
In this mode the thrust demand is locked by the EEC prior to exiting autothrust
mode.This is to prevent potential thrust step changes which may occur when
reverting from autothrust to manual mode.
TRENT 700 196 of 419

EPR MODE N1 RATED N1 UNRATED

EPR N1 N1
N1 REDLINE
99%
30%
TRA TRA TRA

0 DEG 55 DEG
SINGLE SENSOR MULTIPLE SENSOR

FAILURE FAILURE
Figure 93 THRUST MODES

TRENT 700 197 of 419
ENGINE RATING
To cater for FADEC EEC interchangeability, the EEC’s memories stored
with rating information to cater for up to ten possible different rated engines.
The rating information is stored in the form of tables. The table to be used by
the EEC is selected using rating index data stored within the Data Entry
Plug (DEP).
Basic EPR Rating
The EEC calculates the EPR value corresponding to:
S Maximum TakeŦoff/GoŦAround
S Flexible TakeŦoff
S Maximum Continuous
S Maximum Climb
S Maximum TakeŦoff/GoŦAround
This is the maximum thrust which the engine can give for takeŦoff under the
ambient conditions.
Flexible TakeŦoff/Derated TakeŦoff
The Trent engine is flatŦrated i.e. thrust versus ambient temperature/pressure
relationship up to a kinkŦpoint temperature. After this kinkŦpoint the thrust that
the engine can produce decreases due to TET limitations.
The flexible takeŦoff system allows the pilot (or by derate selection) to specify
a modified ambient temperature greater than the maximum takeŦoff kink point
temperature which reduces the engine thrust output as a factor of air-
craftweight.
TRENT 700 198 of 419

Figure 94 FLAT RATING

TRENT 700 199 of 419
CMS EEC INTERACTIVE TESTS

GROUND SCANNING
The purpose of this item is to analyze on the ground only the failts that occured
All the faults detected while using this function are shown in real time on the
MCDU and are not memorozed in non- volatile memory.
CLASS 3 REPORT
This function shows the internal or external class 3 faults detected by the EEC
GROUND REPORT
This function gives access to the internal faults detected by the EEC which are
occured after landing.
TRENT 700 200 of 419

Figure 95 EEC CMS MENUS

TRENT 700 201 of 419
EEC SYSTEM TEST
This function enables the maintenance the initiation of the EEC test from the
MCDU.
Upon selection of this function the EEC performs a power up test plus 20 sec
of ground scanning.
TRENT 700 202 of 419

Figure 96 EEC SYSTEM TEST

TRENT 700 203 of 419
CMS PROBE HEATER TEST
This function gives the ability for the maintenance to perform an active
P20/T20 probe heater test.
CAUTION: P20/T20 PROBE WILL GET HOT DURING TEST!
TRENT 700 204 of 419

Figure 97 EEC PROBE HEATER TEST

TRENT 700 205 of 419
ENGINE RUNNING TEST
When selecting ENGINE RUNNING TEST the maintenance has the ability to
simulate the engine running relay switch closure in engine running condition for
the aircraft systems.
TRENT 700 206 of 419

Figure 98 EEC ENGINE RUNNING DISCRETE

TRENT 700 207 of 419
SPECIFIC DATA READOUT
S EEC CONFIGURATION
Ŧ This readout is used to compare or readout the programmed engine
EEC data from the Data Plug and the engine Name Plate.
S EEC EXCEEDANCE
Ŧ This function gives the readout of the exceedance values from N1, N2,
Ŧ N3 and EGT which are memorized since last engine operation.
TRENT 700 208 of 419

1 A 1 A 1/3
41278/04
23 930
900
01 905 935
FAN STALL INDEX 07 910 940
15 915 945
00/00 920 950
925
1202K 1244K 1248K D- AIKA
077K 070K 055K
Figure 99 EEC SPECIFIC DATA

TRENT 700 209 of 419
ATA 79 OIL
79- 00 OIL SYSTEM GENERAL
SYSTEM DESCRIPTION
The oil system is a full flow recirculatory system and its function is to supply A self contained oil tank is mounted on the right hand side of the fan case. It
oil to the engine internal drives, gears and bearings.The oil is used to lubricate incorporates a quantity sight glass and provision is made for pressure and
these locations and remove unwanted heat throughout all operating conditions. gravity oil filling.
Components within the system must ensure that the oil supplied to these The following indications are provided on the flight deck:
drives, gears and bearings is in the correct condition with regard to cleanliness,
S Oil quantity in the tank
pressure, temperature and quantity.
S Oil temperature
The complete system is divided into three main areas:
S Oil pressure
S Feed Oil, lubrication and cooling (pressure side)
S Pressure Filter Impending Blockage
S Return oil (Scavenge side)
S Scavenge Filter Impending ByŦpass
S Breather system (Vent)
Vane type pumps are used to move the oil around the system, a total of 8
vane elements are assembled on to two rotors:
S Pressure Pump Element
S LP Turbine Bearing Chamber Scavenge Element
S HP/IP Turbine Bearing Chamber Scavenge Element
S Internal Gearbox Scavenge Element
S Front Bearing Chamber Scavenge Element
S Intermediate Gearbox and Gearbox Input Drive Assembly Scavenge Ele-
ment
S External Gearbox Scavenge Element
S Centrifugal Breather Scavenge Element
Two oil coolers are used in the system, a fuel cooled oil cooler (FCOC) and an
air oil heat exchanger (AOHE).
A pressure filter, scavenge filter and line filters (last chance) provide the nec-
essary filtration. Location’ for magnetic chip detectors (MCD’s) are provided in
the scavenge lines.
The system is vented through a centrifugal breather, located in a housing on
the front of the external gearbox.
TRENT 700 210 of 419

OIL OIL OIL

OIL FILTER LOW OIL
QUANTITY TEMPERATURE PRESSURE
CLOGGED PRESSURE
INDICATION INDICATION INDICATION
LP TURBINE
EIS DISPLAY BEARING
FLIGHT DECK CHAMBER
ENGINE ELECTRONIC CONTROLLER HP/IP TURBINE

LOW BEARING
PRESSURE CHAMBER
QUANTITY SWITCH
TRANSMITTER INTERNAL
OIL TANK GEARBOX
OIL OIL PRESSURE FRONT
TEMP TEMP TRANSMITTER BEARING
SENSOR SENSOR
CHAMBER
PRESSURE RELIEF RELIEF PRESSURE INTERMEDIATE
PUMP VALVE VALVE TRANSMITTER GEARBOX
AOHE GEARBOX
PRESSURE INPUT DRIVE
FILTER ASSEMBLY
EXTERNAL
GEARBOX
dP- SWITCH FCOC
BREATHER
OIL STRAINER RELIEF
MAGNETIC CHIP DETECTOR
VALVE
SCAVENGE SCAVENGE
INDICATION SIGNALS
FILTER PUMPS
VENT PIPES
dP- SWITCH
RELIEF
ANTI SYPHON LINE
VALVE
PRESSURE ROUTING
SCAVENGE ROUTING
Figure 100 OIL SYSTEM SCHEMATIC

TRENT 700 211 of 419
79Ŧ11 STORAGE
OIL TANK
DESCRIPTION
The oil tank is attached to the front flange of the LP compressor case on the
right hand side.
The tank is a magnesium casting to which other components attach to make up
the oiltank assembly.
These components are as follows:
S Oil quantity transmitter
S Sight glass
S Pressure fill and overflow connection
S Oil filler assembly
S Scavenge filter assembly
S Outlet tube
S Vent tube
To help release the air from the scavenge oil returning to the tank there is a
deaerator fitted inside the tank, the released air passing out of the vent tube.
There is also a filter in the tank to prevent contamination of the oil pressure
system supply.
The oil filler assembly has a quick release ’cap. Internally the filler has a valve
to prevent opposite flow if the cap was inadvertently left off.
TRENT 700 212 of 419

Figure 101 ENGINE OIL TANK

TRENT 700 213 of 419
79Ŧ20 OIL DISTRIBUTION SYSTEM

GENERAL
Feed oil is circulated by a single pressure pump which draws oil from the oil Oil is returned from each of the six primary lubricated locations of the engine
tank through a gauze strainer. and the breather ( air / oil separator )
The oil system is protected against pressures exceeding 635 psi by a pump The lubrication locations are as follows:
relief valve which relives excess pressure back to the pump inlet. Excessive S The front bearing chamber
pressure may be due to very cold oil or system blockage.
S The internal gearbox
Feed oil is cleaned by a 125 micron filter. A differential pressure switch moni-
S The HP / IP bearing chamber
tors filter condition and provides a flight deck indication that the filter is becom-
ing clogged, this switch is set to operat at a differential pressure of 13 psi. S The LP bearing chamber
The AOHE combined with the FCOC will keep the oil and fuel tempertures S The intermediate gearbox assembly
within specified limits. Fan air (cool) is supplied to the AOHE to decrease the S The external gearbox
oil temperature when significant oil cooling is required. The fan air is shutŦ Oil from each location is drawn by its own vane type scavenge element, fitted
off when the FCOC can control the oil/fuel temperature on its own. in the oil pump assembly. Provision is made for magnetic chip detectors to be
From the AOHE the oil is supplied to the FCOC, this component has two fitted in each of the oil return lines for trouble shooting.
functions. The primary function is to decrease the temperature of the oil. The Oil outlet from the scavange pumps join to form a combined scavange return
secondary function is to increase the temperature of the fuel. This will prevent flow and is sampled by a master MCD before passing through a 30 micron fil-
the water content in the fuel from forming into ice particles and blocking the ter. The filter has a bypass valve that will function at 20 PSI pressure differen-
filter. tial. Filter condition is monitored by a pressure differential switch set at 13 PSI
The fuel filter is fitted in the bottom of the FCOC. to provide flight deck indication of impending bypass.
The FCOC has two byŦpass valves. One is the oil pressure byŦpass to Temperature sensors are located in the scavenge return line between the scav-
give protection to the cooler core. The other is fuel filter byŦpass which oper- enge filter and the tank to provide flight deck indication of oil temperature.
ates when the filter becomes clogged. An antiŦsyphon tube prevents oil suc- The oil returned to the tank is discharged over a deaerator tray to release the
tion from the FCOC during engine shut down. entrained air prior to circulation.
From the FCOC the feed oil is supplied through external tubes to the main en-
gine bearings, gears and drives.
TRENT 700 214 of 419

LEGEND E- FRONT BEARING CHAMBER

A- ENGINE CENTRIFUGAL BREATHER F- INTERNAL GEARBOX AND FOHE- FUEL OIL HEAT EXCHANGER
DEAERATOR OIL QTY TRANSMITTER B- EXTERNAL GEARBOX LP/IP/HP LOCATION BEARINGS AOHE- AIR OIL HEAT EXCHANGER
C- GEARBOX I/P DRIVE ASSEMBLY G- HP/IP TURBINE BEARING CHAMBER T/M - TORQUE MOTOR
OIL FILLER D- INTERMEDIATE GEARBOX H- LP TURBINE BEARING CHAMBER
SCV FILTER OIL TEMP CAP
ASSEMBLY THERMO-
COUPLES (2)
ANTI
SYPHON
SCV OIL
TUBE
FILTER
dP- SWITCH SIGHT LAST CHANCE
GLASS FILTERS
BYPASS
VALVE FUEL VENT PIPE
CTR TUBE
MASTER EXCHANGER
MCD
BYPASS
VALVE
BREATHER
EXCHANGER OUTLET
FOHE
FUEL
MCDs (6)
AIR FUEL
MODULATING SCAVENGE
SERVO PRESS OIL FILTER STRAINERS
VALVE dP- SWITCH
VALVE
LVDT FUEL PRESS
OIL SCAVENGE
ACTUATOR FILTER PUMPS (7) PRESS OIL
FILTER
AOHE TM dP- SWITCH
COLD START
PR RELIEF PRESS
VALVE PUMP
OIL PRESSURE
OIL PUMP AND FILTER HOUSING ASSEMBLY TRANSMITTERS (2)
ENGINE ELECTRONIC CONTROLLER
EWD
OIL LO PRESS
DMC FWC RELAY
EIVMU
SD
Figure 102 OIL SYSTEM DIAGRAM

TRENT 700 215 of 419
VENTING SYSTEM
DESCRIPTION
Oil loss from the main bearing chambers is prevented by the use of grooved
labyrinth seals pressurised by air. To contain the oil within the bearing cham-
bers air enters the annular space between the stationary and rotating parts of
the seal. The airflow inwards across the seal opposes any escaping oil and
carries it back into the bearing chambers.
To maintain the pressure drop across the seals, the bearing chambers Ŧ with
the exception of the LP turbine bearing chamber Ŧ are vented by external
tubes to the centrifugal breather. The pressure drop across the seals is
controlled by restrictors in the vent return tubes. For the LP bearing housing
the scavenge pump is able to maintain the pressure drop.
The centrifugal breather separates the air and oil before directing the air to
atmosphere, the oil is scavenged from the breather housing back to the oil
tank.
The remaining sealing air which is returned to the oil tank with the scav-
enge oil is separated from the oil by the deŦaerator cone in the oil tank.
The separated air is vented by an external tube to the centrifugal breather.
TRENT 700 216 of 419

Figure 103 OIL VENT SYSTEM

TRENT 700 217 of 419
SCAVANGE FILTER ASSEMBLY

The diagram below shows the positions of the:
S Scavenge filter assembly
S Master MCD.
S Scavenge filter differential pressure switch
S Oil temperature sensors
S Scavenge filter byŦpass valve
TRENT 700 218 of 419

Figure 104 SCAVENGE FILTER ASSEMBLY

TRENT 700 219 of 419
79Ŧ21 LUBRICATION SYSTEM

COMPONENT LOCATION
The diagram below shows the positions of the:
S Oil pump
S Pressure filter housing
S MCD.
S Scavenge filter housing Master MCD.
TRENT 700 220 of 419

Figure 105 OIL PUMP AND SCAVENGE FILTER

TRENT 700 221 of 419
MCD PROVISIONS
The folowing diagram shows the provision made for fitting the MCD into the six
scavenge line positions.
Normally the MCD probes and housings are not fitted and blanks cover the
aperture.
MCD and housing can be fitted for trouble shooting individual scavenge lines,
this would occur if the master MCD was found to be loaded.
TRENT 700 222 of 419

Figure 106 OIL PUMP MCD’s

TRENT 700 223 of 419
CENTRIFUGAL BREATHER
The centrifugal breather has a rotor that contains retimet segments and is
driven by the external gearbox.
Aerated oil from the bearing chamber vent system and the oil tank deŦaerator
tray is delivered to the centrifugal breather. The aerated oil tries to pass
through the retimet segments but is centrifuged out. The air can pass
through the retimet segments into the hollow rotor and is vented overboard.
The centrifuged oil is scavenged back to the oil tank by its own scavenge pump
element.
TRENT 700 224 of 419

Figure 107 CENTRIFUGAL BREATHER

TRENT 700 225 of 419
OIL TEMPERATURE CONTROL SYSTEM

DESCRIPTION
The function of the heat management system is to keep the engine oil and
fuel temperature within specified limits to contribute to achieving the best
engine performance. To do this an Air Oil Heat Exchanger (AOHE) and a Fuel
Cooled Oil Cooler (FCOC) are used.
AOHE
The AOHE is fitted on the right hand side of the LP compressor case and con-
sists of two main components:
S Heat Exchanger Assembly
S Air Modulating Valve
The operation of the AOHE is controlled by the EEC. The EEC uses data col-
lected from oil temperature sensors and fuel thermocouples to control the
AOHE.
The EEC monitors these temperatures and makes sure they remain within lim-
its. If they are not then the EEC will send a signal to the torque motor in the
servo valve. Signals from the EEC move the torque motor which causes the
spool valve to move. As the spool valve moves it allows servo fuel to the
applicable side of the piston and moves it. The movement of the piston will,
through a linkage, turn the air modulating valve to give the best airflow neces-
sary through the heat exchanger.
TRENT 700 226 of 419

Figure 108 OIL TEMPERATURE CONTROL SYSTEM

TRENT 700 227 of 419
AIR/OIL HEAT EXCHANGER

The AOHE has two modes.
Mode 1
S Air modulating valve fully closed. This mode is for usual conditions. No air-
flow through the heat exchanger. Temperature of oil and fuel can be con-
trolled by the FCOC operation only.
Mode 2
S Air modulating valve turns to LP compressor airflow open position. This
mode is used when cool air is required to lower the temperature of the oil.
S In mode two the air modulating valve is fully adjustable between its mini-
mum and maximum open position.The position of the valve is controlled by
the EEC adjusting the valve to the best position.This position is when suffi-
cient cool air is used for the AOHE to function, with minimum decrease in
engine performance. An oil spring attached to the pinion gear will move the
valve to mode two, if there is a system failure.
TRENT 700 228 of 419

MODE 1
MODE 2
Figure 109 AOHE MODULATING VALVE

TRENT 700 229 of 419
AOHE MAINTENANCE PRACTICES

AOHE DEACTIVATION
The following diagram shows the air / oil heat exchanger which is located on
the right hand side of the fan case.
The MEL deactivation procedure requires a locked open valve.
This makes sure that under all circumstances a maximum cooling is provided
to keep the engine oil cool for safe engine operation.
PROCEDURE
S open the right hand fan cowl door
S turn the manual turning device in clockwise direction until the valve indicates
fully open
S remove the cotter pin from the lockpin
S remove the lockpin from the heat exchanger
S remove the lockpin spacer which is part of the lockpin and store it for later
installation
S install the lockpin less spacer into the heat exchanger unit
S install the cotter pin into the lockpin
S release the exchanger air valve manual turning device
S close the fan cowl door
TRENT 700 230 of 419

Figure 110 AOHE DEACTIVATION

TRENT 700 231 of 419
FUEL COOLED OIL COOLER (FCOC)

The FCOC has two functions:
The primary function is to reduce the temperature of the oil and the second-
ary function is to increase the temperature of the fuel, this will prevent the
water content in the fuel from turning to ice.
The oil flow through the core is made slower by many baffle plates around the
steel tubes. The slower oil enhances the exchange of heat. If the oil pressure in
the FCOC becomes more than a specified limit a byŦpass valve will open and
relieve the pressure back to the oil inlet. An antiŦsyphon hole connects the
inlet to the outlet to prevent oil suction from the FCOC during engine shut
down. The fuel filter is fitted in the bottom of the FCOC this filter has a byŦpass
valve which will operate if the filter becomes clogged.
TRENT 700 232 of 419

Figure 111 FUEL COOLED OIL COOLER (FCOC)

TRENT 700 233 of 419
24Ŧ21 IDG SYSTEM

IDG OIL LUBRICATION AND COOLING
INTRODUCTION
The Integrated Drive Generator (IDG) is the primary source of AC electrical
power supply to the aircraft. Each engine has an IDG mounted on the left hand
side rear face of the external gearbox. An oil system which is an integral part of
the IDG, lubricates the IDG bearings and keeps it cool. The system is con-
nected to an external Air Cooled Oil Cooler (ACOC) to keep the oil tempera-
ture at a satisfactory level.
DESCRIPTION
The IDG includes a Constant Speed Drive (CSD) and an AC generator
installed in the one housing.
The CSD maintains a constant output speed of 24,000 RPM, thus the genera-
tor turns at a constant speed of 24,000 RPM.
The IDG has an oil system which lubricates the generator bearings and keeps
it cool. The IDG has a pressure filling point, a drain point and an oil level sight
glass.
In the scavenge part of the oil system there is a filter that can be removed. A
popŦout button gives visual indication that the filter is clogged. But when the oil
is cold a bimetal element prevents this function.
TRENT 700 234 of 419

Figure 112 INTEGRATED DRIVE GENERATOR

TRENT 700 235 of 419
IDG AIR COOLED OIL COOLER (ACOC)

The ACOC is a simple air oil heat exchanger, mounted on the lower L/H side
of the LP compressor case. Hot oil from the IDG flows through the matrix,
where it is cooled by LP compressor air, before returning to the IDG.
There is a pressure relief valve (byŦpass) between the oil inlet and outlet
connections. If the oil is cold it will not flow easily through the matrix therefore
the valve will open and the oil byŦpasses the ACOC.
TRENT 700 236 of 419

Figure 113 IDG AIR COOLED OIL COOLER (ACOC)

TRENT 700 237 of 419
ENGINE OIL SERVICING

WARNING: YOU MUST NOT REMOVE THE OIL TANK FILLER CAP FOR
FIVE MINUTES AFTER ENGINE SHUTDOWN: THIS WILL
LET DECREASE THE OIL TANK PRESSURE.
NOTE: Only oils approved by RollsŦRoyce can be used in the Trent en-
gine. The following is a list of approved oils:
S AeroShell Turbine Oil 500 (Royco Turbine Oil 500).

S Mobil Jet Oil II.
S Mobil Jet Oil 254.
It is desirable to keep to one brand of oil but approved brands may be mixed if
operationally essential.
GRAVITY FILLING
S Open access panel on the right hand fan door.
S Check oil level on sight glass.
S If low, remove filler cap from oil tank.
S Add the approved oil to the oil tank.
S Replace filler cap.
S Record amount of oil used.
PRESSURE FILLING
S Remove wire locking and blanking caps from pressure fill and overflow.
S Fit the drain hose to the overflow coupling.
S Fit the pressure filling hose to the pressure fill coupling.
S Using the pressure filling equipment add the approved oil until a small quan-
tity of oil is seen to come out of the overflow coupling.
S Remove pressure filling equipment.
S Replace blanking caps and wirelock.
S Record amount of oil used.
TRENT 700 238 of 419

Figure 114 ENGINE OIL SERVICING

TRENT 700 239 of 419
MASTER MCD INSPECTION

Examine the MCD as follows:
S Put the MCD probe in clean kerosine and remove all the oil. The kersosine
must be in a non.metallic container.
S Examine MCD probe in a good light for contamination. Use a magnifying
glass which will show contamination at least 5 times larger than its correct
size.
S The Maintenance Manual will explain the accept/reject standard.
If there is contamination which can not be easily identified, it must be sent to a
laboratory for analysis. It is also helpful to the engine shop if you send the
contamination which has caused the engine rejection with the engine. You must
also identify the MCD position.
S Open access door on the right hand fan cowl door.
S Cut locking wire securing MCD
S Turn and release MCD with suitable wrench.
S Cut and discard seal ring.
INSTALLATION OF MCD
S Fit new seal ring.
S Fit MCD into its housing tighten with suitable wrench torque loading to
between 60 and 120 lbf/in (0,68 and 1,35 MdaN).
S Make safe with wire locking.
S Close access door.
NOTE: FOR LEAK CHECK DO THE FUEL AND OIL LEAK TEST (TEST
NO. 2). REF. AMM TASK 71Ŧ00Ŧ00Ŧ700Ŧ827.
TRENT 700 240 of 419

Figure 115 MASTER MAGNETIC CHIP DETECTOR

TRENT 700 241 of 419
OIL PRESSURE FILTER

DESCRIPTION
The oil pressure filter is screwed into the oil pump housing.It is required to re-
move the filter element with the filter housing. If the filter element is not re-
moved at the same time it can fall and be damaged.
When turning counterclockwise a check valve closes to prevent oil drainage.
NOTE: THE OIL PRESSURE FILTER CONTAINS A CLEANABLE FILTER
ELEMENT AND CAN BE REUSED PROVIDED IT IS NOT DAM-
AGED.
TRENT 700 242 of 419

Figure 116 OIL PRESSURE FILTER

TRENT 700 243 of 419
79- 30 OIL INDICATING SYSTEM

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

The quantity transmitter sends a signal to the EEC that is in proportion to the
oil level in the tank. The quantity is shown on the ENGINE SYSTEM PAGE
TRENT 700 244 of 419

Figure 117 OIL QUANTITY TRANSMITTER

TRENT 700 245 of 419
OIL TEMPERATURE SENSORS

There are two oil temperature sensors located in the scavenge return line.
They send their signals to both EEC- channels where it is further transmitted to
the ENGINE SYSTEM PAGE
TRENT 700 246 of 419

Figure 118 OIL TEMPERATURE SENSORS

TRENT 700 247 of 419
OIL PRESSURE TRANSMITTERS

There are two oil pressure transmitters located on the lubrication unit. They
send their signal to both EEC- channels to indicate the supply pressure on the
ENGINE SYSTEM PAGE
TRENT 700 248 of 419

Figure 119 OIL PRESSURE TRANSMITTERS

TRENT 700 249 of 419
LOW OIL PRESSURE SWITCH

The low oil pressure switch closes if the oil pressure decreases to 35 PSI. The
signal is transmitted to the FWC and to the flight deck
TRENT 700 250 of 419

Figure 120 OIL LOW PRESSURE SWITCH

TRENT 700 251 of 419
OIL PRESSURE FILTER DIFFERENTIAL PRESSURE SWITCH

The differential pressure switch located on the lubrication unit sends a signal to
the EEC if the differential pressure increases to 13 PSI
TRENT 700 252 of 419

Figure 121 OIL PRESSURE FILTER dP- SWITCH

TRENT 700 253 of 419
OIL SCAVENGE FILTER DIFFERENTIAL PRESSURE SWITCH

The differential pressure switch located close to the oil tank sends a signal to
the EEC if the differential pressure increases to 13 PSI
TRENT 700 254 of 419

Figure 122 OIL SCV FILTER dP- SWITCH

TRENT 700 255 of 419
Figure 123 LOP WARNING SYSTEM ASM 79Ŧ34Ŧ00 SHEET 1/2

TRENT 700 256 of 419
Figure 124 LOP WARNING SYSTEM ASM 79Ŧ34Ŧ00 SHEET 2/2

TRENT 700 257 of 419
ATA 73 ENGINE FUEL AND CONTROL

73- 00 FUEL SYSTEM PRESENTATION
INTRODUCTION
The function of the system is to receive fuel from the aircraft tanks and deliver
conditioned metered fuel into the combustion chamber for ignition.
The fuel system is divided into
S Fuel Control
S Fuel Supply
Fuel control is achieved electroŦmechanically by the FADEC system or EEC,
interfacing with the Fuel Metering unit which is integral with the fuel supply sys-
tem.
NOTE: FADEC CONTROL PRINCIPLES IS COVERED IN FADEC SEC-
TION. REF. TO 73Ŧ21.
The fuel supply system is required to:
S Uplift the fuel delivery pressure sufficient to cater for system pressure drop
and fuel metering.
S To heat the fuel in cold conditions.
S To filter the fuel.
S To meter the fuel delivery to satisfy engine thrust requirement.
S To finely atomise the fuel and air mix during injection into the combustor.
S Incorporate independent devices to shutŦoff fuel delivery to the combustor,
in the event of severe shaft overspeed conditions and extremely unlikely
shaft failures.
S Incorporate a flight deck manually operated fuel shutŦoff valve.
TRENT 700 258 of 419

Figure 125 FUEL SYSTEM OVERVIEW

TRENT 700 259 of 419
DESCRIPTION
The primary function of the fuel distribution system is to supply sufficient pres-
surized fuel to the combustion system for all modes of engine operation.
Fuel is supplied from the aircraft fuel tanks to a Low Pressure (LP) fuel pump in
the fuel pump. LP fuel is then supplied to a fuel oil heat exchanger where it is
used to decrease the temperature of the engine oil. As a result of this function
the temperature of the fuel is increased. This LP fuel is then filtered through a
LP fuel filter element.
The filtered LP fuel is supplied to a High Pressure (HP) fuel pump in the fuel
pump. HP fuel is then supplied to a FMU (fuel metering unit) which controls the
quantity and pressure of the fuel. This metered (calibrated) flow is measured by
a fuel flow transmitter (4010KS) and then filtered through a HP fuel filter.
The filtered HP fuel is supplied to a fuel manifold which supplies fuel equally to
24 fuel spray nozzles.
On engine shutdown, or failure to start, fuel is drained from the fuel manifold.
The secondary function of the system is to supply fuel for the hydraulic opera-
tion of the:
S AOHE
S VSV’s
HP fuel is supplied directly from the HP fuel pump to the AOHE modulating
valve and the VSV control unit (4081KS). The VSV control unit uses the fuel to
operate a pair of VSV actuators (4040KS1/2).
TRENT 700 260 of 419

COCKPIT
ENGINE
THROTTLES AND MASTER FUEL
REVERSE LEVERS SWITCH USED
FUEL FILTER ON
CLOGGED FUEL
OFF FLOW
WARNING
FROM AIRCRAFT
N1
SUPPLY
N2
FROM DRAIN
COLLECTOR N3
TANK PO INPUTS FOR
LP FUEL P20 PRIMARY
PUMP T20 CONTROL
P30
FUEL OIL T30
HEAT EEC P50
EXCHANGER
LP FUEL FLOW
N1 N2
LP FUEL HP FUEL FLOW
FILTER
METERED FUEL FLOW
OPU
INDICATION SIGNAL
CONDITION SIGNAL
CONTROL SIGNAL
OVER- PRESSURE SWITCHES
HP FUEL SPEED
PUMP VALVE
PRESSURE FUEL
METERING RAISING FLOW FUEL MANIFOLD
AND HP FUEL
VALVE TRANS- AND
SHUT- OFF FILTER
VALVE MITTER SPRAY NOZZLES
DUMP
PRESSURE VALVE
DROP AND
SPILL VALVE
FMU
TO DRAIN
COLLECTOR TANK
Figure 126 FUEL SYSTEM SCHEMATIC

TRENT 700 261 of 419
Figure 127 FUEL SYSTEM DIAGRAM 1/2

TRENT 700 262 of 419
Figure 128 FUEL SYSTEM DIAGRAM 2/2

TRENT 700 263 of 419
FUEL COMPONENTS
LOW PRESSURE PUMP
The pump receives fuel from the aircraft system and ensures satisfactory pres-
sure to the High Pressure Pump (HPP). The pump has a single stage centrifu-
gal impeller.
FUEL COOLED OIL COOLER

Fuel from the low pressure pump passes through the cooler to act as an oil
cooling medium, and conversely for the oil to heat the fuel.
LOW PRESSURE FILTER

The low pressure filter is a 40 micron nonŦcleanable element housed in a cas-
ing separate but common with the Low Pressure Fuel Cooled Oil Cooler unit.
The filter provides fuel filtration before the fuel enters the High Pressure sys-
tem.
A pressure differential switch is incorporated across the filter working at 5 psid
and giving a flight deck warning. The byŦpass operates at 25 psid.
FUEL LOW PRESSURE SWITCH

The fuel low pressure switch monitors the fuel pressure downstream of the ele-
ment, giving an indication to the flight deck if the fuel pressure drops below 70
psig.
TRENT 700 264 of 419

Figure 129 FCOC AND FILTER

TRENT 700 265 of 419
HIGH PRESSURE PUMP AND FF- TRANSMITTER

HIGH PRESSURE PUMP
The High Pressure Pump is a spurŦgear type pump. It feeds fuel to the FMU
and provides servo pressure to the engine control unit actuators.
Both the HP pump and the LP pump are housed in a common housing
mounted and driven from the High Speed Gearbox.
The High Pressure Pump is protected by a pressure relief valve which opens at
1600 psid. if a restriction occurs downstream of the pump. The valve returns
HP fuel back to the HP pump inlet.
FUEL FLOW TRANSMITTER
This unit provides a signal of engine fuel flow to the flight deck. It is a dis-
placement type unit which eliminates density variations due to temperature
changes in the fuel.
TRENT 700 266 of 419

Figure 130 FUEL PUMP ASSEMBLY

TRENT 700 267 of 419
FUEL METERING UNIT (FMU)

DESCRIPTION
This unit interfaces with the EEC Unit. It fastens directly onto the LP/HP fuel
pump housing.
The FMU receives electrical signals from the EEC, to indirectly control fuel flow
into the combustor. The signal controls the position of the Fuel Metering Valve.
A spill valve incorporated within the FMU maintains a constant pressure drop
across the Fuel Metering Valve.
Incorporated within the FMU is a turbine overspeed valve and fuel shutŦoff
valve.
The shutŦoff valve can be operated by an electrical signal from the Pilots fuel
control switch.
TRENT 700 268 of 419

Figure 131 FUEL METERING UNIT

TRENT 700 269 of 419
HIGH PRESSURE FUEL FILTER

The filter is a 250 micron element housed in a case attached to the inlet of the
fuel manifold. The filter can be removed, cleaned and reŦused.
HP Fuel Filter
The function of the filter is to prevent blockage of the fuel spray nozzles
FUEL MANIFOLD
The primary fuel manifold is assembled in two halves and fits around the com-
bustion outer case.
The main fuel delivery line and filter connects to the manifold to the right of
center of the engine.
Fuel is distributed to each of the 24 fuel spray nozzles through 12 off equally
spaced secondary manifolds.
Each secondary manifold delivers fuel to 2 off fuel spray
nozzles.
TRENT 700 270 of 419

Figure 132 FUEL SPRAY NOZZLES AND MANIFOLD

TRENT 700 271 of 419
FUEL SPRAY NOZZLES

24 off fuel spray nozzles (FSN’s) are used on the Trent engine. They are cast
body fabrications of simplex air spray design. Fuel is delivered to the FSN then
through the body (feed arm) to the swirl chamber head for atomisation and air
mix before entry into the combustor.
A weight type distributor valve is fitted inside the feed arm used to control the
individual fuel delivery pressure, to match all the FSN’s output during low
flow conditions i.e. engine start, and decent.
The fuel enters the swirl chamber and is partially atomised and centrifuged by
the tangential entry ports, HP delivery air passes into the rear of the swirl
chamber mixing with the fuel, the air/fuel is swirled by a series of vanes before
exiting the swirl chamber.
TRENT 700 272 of 419

Figure 133 FUEL SPRAY NOZZLE

TRENT 700 273 of 419
FUEL SPRAY NOZZLE (FSN) REMOVAL / INSTALLATION

DESCRIPTION
NOTE: THE FUEL SPRAY NOZZLES ARE NOT SUPPLIED WITH THE
WEIGHT TYPE DISTRIBUTOR FITTED AND THEREFORE THESE
HAVE TO BE TRANSFERRED FROM THE REMOVED FSN TO
THE FSN TO BE INSTALLED.
Fit new distributer seal to the distributer weight and put it into the position in the
fuel nozzle.
If the same nozzle is being replaced make sure the C- seal is visually satisfac-
tory.
NOTE: AFTER FUEL SPRAY NOZZLE CHANGE ENSURE PROPER
LOCATION OF THE NOZZLE HEAD INTO THE BURNER SEALING
RING BY BORESCOPING THE COMBUSTION CHAMBER.
TRENT 700 274 of 419

Figure 134 FSN REMOVAL / INSTALLATION

TRENT 700 275 of 419
LOW PRESSURE FUEL FILTER REMOVAL / INSTALLATION

CAUTION: YOU MUST PREVENT THE MOVEMENT OF THE DRAIN
PLUG ADAPTER WHEN YOU REMOVE THE DRAIN PLUG.
IF YOU DO NOT, YOU MAY LOOSEN THE ADAPTER AND
THIS CAN CAUSE FUEL LEAKS.
S Position a container under the drain plug and remove drain plug.
S Remove, cut and discard used sealing ring.
S With the container still in position remove the 3 bolts holding end cap in
position, allow fuel to drain.
S Remove cut and discard sealing ring.
S Remove and discard filter element.
S Fit blank over the hole.
Installation is as follows:
S Fit new element,make sure filters bonded seal goes into its location in its
housing.
S Fit new sealing ring to cap assembly.
S Fit cap to housing ensuring filter bonded seal goes into its location in the
cap assembly.
S Fit bolts and torque load to 200 to 220 lbf/in (2,25 to 2,48 MdaN).
S Fit new seal to drain plug, fit plug, torque load to 110 to 120 lbf/in (1,24 to
1,35 MdaN) and wire lock plug.
S Carry out test shown in the MM for leaks.
TRENT 700 276 of 419

Figure 135 LP FUEL FILTER

TRENT 700 277 of 419
HIGH PRESSURE FUEL FILTER REMOVAL/INSTALLATION

CAUTION: YOU MUST MAKE SURE THE RETAINING BOLT IS COR-
RECTLY INSTALLED IN THE FILTER ELEMENT. IF THE
BOLT BECOMES DISCONNECTED FROM THE ELEMENT IT
CAN CAUSE BLOCKAGE IN THE FUEL SUPPLY.
S Open CŦducts.
S Position a containe runder the drain shown in the diagram below.
S Remove drain plug.
S Remove, cut and discard sealing ring.
S Fit new sealing ring and refit drain plug torque load to 44 lbf/in (0,5 MdaN)
and wire lock plug.
S Remove bolts from inlet and outlet connectors.
S Remove filter body, cut and discard seals.
S Release bolt and remove filter element from filter body.
S Fit blanks/covers to all openings.
Installation is as follows:
S Make sure retaining ring is fitted correctly to hold retaining bolt to the
filter element.
S Fit element into filter body tighten retaining bolt and torque load to 100
lbf/in (1,13 MdaN
S Fitnew sealing rings to inlet and outlet connectors.
S Position filter body between the two connectors.
S Fit bolt and torque load to 100 lbf/in (1,13 MdaN).
S Carry out test shown in MM for leaks.
TRENT 700 278 of 419

Figure 136 HP FUEL FILTER

TRENT 700 279 of 419
ATA 75 AIR
75- 33 IP/HP COMPRESSOR AIRFLOW
CONTROL
GENERAL
The function of the IP and HP compressor airftow control system is to keep a
smooth airftow through the IP and HP compressor. It also controls the votume
of airftow through the IP and HP compressors. The system makes sure of the
correct operation of the compressors durlng all ranges of operation.
The IP and HP compressor airftow control system has one stage of Variable
Inlet Guide Vanes (VIGVs) and two stages of IP compressor Variable Stator
Vanes (VSVs). The VIGVs and VSVs control the angle at which the alrflow ls
supplied to the first three stages of the IP compressor.
The angle of the VIGVs and VSVs is changed to adapt to different conditions of
compressor operation. This helps to prevent a statl /surge condition in the IP
and HP compressors. The volume of airflow through the IP and HP compres-
sors is controlled by four IP and three HP bleed valves.
At lower engine speeds the bleed valves bleed air from the IP and HP com-
pressors to prevent a stall /surge condition. The bleed valves are closed at
higher engine speeds to provide full airflow through the IP and HP compres-
sors.
The IP and HP compressor airflow control system includes:
S a VSV control unit
S two VSV actuators
S a VIGV/VSV actuating mechanism
S a bleed valve controller
S four IP bleed valves
S three HP bleed valves
TRENT 700 280 of 419

Figure 137 VIGV / VSV - ACTUATOR

TRENT 700 281 of 419
VIGV / VSV SYSTEM

DESCRIPTION
The VIGV’s and VSV’s are adjusted during acceleration, deceleration and
surge conditions. This makes sure of correct operation of the IP and HP com-
pressors. The EEC uses N2 speed signals and IP compressor temperature
signals to control the position of the VIGV’s and VSV’s. If these signals are not
available the EEC uses signals based on a pressure ratio to control the VIGV’s
and VSV’s.
The VIGV / VSV system consists of the following units:
S VIGV / VSV Control Unit
S Two VIGV / VSV Actuators
S VIGV / VSV Actuating Mechanism
The EEC is constantly monitoring the speed and the inlet pressure of the IP
compressor when these conditions change during acceleration and decelera-
tion the EEC will send a signal to the VIGV/VSV control unit. The control unit
responds by directing HP fuel to the actuators to either retract or extend the
rams.
The VIGV/VSV actuating mechanism changes the linear movement of each of
the actuator rams to a movement that turns the VIGV / VSV.
Linear Variable Differential Transducers (LVDT) send signals back to the EEC
of VIGV/VSV angle. The left actuator LVDT feedback is send to EEC channel
A, the right actuator LVDT feedback is send to EEC channel B.
STARTING
During an engine start the VIGV’s and VSV’s are held in the closed position
until 8% N3.
ENGINE ACCELERATION
As the engine speed increases the VIGV’s and VSV’s start to move to their
open position.
ENGINE DECELERATION
As the engine speed decreases the VIGV’s and VSV’s start to move to their
closed position.
TRENT 700 282 of 419

Figure 138 VIGV / VSV SYSTEM SCHEMATIC

TRENT 700 283 of 419
VIGV/VSV OPERATION
DESCRIPTION
The VIGV/VSV control unit is fitted on the lower left hand side of the com-
pressor intermediate case, the unit consists of the following:
S A Constant Pressure Valve
S A Torque Motor
S A Pressure Drop Regulator
S A Control Servo Valve
The diagram below shows the actuators on the high speed stops therefore
VIGV’s/VSV’s are fully open, there is no signal coming from the EEC to the
torque motor it remains in a neutral position. In this position it can be seen that
the control servo valve is covering the outlet ports to the actuators and there
is a hydraulic lock across the piston. Fuel from the fuel pumps passes through
a constant pressure valve which maintains the supply pressure to the torque
motor and the return pressure from the torque motor at a constant pressure
drop.
The torque motor flapper valve controls the flow of servo pressure (extend
and retract pressure) to the control servo valve. The torque motor flapper
valve is controlled by electrical signals from the EEC There are two signals
from the EEC to two coils, only one signal is used at any one time.
Energising one of the coils can move the flapper in two directions, the direction
is dependent upon the EEC signal. When the flapper moves closer to one
nozzle and away from the other nozzle. This causes an out of balance condi-
tion in the hydraulic circuit.
The flapper valve near to a nozzle decreases the fuel flow from that nozzle to
the LP return. This increases the servo pressure at one end of the control
servo valve. Movement of the flapper valve away from the nozzle increases the
flow of fuel from that nozzle to LP return. This decreases the servo pressure at
one end of the servo control valve.
TRENT 700 284 of 419

Figure 139 VIGV / VSV ACTUATION SCHEMATIC

TRENT 700 285 of 419
VIGV / VSV OPERATION CONTINUED

It can be seen from the diagram that movement of the servo control valve pis-
ton in either direction will supply HP regulated pressure to either side of the
actuator piston to:
S retract the actuator and open the VIGV / VSV
S extend the actuator ans close the VIGV / VSV. A constant pressure drop is
maintained across the servo control valve by the pressure drop regulator
When the VIGV / VSV reach the required position as determined by the EEC it
will send a signal to the torque motor to move the flapper valve to its neutral
position. This provides the same pressure to each end of the servo control
valve. The springs then put the piston into a neutral position where both outlet
ports to the actuator are closed and hydraulically lock both actuators in posi-
tion.
LVDT’s send signals to the EEC which gives an indication of the position of the
piston. The EEC uses this indication to control piston movement. Both LVDT’s
are energised but only one is used for the control of piston movement.
TRENT 700 286 of 419

Figure 140 VSV CONTROL UNIT

TRENT 700 287 of 419
CMS VARIABLE STATOR VANE TEST

This test carried out by EEC and done through the MCDU enables the mainte-
nance to perform a active VSV test.
Therefore perform all necessary safety precautions prior engine motoring.
The EEC performs a full travel check from the VIGV / VSV Actuator and
checks the given feedback signals from the system while the engine is nmo-
tored.
TRENT 700 288 of 419

Figure 141 CMS VSV TEST

TRENT 700 289 of 419
COMPRESSOR BLEED CONTROL SYSTEM

GENERAL
The compressor bleed control system ensures that adequate surge margin are
maintained in the intermediate and high pressure compressors when the en-
gine is operating at lower rpm ranges.
To maintain a stable airflow during certain transient and steady state running
conditions a percentage of air is vented from the IP and HP compressors. This
is accomplished with 7 bleed valves.There are three bleed valves located on
the HP3 stage, and four valves on the IP8 stage. All valves discharge to the
fan discharge ducting.
The EEC controls the bleed valves by means of a solenoid pack.
OPERATION
The EEC uses IP compressor shaft speed ( N2 ) signals and IP compressor
temperature signals to control the IP bleed valves. These signals control the
open/closed position of the IP bleed valves.
The EEC uses HP compressor shaft speed ( N3 ) and HP compressor temper-
ature signals to control the HP bleed valves. These signals control the open/
closed position of the HP bleed valves.
If these signals are not available the EEC uses signals based on a pressure
ratio. The EEC can also use signals from the throttle resolver position angle to
set each bleed valve.
TRENT 700 290 of 419

Figure 142 IP and HP BLEED VALVES

TRENT 700 291 of 419
COMPRESSOR BLEED VALVES

IP BLEED VALVES
The 4 IP Bleed valves are installed on and around the compressor intermediate
case.
These bleed valves are aligned with stage 8 of the IP Compressor. They oper-
ate to bleed a amount of stage 8 air into the LP Compressor airflow at low en-
gine speeds and during an engine surge or stall.
Each IP bleed valve has a body, piston and a spring. The piston and spring are
installed in the body. Movement of the piston opens and closes the bleed valve.
When the engine is not in operation the spring pressure holds the valve in the
open position. This gives the correct airflow through the IP compressor for en-
gine start.
HP BLEED VALVES
The 3 HP Bleed valves are installed near to the front of the combustion outer
case.
Two HP Bleed valves are installed at the top right and bottom right of the case.
The other HP Bleed valve is installed at the bottom left of the case.
The bleed valves are aligned with stage 3 of the HP compressor. They operate
to bleed a amount of HP stage 3 air into the LP Compressor airflow at low en-
gine speeds and during an engine surge or stall.
Each HP bleed valve has a body, two springs, piston, stem and valve. The pis-
ton stem and valve are assembled together to make a valve assembly. This
valve assembly is sealed against the valve body with two seal assemblies.
Movement of the valve assembly opens ore closes the bleed valve. When the
engine is not in operation the spring pressure holds the valve assembly in the
open position. This gives the correct airflow through the HP compressor for
engine start condition.
TRENT 700 292 of 419

IP BLEED VALVES HP BLEED VALVES
TRANSITION
C
DUCT ASSEMBLY
SEAL
BLEED VALVE BASE
DUCT ASSEMBLY
B
A
AFT LOOKING
FORWARD
PERFORATED
SILENCER
HP BLEED VALVE
C- DUCT
C- DUCT PERFORATED
SEAL BLEED VALVE BASE
SILENCER
DUCT ASSEMBLY
TRANSITION
DUCT ASSEMBLY SEAL
SEAL CARRIER
IP BLEED
VALVE
C- DUCT
TRANSITION
BLEED VALVE BASE
DUCT ASSEMBLY
DUCT ASSEMBLY
Figure 143 IP AND HP BLEED VALVES

TRENT 700 293 of 419
DESCRIPTION CONTINUED
The four IP compressor stage 8 and the three HP compressor stage 3 bleed
valves are controlled by five solenoid valves contained in one unit.
Two solenoid valves operate the four IP bleed valves in pairs. One of the sole-
noid valves operates the IP bleed valves fitted at the top right and bottom left
of the IP compressor intermediate case. The remaining three solenoid valves
each operate one of the three HP bleed valves fitted to the combustion
chamber outer case.
HP compressor stage 3 air is supplied to each solenoid valve when the sole-
noid valve is energised by the EEC it vents HP 3 air servo pressure, which is
keeping the bleed valve open, to atmosphere. This allows bleed air from the
compressor to close the bleed valve(s).
When the solenoid is not energised HP 3 air servo pressure is supplied from
the solenoid valve(s). This HP 3 servo pressure combined with a spring in the
bleed valve(s) holds the valve in the open position and IP and HP compressor
air flows into the byŦpass casing.
TRENT 700 294 of 419

Figure 144 BLEED VALVE SYSTEM

TRENT 700 295 of 419
SOLENOID PACK
The IP and HP solenoid valves are attached together to form one unit (Pack).
This pack is mounted on the rear flange of the IP compressor VSV case, it is
on the right hand side above the horizontal centre line of the engine.
There is one pneumatic connector and two electrical connectors, these supply
electrical power and air to the five solenoids. Each solenoid has two coils, one
coil is connected to the EEC lane ’A’. The other coil is connected to lane ’B’.
TRENT 700 296 of 419

SERVO AIR
AIR TUBE HP 3.3
BLEED VALVE
CONTROLLER
SERVO AIR VENT VALVE

BODY BODY
AIR TUBE IP 8.2
ASSEMBLY
SERVO AIR
AIR TUBE HP 3.2
SERVO AIR RECEPTACLE HP3 UNION

AIR TUBE IP 8.1 BRACKET HOUSING
IP2 UNION
SERVO AIR
AIR TUBE HP 3.1 HP2 UNION
IP1 UNION
HP1 UNION
RECEPTACLE B
RECEPTACLE A
HP 3 AIR
SUPPLY TUBE INLET UNION
ELECTRICAL
CONNECTOR ‘A‘
ELECTRICAL
CONNECTOR ‘B‘
Figure 145 BLEED VALVE SOLENOIDS

TRENT 700 297 of 419
HP 3 AND IP 8 BLEED VALVES

S Bleed Valve open
The schematic diagram below shows one of the HP 3 bleed valves in the
open position. When the coils in the solenoid valve are not energised springs
move the vent valve to close vent ’A’. This allows HP 3 air into chamber ’A’
moving the piston to the right. The piston moves the inlet valve against the
spring. The piston has also closed vent ’B’ and opened the inlet valve. HP 3
air can now flow through the opened inlet valve into the HP 3 servo air tube to
the bleed valve servo chamber. In this condition the valve is open.
Although the diagram shows an HP bleed valve the solenoid control for open-
ing the IP bleed valve is the same.
TRENT 700 298 of 419

Figure 146 BLEED VALVE OPS OPEN

TRENT 700 299 of 419
HP 3 AND IP BLEED VALVES

S Bleed Valve closed
When the coils in the solenoid are energised the vent valve moves to the left.
This action allows HP 3 air in chamber ’A’ to vent through vent ’A’.
HP 3 air inlet pressure combined with spring pressure in chamber ’B’ moves
the piston to the left. HP 3 servo air then vents through vent ’B’. This causes
a reduction in pressure in the bleed valve servo chamber. It is the air that is
being bleed from the compressors that closes the bleed valve.
The EEC uses IP compressor shaft speed and air inlet temperature signals to
control the IP bleed valves.
The EEC uses HP compressor shaft speed and air inlet temperature signals to
control the HP bleed valves. If these signals are not available the EEC uses
signals based on pressure ratio. The EEC can also use signals from the
throttle resolver angle (TRA) to set each bleed valve.
If electrical failure occurs the bleed valve’s are moved to the open position.
TRENT 700 300 of 419

Figure 147 BLEED VALVE OPS CLOSE

TRENT 700 301 of 419
75- 24 TURBINE CASE COOLING SYSTEM

GENERAL
The system improvesengine performance by decreasing the IP turbine blade The air also flows through the LP turbine casing cooling liner assembly to de-
tip clearance in the stable cruise mode. At all other flight conditions the system crease the temperature of the LP turbine casing.
allows the I.P. turbine blade tip clearance to increase. A secondary function is At all other flight conditions the EEC de- energises the solenoid and cuts off the
to keep the IP / LP turbine casing temperatures within satisfactory limits. supply of HP 3 air to the actuator. The actuator spring now causes the piston to
This is achieved by directing a controlled flow of cooling to the outside of the IP retract and close the butterfly valve. The flow of cooling air in the manifold is
turbine casing allowing the casing to contract decreassing the blade tip clear- now greatly reduced and thus the IP turbine tip clearance now increases.
ance, however by shutting off the air supply the casing will expand increasing If there is an electrical failure the spring closes the butterfly valve.
blade tip clearance.
NOTE: WEHN THE VALVE IS CLOSED, THERE IS STILL A SMALL AIR-
DESCRIPTION FLOW THROUGH THE HOLES IN THE VALVE BUTTERFLY. THIS
ALLOWS A MINIMUM SUPPLY OF AIR TO THE LP/IP- CASING
The diagram below shows the main components in the TCC system: FOR SATISFACTORY COOLING.
S TCC manifold
S TCC actuator
S TCC air manifold
S TCC liner assembly
The diagram shows the valve in the fuuly open position which is the mode in
stable cruise conditions where it is necessary to decrease the tip clearance of
the IP turbine blades.
When specified flight conditions occur the EEC transmits a signal to the sole-
noid, this allows HP3 air to go through and enter the actuator and the piston
extends to open the butterfly valve. A much larger quantity of LP compressor
air will flow through the valve and around the manifold.
The air flows through two rows of holes onto the IP turbine casing, this causes
a decrease in casing temperature and a subsequent decrease in IP tip clear-
ance.
TRENT 700 302 of 419

Figure 148 TURBINE CASE COOLING SCHEMATIC

TRENT 700 303 of 419
TCC COMPONENT DESCRIPTION

TCC ACTUATOR AND VALVE
The actuator is located on a bracket to the right of the HP / IP turbine casing
near the engines horizontal centre line. A flexible air tube connects to the ac-
tuator to provide the flow of HP 3 air.
The link assembly is adjustable therefore its lenght can be adjusted to make
sure the valve operates correctly.
TCC COOLING SOLENOID
The solenoid is located at the bottom of the intermediate casing. When the so-
lenoid is commanded closed by either of the EEC lanes, air in the actuator is
vented to atmosphere through the outlet hole.
TRENT 700 304 of 419

TCC ACTUATOR / VALVE
TCC COOLING SOLENOID
Figure 149 TURBINE CASE COOLING COMPONENTS

TRENT 700 305 of 419
TCC MANIFOLD AND COOLING LINER

The manifold assembly is in the shape of a box section. It is an assembly of
three parts as shown in the diagram.
Two rows of holes are drilled at equal distance around the inner surface of the
manifold. The cooling air will flow through these holes directly onto the IP tur-
bine casing.
A rearward projection of the manifold inner surface forms the LP casing cooling
liner.
The liner assembly is in four parts, bolted to brackets on the LP turbine casing.
There are seals between each section and the front edge is sealed to the man-
ifold shroud.
The contours of this shroud provide locations for the EGT thermocouples and
overheat detector switches. The bolts that hold the thermocouples to the tur-
bine casing also hold the manifold assembly in position.
TRENT 700 306 of 419

Figure 150 TCC LINER ASSEMBLY

TRENT 700 307 of 419
ENGINE COOLING AND SEALING SYSTEM

GENERAL
The engine is internally cooled with air supplied by the IP and HP compres-
sors.This air is also used to seal bearing chambers to prevent internal leakage
of oil.
S Air which is supplied by the IP compressor is bled off at stages IP 5 and IP8
S Air which is supplied by the HP compressor is bled off at stages HP 3 and
HP6.
Parts of the engine which are at different pressures are isolated from each
other by labyrinth seals. The temperature of the cooling air around the IP tur-
bine disc is monitored by the turbine overheat detection system.
The bearing compartment of the internal gearbox is usually kept cool by IP
compressor air. But during hot day takeŦoff conditions this is not sufficient to
keep the gear box at a satisfactory temperature.
More cool air is required and this is supplied by a different source, the bearing
compartment cooling system. Stage 3 air is taken from the HP compressor
and made cool by LP air in a heat exchanger.
This air is supplied to the internal gearbox. Internal gearbox temperature is
monitored by the EEC and the system operates automatically.
TRENT 700 308 of 419

IP EXTERNAL SUPPLY TO
INTERNAL GEARBOX
TAIL BEARING COMPARTMENT
IP8 EXTERNAL SUPPLY TO
IP/HP BEARING CHAMBER
HP3 TO HEAT
EXCHANGER
LP COMPRESSOR
HP COMPRESSOR LP TURBINE
IP TURBINE IP5 AIR
IP8 AIR
IP8 EXTERNAL SUPPLY HP TURBINE HP3 AIR
TO EXTERNAL GEARBOX HP6 AIR
FRONT
BEARING
HOUSING IP COMPRESSOR
Figure 151 ENGINE COOLING AND SEALING AIRFLOW

TRENT 700 309 of 419
75- 21 ACCESSORY / ZONE COOLING

GENERAL
INTRODUCTION
The powerplant is divided into three primary fireŦresistant zones isolated from
each other by fireproof bulkheads and seals.
Calibrated air flows are supplied to the zones to keep the temperature around
the powerplant to an acceptable level.These airflows also provide a ventilation
function to prevent the accumulation of hazardous vapours.
An equally important fire resistant zone is the electronic unit protection box and
it protects the following items:
S Engine electronic controller (EEC)
S Power control unit (PCU)
S Overspeed protection unit (OPU)
TRENT 700 310 of 419

Figure 152 FIREPROOF BULKHEADS

TRENT 700 311 of 419
SYSTEM DESCRIPTION
ZONE 1 ZONE 3
Zone 1 is the annular space between the low pressure (LP) compressor case Zone 3 is the annular space between the gas generator and the inner surface
and the fan cowl doors. The zone runs longitudinally from a fireproof bulkhead of the thrust reverser ’C’ ducts. The inner surface of the zone includes the
at the rear of the nose cowl and the firewall. This zone houses most of the fuel combustion and turbine cases.
and oil accessories and is ventilated by ram air ducted through the air intake Separation of zone 1 and 3 air is catered for by seals on the ’C’ duct mating
cowl and is exhausted through an opening in the lower part of the right hand surfaces.
hinge cowl.
Zone 3 is known as the hot zone which contains some of the hydraulic compo-
If the zone pressure exceeds a preŦdetermined value then a pressure relief nents which operate the thrust reverser pivot doors. It also contains oil supply
door will open. This door is located in the lower part of the left hand hinge cowl. and scavenge tubes, fuel manifold and drain tubes.
ZONE 2 The airflow comes from the L.P. compressor entering the zone through ducts
in the inner surface of the ’C’ ducts. It flows through the zone to decrease the
Zone 2 is the annular space between the intermediate pressure (IP) com-
temperature of the components and prevent the collection of fumes in the area.
pressor and the gas generator fairings. There are six of these fairings which
In the bottom of the ’C’ duct longitudinal beam is an exit for the air, there is
are removable. This zone contains the actuators for the variable inlet guide-
also two pressure relief doors, in the event of air pressure increasing above a
vanes (VIGV’s) and variable stator vanes (VSV’s) and related fuel supply
preŦdetermined value.
tubes. It also includes oil supply and scavenge tubes. Air enters the zone
through two holes at the top rear of the zone. It flows around the zone to de-
crease the temperature of the components, and to prevent the collection of
fumes in the area.
The air exhausts into the byŦpass casing through four holes in the front of the
gas generator fairings. The holes are big enough to ensure a satisfactory
flow of air through the zone.
TRENT 700 312 of 419

Figure 153 ACCESSORY COOLING ZONES

TRENT 700 313 of 419
ELECTRONIC UNIT PROTECTION BOX

This is a rectangular box which is positioned in zone 1. It contains the EEC the
power control unit (PCU) andthe overspeed protection unit (OPU) and protects
these units from heat and flame.
The box has a curve which aligns with the contour of the engine case and the
hinged cowl.The box is made of titanium.
When the lid is opened more than 75 _ it will automatically lock.The lid is held
closed by 26 quick release fasteners.
The routing of all electrical cables to the components is through fire/fume seals.
The box is kept externally cool by the zone 1 airflow.
Intake air also enters a tube which takes the air into the box as far as the OPU.
This cooling air passes through the box and out through a tube in the lower
wall. The tube goes down and forward across the L.P. compressor case and
lets the air bleed back into the air intake through different outlets.
TRENT 700 314 of 419

Figure 154 EUPB- COOLING

TRENT 700 315 of 419
75Ŧ41 NACELLE TEMPERATURE INDICATION

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

The nacelle temperature is indicated
S in green colour in normal operation
S in green pulsing colour if the temperature exceeds 260_ C ( advisory )
The indication above is replaced by the starter valve indication on engine start
selection.
TRENT 700 316 of 419

NACELLE ADVISORY
LIMIT WHITE GREY GREEN
WHITE
SCALE MINIMUM VALUE CYAN SCALE MAXIMUM VALUE
Figure 155 NACELLE TEMPERATURE INDICATION

TRENT 700 317 of 419
ATA 76 ENGINE CONTROLS

76- 10 POWER CONTROL
COMPONENT LOCATION
The power control system consists of:
S one throttle control system for thrust setting
S two ENG / MASTER switches which control the HP and the LP fuel shutoff
valves
TRENT 700 318 of 419

FADEC GROUND POWER
1 2
ENGINE MASTER PANEL
1 2
1 2
ENGINE MANUAL START

ENGINE START SELECTOR
1 2
Figure 156 POWER CONTROL SYSTEM COMPONENTS

TRENT 700 319 of 419
76Ŧ11 THROTTLE CONTROL SYSTEM

GENERAL
The throttle control system is fully electrical. it includes separate throttle control
lever assemblies, one for each engine.
The throttle control lever assembly, includes a throttle control lever for the for-
ward thrust and a thrust reverser control lever for the reverse thrust.
Each throttle control lever drives one throttle control unit which indicates the
Throttle Resolver Angle (TRA) and is located under the center pedestal.
The throttle control lever position is provided to the EEC by means of electrical
signals from the throttle control units which are mechanically linked to the
throttle control levers.
Each channel of the Electronic Engine Control (EEC) receives the position sig-
nal from a dedicated resolver of the throttle control unit, in analog form.
TRENT 700 320 of 419

Figure 157 THROTTLE CONTROL ROUTING

TRENT 700 321 of 419
THROTTLE CONTROL COMPUTATION

The EEC:
S receives the Throttle Resolver Angle (TRA)
S computes the engine thrust limit parameter
S adjusts the actual engine thrust parameter accordingly
Manual thrust setting mode (autothrust function not active in the EEC)
The throttle control lever on the center pedestal controls:
S the engine level of thrust
S the thrust limit mode
Automatic thrust setting mode (autothrust function active in the EEC)
The throttle control lever controls:
S the thrust limitation (except in alpha floor condition)
S the thrust limit mode
The FMGEC computes the target thrust parameter and sends it to the EEC
through the FCU and the EIVMU. The EEC adjusts the actual engine thrust
parameter according to this value (Ref. 73Ŧ20Ŧ00).
The target thrust parameter is limited by the actual position of the throttle con-
trol lever except when a alpha floor protection is activated (in that case the
maximum available thrust is commanded).
TRENT 700 322 of 419

Figure 158 THROTTLE CONTROL COMPUTATION

TRENT 700 323 of 419
SYSTEM DESCRIPTION
Movement of the flight deck throttle control lever generates a command signal
for the Electronic Engine Control (EEC) unit, which converts the signal to an
EPR value or N1 value. (see FADEC section).
Each throttle lever is mechanically connected to two throttle resolvers which
convert Throttle Lever Angle (TLA) into a Throttle Resolver Angle (TRA) com-
mand signal.
The resolvers are independent but produce the same output signal. Each re-
solver is dedicated to one channel of the EEC.
The throttle control lever moves a total arc path of approximately 55 degrees.
FORWARD THRUST
S is selected by moving the lever through an arc > 4.5 degrees.
Three detents are provided in the forward thrust range i.e.:
Ŧ maximum climb (MCLB) at 30 degrees
Ŧ maximum continuous (MCT) at 42 degrees
Ŧ maximum take off (TOGA) at 55 degrees
REVERSE THRUST
S is selected by moving the reverse thrust lever through an arc of 96 degrees.
Lifting the reverse thrust lever allows the throttle to operate in the reverse
thrust range. Maximum reverse power Ŧ TLA at 96 degrees.
In this mode the thrust demand is locked by the EEC prior to exiting autothrust
mode.This is to prevent potential thrust step changes which may occur when
reverting from autothrust to manual mode.
TRENT 700 324 of 419

1 5
2
4
THROTTLE CONTROL 3
AUTOTHRUST INSTICTIVE LEVER
0
DISCONNECT PUSHBUTTON 0
UPPER MECHANICAL RODS
0 IDLE STOP
1 MAX CLIMB ( MCL )
2 MAX CONTINUOUS / FLEX T.O. / DERATED T.O.
3 MAX T.O. STOP ( MTO )
4 REVERSE IDLE
5 MAX REVERSE STOP
5 (96)
ARTIFICIAL FEEL UNIT
0 4 (51,5)
1
LOWER
MECHANICAL RODS 2
RESOLVER 3
0
Figure 159 THROTTLE CONTROL SYSTEM
TRENT 700 325 of 419
ARTIFICIAL FEEL UNIT

The throttle control artificial feel unit is a friction system which provides a load
feedback to the throttle control lever. This artificial feel unit comprises four
cranks
The casing to which a cover is attached, which contains:
S two rods
S two adjustable friction assemblies
S two cam gears which each determine the six positions of the control lever-
four adjustable rockers.
A linkage connects the control levers to the cranks of the artificial feel unit.
Any movement of a crank, transmitted through a rod to the friction assembly,
causes it to turn.
The friction assembly engages with the cam gear which determines the differ-
ent positions.
The load to be applied on the control lever is adjusted by:
S a friction adjustment screw
S a compression screw pushing against the rocker which is in contact with the
cam gear through a roller.
TRENT 700 326 of 419

CRANK
CASING
ROCKER ROD
JAMNUT COMPRESSION CAM GEAR

SCREW ADJUSTABLE
ADJUSTING FRICTION
FRICTION
SCREW ADJUSTMENT
ASSEMBLY
SCEW
5
PTS POS
0 IDLE STOP
1 MAX CLIMB 3
2 MAX CONTS 4
COMPRESSION
SCREWS 3 MAX T.O.
4 REV IDLE 2
5 MAX REV 1
Figure 160 ARTIFICIAL FEEL UNIT

TRENT 700 327 of 419
THROTTLE CONTROL UNIT

COMPONENT DESCRIPTION RESOLVER
The throttle control unit transforms a mechanical movement into an electric sig- The ECU interfaces with two throttle resolvers angle (TRA), one dedicated to
nal. each channel of the ECU.
The throttle control unit consists of a casing to which a cover is attached. The Each channel of the ECU provides excitation for and accepts inputs from its
throttle control unit encloses the drive mechanism of the potentiometers and throttle control unit resolvers.
resolvers which are protected by two cases. Four connectors ensure the elec- Each throttle control unit is connected to the ECU with a sixŦwire cable, with
tric connections. two wires for excitation and four wires for outputs.
The potentiometer and resolver drive mechanism comprises: The throttle control unit is a dual quadrant resolver which works in the firstqua-
S one fork (input lever) drant for positive angles and in the fourth quadrant for negative angles. There-
S one coupling shaft fore, the throttle control unit sine and cosine winding outputs are inphase with
the excitation for resolver angles within the 0 to 90 deg. range. In the Ŧ90 to 0
S two toothed quadrants
deg. range of angles the cosine output and the excitation are in phase and the
S two pinions sine output 180 deg. out of phase.
S two driving disks
S two units comprising three potentiometers
S two resolvers.
The displacement of the fork is transmitted through a coupling shaft to the
toothed quadrant which engages with the pinion.
When the pinions turn:
S they cause the shaft of each resolver to turn
S they drive the shaft of the potentiometer unit through a driving disk
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 TRA. The maximum discrepancy between the
signals generated by the two resolvers is 0.25 TRA.
The TLA resolver operates in two quadrants:
S the first quadrant serves for positive angles
S the fourth quadrant serves for negative angles.
TRENT 700 328 of 419

UPPER THROTTLE
RODS
LOWER THROTTLE INPUT
RODS LEVER
ELECTRICAL
ARTIFICIAL FEEL CONNECTORS THROTTLE
UNIT RESOLVER
ATTACHMENT
BOLT
LOCKING
NUT
PINION
POTIS ELECTRICAL
POTIS
CONNECTORS
RESOLVER
WASHER
Figure 161 THROTTLE CONTOL UNIT (TCU)

TRENT 700 329 of 419
76- 12 ENGINE MASTER CONTROL

SYSTEM
GENERAL
The ENG/MASTER switch controls:
S the energization of the HP fuel shutŦoff valve solenoid
S the energization of the LP fuel shutŦoff valve solenoid, which can also be
controlled by the associated ENG FIRE pushbutton switch
S the reset of the EEC, channels A and B
A dedicated discrete signal informs the EIVMU of the position of the ENG/
MASTER switch. The EIVMU then transmits the information to the EEC in digi-
tal form. The EEC also receives the position of the ENG/MASTER switch
through its hardwired inputs.
TRENT 700 330 of 419

Figure 162 ENGINE / MASTER CONTROL SYSTEM

TRENT 700 331 of 419
SYSTEM DESCRIPTION
The ENG/MASTER switches located on the panel 125VU comprise each six
stages that supply respectively:
S the alternate starting through the EEC (automatic start) (Ref. 73Ŧ25Ŧ00)
S the reset of the EEC A and B channels (Ref. 73Ŧ25Ŧ00)
S the HP FUEL ON and HP FUEL OFF controls, through the EIVMU (manual
and automatic start modes) (Ref. 73Ŧ25Ŧ00)
S the excitation of the ENG MASTER SW SLAVE relay which cuts off the
power supply of the LP fuel valve actuator (Ref. 28Ŧ24Ŧ00)
S the closure of the HP fuel shutŦoff valve
TRENT 700 332 of 419

Figure 163 ENGINE / MASTER CONTROL SCHEMATIC

TRENT 700 333 of 419
HP FUEL SHUTOFF VALVE

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

The low pressure fuel shut off valve is normally controlled by the engine master
switch.
The low pressure fuel shutoff valve opens when the master switch slave relay
is deenergized ( Master switch in ON ) and provided the ENG FIRE switch is
not released out.
The low pressure fuel shutoff valve closes when it receives a shut signal
through the master switch slave relay by setting the master control switch to
OFF.
The low pressure fuel shutoff valve also closes when it receives a shutoff signal
from the ENG FIRE pushbutton in the released out position.
TRENT 700 334 of 419

A/C FUEL
TANK
OPEN
ENGINE
HOT BUS FUEL BOOST

CLOSE
PUMP
LP FUEL SHUT
OFF VALVE
FUEL COOLED
OIL COOLER
LP FUEL
ON FILTER
HP FUEL
OFF
PUMP
FUEL METERING
EEC
VALVE
CLOSE COMMAND PRESSURE RAISING
TM
AND SHUTOFF VALVE
FMU
CB ENG No.1 1KC1/C68/742VU

CB ENG No.2 1KC2/D70/742VU
Figure 164 HP- AND LP- FUEL S/O- V

ALVE CONTROL
TRENT 700 335 of 419
ATA 30 ICE AND RAIN PROTECTION

30- 20 ENGINE AIR INTAKE ICE PROTECTION
GENERAL
INTRODUCTION
Ice may form on the leading edge of the nose cowl when the engine is operat-
ing in conditions of low temperature and high humidity.
Ice build up in, and on the inlet cowl could affect engine performance and could
cause compressor damage from ice ingestion. To prevent ice formation antiŦic-
ing protection is provided in the following areas:
S The Nose Cowl leading edge (Thermal)
S The P20/T20 Probe (Thermal)
S The Spinner (Dynamic)
NOSE COWL ANTIŦICING
This is achieved by ducting hot air from the 3rd stage of the HP compressor to
a spray ring fitted in a ’D’ shaped chamber formed in the front of the nose cowl.
Fitted in the ducting is a pressure regulating and shut off valve (PRSOV).
Used hot air is vented overboard through an exhaust grill located in the nose
cowl outer skin lower left hand side.
SPINNER ANTIŦICING
The spinner is protected from ice build up by a solid rubber nose tip which vi-
brates naturally to break up and dislodge the ice immediately it starts to form.
TRENT 700 336 of 419

Figure 165 TAI- SYSTEM

TRENT 700 337 of 419
DESCRIPTION
Air is taken from the third stage of the engine HP compressor. On selection of
the antiŦicing switch light to ’ON’ the PRSOV opens and air passes through
ducting to the spray ring.
The discharge of air onto the lip skin is through 4 staggered rows of holes in
the spray ring.
The supply duct inside the nose cowl is completely enclosed by the exhaust
duct. This design ensures that if the supply duct Ŧ in the nose cowl Ŧ or spray
ring was to burst the airflow from the burst would discharge overboard with no
adverse structural affect.
Where the supply duct enters the nose cowl there is a venturi which acts as a
flow restrictor during system operation.
High and low pressure switches are provided downstream of the PRSOV to
indicate system malfunction.
Selection of antiŦicing is by pushing the ’ENGINE ANTIŦICE’ switch light lo-
cated on the flight deck overhead panel.
When the system is selected a white ’ON’ light is shown on the switch light
and a green ’ENGŦAŦICE’ message is displayed on the upper ECAM screen
If the low pressure switch operation does not agree wIth the switch light se-
lected position the ’FAULT’ warning and ’MASTER CAUT’ comes on, the failure
is also shown on the upper ECAM screen as an amber warning.
There is also an aural warning. The ’FAULT’ warning light comes on during
valve transit from on to off and vice versa.
If pressure downstream of the PRSOV becomes excessive the high pressure
switch will function, this operation gives indication to the flight deck and pro-
duces a maintenance message.
The complete system has been designed to permit aircraft despatch locked
fully closed or fully open.
TRENT 700 338 of 419

AURAL
WARNING
ANTI ICE ENG 1 VALVE CLSD ENG A.ICE ENG 1
MASTER
CAUTION FAULT
ECAM DISPLAY ON
FLIGHT DECK
ECAM
ELECTRICAL SUPPLY
INDICATION SIGNAL
EEC
HIGH LOW
PRESSURE PRESSURE
SWITCH SWITCH
HP3 AIR
PRSOV
Figure 166 TAI DIAGRAM

TRENT 700 339 of 419
THERMAL ANTI ICE VALVE

The antiŦicing valve PRSOV is of the ’butterfly’ type and has two functions. It
acts as the system ON/OFF valve and when selected ON controls the maxi-
mum outlet pressure to 75 PSI.
The schematic drawing of the valve shown below comprises:
S Butterfly valve
S A double headed diaphragm type piston
S A pilot regulator valve Ŧ to control system pressure
S High and low pressure switches
S A filter
S ON/OFF solenoid
The valve is shown in the open position, this would be the position when antiŦ
icing is selected ON by the flight crew. The solenoid is deŦenergised and a
spring has opened the vent from the upper chamber.
Pressure upstream of the butterfly valve passes through the filter to the upper
and middle chambers.
It can be seen the middle chamber pressure combined with the spring has a
greater force than the upper chamber, therefore the valve is open.
During operation if the pressure downstream of the butterfly valve exceeds the
design system maximum pressure, that pressure acts on the piston of the pilot
regulating valve. The piston moves to the right overcoming the spring force
(this has a value set to control downstream maximum pressure) and in-
creases the size of the variable restrictor orifice.
This has the effect of reducing the pressure in the middle chamber, the force in
the upper chamber is now greater than the combined middle chamber and
spring force and the piston moves down closing the butterfly valve which re-
duces downstream pressure within the design limits.
Before start up with no airflow in the system the butterfly valve remains open
by the action of the spring. As soon as a start is initiated the solenoid is ener-
gised and closes the vent. Air pressure in the upper chamber now has a force
greater than the combined spring and middle chamber force, therefore the
valve closes and will remain closed until selected ’ON’ by the flight crew, when
the solenoid will be deŦenergised to open and vent the upper chamber.
In the event of a power failure to the solenoid the butterfly valve will open.
TRENT 700 340 of 419

Figure 167 TAI- VALVE SCHEMATIC

TRENT 700 341 of 419
THIS PAGE INTENTIONALLY LEFT BLANK
TRENT 700 342 of 419

Figure 168 ANTI ICE SYSTEM SCHEMATIC

TRENT 700 343 of 419
PRSOV MANUAL OVERRIDE

To prevent aircraft delays due to nonŦoperation of the antiŦicing valve, the
valve can be locked in the fully open position or fully closed position.
This is done by cutting the locking wire securing the locking pin, removing it
and manually wrenching the hexagon selector to the closed or open position.
Refit the locking pin and replace the wire locking.
TRENT 700 344 of 419

LOCKING SCREW
Figure 169 TAI VALVE MANUAL OPS

TRENT 700 345 of 419
ATA 78 EXHAUST
78- 00 THRUST REVERSER
GENERAL
The function of the thrust reverser is to supply reverse thrust when the aircraft
has made a landing.
The thrust reverser incorporates hydraulically powered actuators to operate
four pivoting doors which redirect the fan air flow in reverse thrust. Hydraulic
power is provided from the aircraft hydraulic system to position the doors in a
stowed position for forward thrust and deployed position for reverse thrust.
Each of the doors is held in the stowed position using hydraulically operated
door locks (primary lock) and internal actuator locks (secondary lock).
Control of the actuators is achieved through the Thrust Reverser Isolation Con-
trol Unit (ICU) and Thrust Reverser Direction Control Unit (DCU) which are
commanded by the EEC and the aircraft permission switches.
In addition, the thrust reverser incorporates an independent locking tertiary lock
system which is actuated by aircraft supplied and controlled electrical power.
The lock position is monitored by the EEC.
TRENT 700 346 of 419

Figure 170 THRUST REVERSER ASSEMBLY

TRENT 700 347 of 419
THRUST REVERSER PIVOTING DOORS

The thrust reverser pivoting doors are an assembly of composite skins around
an aluminium center spar. Each door is installed with two pivot bearings. The
pivot pins that are installed in the beams go through the bearings. This makes
the pivot axis for the doors.
Two movable panels that are made of composite material are installed on each
door. The panels are operated by torsion bars. The bars have one end fixed to
the pivoting door and the other end fixed to the movable panel. A latch controls
the movement of the panels. When the door moves to the reverse thrust
(deployed) position the panels also move until they align with the door. When
the door moves to the forward thrust (stowed) position, the panels move until
they align with the inner fan duct.
TRENT 700 348 of 419

Figure 171 THRUST REVERSER PIVOTING DOOR

TRENT 700 349 of 419
REVERSER SYSTEM OPERATION

SELECTING REVERSE THRUST (DEPLOY) CANCELLING REVERSE THRUST (STOW)
When the thrust reverser is selected a signal is sent to the EEC. The EEC will When reverse thrust is cancelled a signal is sent to the EEC. The EEC will
have monitored the condition of the system, if satisfied it will send a signal to have monitored the condition of the locking and actuating systems. If satisfac-
the Isolation Solenoid Valve (ISV). On receipt of this signal the ISV will open a tory it will send a signal to the ISV opening a valve allowing hydraulic pres-
valve to allow hydraulic pressure to pass to the Directional Control Valve (DCV) sure to pass to the DCV and be directed to retract the actuators and comence
where pressure will be directed to the stow side of the actuators to over- closing of the pivot doors. When the doors reach the stowed position the
stow, this enables the locks to be released when selected. primary, secondary and third locks engage.
When the throttle is at idle and the aircraft is on the ground and the EEC has During the engagement of the locks the doors will have been in an overstow
monitored the release of the electrically controlled locks (third locks) the condition and will remain there until the EEC removes the electrical signal to
deploy solenoid is energised and hydraulic pressure is directed to release the the ISV shutting off hydraulic pressure to the actuators. The pivot doors will
primary door locks. The primary locks are released in sequence and when the now return to their normal stow position.
last lock is released hydraulic pressure is directed to the actuators via the DCV. The stow switches send electrical signals to the EEC to give an indication in
This pressure releases the secondary locks Ŧ inside the actuators Ŧ to extend the flight deck that the pivot doors are stowed.
the rams and comence opening the pivot doors.
Stow switches will function and send a signal to the EEC to give an indication
in the flight deck that the doors are not stowed.
Rotary Variable Transformers (RVT) detect movement of the doors towards full
deployment and will send position signals to the EEC. If the doors do not
deploy correctly the EEC will signal the DCV to auto restow. When the pivot
doors reach the fully deployed position the RVT via the EEC will give visual
indication in the flight deck that all four pivot doors have fully deployed. If the
reverser will not deploy or auto restow the EEC will not let the engine power go
above reverse idle.
TRENT 700 350 of 419

WARNING
FWC
INDICATION
ECAM DMC
RELAY INDEPENDENT THIRD

PILOT
ELECTRICAL P
MICROSWITCHES LOCKS
I
D
MICROSWITCHES V
O
ALT O
O
TLA T
POTENTIOMETER EEC RVT’s R
FCPC I
S
N
FIRST
G
DIRECTIONAL VALVE
PRESSURE SWITCH
SOLENOID VALVE
THROTTLE TRA
ASSEMBLY
SWITCH FLT/GND STATUS SECOND
EIVMU PERMISSION SWITCH

PRIMARY PIVOTING
DOOR DOOR
LOCKS ACTUATORS
T/R ICU T/R DCU

SENSOR
LGCIU HYDRAULIC THRUST REV
THRUST REV
SUPPLY ISOLATION DIRECTION
CONTROL UNIT CONTROL UNIT
HYDRAULIC LINE
CONTROL 1st AND 2nd LOCKS AIRCRAFT ENGINE
MONITORING
CONTROL TERTIARY LOCK
Figure 172 T/R ACTUATION DIAGRAM

TRENT 700 351 of 419
Figure 173 ASM 73Ŧ25Ŧ00 SCHEMATIC 26

TRENT 700 352 of 419

TRENT 700 353 of 419
T/R HYDRAULIC ACTUATION SYSTEM SCHEMATIC
TRENT 700 354 of 419

Figure 175 T/R HYDRAULIC ACTUATION SYSTEM SCHEMATIC

TRENT 700 355 of 419
HYDRAULIC SYSTEM CONTROL

OPERATION
The hydraulic control system consists of two Line Replacement Units (LRU’s).
The ISV, fitted in the aircraft pylon, which isolates the thrust reverser hydraulic
system from the aircraft supply when the thrust reverser is not in use i.e. air-
craft in normal flight.
The DCV, fitted on the ’C’ duct front frame, which directs pressure to the
actuators to deploy or stow the pivot doors. The diagram below shows the
system in the forward thrust position (Stow). ISV deŦenergises shutting off
the hydraulic supply to the DCV The DCV deŦenergises to the stow position.
The actuator piston head and rod ends connected to return. Pivot door locks
mechanically locked and vented to return.
There is no pressure to the pressure switch therefore no flight deck indication.
TRENT 700 356 of 419

Figure 176 HYDRAULIC CONTROL FWD THRUST POSITION

TRENT 700 357 of 419
DEPLOY SELECTED
When a deploy selection has been made in the flight deck and all the deploy
conditions are met as previously explained, the ISV and DCV solenoids are
energized.
Hydraulic pressure is passed to the DCV and is directed to the actuator piston
rod end to overstow and to the pivot door locks to release the primary locks,
the third locks are also released electrically.
The pressure switch functions when hydraulic pressure has passed through
the isolation valve and provides a signal to both channels of the EEC The pur-
pose of the switch is to assist in fault diagnosis. There will only be an indication
in the flight deck when the isolation valves commanded position and the pres-
sure switch position do not agree. At this point in the sequencing the actuator
piston head end is still connected to return.
When the last of the four pivot door locks is released pressure is directed to the
DCV control valve chamber. As the pressure builds up it moves the DCV
control valve to the deploy position closing off the actuator piston head end
to return and connecting it to pressure. This pressure releases the secondary
locks inside the actuators and all four pivot doors move to the deployed posi-
tion.
Note: It can be seen from the diagram below that both head end and rod end
are open up to pressure. However, the head end of the piston has the greater
surface area which extends the actuators. The displaced oil from the rod end
joins the pressure to the actuator head end.
TRENT 700 358 of 419

Figure 177 HYDRAULIC CONTROL DEPLOY

TRENT 700 359 of 419
THRUST REVERSER INDICATION

The thrust reverser status indications for the stow and deploy are received by
the EEC from switches, and transmitted via the EEC ARINC output bus to the
DMC for display on the EWD and to the FWC for warning activation.
Thrust Reverser Unlocked

When reverse thrust is set the door locks are released in sequence:
S tertiary locks
S primary locks
S secondary locks
Release of the locks plus the subsequent movement of the pivoting doors oper-
ate the sotw switches. This signal to the cockpit is seen on the EWD when an
amber REV indication is indicated.
Thrust Reverser Deployed
When the pivoting doors are at 90 % of their fully deployed position, the
RVDT‘s give a signal to the cockpit.
This is seen on the EWD when the amber REV indication changes to green
indication.
Thrust Reverser Stowed

When forward thrust is set the actuators retract and this turns the pivoting
doors to the stowed position. This RVDT moving is seen on the EWD when the
green REV indication changes to amber indication.
When the pivoting doors are in their fully stowed position, the primary, secon
dary and tertiary locks engage. This operates the stow switches and the amber
REV indication disapperars on the EWD.
Thus when all pivoting doors are correctly stowed no visual indications are dis-
played to the flight crew.
TRENT 700 360 of 419

ISOLATION INHIBITION
SYSTEM
THRUST ISOLATION CONTROL

REVERSER UNIT
REV REV
EEC EEC
CH A CH B
FWC 1 DMC 1
FWC 2
DMC 2
DMC 3
REV EPR
1.282
REV
GREEN INDICATION WHEN REVERSER IS FULL DEPLOYED
AMBER INDICATION WHEN AT LEAST ONE PIVOTING DOOR IS UNLOCKED
AMBER INDICATION FLASHES FOR 9SEC IN FLIGHT AND UNSTOWED CONDITION
Figure 178 Thrust Reverser Control Indication

TRENT 700 361 of 419
THRUST REVERSER STOW SWITCH

There are 4 stow switches installed, one for each pivoting door. They are
mounted on the front frame of each reverser cowl door. The stow switches are
the microswitch type.
Each switch has got two identical electrical circuits that give the same signal at
the same time.
The switches are connected to a junction box. The junction box is connected to
the EEC. When the pivoting doors are in the stowed position the switch lever is
pushed in by the stop of the door. As the pivoting door turns to deployed posi-
tion the lever is released.
TRENT 700 362 of 419

Figure 179 PIVOTING DOOR STOW SWITCH

TRENT 700 363 of 419
ROTARY VARIABLE TRANSFORMER (RVT)

Rotary Variable Transformers (RVT) detect movement of the doors towards full
deployment and send position signals about the position of the pivoting doors
to the EEC. It also gives a visual indication in the cockpit. The E/WD (Engine/
Warning Display) indication in the cockpit shows the thrust reverser position
and status, through position switches, RVTs and the EEC.
There is one RVT for each pivoting door. The RVTs are installed in the 3
o’clock and the 9 o’clock beams and are connected by a spindle to the pivoting
doors. The RVTs are electrically connected by an electrical harness to the
cockpit.
Each RVT contains two independent electrical circuits which give the same sig-
nal at the same time. Thus, if one of the two circuits does not operate, the RVT
will continue to give a signal.
When the pivoting doors reach the fully deployed position the RVT via the EEC
will give visual indication in the cockpit that all four pivoting doors have fully
deployed and the green reverse light illuminates.
When forward thrust is set, the actuators retract, and this turns the pivoting
doors to the stowed position. This is monitored by the RVTs, which give a sig-
nal to the cockpit. This is seen on the E/WD when the green REV light goes off
and the amber REV light comes on.
TRENT 700 364 of 419

Figure 180 PIVOTING DOOR RVT

TRENT 700 365 of 419
Figure 181 ASM 73Ŧ25Ŧ00 SCHEMATIC 28 SHEET 1/2

TRENT 700 366 of 419
Figure 182 ASM 73Ŧ25Ŧ00 SCHEMATIC 28 SHEET 2/2

TRENT 700 367 of 419
PRIMARY LOCKS
When the ISV and DCV solenoids are energised, hydraulic pressure is directed
to the ”lock in port” of one of the primary locks.
This pressure moves the release plunger which moves the latch lever and
roller away from the lock hooks. Movement of the release piston movesa valve
to allow pressure to the ”lock out port” to release the next lock in the se-
quence, when pressure reaches the fourth lock pressure from its ”lock out port”
is sent to the DCV and directed to the four actuators to deploy the pivot doors.
As the pivot doors move the door pin mechanically moves the hook out of the
way. The hook spring will keep the hook in the released position and also
keep the latch lever and roller in the unlocked position even in the absence of
pressure on the release piston.
When a stow selection is made the DCV solenoid is deŦenergised and re-
moves the pressure from the ”lock in port” the piston spring moves the release
plunger out of the way. The action of the pivot doors closing, mechanically
moves the hook into the locked position, the latch spring moves the latch lever
and roller into a position to keep the hook locked.
TRENT 700 368 of 419

Figure 183 PRIMARY LOCK MECHANISM

TRENT 700 369 of 419
78- 37 T/R INDEPENDANT LOCKING SYSTEM

GENERAL
The independent (tertiary lock) locking system (and the primary and secondary
locks Ref. 78Ŧ32Ŧ00) keeps the pivoting doors in their stowed position to pre-
vent their uncommanded deployment.
The primary and secondary locks are hydraulically operated, the independent
locking system is electrically operated.
DESCRIPTION
Thrust Reverser Independent Locking System restrains the door from deploy-
ment in the event of failure of the hydraulic actuation, its control system, lock-
ing system or combination of these. The system comprises one lock per door
and is not loaded in normal operation. The lock position is monitored by the
EEC and indication of unlock is sent to the aircraft.
When deploy is selected, the actuation sequence ensures that the locks are
released prior to hydraulic actuation of the door towards deploy. Selection of
the thrust reverser deployment allows aircraft electrical supply to energize each
of the lock solenoids unless the interlock function is active.
Each solenoid moves a baulking rod away from the lock hook to allow the hook
to move open under the action of the deploying door. The lock system does not
require electrical power to allow the door to restow.
The independent locking system has four electrically operated tertiary locks
connected to one PCM (Power Conditioning Module):
S There are two tertiary locks installed in each beam. One is for the upper
pivoting door and one for the lower pivoting door:
S The PCM is installed on the left from frame.
S The tertiary locks and the PCM are connected with three harnesses.
POWER SUPPLY
The PCM changes a 115V AC/400Hz supply from the aircraft electrical system
to a 104V DC supply for the tertiary locks.
TRENT 700 370 of 419

Figure 184 T/R INDEPENDANT LOCKING SYSTEM

TRENT 700 371 of 419
POWER CONDITIONING MODULE
TERTIARY LOCKS
There is one PCM for the four tertiary locks. It is installed on the top of the left
There is one tertiary lock for each of the four pivoting doors. Two tertiary locks front frame.
are installed in each beam of each thrust reverser cowl door. Each tertiary
locks has got the parts that follow: The PCM has got the parts that follow:
S A solenoid assembly which has: S Two electrical receptacles to connect to the two left and the two
right tertiary locks through the three power harnesses (tertiary
Ŧ a valve assembly locks).
Ŧ a position switch assembly S One electrical receptacle to connect to the aircraft power system
Ŧ a body and connector assembly through the power harness (PCM).
S A lock assembly which has:
Ŧ a hook
The paragraphs that follow give a description of the independent locking sys-
Ŧ a shoot bolt tem at the four thrust reverser operating modes:
When the system is stowed and locked: S When the system is stowed and locked:
Ŧ the hook covers but does not touch the door pin Ŧ The shoot bolts of the tertiary locks are engaged in their housings
Ŧ the two torsion springs are loaded Ŧ The solenoids are deŦenergized
When a deploy signal is given: Ŧ The position switches do not give any signal to the EEC
Ŧ the PCM energizes the solenoid S When a deploy signal is given:
Ŧ the shaft of the moving iron retracts the plunger which pulls the shoot Ŧ The PCM supplies 100V DC (V2) to the left and right solenoids
bolt from its housing in the hook.
Ŧ The shoot bolts move out of their housing in the hook.
Ŧ the spring actuator assembly moves the hook to the unlock position
Ŧ the spring actuator assemblies move the hooks to the unlock position.
Ŧ the door pin can release
Ŧ the position switches give a signal to the EEC that the locks are disen-
When a stow signal is given: gaged.
Ŧ as the pivoting door closes, the door pin pushes and turns the hook to Ŧ the pivoting doors move to the deploy position.
the lock position.
Ŧ the PCM stops the electrical supply to the solenoids
Ŧ the spring actuator assembly is fully extended.
Ŧ the left and right solenoids de- energize
Ŧ the PCM deŦenergizes all the solenoids.
Ŧ The shoot bolts are released
Ŧ at each tertiary lock the shoot bolt engages in its housing in
the hook (the shoot bolt does not touch its housing in the hook). If the pivoting doors are still in the deploy position spring pressure move the
shoot bolt against their related hooks (in the unlock position). When the pivot-
ing doors subsequently move to the stow position the doors move the hooks to
their lock position. Spring pressure moves the shoot bolts into their housings in
their related hooks.
TRENT 700 372 of 419

Figure 185 TERTIARY LOCK

TRENT 700 373 of 419

TRENT 700 374 of 419

TRENT 700 375 of 419
T/R DEACTIVATION FOR MAINTENANCE

GENERAL
This task explains the procedure for deactivating and activating the thrust re-
verser by inhibiting the isolation valve by the use of the manual inhibit lever.
Refer back to the description and operation of this chapter to remind you of the
system.
DEACTIVATION
The procedure is quite straight forward and is as follows:
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove the quick release pin.
S Move lever to inhibited position.
NOTE: By referring back to the diagram of the isolation valve in the descrip-
tion and operation section of this chapter it can be seen that the isola-
tion valve is now mechanically held in the deactivation position and
that an indication of the position of the lever is sent to both channels
of the EEC.
REACTIVATION
Activation is carried out as follows:
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove quick release pin.
S Move lever to normal position.
S Put quick release pin back into the isolation control unit to keep the
inhibit lever in the normal (activated) position.
TRENT 700 376 of 419

Figure 188 T/R DEACTIVATION - REACTIVATION

TRENT 700 377 of 419
T/R DEACTIVATION FOR FLIGHT

GENERAL
This procedure allows you to fly with an unserviceable thrust reverser, local
regulatory authorities may have to be consulted as to when this procedure can
be used.
WARNING: YOU MUST DEACTIVATE THE THRUST REVERSER BE-
FORE YOU DO WORK ON OR AROUND IT. IF YOU DO
NOT, THE THRUST REVERSER CAN OPERATE ACCIDEN-
TALLY AND CAUSE AN INJURY AND/OR DAMAGE
PROCEDURE
S Open fan cowl doors.
S Remove inhibition bolt attachment covers from pivot doors.
S Remove the 4 inhibition bolts from the keep position by removing the
clamps and lock plates.
S Fit bolts through the holes in each pivot door and into the inhibition bolt
holes in the front frame.
NOTE: THE LONGEST BOLTS ARE FITTED INTO THE LOWER PIVOTING
DOORS.
S Tighten bolt until the doors are the same level as the structure around them.
S Make the bolts safe, fitting the lock plates and screws.
S Torque load the screws to 100 lbf/in (1,13 MdaN).
S Fit the inhibition bolt attachment covers to the bracket with screws.
S Close the clamps and lock them with the screws.
The inhibition bolt heads are painted red for ease of identification.
NOTE: THIS PROCEDURE MUST NEVER BE USED TO LOCK OUT ONE
DEFECTIVE PIVOT DOOR ONLY.
TRENT 700 378 of 419

Figure 189 T/R DEACTIVATION FOR FLIGHT

TRENT 700 379 of 419
MANUAL OPERATION OF THE PIVOTING DOORS

PROCEDURE
S Deactivate the thrust reverser.
S Remove the tertiary lock access panel.
S Use a standard 0,3125 in. spanner to release the lock mechanisms.
S Hold the primary and tertiary locks in the unlock position.
S Open the pivot door using hand pressure on the front and rear edges of the
door. Release the primary and tertiary locks.
S Install the collar HU87114 on the actuator.
TRENT 700 380 of 419

Figure 190 PIVOTING DOORS MANUAL OPS

TRENT 700 381 of 419
THRUST REVERSER CMS TEST

During this test, hydraulic pressure is supplied to the Thrust Reverser System.
The Thrust Reverser is deployed and stowed byy moving the throttle in the re-
verse and forward positions.
The inhibition circuits and EIVMU relays are checked.
The test can be aborted by selecting the return line select key. The test not
completed screen appears when the operator does not follow the instructions in
time.
T/R GROUND SAFETY SWITCH
TRENT 700 382 of 419

Figure 191 CMS T/R TEST (1)

TRENT 700 383 of 419
CONTINUED
TRENT 700 384 of 419


TRENT 700 385 of 419
CONTINUED
TRENT 700 386 of 419


TRENT 700 387 of 419
ATA 74 IGNITION SYSTEM

74Ŧ00 IGNITION SYSTEM GENERAL
INTRODUCTION
The ignition distribution system is in two parts, each part has an ignition unit,
an ignition lead and an igniter plug.
The ignition units are mounted on bracket assemblies on the lower left hand
side of the LP compressor case. The leads span the byŦpass casing inside
the lower bifurcation to the igniter plugs. The igniter plugs are adjacent
numbers l0 and 16 fuel spray nozzles.
IGNITION UNITS
Each unit has a case assembly and an ignition exciter. An input of 115
volts 400 Hz AC power is supplied by the aircraft electrical system. This
supply is transmitted to a relay in the Power Control Unit (PCU) which is
controlled by the EEC.
The exciter is a capacitive discharge circuit. The exciter changes the in-
put voltage to an output voltage of 2.7 to 2.9 K volts. Energy is stored in the
ignition unit at 8 to 11.3 joules. This energy is released by the exciter at the rate
of 60 to 135 sparks per minute.
TRENT 700 388 of 419

1 Emergency Bus
2 Normal Bus
Figure 194 IGNITION SYSTEM COMPONENTS

TRENT 700 389 of 419
IGNITER PLUGS
The igniter plug is a surface discharge type. It has a body and a ground
electrode, it also has a centre wire with a centre electrode at the tip. The centre
wire is sealed with glass and has insulation along its length.
The space between the centre electrode and the ground electrode is filled
with a semiŦconductive material. The igniter plug has a contact button which
touches the contact button in the ignition lead.
OPERATION
When the ignition system is energised an electrical current flows through the
centre wire and the centre electrode of the igniter plug. The current flows
through the semi conductor to the ground electrode. This current produces a
magnetic field which ionises gas near the igniter tip. This gives a low resistance
path for the energy from the ignition unit and a pulse of energy occurs. The en-
ergy pulse gives a high energy spark from the
centre electrode to the outer electrode. The electrical current flows through the
igniter plug body and to the outer conductor of the ignition lead and on to
the ignition unit case.
TRENT 700 390 of 419

Figure 195 IGNITER PLUG

TRENT 700 391 of 419
IGNITER PLUG REMOVAL/INSTALLATION

NOTE: REFER TO AMM 74Ŧ21Ŧ51 FOR DETAILED DOCUMENTATION. IGNITER PLUG INSTALLATION
WARNING: YOU MUST ISOLATE THE POWER SUPPLY AT LEAST CAUTION: YOU MUST NOT INSTALL PRE SB74ŦC099 IGNITER
THREE MINUTES BEFORE YOU DO WORK ON THE IGNI- PLUGS CH34698 ON ENGINES WITH DECREASED IMMER-
TION SYSTEM. THIS WILL ALLOW THE SYSTEM CURRENT SION DEPTH. IF YOU DO, DAMAGE WILL OCCUR TO THE
TO DECREASE TO A SAFE VALUE. THE IGNITION SYSTEM COMPONENTS.
CURRENT IS VERY HIGH AND CAN KILL YOU.
NOTE: If the igniter plug was removed because it would not light up the en-
WARNING: YOU MUST NOT TOUCH THE IGNITION UNITS FOR AT gine, you must do a check of the immersion depth when you install a
LEAST THREE MINUTES AFTER YOU OPEN THE APPLICA- new igniter plug.
BLE CIRCUIT BREAKERS. THE ENGINE IGNITION SYSTEM If there is no igniter plug protusion gage available, it is permitted to install again
USES VERY HIGH VOLTAGES WHICH ARE DANGEROUS. the initial adjustment washers with the new plug. Record in the Aircraft Tech
THE ELECTRICITY IS SUFFICIENTLY STRONG TO CAUSE Log Book that a new igniter plug was installed without an immersion depth
AN INJURY OR TO KILL YOU. check. This check must done at or before the next aircraft “A“- Check.
IGNITER PLUG REMOVAL Use a light to look into the igniter location hole. Make sure that the combustion
liner sealing washer is there. If necessary, use the protrusion gage to move the
Use the SOCKET WRENCH (UT1152) to remove the igniter plug. You must
washer into view. If the washer is missing, reject the engine.
keep the adjustment washers for reinstallation of the old plug, as well as for
installation of a new igniter plug. Apply the high temperature antiŦseize compound to the threads of the igniter
plug. Use the SOCKET WRENCH (UT1152) to install the igniter plug and the
adjustment washer(s) in the applicable igniter plug location hole.
TRENT 700 392 of 419

Figure 196 IGNITER BOX CONNECTORS

TRENT 700 393 of 419
IGNITER PLUG IMMERSION DEPTH CHECK

INTRODUCTION
The igniter immersion depth is the distance, the tip of the igniter is set below S Use a vernier depth gage to measure dimension X again. Take the initial
the wall of the combustion liner. There are two different immersion depths for dimension X from the new dimension X, the result is the thickness of adjust-
igniter plugs; the original depth of 6.92mm and a decreased depth of 3.50mm ment washers necessary to get the correct igniter immersion.
to improve engine start characteristics. S The igniter plug and the adjustment washers can now be installed in the ap-
CAUTION: YOU MUST USE THE SPECIFIED PROTUSION GAGE FOR plicable igniter plug location hole.
THE RELATED ENGINE STANDARD. IF YOU DO NOT USE NOTE: A TOLERANCE OF PLUS OR MINUS 0.20MM CAN BE APPLIED
THE CORRECT GAGE, THE IMMERSION DEPTH OF THE WHEN YOU SELECT ADJUSTMENT WASHERS TO GET THE
IGNITER PLUG WILL BE INCORRECT. THIS CAN CAUSE NECESSARY THICKNESS. USE THE MINIMUM NUMBER OF
ENGINE START PROBLEMS. WASHERS TO GET AS NEAR AS POSSIBLE TO THE CALCU-
NOTE: PRE SB74ŦC099 and PRE SB74ŦC243 LATED IMMERSION DEPTH.
Use the GAGE Ŧ PROTRUSION, IGNITER PLUG HU38434.
PROTUSION GAGE REMOVAL
NOTE: POST SB74ŦC099 and POST SB74ŦC243 (from ESN 41054) S Loosen the locking collar, then push the indicator down until the probe foot
Use the GAGE Ŧ PROTRUSION, IGNITER PLUG HU39037Ŧ1. does not touch the combustion liner.
PROTUSION GAGE INSTALLATION S Turn the indicator until the notch points to the rear of the engine.
S Turn the protrusion gage counterclockwise to remove it from the applicable
CAUTION: REMOVE/INSTALL THE PROTUSION GAGE CAREFULLY
igniter plug location hole.
TO PREVENT DAMAGE OF THE COMBUSTION LINER:
S Install the required adjustment washer(s) to the igniter plug.
S Move the locking collar, the locating plate and the body up against the indi-
cator. Engage the threads of the protrusion gage in the applicable igniter S Install the igniter plug(s) to the engine (Ref. TASK 74Ŧ21Ŧ51Ŧ400Ŧ802).
plug location hole then turn the gage clockwise to install it. Make sure the S Do a test of the ignition system (Ref. TASK 74Ŧ00Ŧ00Ŧ710Ŧ804)
indicator notch points to the rear of the engine.
S When the protrusion gage is installed, make sure the body is correctly en-
gaged in the combustion case.
S Install the locating plate into the body. Make sure the arrow on the locating
plate points to the front of the engine. The locating plate should be aligned
with one of the three bolts.
S Turn the indicator until the notch points to the front of the engine. Carefully
pull the indicator up until the probe foot touches the combustion liner.
S To hold the probe in position, lightly tighten the locking collar.
TRENT 700 394 of 419

Figure 197 IGNITER PLUG IMMERSION DEPTH MEASUREMENT

TRENT 700 395 of 419
IGNITION SYSTEM SCHEMATIC ASM 74Ŧ31Ŧ00
TRENT 700 396 of 419

Figure 198 IGNITION SYSTEM SCHEMATIC

TRENT 700 397 of 419
CMS IGNITION TEST

The engine ignition test is performed through the CMS in the cockpit. In order
to perform the active ignition test consult the AMM for safety precautiones.
The operational test is selected by the maintenance through the MCDU and
carried out by the EEC.
NOTE: AUDIBLE VERIFY IF BOTH IGNITOR PLUGS SPARK ON THE
TEST SEQUENCE!
TRENT 700 398 of 419

Figure 199 CMS IGNITION TEST

TRENT 700 399 of 419
ATA 80 STARTING
80- 00 STARTING GENERAL
INTRODUCTION
The engine starting system provides the power which turns the HP rotor to a
speed at which an engine start can occur.
The system comprises:
S An air starter motor
S A start control valve
S Air ducting
S Dual ignition system
S Start control panels in the flight deck
Air is used to turn a turbine in the starter motor which provides the torgue at
the starter output shaft. The starter motor being fitted to the front face of the
external gearbox turns the gears, and drives a drive shaft which spans the
byŦpass casing to the gas generator which will turn the HP rotor.
To start the engine it is necessary to:
S Rotate the engine to induce an airflow through the HP section.
S Provide the correct quantity of fuel to the combustion chamber.
S Ignite the resultant air/fuel mixture.
Air to operate the air starter motor comes from:
S A ground air supply.
S The auxiliary power unit (APU).
S The other running engine.
Ignition is provided by two ignition plugs which can be operated together or
independently. The operation of one igniter plug is called single ignition, the
operation of both igniters is called dual ignition. Single ignition is used for
ground starts. Dual ignition is used for manualŦstarts, inŦflight starts, autoŦ
relight, and for continuous ignition.
The EEC controls the opening and closing of the start control valve and the
electrical supply to the ignition units.
TRENT 700 400 of 419

Figure 200 STARTING SYSTEM DIAGRAM

TRENT 700 401 of 419
START SYSTEM OPERATION

The EEC control is based upon the following inputs from the flight deck:
S Rotary Start Selector switch located an the Engine Start Control Panel.
S Manual Start PushŦbutton switch located an the Engine Manual Start Con-
trol Panel.
S Master Lever located an the Engine Master Control Panel.
EEC capability:
S Normal (automatic) start using the EIVMU data or the alternate start/ignition
discrete input signal.
S Manual start using EIVMU data.
TRENT 700 402 of 419

ENGINE MASTER PANEL
1 2
1 2
ENGINE START SELECTOR
ENGINE MANUAL START
1 2
Figure 201 STARTING CONTROL PANEL

TRENT 700 403 of 419
80Ŧ13 DUCTING
STARTER DUCT
The starter air duct flanges are connected together by ’v’ band coupling
clamps. Air leakage is prevented by the ’E’ type seals that are located be-
tween the mating flanges.
There are two flexible joints which let the engine move, in relation to the air-
craft pylon, without damage to the ducts. These flexible joints also help align
the pylon duct with the aircraft duct.
TRENT 700 404 of 419

Figure 202 STARTER DUCT

TRENT 700 405 of 419
AIR STARTER MOTOR

The air starter motors primary components consist of:
S A turbine rotor
S A reduction gear configuration
S A clutch mechanism
S An output drive shaft
These components are contained in a case which includes a containment ring,
an air intake and an exhaust. The containment ring is made to contain a fail-
ure of the turbine rotor. The air starter motor also has an oil filler plug, an oil
level sight glass and drain plug. The drain plug has a magnetic chip detector
(MCD).
Air entering the air inlet will turn the turbine rotor at high speed with low
torque, the reduction gears reduce the speed to the output drive shaft.
This reduction in speed produces high torque to the output drive shaft. The
torque is transmitted through the ratchet gear on the ring gear carrier to the
clutch mechanism. The clutch mechanism has pawls which engage with the
ratchet gear to turn the output shaft.
When the engine has reached self sustaining RPM the output drive shaft is
turning faster than the ring gear carrier and centrifugal force disengages the
clutch pawls from the ratchet gear.
TRENT 700 406 of 419

Figure 203 AIR STARTER MOTOR

TRENT 700 407 of 419
START CONTROL VALVE

The start control valve controls the flow of air to the air starter motor. The
solenoid contains a double coil assembly which is controlled by electrical sig-
nals from the EEC. One coil is connected to lane ’A’ of the EEC, the other to
lane ’B’.
The valve also contains a butterfly valve operated through linkage by two air
operated pistons. An extension of the butterfly shaft has a visual control
valve position indicator. The control valve position indicator operates two
micro switches one is connected to lane ’A’ the other to lane ’B’ to give indica-
tion to the EEC of the valve position. Also the extension is a square socket to
permit manual operation of the butterfly valve.
TRENT 700 408 of 419

Figure 204 AIR STARTER CONTROL VALVE

TRENT 700 409 of 419
START CONTROL VALVE OPEN

When the valve is commanded by the EEC to open the solenoid is energised,
this moves the ball valve to close off vent ’C’ and also allow upstream air pres-
sure to get to piston ’B’.
The force acting on piston ’B’ is greater than the combined force of the spring
and piston ’A’ therefore, piston ’B’ will move.This movement is transmitted
through linkage to open the butterfly valve.
TRENT 700 410 of 419

Figure 205 Air Start Valve: Open Position

TRENT 700 411 of 419
START CONTROL VALVE CLOSED

The valve will remain closed when electrical power is removed from the
solenoid, the ball valve is closed by a spring and the air pressure on piston ’B’
is released through vent ’C’.
The air pressure acting on piston ’A’ and actuator spring force acting on piston
’B’ keeps the butterfly valve closed. The actuating spring will also close
the butterfly valve if there is a decrease in air pressure upstream of the but-
terfly valve during starting.
Any loss of the electrical supply to the solenoid, the butterfly valve will remain
closed or go to closed if it was in the open position.
TRENT 700 412 of 419

Figure 206 Air Start Valve: Closed Position

TRENT 700 413 of 419
ENGINE START CONTROL AND INDICATION

FLIGHT DECK CONTROLS FLIGHT DECK INDICATION
The start controls consist of the following: During the starting sequence, the ignition and starting parameters are dis-
S Two master switches (levers) played. During the start sequence the nacelle temperature indications are
replaced by the following:
S A rotary selector
S Ignition (A, B or AB).
S Manual start push buttons
S Start control valve position.
The ’MAN START’ button incorporates a blue ’ON’ legend and is normally in
the released position with ’ON’ legend off. Pressing the switch will open the S Air pressure to the starter.
start control valve and illuminate the ’ON’ legend.The amber’FAULT’ warning
ENGINE INTERFACE VIBRATION MONITORING UNIT (EIVMU)
light will illuminate when a disagreement occurs between the start control valve
position and that commanded by the EEC in the ’AUTO’ mode. This unit is located in the aircraft avionics bay. It receives discrete electri-
cal signals from the flight deck.These signals are digitised and transmitted to
MASTER SWITCH the EEC.
This switch is for the pilot to use as a master ’ON/OFF’ switch for the engine. The unit also sends discrete signals to close the air conditioning pack flow
S ’OFF’ POSITION valves and to accelerate the auxiliary power unit (APU) if required.
Ŧ PRSOV commanded closed. FADEC system will behave as it would in ENGINE ELECTRONIC CONTROLLER (EEC)
the deŦpowered state.
Generates starter control valve opening and closing signals from informa-
S ’ON’ POSITION tion received from the rotary selector, master switch, manual start push button
Ŧ The EEC will be able to control the PRSOV position, and the FADEC and N3 signal.
system will perform engine control functions. The EEC also generates warning and caution messages for display in the
flight deck through the Electronic Centralised Aircraft Monitoring System
ROTARY SELECTOR/MODE SELECTOR
(ECAM)
The rotary selector valve can be used in conjunction with the master switch
and manual start push button to perform:
S engine dry cranking
S wet cranking
S Pilot control starting sequence
S automatic starting and continuous ignition
MANUAL START PUSH BUTTON
Selection of the manual start push button enables the pilot to perform alterna-
tive engine starting i.e. manual start.
TRENT 700 414 of 419

Figure 207 ENGINE START CONTROL AND INDICATION

TRENT 700 415 of 419
AUTO START PROCEDURE AND DRY CRANCING

PREŦSTART
S Thrust Lever Ŧ Idle
S Master Switch Ŧ Off
S Rotary Selector Ŧ Norm
S Manual Start Push Button Ŧ Off
S Aircraft Booster Pumps Ŧ On
AUTO START
S Rotary Switch Ŧ Ign Start
S Master Switch Ŧ On
S After Successful Start
S Rotary Switch Ŧ Norm
DRY CRANKING (ROTATION)
S Rotary Switch Ŧ Crank
S Manual Start Button Ŧ On
S Engine Accelerates to Maximum Motoring Speed
During dry crank the starter motor operates but the PRSOV and both
ignition systems remain inoperative.
TRENT 700 416 of 419

Figure 208 AUTO START PROCEDURE

TRENT 700 417 of 419
MANUAL START PROCEDURE AND IGNITION MODES

MANUAL START INŦFLIGHT REŦLIGHTING
S Rotary Switch Ŧ Ign Start Both automatic and alternative starting is available for inŦflight reŦlighting. The
S Manual Start Push Button Ŧ On selection of switches is the same as on the ground.
S When N3 reaches a preŦdetermined speed pilot put master switch to On When alternative start is selected the EEC will always command starter as-
sistance.
S After successful start
When automatic start is selected the EEC will determine, based on flight
S Rotary Switch Ŧ Norm
envelope and engine parameters, whether a starter assisted start or a windmil-
S Manual Start Push Button Ŧ Off ling start is required.
NOTE: DURING AUTO START THE EEC MONITORS ENGINE SPEED The EEC will receive a signal from the EIVMU as to flight/ground status. The
AND EGT. IF HUNG OR HOT STARTS ARE DETECTED THE EIVMU receives its signal from the Landing Gear Control Interface Unit
PRSOV, START CONTROL VALVE AND IGNITION ARE AUTOMAT- (LGCIU).
ICALLY SHUT OFF.
CONTINUOUS IGNITION
NOTE: THIS CONTROL IS NOT AVAILABLE DURING MANUAL START.
THEREFORE CONVENTIAL PILOT MONITORING IS REQUIRED. Move rotary switch ’NORM’ to ’IGN START’.
START ABORT IN BOTH MODES (MANUAL AND AUTO START) IS
AUTOMATIC REŦLIGHT
ALWAYS POSSIBLE BY PLACING THE ENG MASTER SWITCH TO
THE OFF POSITION. The FADEC system detects ’flame out’ conditions by low combustion cham-
ber pressure and a change in HP shaft speed. The EEC will select dual ignition
WET CRANKING (MOTORING) while conditions last and for lO seconds afterwards.
S Rotary Selector Ŧ Crank Automatic start following ’flame out’ will never be automatically initiated by the
S Manual Start Switch Ŧ On EEC, but will be commanded by the pilot.
S Master Switch Ŧ On The pilot has to:
During wet crank the selection of the master switch opens the PRSOV but S switch OFF then ON the master switch
because crank is selected ignition is inoperative. S for 10 sec are A+B ignition available when N3 > 50%
or
S master switch OFF / ON until 30 sec
S N3 < 10%
S PRSOV (fuel) ON and start relight is initiated with both ignitors ON
TRENT 700 418 of 419

Figure 209 MANUAL START

TRENT 700 419 of 419

A330 (TRENT 700) : Engine & Correlated ATA 71 Up 80

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

A330 (TRENT 700) : Engine & Correlated ATA 71 Up 80

Uploaded by

Copyright:

Available Formats

A330 - TRENT 700 ENGINE ATA 71 up 80

TRENT 700 1 of 419

This document must be used

TRENT 700 2 of 419

TRENT 700 3 of 419

TRENT 700 4 of 419

TRENT 700 5 of 419

ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 390

TRENT 700 6 of 419

TRENT 700 7 of 419

TRENT 700 8 of 419

TRENT 700 9 of 419

TRENT 700 10 of 419

ATA 71- 80 ENGINE RR TRENT 700

TRENT 700 11 of 419

71Ŧ00 GENERAL INFORMATION

The Engine identification is built up from 6 basic blocks:

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

TRENT 700 12 of 419

100 TRENT 800

TRENT 600 Boeing 767

Tupolew Tu- 204

Figure 1 ROLLS ROYCE RB211 FAMILY

TRENT 700 14 of 419

Figure 2 EXTERNAL DIMENSIONS

S Air intake cowl

TRENT 700 16 of 419

Figure 3 ENGINE MAJOR UNITS

71Ŧ61 AIR INTAKE COWL

TRENT 700 18 of 419

Figure 4 AIR INTAKE COWL

71Ŧ13 FAN COWLS

S Right Fan Cowl Door

TRENT 700 20 of 419

Figure 5 FAN COWL DOORS

FAN COWL DOOR OPENING AND CLOSING

TRENT 700 22 of 419

Figure 6 FAN COWL LATCHES AND RODS

78Ŧ30 REVERSER C- DUCTS

TRENT 700 24 of 419

Figure 7 REVERSER C- DUCTS

C- DUCTSOPENING AND CLOSING

TRENT 700 26 of 419

Figure 8 C- DUCT OPENING / CLOSURE

TRENT 700 28 of 419

Figure 9 PIN LATCHES No.3 AND No. 4

COMMON NOZZLE ASSEMBLY (CNA)

TRENT 700 30 of 419

Figure 10 COMMON NOZZLE ASSEMBLY (CNA)

71Ŧ20 ENGINE MOUNTS

TRENT 700 32 of 419

Figure 11 FORWARD ENGINE MOUNT

REAR ENGINE MOUNT

TRENT 700 34 of 419

Figure 12 REAR ENGINE MOUNT

71Ŧ70 POWER PLANT DRAINS

TRENT 700 36 of 419

Figure 13 DRAINS TANK & DRAINS MAST

TRENT 700 38 of 419

Figure 14 DRAINS SYSTEM

DRAINS TANK OPERATION

TRENT 700 40 of 419

Figure 15 DRAINS TANK