Agt-mtm-A32c Ata 49 To 80

Maintenance Training Organisation
Doc. No. AGT-MTM-A32C

ATA 49
Revision 01
Issue date NOV. 2022
MAINTENANCE TRAINING MANUAL FR.147.0049

Airbus A-318/319/320/321 (CFM 56)
T1 + T2 Combined / Initial
ATA 49
AUXILIARY POWER UNIT contact@agt.aero
© AGT S.A.S - All Rights Reserved | > FOR TRAINING PURPOSES ONLY <
Maintenance Training Manual
Airbus A318/A319/A320/A321 (CFM56) – T1 + T2 Combined / initial
Table of Contents
DESCRIPTION PAGE DESCRIPTION PAGE

APU SYSTEM COMPONENTS LOCATION 3 APIC APS3200
APU INSTALATION PRESENTATION 11 APU DRAIN SYSTEM PRESENTATION 94

APU FUEL FEED SYSTEM D/O 13 APU BASIC DESCRIPTION 96
HONEYWELL 131-9A APU IGNITION AND STARTING D/O 102
APU DRAIN SYSTEM PRESENTATION 15 APU FUEL SYSTEM D/O 104
APU BASIC DESCRIPTION 17 APU INDICATION SYSTEM 121

APU IGNITION AND STARTING D/O 19 APU OIL SYSTEM D/O 129
APU FUEL SYSTEM D/O 21 APU AIR SYSTEM D/O 142
APU INDICATION SYSTEM 34 APU SYSTEM MANAGEMENT D/O 150
S.A.S AGT-•-All Rights Reserved-•- FOR TRAINING ONLY
APU OIL SYSTEM D/O 42 ECB INTERFACES 178

APU AIR SYSTEM D/O 57
APU SYSTEM MANAGEMENT D/O 66
ECB INTERFACES 91
AGT-MTM-A32C Revision 01 NOV 2022 EFFECTIVITY ALL / FOR TRAINING PURPOSES ONLY ATA 49 2
APU SYSTEM COMPONENT LOCATION
SYSTEM OVERVIEW
The Auxiliary Power Unit (APU) is a constant speed gas turbine engine.
It is located in the unpressurized tail cone. The APU is a self-contained
unit, which enables the aircraft to be independent of external
pneumatic and electrical power sources.
The constant-speed gas turbine engine drives the accessory gearbox
and a load compressor. The APU provides:
• electrical power for the aircraft systems,
• bleed air for engine starting (MES), air conditioning
(ECS) and wing anti ice testing on ground (not GTCP
36-300),
• bleed air for air conditioning and pressurization in
flight until the specified manufacturer limit.

The APU is designed to operate throughout the entire flight envelope.
Electrical power is available whenever the APU operates, but bleed
air is shut off above the specified manufacturer limit.
The APU has an air intake flap. The intake flap is open when the APU
master switch is selected ON and closes when the master switch is
selected OFF. When open, it provides air to the APU inlet for
combustion and pneumatic supply.
COMPONENT LOCATION
The APU is installed in the tail section of the fuselage.
ENGINE VIEW
Both left and right hand sides of the APIC 3200 APU and Honeywell
131-9 [A] APU are shown.
COMPONENT LOCATION (continued)

ELECTRONIC CONTROL BOX (ECB)
The ECB is in the aft cargo compartment, RH side.

AIR INTAKE FLAP
The APU has an air intake flap. The air intake flap opens when the APU
MASTER SWitch is set to ON and it closes when the MASTER SWitch is
set to OFF and the APU stops. When open, it supplies air to the APU
inlet for combustion and pneumatic supply.
APU INSTALLATION PRESENTATION
GENERAL DRAIN SYSTEM

The Auxiliary Power Unit (APU) is installed in a COMParTment (COMPT) located in the A drain system prevents the collection of fluids in the APU COMPT. Any fluid that may
fuselage tail cone. accumulate in the APU COMPT is delivered to a drain mast. Some of the fluids are
collected in a drain tank in the APU COMPT, which is emptied through the drain mast
MOUNTS when the A/C is above
Seven tie rods attach the APU to the structure brackets on the APU COMPT ceiling. These 200 kt.
tie rods also connect to the APU three-point mounted suspension system. Vibration
isolators are installed between the APU mount brackets and the tie rods to reduce the
transmission of A/C vibrations and shocks to the APU. The isolators also prevent the
transmission of vibrations from the APU to the A/C structure.
AIR INTAKE FLAP

The air intake system ducts ambient air to the APU plenum chamber. An air intake flap
cuts off the air supply when the APU does not operate. In case of failure, the air intake flap
can be opened or closed manually by a manual override device.
AIR INTAKE DUCT

The air intake duct, which is composed of a diffuser and elbow, provides correct airflow to
the APU plenum. The air intake duct is attached to the right access door.
EXHAUST
The exhaust system lets the APU exhaust gas flow into the atmosphere and muffles the
noise from the exhaust. The exhaust muffler thermal insulation protects the A/C structure.
ACCESS DOORS
Two access doors allow access to the APU COMPT. The access doors on the bottom of the
tail cone open outwards to allow the APU to be inspected, lifted and lowered.
APU FUEL FEED SYSTEM D/O
GENERAL APU INLET LP SWITCH

The Auxiliary Power Unit (APU) fuel feed system is used to provide fuel necessary for correct At the inlet connection of the Fuel Control Unit (FCU), a pressure switch transmits LP
APU operation. This system is composed of:
information through the ECB to the APU ECAM page. The FUEL LOw PRessure message is
• fuel pump (115V AC, 400Hz, single phase),
displayed on the APU ECAM page if:
• LP valve, • the APU speed is greater than 7% rpm and the APU is supposed to run,
• APU inlet LP switch, • the fuel pressure is lower than 15.8 psi (1.01 bar).
• fuel drain and vent system. The ECB memorizes this information in its BITE memory even if the pressure increases
above 17.3 psi (1.19 bar).
FUEL PUMP
The APU fuel pump is a centrifugal pump driven by a single phase AC motor. This pump is FUEL DRAIN AND VENT SYSTEM
controlled to run if the APU MASTER SW P/B is set to ON and the fuel crossfeed line pressure A vent APU fuel line P/B, located on the front firewall allows the APU fuel feed line to be
is not sufficient. The fuel crossfeed line pressure switch controls the operation of the APU
purged during ground maintenance. As long as the P/B is held pressed in, the APU fuel LP
fuel pump. The APU fuel pump runs as soon as the pump inlet pressure is lower than 21.8 psi
isolation valve is open and the APU fuel pump runs. A fuel drain and vent valve is installed in
(1.50 bar). It stops when the pressure is above 23.2 psi (1.60 bar). the APU compartment at the fuel inlet connection to the FCU. It allows fuel to be drained
and air to be bled.
FUEL LP VALVE
Two DC motors drive the APU fuel LP valve. This valve is open as long as the Electronic
Control Box (ECB) is powered. When closed, it prevents pressurization of the APU fuel feed
line and flow of fuel into a specific fire zone. The APU fuel LP valve is automatically closed
when:
• the APU MASTER SW P/B has been released out and before ECB is
deenergized,
• the ECB commands a protective shut down in case of abnormal APU
parameters,
• the ECB commands an emergency shut down in case of APU fire or overheat
detection,
• the APU FIRE P/B is released out in the cockpit,
• the APU SHUT OFF P/B has been pressed on the external power control panel.
HONEYWELL 131-9A
APU DRAIN SYSTEM PRESENTATION
APU DRAIN SYSTEM TURBINE PLENUM DRAIN

A drain system prevents the collection of fluids in the Auxiliary Power Unit (APU) system and A turbine plenum drain orifice is provided to drain fuel that may accumulate in the
compartment. combustor following an unsuccessful light-up. The fuel is drained directly overboard through
the drain mast.
FUEL CONTROL UNIT/OIL PUMP SEAL DRAIN
The fuel and oil pump seal drain line is routed via a collector line to the drain tank. This line EXHAUST MUFFLER DRAIN
drains fuel or oil leaks. The exhaust muffler drain line is routed to the drain mast. This drain line collects water or
cleaning fluid.
INLET GUIDE VANE ACTUATOR DRAIN
The Inlet Guide Vane (IGV) actuator drain line is routed via the collector line to the drain APU COMPARTMENT DRAIN
tank. This line drains only fuel leaks. Water coming from rain or condensate humidity, cleaning agents and any oil and fuel in the
compartment, due to leaks or APU servicing, are drained to the lowest point of the APU
GEARBOX VENT door and through the drain mast overboard.
The oil reservoir has a connection to the ambient air through an air/oil separator. The gear
driven air/oil separator is connected through a gearbox vent line to the APU exhaust cone. DRAIN TANK
For venting and evacuation, the drain tank is connected to the drain mast. Airflow across the
SURGE CONTROL VALVE DRAIN drain mast creates a vacuum in the drain line. The suction effect produced at 200 kts, is
The surge control valve fuel is drained into the drain tank by the Fuel Control Unit (FCU)/IGV sufficient to remove the contents of the drain tank. A vent line ventilates the drain tank and
actuator common drain line. drain lines. The APU drain lines are connected to the right access door drain lines through
spring adapter kiss seals.
LOAD COMPRESSOR CAVITY DRAIN
To prevent any ingestion of oil in the bleed system the load compressor bearing cavities are
kept dry by buffering air into the main shaft seals. An oil leak witness drain is located aft of
the seal to collect any oil leakage. The oil is drained directly overboard through the drain
mast.
APU BASIC DESCRIPTION
GENERAL
LOAD COMPRESSOR
The Auxiliary Power Unit (APU) is of a modular design. The three APU modules are:
The load compressor is of a single stage centrifugal design. It supplies bleed air to the
• the power section,
pneumatic system. The main components of the load compressor are:
• the load compressor,
• the inlet guide vane assembly,
• the accessory drive gearbox.
• the load compressor impeller,
ENGINE COMPRESSOR
• the load compressor diffuser,
The compressor is of a single stage centrifugal compressor design. The main components of the
• the load compressor scroll.
compressor are:
INLET GUIDE VANES
• a single stage centrifugal impeller,
The Inlet Guide Vanes (IGVs) control the amount of bleed air flow and pressure from the APU
• single stage diffuser vanes,
load compressor. The 16 IGVs are moved simultaneously by a gear train operated by an
• axial de-swirl vanes.
actuator. The IGV actuator is operated by high-pressure fuel supplied from the Fuel Control
COMBUSTION CHAMBER
Unit (FCU). The IGV opening angle depends on the bleed air demand for:
The combustion chamber is of a reverse flow annular design and is installed inside the turbine
• Main Engine Start (MES) system,
plenum. The main parts of the combustion chamber are:
• Environmental Control System (ECS).
• the inner combustion chamber shell,
ACCESSORY GEARBOX
• the outer combustion chamber shell.
The gearbox transmits the shaft power to the APU accessories and to the APU generator, which
The following components are installed on the combustion chamber:
are installed on the gearbox pads. The gearbox is also the oil reservoir for the APU lubrication
• an igniter plug,
system. The components mounted on the accessory gearbox are:
• 10 dual orifice fuel nozzles.
• the starter motor assembly,
TURBINE • the cooling air fan assembly,
The turbine assembly drives the engine compressor, the load compressor and the gear train of
• the lubrication unit with the oil pump assembly which drives the FCU,
the Accessory Gearbox (AGB). The two-stage axial flow turbine includes:
• the AC generator.
• a cooled first stage nozzle,
• inserted first stage rotor blades,
• an un cooled second stage stator,
• a dual alloy second stage rotor,
• an annular exhaust diffuser.
APU IGNITION AND STARTING D/O
STARTER CONTROL
During starting, the electrical starter causes initial rotation of the
Auxiliary Power Unit (APU) shaft when it drives the Accessory Gearbox
(AGB). When the APU speed is around 50%, the Electronic Control Box
(ECB) stops the electrical supply to the starter by opening the main
start contactor.
The main start contactor 5KA and the backup start contactor 10KA are
heavy duty contactors that switch electrical current to the starter
motor. During Ram Air Turbine (RAT) extension, APU starting is
inhibited by the Battery Charge Limiters (BCL 1 and BCL 2), which
prevent operation of the main start contactor 5 KA by removing the
necessary ground signal, to operate the Main Start Contactor, from the
MASTER SW.
IGNITION CONTROL
The ignition system causes initial light-off of the fuel air mixture. The
ignition system includes an ignition box that energizes an igniter plug.
During starting, the ECB switches the ignition to ON between 0% and
60%. When the APU speed drops below 95% due to a flame-out, the
ECB starts the ignition until the APU reaches again 100% of speed.
APU FUEL SYSTEM D/O
GENERAL
The fuel system supplies metered fuel to sustain combustion. Part of
the fuel, as muscle pressure, operates the Inlet Guide Vane (IGV)
actuator and the surge control valve actuator. This system is made of:
• Fuel Control Unit (FCU),
• fuel schedule,
• muscle pressure,
• fuel shut-off,
• flow divider and solenoid valve,
• fuel supply,
• fuel drain,
• control,
• monitoring.
CONTROL
The ECB controls the fuel system with several parameters. During on-
speed operation, the ECB uses APU speed, Exhaust Gas Temperature
(EGT) and aircraft demand signals. During start, it uses speed, EGT, air
inlet pressure and temperature sensors (P2 and T2). The ECB operates
the fuel metering valve, the flow divider solenoid valve and the 3-way
shut-off solenoid valve.
FUEL CONTROL UNIT

The FCU has six functions:
• fuel filtering,
• pressure increase,
• fuel metering,
• flow meter control,
• positive fuel shut-off,
• fuel muscle pressure regulation.
The FCU is made of a LP inlet fuel filter, a High Pressure (HP) fuel pump,
a pump relief valve, a HP fuel filter, an actuator pressure regulator for
hydraulic fuel operation, a torque-motor metering valve, a resistance
temperature device, a delta pressure regulator, a flow-meter
pressurizing valve, a fuel-shutoff solenoid valve.
Fuel filter replacement is recommended every 8500 Flight Hours.
MUSCLE PRESSURE
Additionally fuel muscle pressure 250 psig operates the surge control
valve actuator for air release to the exhaust and the load-compressor
IGV actuator. Servo fuel return goes back to the pump inlet.
From the Actuator Pressure Regulator fuel fl w continues to the
Metering Module and in parallel to the inlet of the Differential
Pressure Regulation Valve
FUEL SCHEDULE
The Electronic Control Box (ECB) controls the fuel-metering valve
through a torque motor.
The ECB:
• schedules fuel flow during start sequence, on-speed
operation and shutdown sequence,
• refers to information on the flowmeter pressurizing
valve to correct fuel fl w and in relation to the fuel
temperature (resistance-temperature device signal),
• modulates the on-speed fuel schedule to agree with
the aircraft demand for bleed air and electrical
power.
FUEL SHUT-OFF
The ECB controls the fuel 3-way solenoid valve for positive fuel shut-
off. The valve is controlled open during the start sequence and closed
during the stop sequence. Fuel goes back to the pump inlet.
FLOW DIVIDER AND SOLENOID VALVE

The flow divider supplies fuel in sequence to the primary and
secondary manifolds. It has a usually open fuel solenoid and a check
valve. During cold start or high altitude operation, the ECB energizes
the solenoid valve to close during the first 30% speed of the Auxiliary
Power Unit (APU) and all fuel flow is pushed through the primary
nozzles for better engine acceleration.
FUEL SUPPLY
Two fuel manifolds and 10 dual fuel-nozzles supply fuel. Each fuel-
nozzle has a primary and a secondary fuel orifice. When APU start is
selected, the primary fuel orifice is supplied and when the fuel
pressure is more than 125 psig the check valve in the flow divider
assembly opens to supply the secondary fuel orifice. During on-speed
operation, the two orifices are supplied.
APU SHUTDOWN
The 3-Way Shutoff Solenoid Valve is brought to the closed position and
the fuel is now given back to the pump inlet.
The fuel is trapped in the line to the Primary and Secondary Nozzles.
The 2 fuel manifolds are still filled up with remaining fuel.
APU INDICATION SYSTEM
TEMPERATURE INDICATING EGT THERMOCOUPLE

The Exhaust Gas Temperature (EGT) thermocouples are in the APU
exhaust. The EGT thermocouple is a chromel-alumel device which has
two probes of different lengths. The EGT thermocouples supply a
voltage in proportion to the EGT. This voltage is supplied through a
shielded cable to the ECB 59KD.
TEMPERATURE INDICATING (continued)

TEMPERATURE MONITORING
Each thermocouple does the conversion of the thermal energy of the
APU exhaust gas stream into an electrical voltage. This voltage
increases in proportion to the EGT.
The ECB receives the signals of the two thermocouple rakes and makes
an evaluation of the average temperature value that will be used for
processing and indication. If there is a difference of 65°C (150 deg.F)
between the two signals and an APU speed is above 95% of N1, the
ECB uses the highest value.
POWER INDICATING SPEED SENSOR

One speed sensor in installed at the bottom-right side of the gearbox.
The speed sensor includes:
• a magnetically soft-pole piece,
• a permanent magnet,
• two coils.
The movement of gear-like teeth on the compressor-turbine shaft
induces an AC current in the two coils of the speed sensor. The
frequency of this current is in proportion to the speed at which the
APU turns.
POWER INDICATING (continued)

POWER MONITORING
The two frequency signals, which are related to the speed at which the
APU turns, are transmitted to the ECB. By comparison, the ECB makes
an evaluation of the highest speed signal. The signal is also transmitted
through an ARINC 429 bus to EIS.
The APU SYSTEM page on the lower ECAM display unit shows the APU
speed in percent.
APU OIL SYSTEM D/O

CONTROL
GENERAL The Electronic Control Box (ECB) only controls the de-oiling valve in the oil system. The de-
oiling solenoid valve is electrically opened during APU start to make sure of cold start
The oil system of the Auxiliary Power Unit (APU) lubricates and decreases the temperature of
conditions and to decrease the load on the pressure pump. The solenoid valve is open during
the power section, load compressor, gearbox and AC generator.
This system is made of: start-up to 60% RPM when:
• storage, • the oil sump temperature is below -6.7°C (+20°F),
• supply, • or the A/C altitude is above 10,000 ft (P2<10,1 psia),
• or the APU fuel temperature is below -12.2°C (+10°F).
• scavenge,
The valve is energized open during every APU shutdown between 50% and 7% speed.
• venting,
• control, PROTECTION
• protection, The ECB gives protection to the APU if there is an oil system malfunction. The ECB monitors
• monitoring. oil pressure and oil temperature. If one of the oil parameters is out of limit, the ECB starts an
STORAGE automatic APU shutdown without time delay:
The sump of the APU Accessory Gearbox (AGB) is the oil reservoir. The AGB sump contains • gearbox high oil temp threshold: 162.78°C (325°F),
6.26 l (1.65 US gal) of oil. The oil reservoir can be filled by gravity or by pressure. • oil low pressure: 33 psi.
The AGB has: The ECB also stops the APU if a delta pressure switch at the scavenge filter or at the
lubrication filter shows impending filter clogging.
• an oil fill cap for gravity filling,
• optional pressure oil servicing with a pressure fill and overfill port, MONITORING
• an oil-level sight glass with FULL and ADD marks, The oil system is monitored to increase the APU life. The oil sump is installed with a low-level
• a magnetic chip detector and oil drain plug installed at the lowest point of the switch to show maintenance information in the cockpit. When the level is at the "ADD" mark
AGB, 4.60 l (1.22 US gal), the APU can continue to operate for 10 hours maximun. This changes
• an oil heater. with the different operating attitudes of the A/C in flight. A magnetic drain plug, put fully in
the APU oil, lets the oil drain from the sump and attracts ferrous metal particles.
OIL HEATER (OPTION)
The control of the oil heater is independent of the ECB. When the oil temperature is below 16
°C (61 °F) and the APU master switch is released out, the heater is supplied with 115VAC.
The oil heater is switched off when the oil temperature increases above 49°C (120 °F) or the
master switch is selected ON. The oil heater is an option.
SUPPLY
A three-element gerotor pressure pump pulls the oil from the sump. A
pressure-regulating valve and ultimate-relief valve assembly keeps a
constant lube supply pressure for oil supply to the engine and
generator and prevents over-pressurization of the lube system.
Pressure-regulated oil goes through a cooler and a disposable filter.
The bypass valve opens at an oil temperature below 60°C (140 °F) or
when there is a differential pressure between 55 - 60 psi around the oil
cooler. The oil is then sent to the cooling fan splines, the APU spline
shaft, the APU supporting bearings rear and front, the gearbox pinions
and the electrical AC generator.
SCAVENGE
The scavenged oil from the turbine sump is returned to the oil
reservoir with one scavenge pump.
The oil which lubricates the gears, the starter clutch and bearings of
the gearbox, is returned to the reservoir by gravity.
The scavenged oil from the generator sump is returned to the oil
reservoir with one scavenge pump.
The generator scavenge oil is from the generator scavenge oil-and
then supplied to the oil reservoir. This makes sure that no
contaminated oil returns from the generator to the oil reservoir.
VENTING
The oil from the generator is sent against the gearbox wall; this
removes the air, that is mixed with the oil. An air/oil separator
removes the oil particles from the gearbox air. This oil-free air is
released in the APU exhaust.
DE-OILING SOLENOID
The only component of the oil system controlled by the Electronic
Control Box (ECB) is the de-oiling valve.
DURING COLD START

During the cold start condition; the oil has a high viscosity. The de-
oiling solenoid valve reduces the oil pressure pump load during the
APU start by allowing air to enter the inlet of the oil supply pump. The
solenoid valve is open during start up to 60% rpm when the oil sump
temperature is below -6.7 deg.C (+19.94 deg.F) or the aircraft altitude
is more than 20,000 ft or the fuel temperature is below -12.2 deg.C
(+10.04 deg.F).
DE-OILING SOLENOID (continued)

DURING SHUT DOWN
During the APU shutdown, the de-oiling solenoid valve prevents the
coking of the oil remaining in the bearing chambers.
Therefore the ECB opens the de-oiling solenoid valve during shut
down between 55% - 7%.
APU AIR SYSTEM D/O
GENERAL SURGE PROTECTION

The Auxiliary Power Unit (APU) load compressor supplies the APU bleed air. The quantity Load compressor surge protection is ensured by a surge control valve, which discharges the
changes with the different bleed air demands of the pneumatic system. This system excess of air in the exhaust. The surge control valve is hydraulically operated for accurate
includes: and fast operation. The hydraulic
• - bleed supply, fluid is high pressure fuel from the Fuel Control Unit (FCU) with approximately 250
• - bleed control, psig.
• - surge protection,
• - oil cooling, OIL COOLING
• - compartment cooling,
A gearbox-driven fan draws air from the inlet plenum and forces it to pass through the oil
• - oil vent,
cooler. After leaving the oil cooler, the air is discharged overboard.
• - control,
• - monitoring.
COMPARTMENT COOLING
Air supplied by the fan, driven by one of the gears of the gearbox, is also used for APU
BLEED SUPPLY
compartment cooling. Cooling air fl ws through the outlets located on the cooling fan outlet
Bleed air supply to the A/C pneumatic system is controlled by a load control valve. The
duct. Natural convection ventilates the APU compartment through a vent grill in the upper
pneumatically-actuated CLOSE/OPEN butterfl valve, which allows or stops the bleed airflow
left area of the compartment when the APU is not in operation.
from the APU to the A/C users, is controlled by the Electronic Control Box (ECB) and opens
when the APU BLEED P/BSW is set to the ON position. The "APU BLEED" P/B sends "ON"
signal to the ECB via the Bleed Monitoring Computer (BMC).
BLEED CONTROL
The quantity of air necessary to the aircraft bleed users is controlled by the opening angle of
the load compressor Inlet Guide Vanes (IGVs). The IGVs are moved by a fuel-powered
actuator (IGC-Actuator). Pressurized fuel is supplied by the internal pressure regulator part
of the APU Fuel Control Unit.
OIL VENT
The gearbox is vented to the APU exhaust. The air is bled after an
air/oil separator action.
CONTROL
The ECB controls the air system using several parameters from the
following components installed on the APU:
• APU inlet pressure (P2) and temperature (T2) sensors,
• load compressor discharge pressure sensor (PT) and
differential pressure sensor (DP),
• command and feedback signals from the actuators and the
valves (IGV actuator, Load Control Valve and Surge Control
Valve),
• A/C demands: Main Engine Start (MES) and Environmental
Control System (ECS).
MONITORING
To help maintenance and troubleshooting, the load control valve and
the surge control valve are equipped with visual position indicators.
The ECB receives feed back signals about the position of the IGVs, the
load control valve and the surge control valve.
APU RUNNING AT 99% BLEED PUSH BUTTON ON

After the APU Bleed P/B is pushed, the blue ON light in the P/B
comes on and a signal is sent to the two BMCs and to the ECB to
open the Load Control Valve (LCV).
The LCV Solenoid will be energized to let the LCV open and to let
bleed air flow into the supply duct of the Aircraft pneumatic system.
To make sure a pressure build-up occurs in the Aircraft Bleed supply
duct, the ECB commands the Surge Control Valve (SCV) to the closed
position and then to modulate to prevent surge conditions.
The LCV (through a micro-switch) and the SCV (with an LVDT) send
valve position feed back to the ECB.
APU RUNNING AT 99% (continued)

BLEED AND PACK P/B PRESSED
The ECB receives a demand signal from the ECS Control Computer
after the Pack P/B on the Cockpit overhead panel is pushed in.
The ECB, due to this input signal, sends a retract command signal to
the IGV-Actuator to drive the Inlet Guide Vanes into a more open
position.
This will let more air from the APU Inlet Plenum go through the IGVs
into the Load Compressor Housing.
To make sure the necessary bleed air mass flows from the APU to the
ECS, the ECB commands the SCV to the fully closed position.
APU RUNNING AT 100%

After the Engine Master Switch is moved to the ON position, the ECB
receives a Main Engine Start (MES) boost signal to increase the bleed
pressure for engine start.
The ECB commands the IGV Actuator to the maximum retracted
position to drive the IGVs to the fully open position.
The SCV receives the command signal from the ECB to modulate and
discharge a certain mass of air into the APU exhaust.
When the engine start is completed, the MES signal is no longer valid
and the ECB commands the IGV actuator and the SCV to the required
position for bleed supply to the ECS.
APU SYSTEM MANAGEMENT D/O
APU START SEQUENCE

Auxiliary Power Unit (APU) normal operation, starting and shutdown, are
initiated from the APU control panel but controlled and monitored by the ECB.
Following conditions will be controlled and monitored:
• APU start,
• APU on-speed,
• APU normal shutdown,
• APU protective shutdown,
• APU emergency shutdown.
When the MASTER SWitch P/B is set to ON:
• the ON light comes on,
• the Electronic Control Box (ECB) is energized,
• the ECB starts the power-up test,
• the ECB exchanges data with the Data Memory Module,

• the APU LP valve opens,
• the APU fuel pump is energized if fuel system pressure is low,
• the APU air intake flap opens,
• the ECAM APU page comes into view. When the START P/B is set
to ON:
• the ON legend comes on,
• the ECB energizes the back-up start contactor and the start
contactor when these conditions are present: air intake flap
open, power-up test complete, data exchange between data
memory module and ECB complete,
• the contactors energize the starter motor and causes the APU main
shaft to start to turn,
• the igniter is energized,
• the de-oil valve opens with the oil/fuel temperature and altitude.
APU ACCELERATION SEQUENCE APU AT 7% RPM

At 7% speed:
• the ECB opens the fuel solenoid valve and combustion
occurs,
• the Inlet Guide Vanes (IGVs) close.
APU ACCELERATION SEQUENCE (continued)

APU AT 50% RPM
At 50% speed:
• the ECB de-energizes the start contactor, above 20,000 ft
at 58%, and causes the starter motor to stop and
continues to increase the speed of the APU automatically,
• the ECB de-energizes the back-up start contactor.

APU AT 60% RPM
At 60% speed:
• the ECB de-energizes the ignition unit,
• the ECB de-energizes the de-oil solenoid, if it is open.

APU AT 95% RPM
At 95% speed:
• the IGVs move to 22 degrees' open position to prevent
overheating,
• the ECB controls and monitors the APU automatically,
• the ON light in the START P/BSW goes off,
• the green AVAIL legend in the START P/BSW comes on,
• the APU generator can operate and APU bleed be
switched to ON.

APU AT 100% RPM
At steady state speed, an on-speed governor loop controls the fuel
flow to the APU. The ECB stabilizes the APU speed at 100%. However,
if the APU supplies the air conditioning system on a normal day and
while the aircraft is on the ground the speed is reduced to 99% for fuel
saving reasons.
APU ON-SPEED
When the APU generator operates, the generator output parameters
come into view on the ECAM system page. When the APU bleed is
switched to ON, bleed parameters are displayed on the ECAM system
page. The ECB opens the Load Control Valve in accordance to the Bleed
Monitoring Computer (BMC) signal coming from the APU Bleed P/B.
APU NORMAL SHUTDOWN

When the MASTER SW is OFF, the ECB closes the IGVs to the minimum
position of 15°, the load control valve closes if it is open, the surge
control valve opens and the cool-down cycle of the APU starts.
The cool-down cycle lets the APU operate for 60 seconds at a low
stabilized temperature. It starts when the ECB receives the closed
signal from the load control valve. If the load control valve was not in
the open position, the APU shuts down immediately.
During every normal shutdown the ECB tests its overspeed protection
circuit by simulating an overspeed condition, which causes the 3-way
shut-off solenoid in the Fuel Control Unit to close, and thereby starts
the APU roll-down.
It is possible to command an APU re-start during the shutdown
sequence. APU speed must be below 7% before the starter motor is re-
engaged.
APU NORMAL SHUTDOWN (continued)

APU AT 95% RPM
At 95% speed, APU "AVAIL" lights go off.

APU AT 50% RPM
At 50% speed, the de-oil solenoid valve opens to decrease drag during
the next start.

APU BELOW 7% RPM
At and below 7% speed:
• the de-oil solenoid closes,
• the APU fuel LP valve closes,
• the data memory module is updated,
• the air intake closes.
The ECB de-energizes itself when the air intake has reached the fully
closed position.
APU PROTECTIVE SHUTDOWN

When the ECB is energized, it controls the APU starting and operating
phases. If an abnormal parameter is found, it starts an immediate
shutdown without time delay, even if the APU bleed air is in use.
The ECB protective shutdown parameters are:
• overspeed,
• ECB failure,
• underspeed,
• overtemperature,
• loss of speed,
• sensor failure: thermocouples, low oil level and Low Oil
Pressure (LOP) switch failure,
• no flame,
• flap not open,

• High Oil Temperature (HOT),
• LOP,
• no speed,
• inlet overheat,
• no acceleration,
• clogged oil filter,
• main power stop.
APU EMERGENCY SHUTDOWN

The ECB starts an emergency shutdown when the APU FIRE P/B, in the
cockpit, is released out or when the APU SHUT OFF P/B, on the external
power receptacle panel, is pushed. The ECB starts an automatic emergency
shutdown when an APU fire is found on ground. The APU stops
immediately without time delay, even if the APU bleed air system is in use.
ECB INTERFACES
POWER SUPPLY LGCIU 1

One of the A/C batteries at the minimum and the A/C DC network, electrically supply the The ECB receives the aircraft on ground discrete input signal from Landing Gear Control
Electronic Control Box (ECB), through the MAIN control relay of the Auxiliary Power Unit and Interface Unit (LGCIU) 1.
(APU).
APU FUEL FEED SYSTEM
MASTER SWITCH P/B The ECB receives a discrete signal from the APU low fuel pressure switch. It sends a
The APU MASTER SWITCH sends a discrete supply or stop signal to the ECB. The ECB sends discrete signal to the APU fuel LP shut-off valve.
a discrete signal to the FAULT light, when an automatic shutdown occurs or if there is an
emergency shutdown.
EIU
During engine starts, the ECB receives a Main Engine Start (MES) signal from Engine
AIR INTAKE FLAP
Interface Unit (EIU) 1 or 2. This signal causes the ECB to set the Inlet Guide Vanes (IGVs) to
The ECB receives an air intake flap open or closed position signal and sends a power output the fully open position if APU bleed has been selected to ON.
to open or close the air intake flap.

BMC
START P/B When the APU BLEED P/B is set to ON, Bleed Monitoring Computer (BMC) 1 or 2 sends a
A discrete input signal from the START P/B starts the starting sequences. The ECB sends a discrete input to the ECB. This controls the APU load control valve to open. The BMCs
discrete signal to the ON light during the APU start sequence. A discrete output signal to receive a closed-position signal from the APU load control valve to monitor the pneumatic
the A/C energizes the AVAIL light in the START P/B when the APU speed is above 95%. system and to show ECAM indications.
BACK-UP AND MAIN START CONTACTORS TSO/JAR

The ECB receives a discrete input from the main start contactor and sends discrete outputs The ECB receives a discrete input from the TSO/JAR
to the back-up and main start contactors. configuration-programming pin. This open or ground signal finds if the ECB obeys the
Technical Standard Order (TSO) or the Joint Aviation Requirements (JAR). Concerning the
EMERGENCY STOP JAR, all System Display (S/D) circuits are available in flight. This configuration is the
A discrete input signal from the A/C starts the APU emergency shutdown logic after the standard configuration. For TSO, only emergency, overspeed and loss of speed shutdowns,
ECB receives this signal. are available in flight.
ENVIRONMENTAL CONTROL SYSTEM (ECS) DATA MEMORY MODULE

The ECB receives, via an ARINC 429 bus, an input from the Air Conditioning System
A data memory module installed on the APU inlet plenum keeps and interchanges many
Controller 1 and 2 (ACSC) to control the IGVs position according to the demand. The ECB
parameters with the ECB:
sends a discrete output to the ACSC 1 and 2 to signal that the APU bleed valve is en
• APU serial number,
delivery position.
• APU operating hours and starts,
• APU accumulated hot time,
A320/A321 IDENTIFICATION • APU accumulated shutdowns, etc.
The ECB receives a discrete input from the A/C signature PIN PROGramming. This
identification pin lets the ECB identify A321 applications for functional differences from
those of an A320.
SDAC
The ECB sends to System Data Acquisition Concentrators (SDACs) 1 and 2, through ARINC
429 Data buses, the indications to show on the ECAM APU page and shutdown information
to start the related warnings.
CFDS
The ECB is a BITE system type-1 computer and connects to the Centralized Fault Display
System (CFDS) through ARINC 429 data buses.
DMU PART
The Data Management Unit (DMU) part of the Flight Data Interface and Management Unit
(FDIMU) partially keeps APU lifetime data. This information lets you monitor the engine
conditions.
APIC APS3200
APU DRAIN SYSTEM PRESENTATION
APU DRAIN SYSTEM EXHAUST MUFFLER DRAIN
A drain system prevents the collection of fluids in the Auxiliary Power Unit (APU) system and The exhaust muffler drain line is routed to the drain mast. This drain line collects fuel, water
compartment. or air leaks.
FCU / OIL PUMP SEAL DRAIN COMBUSTOR HOUSING DRAIN

The Fuel Control Unit (FCU) / oil pump seal drain line is routed via a collector line to the drain The combustion housing drain line is routed to the drain mast. This drain line collects
tank. This line drains fuel or oil leaks. unburned fuel from the combustion chamber that may be accumulated in the combustor
following an unsuccessful light-up.
BLEED CONTROL VALVE ACTUATOR SEAL DRAIN
The bleed control valve actuator seal drain line is routed via a collector line to the drain tank. DRAIN TANK
This line drains fuel leaks only. For venting and evacuation the drain tank is connected to the drain mast. Airflow across the
drain mast creates a vacuum in the drain line. The suction effect produced at 200 kts, is
INLET GUIDE VANE ACTUATOR SEAL DRAIN sufficient to remove the contents of the drain tank. A vent line ventilates the drain tank and
The Inlet Guide Vane (IGV) actuator drain line is routed via a collector line to the drain tank. drain lines. The APU drain lines are connected to the right access door drain lines through
This line drains fuel leaks only. spring adapter kiss seals.
FRONT BEARING SEAL DRAIN

Any oil leak from the front bearing seal flows to the A/C drain mast.
START FUEL MANIFOLD PURGE

The fuel, which remains in the pilot injectors and manifold, is purged to the APU exhaust.
AIR BYPASS PLENUM DRAIN

The air bypass plenum drain line is routed to the drain mast. This drain line collects fuel,
water or air leaks.
APU BASIC DESCRIPTION
GENERAL
The Auxiliary Power Unit (APU) is installed in the fuselage tail cone. Tie
rods attach the unit by a three-point mounted suspension system to
the structure brackets on the compartment ceiling in a fireproof
compartment. A pair of access doors on the bottom of the tail cone
opens outwards to let the APU be lifted and lowered.
AIR INTAKE SYSTEM

The air intake system ducts ambient air to the APU inlet plenum. The
air intake system includes:
• a fixed diverter that increases ram air recovery for flight
operation and also prevents any fluids, flowing along the
fuselage, from entering the air intake,

• an air intake with inlet flap,
• an air inlet duct.
ENGINE CONTROLS
The Electronic Control Box (ECB) controls and monitors the APU operation. It is a Full
OIL SYSTEM
A wet sump lubrication system cools and lubricates the electrical generator, the accessory
Authority Digital Engine Control (FADEC) type computer. The ECB has the following
gearbox and the APU bearings. The system components are all located on the gearbox
functions:
except the oil cooler that is located on the APU left hand side.
• control of the APU start sequence,
• monitoring of the APU speed, exhaust gas temperature and bleed air supply,
• normal stop sequence and automatic or emergency shutdown, IGNITION AND STARTING SYSTEM
• failure indication for trouble shooting. The ignition and starting system rotates the engine to a self-sustained speed. It also will
start ignition of the fuel/air mixture in the engine combustion chamber. The system
includes:
ENGINE
• an electrical starter motor,
The APU is a single spool engine based on a modular design including a power section,
• an ignition unit,
driving a single stage centrifugal load compressor and an accessory gearbox. The APU
• two igniter plugs.
power section has:
• a single stage centrifugal compressor,

• a reverse flow combustion chamber, ACCESSORY GEARBOX
• a two-stage axial flow turbine. The gearbox transmits the shaft power to the APU accessories and to the APU generator,
which are installed on the gearbox pads. The gearbox is also the oil reservoir for the APU
lubrication system. The components mounted on the accessory gearbox are:
IGV
• the starter motor assembly,
The Inlet Guide Vanes (IGVs) control the amount of air discharged from the APU load
• the cooling air fan assembly with the Permanent Magnet Generator (PMG),
compressor. The 24 IGVs are moved simultaneously by a gear train operated by an
• the Fuel Control Unit (FCU),
actuator. The IGV system uses fuel as hydraulic fluid for the servo valve actuator to control
• the AC generator.
the IGVs through the ECB.
AC GENERATOR
BLEED AND SURGE AIR
The 3 phases AC generator transforms the mechanical power into electrical power of 90
The bleed and surge air system supplies air to the A/C pneumatic system while avoiding
KVA to supply the electrical A/C system with
load compressor surge. The bleed control valve acts as a combined bleed and surge valve,
115V-400Hz.
electrically controlled by the ECB and fuel operated.
FUEL SYSTEM
The APU is supplied of fuel from either the fuel tank pumps or the APU
fuel pump, according to the pressure sensed in the APU fuel feed line
upstream of the pump. The APU fuel system operates automatically
and includes:
• an APU fuel pump, an APU fuel pressure switch,
• a LP valve,
• a fuel LP switch,
• an FCU for Fuel Flow (FF) scheduling,
• a fuel line vent and drain valve.
APU IGNITION AND STARTING D/O
STARTER CONTROL
The starting system operates the Auxiliary Power Unit (APU) rotor
through a clutch and gearbox. When the APU speed is 55% rpm, the
start logic of the Electronic Control Box (ECB) stops the supply to the
start contactors, which stops the starter motor. The timed acceleration
loop of the ECB causes the APU to increase its speed until it gets to the
governed speed.
During Ram Air Turbine (RAT) extension, APU starting is inhibited by
the Battery Charge Limiters (BCL 1 and BCL 2). The BCLs remove the
ground signal necessary to the operation of the Main Start Contactor
from the MASTER SW, and thus prevent operation of the main start
contactor 5 KA.
IGNITION CONTROL
The ignition system is used to ignite and maintain combustion during
the start phase. The ignition system includes:
• an ignition unit,
• two ignition leads,
• two igniter plugs.
The ignition system operates from initial crank up to 55% rpm.
APU FUEL SYSTEM D/O
GENERAL
The fuel system provides metered fuel to sustain combustion. Part of
the fuel is used as muscle pressure to operate the Inlet Guide Vane
(IGV) actuator and the bleed control valve actuator.
FCU
The Fuel Control Unit (FCU) has five functions:
• fuel filtering,
• pressure increase,
• fuel metering,
• positive fuel shut-off,
• fuel muscle pressure regulation.
The FCU is composed of a Low Pressure (LP) fuel pump, a filter with a
filter by-pass valve and a Differential Pressure Indicator (DPI), a High
Pressure (HP) fuel pump with a pressure relief valve, a constant
Differential Pressure (DELTA P) valve, a pressure regulator for the
bleed control valve and the IGV actuators, a fuel servo valve, and the
3-way solenoid valve. A FCU drain line purges the pump shaft seal.
APU START FUEL PRESSURE

As the Auxiliary Power Unit (APU) is started the fuel coming from the
aircraft fuel system flows through the Low Pressure (LP) pump,
through a filter to the High Pressure (HP) pump.
If the filter becomes contaminated, the impending filter bypass will be
indicated by the Differential Pressure Indicator (DPI). When the filter is
blocked the by-pass valve will open. The HP pump has a pressure relief
valve to cut off excessive pressure peaks.
APU START (continued)

ECB FUNCTIONS
During the APU start, the Electronic Control Box (ECB) energizes the 3-
way solenoid valve and the Torque Motor (TM) of the fuel servo valve.
The fuel, pressurized by the HP pump, then flows through the servo
valve and through the 3-way solenoid valve to the flow divider. The
ECB schedules fuel flow for start sequence, on speed operation and
shutdown sequence. The ECB modulates the on-speed fuel schedule to
match the A/C demand for bleed air and electrical load.

FUEL SCHEDULE
From the HP pump, the fuel also flows to the pressure regulator. The
fuel muscle pressure is used to operate the bleed control valve
actuator, for the air delivery to the A/C and the air discharge to the
exhaust, and for the load compressor IGV actuator. Servo fuel is
returned downstream to the LP pump outlet and upstream to the fuel
inlet.

DELTA PRESSURE VALVE
The constant Differential Pressure (DELTA P) valve lets excessive
fuel from the HP pump flow back to the filter inlet and maintains
a constant pressure difference across the servo valve.

FLOW DIVIDER
The flow divider and drain valve assembly divides the fuel between the
pilot and main injectors. During the start sequence, the pilot injector
valve opens when the fuel pressure reaches 20 psi to initially supply
the 3 pilot fuel injectors.
As the fuel pressure increases, the main injector valve opens and fuel is
supplied to the 6 main fuel injectors. When the APU is running, the two
valves are in the open position to supply all injectors.
The ECB controls the fuel system using several parameters. During the
start sequence, it uses APU speed, Exhaust Gas Temperature (EGT),
air inlet pressure and temperature. During steady-state operation the
ECB uses the speed only.
APU SHUTDOWN FUEL INJECTORS CUT OFF

When the APU shutdown is initiated, the ECB de-energizes the 3-way
solenoid valve for positive fuel shut-off. Fuel is returned to the fuel
filter inlet. The fuel supply to the fuel injectors is cut off.
APU SHUTDOWN (continued)

FUEL DRAIN AND VENT VALVE
As the fuel pressure decreases in the flow divider and drain valve
assembly, the two injector valves close. The fuel remaining in the pilot
injectors is purged to the APU exhaust by combustion chamber
pressure.
APU INDICATION SYSTEM
TEMPERATURE INDICATING EGT THERMOCOUPLE

Two Exhaust Gas Temperature (EGT) thermocouples are installed in
the exhaust cone at the turbine discharge. The EGT thermocouple is a
chromel-alumel device, which has two probes of different lengths. The
EGT thermocouples supply a voltage in proportion to the EGT. This
voltage is supplied through a shielded cable to the ECB 59KD. The two
thermocouples are connected together and each thermocouple is
connected to the ECB.
TEMPERATURE INDICATING (continued)

TEMPERATURE MONITORING
Each thermocouple does the conversion of the thermal energy of the
APU exhaust gas stream into an electrical voltage. This voltage
increases in proportion to the EGT.
The ECB receives the signals of the two thermocouple rakes and makes
an evaluation of the average temperature value that will be used for
processing and indication.
POWER INDICATING SPEED SENSOR

Two speed sensors are installed in the gearbox casing. Each of the
speed sensors is connected to the ECB.
The speed sensor has:
• a permanent magnet,
• a pole piece,
• a coil,
• a housing.
The speed sensors give the frequency in proportion to the APU speed.
A PMG is installed in the cooling fan of the accessory cooling system
and it is used for back-up overspeed protection.
POWER INDICATING (continued)

POWER MONITORING
The speed sensors measure the APU speed and transmit a frequency to
the ECB. The ECB monitors the power indication during all APU
operating conditions. The ECB starts the automatic shutdown sequence
if there is a failure of the two speed sensors. The PMG transmits a
speed signal to the ECB for back-up overspeed protection and supplies
emergency power supply for the ECB.
APU OIL SYSTEM D/O
GENERAL STORAGE
The sump of the Auxiliary Power Unit (APU) accessory gearbox is the oil
reservoir. The accessory gearbox sump contains 5.2 l (1.4 US gal) of oil. On
the left hand side of the gearbox, a gravity fill port is installed with a scupper
to drain spilled oil. The gearbox has:
• a pressure fill port,
• an overflow port,
• a sight glass.
PROTECTION
The ECB protects the APU in case of oil system malfunction. The ECB
monitors oil pressure and oil temperature. If one of the oil parameters is
out of range, the ECB initiates an automatic APU shutdown without time
delay.
• gearbox High Oil Temperature (HOT) threshold: 135°C (275°F),
• AC generator high oil temp: 180°C (356°F),
• Low Oil Pressure (LOP): 35 psi.
MONITORING
The oil system is monitored to increase the APU life. Lube and scavenge
filters have visual clogging indicators. The oil sump has a low level sensor to
show maintenance information in the cockpit. When the level is at the "ADD"
mark 4l (1 US gal) the APU is able to continue running for at least 60 hours. A
magnetic drain plug, immersed in the APU oil, is used for the oil drainage
from the sump and attracts ferrous metal particles. Two Differential Pressure
(DELTA P) switches, one for the scavenge filter and a second one for the
pressure filter are use for the ECB in case of clogging situation and an APU
auto shutdown is triggered.
SUPPLY
The oil is drawn from the sump and pressurized by a vane-type
pressure pump. The pressurized oil goes through a cooler and a
disposable filter. If the pump pressure is too high, a pressure relief
valve opens and releases oil back to the pump inlet.
The oil is then directed to the gears and bearings of the accessory
gearbox, the load compressor front bearing, the power section rear
bearing and the electrical generator.
SCAVENGE
Oil from the electrical generator and the APU rear bearing is returned
to the sump by two scavenge pumps. The oil from the AC generator
returns to the sump through a vane-type scavenge pump and a filter.
The oil from the APU rear bearing returns to the sump through a
scavenge pump. Oil from the gearbox pinions and the APU front
bearing is scavenged by gravity.
VENTING
The air oil mist from the rear bearing is returned to the gearbox
housing through an external pipe. An air/oil separator removes the oil
particles from the gearbox air. This oil-free air is discharged in the APU
exhaust.
DE-OILING SOLENOID FUNCTION

The only component of the oil system controlled by the Electronic
Control Box (ECB) is the de-oiling valve.
DURING START
Especially during the cold start condition; the oil has a high viscosity.
The de-oiling solenoid valve reduces the oil pressure pump load at any
APU start by allowing air to enter the inlet of the oil supply pump.
Above 55% APU speed, the ECB de-energizes the solenoid and the de-
oiling valve closes.
DE-OILING SOLENOID FUNCTION (continued)

DURING SHUT DOWN
During the APU shutdown, the de-oiling solenoid valve prevents the
coking of the oil remaining in the bearing chambers.
Therefore the ECB opens the de-oiling solenoid valve during shut down
between 90% and 7%
APU AIR SYSTEM D/O
APU RUNNING AT 100% - BLEED NOT SELECTED

PRESSURIZATION AND OIL VENT
Bleed air supply to the A/C pneumatic system is controlled by a bleed control valve for
Pressurized air enters the gearbox during operation from the front and rear bearing seal
delivery function. The fuel-operated bleed control valve is a diverter valve: either to the A/C
buffering systems. This air comes from the power section compressor. The gearbox is
system and/or the Auxiliary Power Unit (APU) exhaust.
vented to the APU exhaust. The oil mist is separated from the vent air by an air-oil
NOTE: the hydraulic fluid is high pressure fuel from the Fuel Control Unit pressure regulator
separator.
part with a pressure of approximately 250 psig.
CONTROL
BLEED CONTROL
The ECB controls the air system using several parameters:
The quantity of air necessary for the aircraft bleed users is controlled by the opening angles
• signals from the APU inlet pressure and temperature sensor,
of the load compressor Inlet Guide Vanes (IGVs). The IGVs are moved by a fuel-powered
• signals from the load compressor discharge pressure sensor and the differential
actuator.
pressure sensor,
• command and feedback signals from the fuel driven actuators.
SURGE PROTECTION
Load compressor surge protection is done by the bleed control valve that discharges the
MONITORING
excess of air in the exhaust.
The compressor discharge pressure sensor is a unit, which contains a static pressure and a
differential pressure sensor. It is located at the APU air intake plenum. The ECB uses the
OIL COOLING
sensor output voltage for the calculation of the compressor air fl w and to give the APU
A gearbox-driven fan draws air from the inlet plenum and forces it to go through the oil BLEED pressure indication for the APU page on the lower ECAM display unit. To help
cooler. After leaving the oil cooler, the air is discharged overboard. The cooling fan maintenance and troubleshooting, the bleed control valve has a visual position indicator.
incorporates a Permanent Magnet Generator (PMG), which supplies a direct current to the
Electronic Control Box (ECB), if the main supply is interrupted, for a maximum of 230ms.
COMPARTMENT COOLING
Air supplied by the fan, which is driven by one of the gears of the gearbox, is also used for
the APU compartment cooling. The compartment cooling air is blown through a smaller duct
attached to the fan discharge tube. Natural convection ventilates the APU compartment
when the APU is not in operation.
APU RUNNING AT 100% - BLEED PUSHBUTTON ON

When the APU Bleed P/B is pushed, the blue ON light in the P/B comes
on and a signal is sent to the two BMCs and to the ECB to open the
Bleed Control Valve (BCV).
The BCV servo valve receives a command signal from the ECB to let the
BCV open the duct for Aircraft Pneumatic System supply and to let
bleed air flow into the supply duct.
To make sure that a pressure build-up occurs in the Aircraft Bleed
supply duct, the ECB first commands the Bleed Control Valve (BCV) to
the exhaust duct closed position and then modulates the BCV to
prevent surge conditions.
The BCV uses an LVDT for position feedback transmission to the ECB.
APU RUNNING AT 100% - BLEED AND PACK PUSHBUTTON PUSHED

The ECB receives a command signal from the ECS Control Computer
after the Pack P/B is pushed on the Cockpit overhead panel.
Because of this input signal, the ECB sends an extend command signal to
the IGV-Actuator to drive the Inlet Guide Vanes into a more open
position.
Because of this, more air from the APU Inlet Plenum will go through the
IGVs into the Load Compressor Housing.
To make sure that the necessary bleed air mass flows from the APU to
the ECS, the ECB commands the BCV to the exhaust duct fully closed
position.
APU RUNNING AT 100% - BLEED AND MES SIGNAL INPUT TO ECB

When the engines of the aircaft are started, the ECB receives a Main
Engine Start (MES) boost signal to increase the bleed pressure for engine
start.
The ECB commands the IGV Actuator to the maximum extended position
to drive the IGVs to the fully open position.
The BCV receives the command signal from the ECB to modulate and
discharge a certain mass of air into the APU exhaust.
When the engine start sequence is completed, the MES signal is no longer
applicable and the ECB commands the IGV actuator and the BCV to the
necessary position for bleed supply of the ECS.
APU SYSTEM MANAGEMENT D/O
GENERAL
The Auxiliary Power Unit (APU) system management and control keeps
the APU rotation speed constant to obtain a constant AC generator
frequency output, protects the power unit from over temperature,
avoids load compressor surge, controls safe APU start and eases the
APU maintenance. The APU management system controls the
following sequences:
• power-up state,
• watch state,
• starting state,
• steady state,
• cool down state,
• shutdown sate.
POWER-UP STATE
When the APU MASTER SWitch is set to ON, the APU fuel Low Pressure
(LP) valve opens and the APU fuel pump logic is energized. The
Electronic Control Box (ECB) controls the opening of the air intake flap
and initiates a power-up test:
• test of On Board Replaceable Module (OBRM), Read Only
Memory (ROM) checksum, Random Access Memory
(RAM) read/write,
• test of speed circuit, oil level, discrete and analog
outputs,
• on the lower ECAM display unit the APU page is shown.
WATCH AND START PREPARATION STATE

After completion of the power-up state, the ECB automatically enters
the watch state. Upon receipt of the start command, provided that
there are no prohibitive conditions and rotation speed is less than or
equal to 7% rpm, the ECB enters the start preparation state.
STARTING STATE
The starting state begins when the APU START P/BSW is pressed and
continues until APU AVAILable light activation.
START P/B PRESSED + 100 MS

When the START P/BSW has been pressed in, the ECB initiates the start
sequence and energizes the backup start contactor. The receipt of a
stop signal at any time during the starting state leads to a shutdown
without any cool down period.
STARTING STATE (continued)

BACKUP START CONTACTOR SUPPLIED + 1.5 S
The components activated by the ECB are:
• the gearbox de-oiling valve,
• the ignition unit,
• the main start contactor.

ROTATION SPEED N > 3% RPM
The components activated by the ECB are:
• the 3-way solenoid valve for the High Pressure (HP) fuel
ON/OFF function,
• the fuel servovalve for the fuel metering function.

During starting, fuel flow is controlled under the following programs:
• begin manifold fill algorithm,
• open loop fuel schedule.

DELTA EGT > 10°C
The initiated acceleration is controlled to 100% rpm.

The ECB de-energizes:
• the ignition unit,
• the gearbox de-oiling valve,
• the main start contactor.

ROTATION SPEED N > 55% RPM + 5 S
The backup start contactor is de-energized.

The ECB functions are:
• surge control and IGV control loops activation,
• APU AVAIL signal activation,
• start in progress output de-activation,
• steady state speed control loop activation,
• enter run state.
STEADY STATE
In steady state the ECB controls the speed, the load compressor
operation, and monitors the Exhaust Gas Temperature (EGT).
SPEED CONTROL
This function keeps the rotation speed of the APU rotating assembly
constant, whatever the load applied. This is achieved by metering the
fuel flow, which varies with the air inlet pressure and temperature.
LOAD COMPRESSOR CONTROL

This function opens the Inlet Guide Vanes (IGVs) according to the bleed
air demand from the A/C, ECS or MES. Protection against load
compressor surge is achieved by controlling and reading the position of

the bleed control valve, according to the inlet temperature, and
differential and discharge pressure signals of the load compressor
(DELTA P/P ratio). If the ECB detects a surge condition, the bleed
control valve is positioned to discharge air to the exhaust.
NOTE: 1: In case of failure of the load compressor control, the IGVs
are closed and the bleed control valve is fully opened to discharge.
2: In case of detected reverse flow operation, the APU is automatically
shut down by the ECB.
EGT CONTROL
This function avoids APU over temperature by controlling the Inlet
Guide Vane (IGV) position to closed. Thus, the pneumatic load is first
reduced to give priority to the electrical load. This is achieved by
controlling the position of the IGVs to the closed position as a function
of the EGT as long as the over temperature condition is present.
COOLDOWN STATE
At stop command MASTER SW OFF, the pneumatic load is removed, i.e.
the IGVs are closed, the bleed control valve positioned to discharge, the
AC generator may still be loaded, then the engine goes into a 120 s cool
down cycles. This function runs the APU at a low stabilized temperature
before normal shutdown.
NORMAL SHUTDOWN
An APU normal shutdown is initiated when the MASTER SW P/B is
released out. If the APU bleed air is not selected, the APU shuts down
immediately. The normal shutdown signal stops the fuel supply. This
causes the APU to decelerate. The AVAIL indication goes off and the AC
generator de-energizes. When the speed is less than 90% rpm, the
gearbox de-oil solenoid valve opens. When the speed is less than 7%
rpm, the air intake flap is controlled to fully close and the de-oiling
solenoid valve is de-energized to close.
PROTECTIVE SHUTDOWN
When the ECB is powered, it controls the APU starting and running
phases. If an abnormal parameter is detected, it initiates an immediate
shutdown without time delay, even if the APU bleed air system is used.
The ECB protective shutdown parameters are:
• over speed,
• over temperature
• Low Oil Pressure (LOP),
• High Oil Temperature (HOT),
• start period timer,
• sensor failure,
• air intake flap,
• no flame,
• reverse flow,
• no acceleration,
• loss of DC power,
• ECB failure,
• generator HOT
• loss of speed sensing,
• IGV shutdown,
• oil filter clogged.
EMERGENCY SHUTDOWN
The ECB initiates an emergency shutdown when either the APU FIRE
P/B, which is located in the cockpit, is released out, or when the APU
SHUT OFF pushbutton, which is located on the external power
receptacle panel, is pressed. The ECB receives automatically an
emergency shutdown signal when an APU FIRE is detected on ground
by the APU Fire Detection Unit. The APU shuts down immediately
without time delay, even if the APU bleed air system is used.
ECB INTERFACES
POWER SUPPLY LGCIU 1

The Electronic Control Box (ECB) is electrically supplied, through the Auxiliary Power Unit The ECB receives the discrete input signal from the Landing Gear Control and Interface
(APU) MAIN control relay, by at least one of the A/C batteries, the A/C DC network or Unit (LGCIU) 1.
transiently from the 28 V DC Permanent Magnet Generator (PMG).
APU FUEL FEED SYSTEM
MASTER SWITCH P/B The ECB receives a discrete signal from the APU low fuel pressure switch. It sends a discrete
The APU MASTER SWitch sends a discrete supply or stop signal to the ECB. The ECB sends a signal to the APU fuel LP Shut-Off Valve (SOV).
discrete signal to the FAULT light when an automatic or emergency shutdown occurs or a
power-up test fails.
EIU
During engine starts, the ECB receives a Main Engine Start (MES) signal from Engine
AIR INTAKE FLAP Interface Units (EIUs) 1 or 2. This signal causes the ECB to position the Inlet Guide Vanes
The ECB sends a power output for opening or closing the air intake flap and receives an air (IGVs) to the fully open position and the bleed control valve to modulate in delivery
intake flap open or closed position signal. position.
START P/B BMC

A discrete input signal from the START P/B initiates the starting sequences. The ECB sends a When the APU bleed P/B is set to ON, Bleed Monitoring
discrete signal to the ON light during the APU start sequence. A discrete output signal to Computers (BMCs) 1 or 2 send a discrete input to the ECB which controls the opening of
the A/C energizes the AVAIL light in the START P/B when the APU speed is above 95% rpm. the APU bleed control valve. ECB sends discrete output signal to the BMCs to indicate when
the BCV is not in the closed position.
BACK-UP AND MAIN START CONTACTORS
The ECB sends discrete output signals to the back-up and the main start contactors and TSO/JAR
receives as a feedback a discrete input from the main start contactor. The ECB receives a discrete input from the A/C signature PIN programming. This open or
ground signal determines whether the ECB follows the Technical Standard Order (TSO) or
EMERGENCY STOP the Joint Aviation Requirements (JAR).
A discrete input signal from the A/C initiates the APU emergency shutdown logic after the
ECB has received this signal.
ENVIRONMENTAL CONTROL SYSTEM (ECS)

The ECB receives, via an ARINC 429 bus, an input from the Air conditioning System
Controller 1 and 2 (ACSC) to control the IGVs position according to the demand. The ECB
sends a discrete output to the ACSC 1 and 2 to signal that the APU bleed valve is in delivery
position.
A320/A321 IDENTIFICATION
The ECB receives a discrete input from the A/C signature PIN programming. This
identification PIN lets the ECB identify the A321 applications for functional differences from
those of an A320.
GENERATOR OIL TEMPERATURE SENSOR

The ECB receives an analog input from this sensor which is a component mounted on the
AC generator.
SDAC
The ECB sends to the System Data Acquisition Concentrators (SDACs) 1 and 2, via ARINC
429 data buses, the indications to show on the ECAM APU page and shutdown information
to trigger the related warnings.
CFDS
The ECB is a BITE type 1 computer and is connected to the Centralized Fault Display System
(CFDS) via ARINC 429 data buses.

ATA 51
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 51
STRUCTURE contact@agt.aero
Table of Contents
DESCRIPTION PAGE
ATA 51 1
STRUCTURAL BREAKDOWN AND ZONING 3

DOORS STRUCTURAL DESCRIPTION 26
ATA 53 42
FUSELAGE D/O 43
A318 FUSELAGE D/O 81

ATA 54 117
PYLONS/NACELLES D/O 118
ATA 55 132
STABILIZERS D/O 133

A318 STABILIZED DIFFERENCES 167
ATA 56 179
WINDOWS D/O 180
ATA 57 195
WINGS D/O 196
STRUCTURAL BREAKDOWN AND ZONING
REFERENCE AXES
The structure elements are installed according to the following
reference axes. The X axis in the longitudinal direction of the fuselage,
the Y axis in the direction of the wing span and the Z axis in the vertical
direction. The cross section P presents a typical fuselage section at
frame 47.
Note: The reference (station 0) for all structural measurements for the
X axis is set at 100 in (254 cm) forward of the A/C nose.
ATA CHAPTERS
The A/C structure is divided according to the ATA 100 specifications.
SECTION NUMBERS
Each major part of the A/C receives a section number. The fuselage
section base number is 10. The fuselage is divided into various sections
for manufacturing reasons.
SECTION NUMBERS (continued)

WING AND TAIL PLANE
The general wing section base number is 20. The general tail plane
section base number is 30.
SECTION NUMBERS (continued)

ENGINE, LANDING GEAR AND BELLY FAIRING
The engine section base number is 40. The L/G section base number is
50. The general belly fairing section base number is 60.
STATION NUMBERS FUSELAGE

The STAtion number is the distance in centimeters of a cross-section
from a reference point. The station/frame numbers shown agree with
the section boundaries.
STATION NUMBERS (continued)

VERTICAL STABILIZER
For the vertical stabilizer the reference station is Z=0 at the vertical Z-
axis. Due to the fin tip extension, the A318 station numbers have
changed. The new additional rib 12N is on the STA597.
STATION NUMBERS (continued)

HORIZONTAL STABILIZER, ENGINE AND WING
For the horizontal stabilizer the reference station is y=0 at the A/C Y
axis. For the wings, the reference station is the wing reference axis
(WY). WY is located at 1868 mm (73.54 in) from the A/C X axis. For the
engines, station numbers are different depending on the version.
ZONES NUMBERS
There are 8 major zones for the A/C. Each major zone is identified by
the first digit of a three digits number. The even numbers identify the
zones on the RH side of the A/C, while odd numbers identify the zones
on the LH side of the A/C. The sub-zone 320 identifies the vertical
stabilizer.
ZONES NUMBERS (continued)

WING (UPPER SURFACE) AND HORIZONTAL STABILIZER
The 500 numbers identify the LH wing zones, while the 600 numbers
identify the RH wing zones. The sub-zones 330 and 340 identify the LH
and RH side of the horizontal stabilizer.

WING (LOWER SURFACE), BELLY FAIRING AND LANDING GEAR
The sub-zone 710 identifies the NLG. The sub-zones 730 and 740
identify the LH and RH MLG.
The sub-zone 190 indicates the belly fairing. 734 and 744 are the MLG
door zone numbers.
Access doors and panels are identified by the number of the zone in
which the panel is installed followed by a two letter suffix. These two
letters are used to indicate the doors and panels. The first letter
indicates which access door or panel it is, starting from the reference
axis (A=first, B=second, ..., G=seventh, etc...). The second letter
indicates the access door or panel location:
• T=top (upper) surface,

• B=bottom (lower) surface,
• R=right side,
• L=left side,
• Z=internal,
• F=floor panel,
• W=sidewall panel,
• C=ceiling panel.
Here is an example of access panels on the left wing lower surface.

NACELLE, PYLON, ENGINE
The difference between the LH and RH pylon and nacelle is made with
the ten digits of the zone number 400. The difference between the LH
side and RH side is identified by the last digit (Tens digit: odd for he
left and even for the right). Within one engine, an odd zone number
indicates the LH side and an even zone number indicates the RH side
of the engine.

DOOR
The major zone 800 identifies the doors.
DOORS STRUCTURAL DESCRIPTION
GENERAL
The fuselage has:
• 4 passenger/crew doors,
• 2 or 4, emergency exits depending on the A/C type or
option,
• 2 cargo compartment doors,
• 1 bulk cargo compartment door (A320 & A321 only),
• landing gear bay doors and access doors for servicing and
maintenance.
PASSENGER COMPARTMENT DOORS PASSENGER/CREW DOOR

The aircraft has four type C passenger doors, located on each side of
the fuselage at frame (Fr) 16/20 and 66/68.
Normal operation of the door is possible from the inside and the
outside of the aircraft. Arming of the emergency operation is only
possible from inside.
The doors are of fail-safe, plug-type construction. The structure is of
conventional design, composed of an outer skin, frame segments and
beams. Edge members built a surrounding frame on which hinge
fittings and locking mechanisms are installed. The loads resulting from
cabin pressure are transferred by stop fittings located on each side of
the door and the frame.
All the doors include an evacuation system. The escape slides or slide /
rafts are stowed at the lower part of the passenger/crew door.
PASSENGER COMPARTMENT DOORS (continued)

EMERGENCY EXIT DOORS
On A318 and A319 aircraft are two Type III overwing emergency
exits installed, one on each side of the fuselage.
The A320 aircraft has four Type III overwing emergency exit doors,
two on each side of the fuselage.
In an emergency, these exits can be opened manually.
These emergency exits are of conventional plug type construction and
contain a standard size passenger cabin window.
The A321 aircraft has four Type "C" emergency exits, one on each side
of the fuselage sections 14A and 16A, between Fr 35.1 and 35.3A and
between Fr 47.2A and 47.4. The structural design and operation of
these plug-type exits is similar to the passenger doors.
In an emergency, these exits can be opened manually; they are

operated like the passenger doors.
These emergency exits are of conventional plug-type construction.
A slide (or slide/raft) is installed in a compartment below each door.
CARGO COMPARTMENT DOORS FWD & AFT CARGO DOORS

Two doors in the lower RH side of the fuselage provide access to the
main cargo compartments.
These doors are designed to carry loads from differential pressure and
circumferential loads of the frames from the fuselage. With this
consideration, they are of conventional design and have:
• an outer and inner skins,
• an internal structure of drop-forged machined
circumferential frames. The upper ends of these frames
are connected to the hinges for the door, and the lower
ends are attachment for the locking hooks. The A318
cargo doors cutout is reduced by 534 mm (one frame
pitch).
CARGO COMPARTMENT DOORS (continued)

BULK CARGO DOOR (A320 & A321 ONLY)
The bulk cargo compartment, at the rear, has a conventional plug-type
door, located between Fr 60 and 62.
The door is operated, locked and unlocked manually and can be
opened from the outside.
It is opened by pushing inward and upward and is locked in the open
position onto the ceiling of the compartment. (In this compartment,
nets are provided to maintain the clearance for the door opening). The
weight of the door is compensated by a torsion bar. The door is
connected to the door locking warning system.
ACCESS AND SERVICE DOORS

The access doors are installed in the aircraft for inspection of the
structure and to give access to maintenance. Service doors are
installed in the fuselage to give access to the servicing of systems.
All access and service doors are opened and closed manually. Access
and service doors are illustrated as follows:
• Avionics compartment door: there are four avionic
compartment doors like the one illustrated. This avionics
compartment access door is installed in the lower shell of
the fuselage between Fr 3 and Fr 5 in a pressurized area.
The door can be opened from the inside or the outside.
• APU doors: The APU access doors are installed in the
fuselage tail cone in Zone 310. These doors are located in
the lower part of the fuselage between Fr 80A and Fr

84A. The doors give you access to the APU for
maintenance.
There are also access and service doors - not-illustrated: These doors
are located in the fuselage and belly fairing for water, waste, external
power and maintenance.
LANDING GEAR DOORS NOSE LANDING GEAR (NLG) DOORS

Landing gear doors give protection to the landing gear when the
aircraft is in flight.
The nose and auxiliary landing gear doors have five parts:
• two forward doors, hydraulically actuated, which can be
closed with the gear in the extended or retracted
position. These doors are made from CFRP (Carbon Fiber
Reinforced Plastic) sandwich materials with a honeycomb
core. They are hinged to the landing gear bay longitudinal
edges.
• two aft doors, linked to the gear by a rotating rod, which
are made from CFRP sandwich materials with an
honeycomb core. The purpose of these doors hinged to
the landing gear bay rear lateral edge, is to allow the

forward doors to be retracted when the gear is extended.
• one small door (fixed door) attached to the landing gear
leg is made from aluminum alloy.
LANDING GEAR DOORS (continued)

MAIN LANDING GEAR (MLG) DOORS
The main landing gear doors are made from CFRP sandwich materials
with a honeycomb core, and have three parts:
• a main door, hydraulically actuated, which is hinged to
the fuselage keel beam parallel to the aircraft center line
and can be closed with the gear in the extended or
retracted position,
• a fairing attached to the gear leg (fixed fairing door),
• a small door hinged to the wing structure in the
neighborhood of the upper end of the main leg (hinged
fairing door).
All doors are part of the fuselage belly fairing and wing lower surface in
closed position.

ATA 53
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 53
FUSELAGE contact@agt.aero
FUSELAGE D/O
GENERAL FUSELAGE LAYOUT

The fuselage is divided into five main parts:
• the nose forward fuselage (ATA 53-10-00),
• the forward fuselage (ATA 53-20-00),
• the center fuselage (ATA 53-30-00),
• the rear fuselage (ATA 53-40-00),
• and the cone/rear fuselage (ATA 53-50-00).
GENERAL (continued)
FUSELAGE BREAKDOWN
Compared with the A320, the A321 forward fuselage is eight frame
bays longer (additional section 14A, extending between frames (Fr) 35
and 35.8).
The A321 rear fuselage is five frame bays longer (additional section
16A, extending between Fr 47 and Fr 47.5.
Compared with the A320, the A319 forward fuselage (section 13/14)
and the rear fuselage (section 16/17) are respectively three frame bays
and four frame bays shorter.
To fulfil an optional request of cabin capacity of at least 160
passengers on A319, a second emergency exit is installed, both side, in
section 15.
NOSE FORWARD FUSELAGE GENERAL ARRANGEMENT

The nose forward fuselage includes section 11, between Fr 1 and Fr 12,
and section 12, from Fr 12 to Fr 24.
The pressurized zone extends from Fr 1 to Fr 24.
The unpressurized zones are the radome, forward of Fr 1 and the nose
landing gear bay.
The structure of the nose forward fuselage has three parts:
• the forward upper structure, between Fr 1 and 11, which
makes the flight deck,
• the aft upper structure, between Fr 12 and 24, which
makes the forward part of the passenger cabin,
• the lower structure between Fr 1 and 24.
NOSE FORWARD FUSELAGE (continued)

FORWARD AND AFT UPPER STRUCTURES
The forward upper structure between Fr 1 and Fr 12 includes:
• closed frames,
• opened frames at level of openings for windshield and
side windows,
• the forward pressure bulkhead,
• the flight deck floor support structure including two
lateral boxes,
• the skin panels and the windshield frames,
The skin panels just above and below the windshield are made of
titanium alloy for bird impact requirements.
The aft upper structure, between Fr 12 and Fr 24, is the forward
passenger compartment and contains:

• the forward passenger/crew door between Fr 16 and 20,
• conventional assembly of skin, stringers and frames,
• the floor support structure.

LOWER STRUCTURE
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts.
The nose landing gear bay is shaped by three machined panels
reinforced by horizontal and vertical extruded sections attached to the
corresponding frames. The lower parts of Fr 9 and Fr 20 are the
forward and rear limits of the gear bay.
The lower fuselage comprises three skin panels. The central panel has
an opening for access between Fr 3 and 5 and the opening for the nose
landing gear bay between Fr 9 and 20.
The right hand side panel has two openings for access, between Fr 12
and 14 and Fr 21 and 23.
FORWARD FUSELAGE GENERAL ARRANGEMENT

This area of the fuselage lies between Fr 24 and Fr 35.
It contains the front part of the passenger cabin and beneath the cabin
floor and the forward cargo compartment. The forward cargo door is
on the starboard side.
The A321 section 14A extends from Fr 35 to Fr 35.8.
Section 14A is of similar construction to section 13/14 but includes the
emergency exit cut-outs (one on each side of the fuselage) between Fr
35.1 and Fr 35.2A.
FORWARD FUSELAGE (continued)

TYPICAL STRUCTURE
This section is of conventional construction mainly composed of
chemically milled skin panels, frames made from sheet metal and
extruded stringer profiles.
The standard frames have a common Z-shaped section made from
formed sheet, which provides a continuous structural member
attached to the skin and stringers by means of sheet metal cleats.
The structure of the cabin floor has:
• cross beams,
• seat tracks,
• floor support struts,
• floor panels.

LONGITUDINAL SKIN JOINTS
The longitudinal joints are generally longitudinal lap joints with three
rivet - row joints.
As the skin is, in most areas, 1.6 thick, it is reinforced by bonded
doubler straps of at least 0.6 mm to allow countersunk riveting. For
chemical milled skins the maximum thickness is at least 2.2 mm in the
joint areas.
In addition, at each intersection of frames and lap joints, a 1 mm
titanium alloy strap has been added to provide good damage tolerance
capabilities.

CIRCUMFERENTIAL SKIN JOINTS
At the typical joints the skin panels are connected by a circumferential
strap and three rivet rows. The stringers are coupled by joint pieces. In
the region of the circumferential joints all stringers are riveted to the
skin.
CENTER FUSELAGE GENERAL ARRANGEMENT

The fuselage center section (section 15) extends from Fr 35 to Fr 47 for
A320, from Fr 35.8 to Fr 47 for A321 and from Fr 35 to Fr 47/51 for
A319.
The upper section includes part of the passenger compartment.
The passenger floor structure is made of longitudinal beams, seat and
support tracks, support struts and floor panels.
The lower section is non-pressurized and integrates:
• the center wing box which extends across the width of
the fuselage. The two main frames 36 and 42 are also part
of the center wing box,
• the main landing gear bay between Fr 42 and Fr 46,
• the keel beam which keeps the longitudinal structural
continuity of the lower fuselage,

• the belly fairing supporting structure, panels and doors.
CENTER FUSELAGE (continued)

KEEL BEAM
The longitudinal structural continuity of the lower fuselage in this area
is maintained by the keel beam.
This beam is an aluminum alloy box structure, including skins, stringers
and ribs, and provides attachments for the main landing gear doors
and door actuators.
In its center area, the keel beam side walls are connected to the wing-
box aft lower panel.

BELLY FAIRING
The belly fairing includes a substructure made of aluminum alloy
frames and webs which are attached to the fuselage via fittings and
rods.
This substructure supports the panels made of composite materials.
The belly fairing also includes the landing gear doors, external access
panels and access doors for maintenance.
REAR FUSELAGE - A319 & A320 GENERAL ARRANGEMENT

The rear fuselage assembly is a pressurized area, which extends from
Fr 47 to Fr 70.
The A319 and A320 rear fuselage is divided into two sections (the
A321 has an additional section 16A):
• section 16/17 between Fr 47 and Fr 64,
• section 18 between Fr 64 and Fr 70.
Section 16/17 is shorter by four frames than on the A320.
The upper part of the fuselage contains the aft section of the
passenger cabin and the aft passenger/crew doors located between Fr
66 and Fr 68. The lower part contains the aft cargo compartment. The
aft cargo compartment door is installed between Fr 52A and Fr 56 (RH
side); the bulk cargo compartment door is installed between Fr 60 and
Fr 62 (RH side).
The design of section 16/17 is similar to that of forward fuselage
sections (typical skin, stringer and frame arrangement).
Skin panels of the lower area have support attachment structures for
the belly fairing rear part.
REAR FUSELAGE - A321 GENERAL ARRANGEMENT

The A321 rear fuselage assembly is a pressurized area, which extends
from Fr 47 to Fr 70.
The A321 rear fuselage is divided into three sections:
• section 16/17 and 18 which are similar to the A320,
• section 16A,
The section 16A includes the passenger cabin part in the upper
section, and beneath the cabin floor, the forward part of the rear
cargo compartment.
The section 16A is of similar construction to section 16/17 but includes
the emergency exit cut-outs (one on each side of the fuselage)
between Fr 47.2A and Fr 47.4.The slide is installed in a separate
compartment below each door.
CONE/REAR FUSELAGE GENERAL ARRANGEMENT

This section comprises the un-pressurized part of the rear fuselage
extending from Fr 70 to Fr 87.
It includes:
• the mounting structures for the vertical and horizontal
stabilizers,
• the rear pressure bulkhead,
• a support pad used during jacking operations,
• attachment structure for the tail cone, which houses the
Auxiliary
Power Unit (APU).
It is divided into two main sections:
• section 19 between Fr 70 and Fr 77,
• section 19.1(tail cone) aft of Fr 77.

Section 19 is composed of chemically milled skins, riveted stringers and
frames.
The side skin panels include the horizontal stabilizer cut-out. The lower
panel has an access door for this section where a maintenance floor is
installed.
CONE/REAR FUSELAGE (continued)

REAR PRESSURE BULKHEAD
The rear pressure bulkhead installed at Fr 70, divides the pressurized
rear fuselage from the cone/rear fuselage, which is not pressurized.
It is made of a spherical membrane, and four aluminum alloy sheet
segments joined together on the inner surface by means of four "I"
profile sections. Four additional "I" profile radial stiffeners are also
installed.

VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are located at Fr 70,
Fr 72 and Fr 74.
They have six fail safe yokes, which transmit the vertical and
longitudinal stabilizer loads into the fuselage frames via shear bolts.
Transversal loads are transmitted via rods between stabilizer and
attachment fittings.
The frame 70 is fully machined, the upper segments of frames 72 and
74 are machined from plates while the lower segments are made from
sheet metal.

THS ATTACHMENT FITTINGS
The fuselage area between Fr 73 and Fr 77 houses the horizontal
stabilizer.
There is a large cut-out between Fr 73 and Fr 77, which is surrounded
by machined beams. A system of diagonal struts is installed on the
horizontal and vertical plane in the upper and lower areas of the
cutout to increase the rigidity of this open section.
The machined frame 77 supports the tailplane hinge bearings and the
lateral load fittings. They introduce horizontal stabilizer loads into the
fuselage structure, via the central bracing structure and the upper and
lower bracing structures.
Frame 77 also includes four lugs for the attachment of the tail cone
unit.

TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the APU. This
section is connected to section 19 by means of four lugs and one
spigot.
The inner skins and forward wall of the APU compartment are made
from titanium alloy to create a fire containment compartment.
A318 FUSELAGE D/O
GENERAL FUSELAGE LAYOUT

The fuselage is divided into fi e main parts: the nose forward fuselage
(section 11/12), the forward fuselage (section 13/14), the center
fuselage (section 15/21), the rear fuselage (sections 16/17 and 18) and
the cone/rear fuselage (section 19/19.1).
GENERAL (continued)
FRAME/SKIN/STRINGER ASSEMBLY
Standard frames have a common z-shape section made from formed
sheet. These frames are continuous structural members attached to
the skin and stringers by sheet metal cleats.
A panel with laser beam welded stringers has been introduced:
• in section 13, between frames (Fr) 24 and 35, from
stringer (Stgr) 18LH to Stgr 32LH,
• in section 16/17, between Fr 47/54 and 64, from Stgr
32LH to Stgr 41RH.
NOSE FORWARD FUSELAGE GENERAL ARRANGEMENT

The nose forward fuselage has section 11, from Fr 1 to Fr 12 and
section 12, from Fr 12 to Fr 24. The pressurized area extends from Fr 1
to Fr 24. The unpressurized areas are the radome, forward of Fr 1, and
the nose landing gear bay.

UPPER STRUCTURE
The upper structure between Fr 1 and Fr 12 has closed frames and
opened frames at level of openings for:
• the windshield and side windows,
• the forward pressure bulkhead,
• the flight deck floor support structure,
• skin panels and windshield frames.
The upper structure between Fr 12 and Fr 24 makes the forward
passenger compartment and contains the two forward passenger/crew
doors.

LOWER STRUCTURE
This part of section 11/12 contains the nose landing gear bay, access
and service door cutouts. The nose landing gear bay is made of
machined flat panels stabilized laterally and longitudinally by struts.
The struts are attached respectively to frames and flight deck
crossbeams.
FORWARD FUSELAGE GENERAL ARRANGEMENT

This region of the fuselage lies between Fr 24 and 35. It contains the
front part of the passenger cabin and, beneath the cabin floor, the
forward cargo compartment. The forward cargo door is located
between Fr 24A and 28 on the RH side of the fuselage.

TYPICAL STRUCTURE
This section is of conventional construction, having chemically milled
skin panels, frames and stringers made from sheet metal. The standard
frames have a common Z-shaped section made from formed sheet.
They are continuous structural members attached to the skin and
stringers by sheet metal cleats. A skin panel with laser beam welded
stringer is installed between Fr 24A and 35, and between Stgr 18LH
and 32LH.

LONGITUDINAL SKIN JOINTS
The longitudinal joints are generally longitudinal lap joints with three
rivet - row joints.
As the skin is, in most areas, 1.6 thick, it is reinforced by bonded
doubler straps of at least 0.6 mm to allow countersunk riveting. For
chemical milled skins the maximum thickness is at least 2.2 mm in the
joint areas.
In addition, at each intersection of frames and lap joints, a 1 mm
titanium alloy strap has been added to provide good damage tolerance
capabilities.

CIRCUMFERENTIAL SKIN JOINTS
At the typical joints the skin panels are connected by a circumferential
strap and three rivet rows. The stringers are coupled by joint pieces. In
the region of the circumferential joints all stringers are riveted to the
skin.
CENTER FUSELAGE GENERAL ARRANGEMENT

The fuselage center section extends from Fr 35 to Fr 47/54, and
integrates the center wing box. The upper section contains a part of
the passenger compartment, with two overwing emergency exit door
cutouts. The pressure boundary is delimited by the forward bulkhead
at Fr 35, the upper skin panel of the center wing box prolonged by a
pressure diaphragm up to frame 46 and ending by an inclined pressure
bulkhead. Beneath the cabin floor are the air conditioning, hydraulic
and main landing gears, in conjunction with a belly fairing.

KEEL BEAM
In this area, the longitudinal structural continuity of the lower fuselage
is maintained by a keel beam located between Fr 35 and 46. The keel
beam transmits the overall fuselage vertical bending loads. This beam
is a box structure having attachments for the main landing gear doors
and door actuators. In its center region, the keel beam side walls are
connected to the bottom skin panels of the center wing box.

BELLY FAIRING
The belly fairing has a substructure made of aluminum alloy frames
and webs, attached to the fuselage via fittings and rods. This
substructure supports the panels, made of sandwich construction. The
belly fairing also incorporates the landing gear doors, external access
panels and access doors for maintenance.
REAR FUSELAGE - GENERAL ARRANGEMENT

The rear fuselage assembly is a pressurized area, which extends from
Fr 47/54 to Fr 70. It is divided into two sections:
• section 16/17 between Fr 47/54 and 64,
• section 18 between Fr 64 and 70.
The design of section 16/17 is similar to that of forward fuselage
sections. Skin panels of the lower region have support attachment
structures for the belly fairing rear part. The aft cargo door cutout is
located between Fr 57A and 60 on the RH side of the fuselage. Aft
passenger door cutouts are located between Fr 66 and 68.
CONE/REAR FUSELAGE GENERAL ARRANGEMENT

This section is the unpressurized part of the rear fuselage, aft of Fr 70.
It has the mounting structure for vertical and horizontal stabilizers and
houses the Auxiliary Power Unit (APU). It is divided into two main
sections:
• section 19 between Fr 70 and 77,
• section 19.1 (tail cone) aft of Fr 77.
Section 19 has chemically milled skins, riveted stringers and frames.
Side skin panels have the horizontal stabilizer cutout. The lower panel
has a door, which gives access to this section where a maintenance
floor is installed.

REAR PRESSURE BULKHEAD
The Fr 70 supports the rear pressure bulkhead, designed as a pressure
diaphragm. It is made of aluminum alloy. The bulkhead is attached to
the inside of the fuselage with a connecting strap, made of aluminum
alloy.

VERTICAL STABILIZER ATTACHMENT FITTINGS
The vertical stabilizer spar box attachment fittings are three pairs of fail
safe yokes, made from forging aluminum alloy. They transmit the fin
loads into the fuselage frames and are located at Fr 70, 72 and 74. The
frame 70 is fully machined, the upper segments at Fr 70 and 72 are
made of integrally machined plates.

THS ATTACHMENT FITTINGS
To house the Trimmable Horizontal Stabilizer (THS), there is a large
cutout in the fuselage between Fr 74 and 77. Frame 77 is made of
integrally machined plates and carries the THS bearing loads with the
vertical link fittings. The side loads are carried through an eye bolt,
linked to:
• the side load fitting on the rear spar of the THS,
• and oblique struts attached to the lower and upper areas
of Fr 77.

TAIL CONE
The tail cone unit is located aft of Fr 77 and houses the Auxiliary Power
Unit (APU). This section is connected to section 19 by means of four
lugs and one spigot.

ATA 54
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 54
NACELLES/PYLONS contact@agt.aero
PYLONS/NACELLES D/O
GENERAL
The function of the engine pylons installed under each wing is:
• to support the engine,
• to transmit the engine thrust to the aircraft,
• to enable the routing and attachment of all the systems
connected with the engine (electrical wiring, hydraulic,
bleed air and fuel lines).
The nacelle gives the engine an aerodynamic shape and supports the
thrust reverser system.
Information concerning structure of the nacelle can be found within
the nacelle manufacturer documentation.
PYLONS - GENERAL ARRANGEMENT

The pylon has:
• a primary structure attached to the wing and supporting
the engine,
• a secondary structure, essentially fairings, housing most
of the systems. The hinge fittings of the fan cowl doors
are installed on the forward fairing (secondary structure).
The hinge fittings of thrust reverser doors are installed on the pylon
box, and another hinge (tie bar) goes through the secondary structure.
PYLONS PRIMARY STRUCTURE - PYLON BOX GENERAL

ARRANGEMENT
The pylon box is the primary structure. It supports the engine by two
points and is attached to the wing at three points.
PYLONS PRIMARY STRUCTURE - PYLON BOX (continued)

MAIN ASSEMBLY
The pylon box is composed of ribs, two upper spars and one lower
spar, and panels mainly made from steel and titanium alloys.

PYLON TO WING ATTACHMENT
The forward pylon to wing attach fitting has a double lugged fork
attachments connected to the wing fitting by means of four shackles.
This fitting located at Rib 4 is made of titanium alloy and carries vertical
loads.
The aft pylon to wing attach fitting has a single fail safe lug connected
to the wing fitting by means of two shackles. This fitting located at Rib
10 is made of titanium alloy and carries vertical and side loads.
Immediately behind the forward attach fitting a spherical bearing
transmits the thrust to a spigot bolted to the bottom wing skin panel.

PYLON TO ENGINE ATTACHMENT
At the forward engine to pylon attach fitting there is a pyramid
attached to the rib and made of steel alloy.
This fitting transmits the engine thrust, side loads and vertical loads. At
the aft engine to pylon attach fitting there is an engine mount located
at Rib 3 for CFM 56-5 (config 1) engine configuration or at Rib 4 for IAE
V2500 (config 2) engine configuration. This fitting reacts to vertical
loads, side loads and roll movement.
PYLONS SECONDARY STRUCTURE GENERAL ARRANGEMENT

The fixed fairing is an assembling of ribs and skin panels made of aluminum alloy, and
The secondary structure is composed of:
includes a lower aft fairing made in inconel. The movable fairing is hinged at Rib 14 and
• the forward fairing,
linked to the flap by a rod attached to the fairing by a serrated plate system.
• the pylon to wing center fillets,
The internal structure of the movable fairing is mainly made of aluminum alloy. The side
• the aft fairing,
panels are made from AFRP sandwich construction and the tail cone is made from AFRP or
• the lower fairing.
CFRP monolithic construction.
The forward fairing can be divided into two sections; the cantilever structure between Rib
A fairing installed under the pylon box (lower fairing) makes sure that there is a continuity
01 and Rib 05, and the structure between Rib 05 and Rib 9.
of the aerodynamic profi between the pylon box and the engine nozzle.
The cantilever structure has an aerodynamic contour between the engine nose cowl and
Its function is:
the pylon box structure. It routes all systems and the bleed air from the engine to the
• to supply thermal protection to the pylon from the engine exhaust gases,
fuselage.
• to smooth out protrusions with minimal aerodynamic drag changes. The lower
The structure between Rib 05 and Rib 9 has an aerodynamic contour between the cantilever
fairing structure is mainly made of aluminum alloy, stainless steel and inconel
structure and the wing leading edge, and enables the routing of various system lines and
alloys.
electrical wiring.
It includes in particular two pressure relief doors (made from titanium), which are designed
to open in case of hot bleed air duct bursting. The structure is mainly made of stainless
steel alloy.
The pylon to wing center fillets give an aerodynamic contour between the pylon box and
the wing bottom skin panel.
The pylon-to-wing center fillets are made of aluminum alloy ribs. These ribs support the
panels made of Carbon Fiber Reinforced Plastic (CFRP) and Aramid Fiber Reinforced Plastic
(AFRP) sandwich construction.
The aft fairing is a removable secondary structure composed of two parts:
• a fixed fairing installed at the rear of the pylon box,
• a movable fairing underneath the flap.
The fixed fairing is attached by two points to the pylon box at Rib 10 and by one point to the
wing box at the false rear spar.

ATA 55
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 55
STABILIZERS contact@agt.aero
STABILIZERS D/O
STABILIZERS - GENERAL ARRANGEMENT

Stabilizers are composed of: Trimmable Horizontal Stabilizer (THS),
elevators, the vertical stabilizer and rudder.
TRIMMABLE HORIZONTAL STABILIZER (THS) GENERAL

ARRANGEMENT
The THS main structure has:
• the spar boxes (Center, Left Hand (LH) and Right Hand
(RH) sides),
• the leading edge,
• the trailing edge,
• the attachment fittings.
The spar boxes are the primary structure of the horizontal stabilizer
and support all the other components.
TRIMMABLE HORIZONTAL STABILIZER (THS) (continued)

SPAR BOXES
The complete spar box assembly has the LH and RH boxes and the
center joint.
Each spar box includes top and bottom skin panels, a front spar, a rear
spar and thirteen ribs (from Rib 2 thru Rib 14).
The LH and RH spar boxes are laminated in Carbon Fiber Reinforced
Plastic (CFRP).
The center joint is made from titanium and connects the LH and RH
spar boxes to make one single unit.

MAIN SUPPORT FITTINGS
A hydromechanical actuator enables the adjustment of the angle o
incidence of the THS. The actuator is connected to a dual spar fitting)
at the forward end of Rib 1, by means of ball nut and a jack crew.
The THS is attached to the cone rear fuselage structure at two pivot
points (rear support fittings). They are installed on each side of the THS
at Rib 3. All fittings are made of CFRP.

ELEVATOR ATTACHMENT FITTINGS
Each rear spar bears six elevator hinge arms and two fittings for the
attachment of the elevator servocontrol actuators.

LEADING EDGE
The leading edge has an aerodynamic shape at the front of the THS. On
each side of the THS centerline, the THS leading edge includes:
• three leading edge primary ribs,
• one inboard leading edge section,
• one outboard leading edge section and,
• one leading edge intersection.
All components are laminated in CFRP.
The front part of the inboard and outboard leading edges stretch from
Rib 1 to Rib 25 of the leading edge structure. Each section has a
stainless steel protection, bonded to the leading edge.
The leading edge intersection is attached to Rib 1 of the leading edge

substructure and to the spar box. A rubber strip is attached to the
intersection. It seals the gap between the fuselage skin and the leading
edge intersection.

TIP
The tips of the THS are the LH and RH outer fairings. The tips are made
of aluminum alloy and include rib and skin panels. The tips are
attached to the leading edge rib 25 and to the upper and lower shells
of the spar box.

TRAILING EDGE
The trailing edge shapes an aerodynamic surface between the THS
spar box and the elevator.
On each side of the THS centerline, the trailing edge panels are
supported by nine intermediate ribs, and by six hinge elevator arm
supports.
The access panels are laminated in CFRP bonded to a honeycomb core.
On each side there are four panel assemblies on the top surface and
four access panels on the bottom surface. A rubber seal is installed
between the panel assemblies and the access panels along the trailing
edges to prevent dirtiness.
ELEVATORS - STRUCTURE LAYOUT

The structure of each elevator includes:
• a front spar,
• top and bottom skin panels,
• four ribs.
All components are laminated in CFRP; the top and bottom panels are
made in sandwich construction.
The outboard closing rib and the tip are made from aluminum alloy,
like the actuator and hinge attachment fittings.
Rivets attach an aluminum profile to the trailing edge to act as
lightning strike protection.
Six hinge fittings attach each elevator to the spar box of the THS. Two
fittings attach the servo control units. You can remove the tips and the
inboard end caps.

Each elevator has three hoisting points and four static dischargers.
VERTICAL STABILIZER GENERAL ARRANGEMENT

The vertical stabilizer is attached to the top of the rear fuselage. It
supports the rudder, which is operated by three servo control units.
The High Frequency (HF) antenna and the Very high frequency
Omnibearing Range (VOR) antenna are also attached to it.
The main components of the vertical stabilizer are:
• the spar box,
• the tip,
• the attach fittings.
VERTICAL STABILIZER (continued)

SPAR BOX - STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has a front, a center and a rear spar, ribs and two side
panels with co-bonded stringers, all laminated in CFRP.
Three pairs of main attach fittings made of CFRP attach the spar box to
the fuselage.

SPAR BOX - STRUCTURE LAYOUT (CONT'D)
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.

LEADING EDGE
The vertical stabilizer leading edge has three removable sections. They
are attached to the forward edge of the spar box side panels and to the
leading edge ribs. The lower section gives access to the HF antenna
(see ATA 53 fuselage description for the lower section).
The three sections give an aerodynamic shape to the front of the
vertical stabilizer.
The three sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A stainless steel cover can be
bonded to the most forward part of the leading edge to prevent
erosion damage.

TIP - STRUCTURE LAYOUT
The vertical stabilizer tip is laminated in GFRP bonded to a honeycomb
core. It is attached to the leading edge end rib and the stabilizer spar
box. An aluminum lightning strike protection strap is bonded along the
top of the tip.

TRAILING EDGE
The trailing edge components are attached to the rear spar of the
The supporting structure is made from aluminium alloy arms and four
access panels on each side. The panels give access to the rudder servo
control actuators and the hinge arms.
The panels are laminated in CFRP and GFRP bonded to a honeycomb
core.
RUDDER GENERAL ARRANGEMENT

The rudder is one of the primary flight controls of the aircraft. The
components of the rudder are:
• the main structure,
• the tip,
• the hinge and actuator fittings.
RUDDER (continued)
STRUCTURE LAYOUT
The rudder main structure is the primary structural
component of the rudder.
It is an assembly of two CFRP sandwich panels, CFRP
laminates front spar, top and bottom closing ribs.
An access panel, installed on the left hand side shell,
gives access to the No. 7 rudder hinge fittings. At the
other locations, cutouts in the side shells give access to
the adjacent hinge fittings.
Three actuators and seven rudder hinge fittings are

attached to the forward face of the rudder main
structure, and rivets attach them to the spar and to the
skin panels.
A318 STABILIZERS DIFFERENCES
STABILIZERS GENERAL ARRANGEMENT

Stabilizers are composed of the Trimmable Horizontal Stabilizer (THS),
the elevators, the vertical stabilizer and the rudder.
VERTICAL STABILIZER GENERAL ARRANGEMENT

The vertical stabilizer is attached to the top of the rear fuselage. It
supports the rudder, which is operated by three servo control units.
The High Frequency (HF) antenna and the Very high frequency
Omnibearing Range (VOR) antenna are also attached to it.
The main components of the vertical stabilizer are:
• the spar box,
• the tip,
• the attach fittings.

STRUCTURE LAYOUT
The spar box is the primary structural component of the vertical
stabilizer.
All the other components of the vertical stabilizer are attached to it.
The spar box has: a front, a center and a rear spar, ribs and side panels
with integrated stiffeners, all laminated in CFRP.
Three pairs of primary attach fittings made of CFRP attach the spar
box to the fuselage.

SPAR BOX - STRUCTURE LAYOUT (CONT'D)
The seven rudder hinge arms and the three actuator hinge fittings are
made from aluminum alloy and are attached to the spar box rear spar.

LEADING EDGE
The vertical stabilizer leading edge has four removable sections. They
are attached to the forward edge of the spar box side panels and to the
leading edge ribs. The lower section gives access to the High Frequency
(HF) antenna.
The four sections give an aerodynamic shape to the front of the
The four sections are laminated in Glass Fiber Reinforced Plastic
(GFRP) bonded to a honeycomb core. A protective foil is bonded to the
inner surfaces of the sections and protects them against hail and bird
impact damage.

TIP - STRUCTURE LAYOUT
The vertical stabilizer tip is laminated in GFRP bonded to a honeycomb
core. It is attached to the leading edge end rib and the stabilizer spar
box. An aluminum strap is bonded along the top of the tip for lightning
strike protection.

ATA 56
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 56
WINDOWS contact@agt.aero
WINDOWS D/O
GENERAL
The windows are installed in:
• the cockpit,
• the cabin,
• the doors.
COCKPIT WINDOWS GENERAL ARRANGEMENT

There are two types of windows:
• the fixed windows,
• the sliding windows.
The fixed windows are described as follows:
There are four fixed windows installed in the cockpit.
• two windshields,
• two fixed side windows.
The left and right windows are symmetrical.
These windows are mounted in a frame and can be removed and
installed from the exterior.
The sliding windows are installed as follows:
• on a mobile frame with a mechanism controlled from the
cockpit.
COCKPIT WINDOWS (continued)

WINSHIELDS STRUCTURE
The windshield panes are made of several layers of hard glass and
interlayers of different materials depending on the windows supplier
(LUCAS-ACT, PPG, SPS), and are interchangeable. They are held by three
retainers bolted onto the outer surface of the frame. They are installed
with an anti-icing and defogging system.

FIXED SIDE WINDOWS
The fixed side windows have two layers of hard glass and interlayers of
different materials depending on the windows supplier (LUCAS-ACT, PPG,
SPS), and are interchangeable between the different suppliers. They are
held by retainers bolted onto the inner surface of the frame. They are
installed with an integral anti - icing and defogging system.

SLIDING WINDOWS
The sliding windows have several layers of hard glass and interlayers of
different materials depending on the windows supplier (LUCAS-ACT, PPG,
SPS), and are interchangeable between the different suppliers. Each
window has an anti-icing and defogging system. The sliding windows are
installed on a mobile frame, which is controlled from inside the cockpit,
and the crew can use them as emergency exits.
CABIN WINDOWS GENERAL ARRANGEMENT

The windows are installed in frames and create a smooth surface with
the fuselage skin.
The cabin windows are installed and removed from the inside of the
aircraft.
The window sets consists of a seal, inner and outer panes made of
stretched acrylic resin held together by the seal. A retainer ring and
eye bolts keeps the window set in position. A vent hole in the inner
pane is used to only pressurize the outer pane in normal operation.
The inner pane will maintain the cabin pressure in case of outer pain
failure.
DOOR WINDOWS STRUCTURE LAYOUT

The passenger/crew doors and emergency exit doors have a circular
window. They are used for inspection and observation in order to
check from outside if the cabin is pressurized or to verify if the outside
is clear for door opening/slide deployment.
The windows have a seal, inner and outer panes made of stretched
acrylic, held in position by a retainer ring. A vent hole in the inner pane
allows to pressurize only the outer pane in normal operation. The inner
pain is able to maintain the cabin pressure in case of outer pane
failure.

ATA 57
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 57
WINGS contact@agt.aero
WINGS D/O
GENERAL
The aircraft wing is in the continuity of the structure going through the
fuselage which is divided into three parts:
• the center wing box,
• the left outer wing and,
• the right outer wing.
CENTER WING BOX GENERAL ARRANGEMENT

The center wing is installed in the center fuselage between the main
frames (Fr) 36 and 42 to make an integral fuel tank.
The center wing box structure has:
• the front and the rear spars respectively located at Fr 36
and 42,
• the two main frames 36 and 42,
• internal spanwise lattice ribs,
• the left rib 1 and the right rib 1.
The junction between the center wing box and the outer wings is done
at the left hand and right hand sides rib 1.
The access for maintenance to the center wing box is done through
two triangular openings in the rear spar.
CENTER WING BOX (continued)

WING ROOT JOINT
An upper cruciform fitting and a lower triform fitting ensure the
junction between the center wing box and the outer wing box.
The upper cruciform fitting makes the junction between the center
wing box top skin panels, the outer wing box top skin panels, fuselage
and Rib 1.
The lower triform fitting and a safety butt-strap fitting make the
junction between the center wing box bottom skin panels, the outer
wing box bottom skin panels and Rib 1.
OUTER WING GENERAL ARRANGEMENT

Each outer wing has:
• a main structure (outer wing box),
• a wing tip,
• a leading edge and leading edge devices,
• a trailing edge and trailing edge devices. The trailing edge
control surfaces are:
• the inboard flap,
• the outboard flap,
• the two ailerons,
• the six spoilers.
OUTER WING BOX GENERAL ARRANGEMENT

The outer wing box tapers from Rib 1 (the wing root) to Rib 27 hold:
• the wing spars (front and rear),
• the ribs,
• the top and bottom skin panels,
• the top and bottom stringers,
• the wing-root joint.
OUTER WING BOX (continued)

SKIN PANELS
The top and the bottom surfaces of the outer wing box are made of
skin panels machined from aluminum alloy.
There are two top skin panels and three bottom skin panels. The skin
panels are stiffened by stringers machined in aluminum alloy
extrusions.
The joints between panels are aluminum alloy butt straps.

RIBS & SPARS
Ribs:
There are 27 ribs, machined in aluminum alloy, installed in the outer
wing box of each outer wing. Each rib is continuous between the front
and rear spars. The junction between the center wing box and the
outer wing joint is at Rib 1. Rib 1 is the boundary of the lateral section
of the center wing box. Ribs 22 and 27 make the other lateral
boundaries of the fuel and vent tanks.
Spars:
The wing spars are machined in aluminum alloy. They give strength to
the wing box and they extend from Rib 1 to Rib 27.

ACCESS HOLES/COVERS
There are twenty-one access covers installed in the bottom skin panels
of the outer wing box. All panels close the openings that give access to
the outer wing box.
There are:
• seven non load-carrying access panels between Rib 1
and Rib 13, clamped on the wing skin,
• fourteen load-carrying access panels between Rib 14
and Rib 27, bolted through the skin panel.
FIXED LEADING EDGE GENERAL ARRANGEMENT

The fixed Leading Edge (LE) assembly is located forward of the front
spar of the wing-box.
FIXED LEADING EDGE (continued)

STRUCTURE LAYOUT (1/2)
The fixed leading edge assembly is made of:
• the D-nose assembly, composed of aluminum alloy parts:
• the support ribs and riblets (riblets are installed between
the wing box front spar and the LE spar),
• the sub spar,
• the LE skin.
• three top surface access panels,
• bottom surface access panels, which are made of Carbon
Fiber Reinforced Plastic (CFRP) sandwich construction and
are attached with quick release fasteners.
FIXED LEADING EDGE (continued)

Two pylon ribs are installed on each side of the engine pylon. These
ribs hold the pylon shroud panels.
SLATS GENERAL ARRANGEMENT

The wing leading edge is fitted of five slats, which make the movable
part of the wing leading edge.

Each slat has:
• a front spar or the stringers (girders),
• a rear spar,
• a girder
• ribs,
• a trailing edge assembly.
Slat 1 is supported by 4 tracks, two of them being driven (track 2 and 3).
Slats 2 to 5 are supported by two tracks, both being driven.

When the slats are in retracted position, seals prevent airflow between
the slat and the wing.
Slats 3 to 5 are de-iced; the hot air comes from the bleed air system
and is supplied to these slats through a telescopic duct (not shown)
and piccolo tubes installed in the leading edges of the slats.
FIXED TRAILING EDGE

STRUCTURE LAYOUT
The fixed trailing edge is located aft of the wing rear spar. Its structure
has:
• an overwing panel and an under wing panel,
• a shroud box and a fixed shroud,
• a false rear spar,
• a main landing gear attachment,
• structures support for the trailing edge control surfaces, - access
panels.
FIXED TRAILING EDGE (continued)

STRUCTURE LAYOUT (continued
This page deals with the fixed trailing edge inner structure.
TRAILING EDGE DEVICES

GENERAL ARRANGEMENT
The trailing edge devices are: - two flaps,
• one aileron,
• five spoilers
TRAILING EDGE DEVICES (continued)

FLAPS GENERAL ARRANGEMENT
Two flaps are installed on the TE of the outer wing. The inboard flap is
installed between Rib 1 and Rib 9 and the outboard flap is installed
between Ribs 9 and 20.
The flaps are connected to each other through an interconnection
strut. In case of a drive station failure, this device carries the loads,
which result in such failure

INBOARD FLAP STRUCTURE - A318-A319-A320
The inboard flap is supported and driven by a fuselage track and carriage at
track 1 and a wing track carriage at track 2.
The inboard flap has:
• a leading edge with CFRP skin,
• a flap box with:
• skin panels and integrated stringers made of CFRP,
• track ribs and end ribs, made of aluminum alloy,
• other ribs made of aluminum alloy on the A318 and A319, and made of
CFRP or aluminum alloy on the A320,
• spars made of aluminum alloy on the A318 and A319, and made of
CFRP or aluminum alloy on the A320.
• a trailing edge made in an aluminum alloy sandwich construction.

A rubbing strip (not shown) made of stainless steel is bonded onto the
outer surface of the top skin.

OUTBOARD FLAP STRUCTURE - A318-A319-A320
The outboard flap is supported and driven by two wing tracks and carriages
(tracks 3 and 4).
The outboard flap has:
• skin panels with integrated stringers and spars made of CFRP,
• track ribs and end ribs made of aluminum alloy,
• other ribs made of CFRP.
• a trailing edge of aluminum alloy sandwich construction.
A rubbing strip (not shown) made of stainless steel is bonded onto the
outer surface of the top skin.

A321 FLAP STRUCTURE
The A321 flaps are fowler flaps with a tab on the trailing edge.
The inboard flap has:
• a leading edge and a flap box made of aluminum alloy,
• a trailing edge made in an aluminum alloy sandwich construction. The
outboard flap has:
• skin panels and integrated stringers made of CFRP,
• spars made of CFRP,
• track end ribs made of aluminum alloy,
• other ribs made of CFRP.
The tab is made of honeycomb core with a skin made of aluminum sheet
metal.
The tab is operated by a linkage system.

SPOILERS GENERAL ARRANGEMENT
There are five spoilers on the upper surface of the wing trailing edge. Spoiler
1 is connected to the false rear spar, inboard of the kink position.
Spoilers 2 thru 5 are connected to the middle and outer sections of the rear
spar, outboard of the kink position.
A rubbing strip is attached to the trailing edge of spoilers (1 & 2 only). It
prevents damage to spoilers when flaps are retracted.

SPOILERS STRUCTURE LAYOUT
Spoilers are a wedge-shaped structure.
The top and bottom skins, the sides and the trailing edge profile of the
spoilers are made in CFRP sandwich construction.
The spoiler hinges fittings and the actuator attachment fittings are made of
aluminum alloy

AILERON STRUCTURE LAYOUT
The aileron is located outboard of the outer flap and is connected to the
wing box rear spar between Ribs 22 and 27.
It is manufactured using CFRP skin (bonded to a honeycomb core in the
center area), spar and ribs.
The aileron hinge fittings and the actuator attachment fittings are made of
aluminum alloy.

ATA 52
Revision 01

Airbus A-318/319/320/321 (CFM 56)
ATA 52
DOORS contact@agt.aero
Table of Contents

DOORS SYSTEM COMPONENT LOCATION 3 DOORS STRUCTURE DESCRIPTION 56
PASSENGER DOORS LOCKING MECHANISM DESCRIPTION 58

OPERATION FROM INSIDE 13 CARGO DOORS
OPERATION FROM OUTSIDE 15 NORMAL OPERATION 60
EMERGENCY OPERATION 19 MANUAL OPERATION 63
SLIDE ARMING MECHANICAL OPERATION 21 BULK CARGO DOOR OPERATION (A320/A321) 66

STRUCTURE DESCRIPTION 23 FWD AND AFT CARGO DOOR STRUCTURE DESCRIPTION 69
LOCKING MECHANISM DESCRIPTION 25 FWD AND AFT CARGO DOOR LOCKING MECHANISM D/O 71
ESCAPE SLIDE/RAFT CONTROL MECHANISM DESCRIPTION 27 HYDRAULIC SYSTEM 79
DAMPER/EMERGENCY CILINDER DESCRIPTION 33 HYDRAULIC ACTUATOR D/O 103

EMERGENCY EXITS (318, 319, 320) COCKPIT DOOR
DOORS OPERATION 41 COCKPIT DOOR OPERATION 107
DOORS OPENING FOR MAINTENANCE 44 COCKPIT DOOR D/O 115
DOORS STRUCTURE DESCRIPTION 48 DOORS INDICATION AND WARNING 129
LOCKING MECHANISM DESCRIPTION 50
EMERGENCY EXITS (321)
DOORS OPERATION 52
DOORS SYSTEM COMPONENT LOCATION
SYSTEM OVERVIEW
The different doors of the single aisle family are:
• Passenger doors,
• Emergency exits,
• Cargo doors,
• Avionics compartment doors,
• Cockpit door.
PASSENGER DOORS
The single aisle family is equipped with two forward and two aft
passenger doors. These are plug-type doors that open upward,
outward and forward parallel to the fuselage. The doors can be
operated from the inside or the outside the aircraft. Normal operation
of the doors
is manual, with hydraulic damping.
Each door is equipped with an emergency opening system:
• An escape slide stowed in a container attached to the
lower side of the door,
• A door damping and emergency operation cylinder that
assists normal door operation and acts as an actuator for
automatic door opening in an emergency,
• a slide ARMING/DISARMING lever. When the slide-arming
lever is in the ARMED position, the slide is connected to
the floor. When the door is opened from inside, the
escape slide inflates and deploys automatically. Opening
the door from the outside disarms the escape slide
mechanism automatically. The slide remains then
undeployed.
SYSTEM OVERVIEW (continued)

EMERGENCY EXITS
The A318 and A319 are equipped with two overwing emergency exits
(one on each side). The A319 can also have four overwing emergency
exits optionally (two on each side).
The A320 is equipped with four overwing emergency exits (two on
each side).
The A321 is equipped with four emergency exit doors (two on each
side) located forward and aft of the wing.
On the A318, A319, and A320 aircraft, for emergency evacuation, the
exit can be opened from inside or outside the cabin to activate the
evacuation system. Normally these emergency exits are always armed.
To open the exit for maintenance, authorized personnel must disarm it

from the inside.
The A321 emergency exit door can be opened from inside or outside.
These exits must be armed in flight and disarmed on the ground.

CARGO DOORS
The cargo compartment doors, installed on the lower right hand side
of the fuselage, give access to the forward and aft cargo
compartments. They open outwards and upwards from the fuselage.
They are manually locked and unlocked by a locking handle on the
door. The forward and aft cargo doors are operated hydraulically using
the yellow system electric pump.
In case of electrical failure the door can be opened manually using a
hand pump.
The bulk cargo door is installed aft of the aft cargo door on the A320
and A321. The bulk door gives access to the bulk cargo compartment.
The door is operated manually and opens into the compartment.

AVIONICS COMPARTMENT DOORS
There are four avionics compartment access doors on the lower
fuselage around the nose landing gear bay. These doors are manually
operated and open inward. The locking mechanism is identical on each
door.

COCKPIT DOOR
The cockpit door separates the cockpit from the cabin. It is an armored
and bulletproof door designed to prevent a hijacking attempt and to
protect the compartment against an intrusion. The door is always
locked when closed and the aircraft is powered. A Cockpit Door
Locking System (CDLS) controls the electrical release of the door lock
and prevents unauthorized access into the cockpit. The door has a
door escape hatch with two pip-pins, which keep the hatch in position.
The components of the cockpit door locking system include:
• Cockpit door panel on the pedestal with toggle switch to
control the cockpit door locking and unlocking,
• Keypad in the cabin for cockpit access authorization,

• Three electrical release strikes,
• Overhead control unit in cockpit with integrated
maintenance annunciators,
• Buzzer on cockpit overhead panel.
PASSENGER DOORS
OPERATION FROM INSIDE
NORMAL OPENING
Before normal door opening:
• check that the arming lever is in the disarmed position,
• check that the cabin pressure indicator is not flashing,
• hold the assist handle on the door frame,
• lift the door control handle fully up,
• push the door outward,
• move the door forward by using the door assist handle.
The door locks when it is in fully open position.
NORMAL CLOSING
For closing:
• push the gust lock and move the door rearward towards
the frame,
• with the help of the door assist handle pull the door in,
• lower the control handle.
The locking indicator turns from red to green which indicates the
correct locking.
OPERATION FROM OUTSIDE
WARNING
Prior to opening a passenger door from outside, some safety
precautions must be taken.
OPENING
Labels next to the exterior handle indicate how to open the door from
the outside. Check through the observation window that the cabin
pressure indicator does not flash. Push the flap in and grasp the
handle, lift it fully up to the horizontal green line. Pull the door
outward and push forward until it locks in the fully open position. For
safety reasons, lower the handle into its recess.
CLOSING
Prior to closing, push the gust lock to unlock the door. Lift the control
handle and move the door towards the frame. Push the door in and
lower the control handle. The door is locked when the handle is flush
with the fuselage.
EMERGENCY OPERATION
EMERGENCY OPENING
In case of emergency opening, check that the arming lever is in the
armed position. Hold the frame assist handle. Check the conditions
outside. Pull the door control handle rapidly fully up and release it.
Door opens and locks automatically. Protect the exit until it is safe for
the evacuation.
SLIDE ARMING MECHANICAL OPERATION
ARMING
In order to arm the evacuation device, the safety pin with the red flag
must be removed and stored away. Push the arming control lever
down. The red ARMED/green DISARMED indicator must show
ARMED. If someone opens the armed door from the outside, by
moving up the exterior control handle, the slide arming lever moves
automatically to the disarmed position, which avoids accidental slide
deployment.
DISARMING
To disarm the door, lift the arming control lever fully up. The ARMED-
DISARMED indicator must be green and indicate DISARMED. Install
the safety pin with the red flag to avoid inadvertent movement of the
arming lever.
STRUCTURE DESCRIPTION
LONGERONS
The horizontal longerons, vertical frame segments, outer skin, edge
members and inner skin are riveted together.
DOOR STOPS
The loads resulting from the cabin pressure are transmitted by
adjustable stop fittings to the door frame and to the fuselage.
GUIDE ROLLERS
The guide rollers mounted on the door frame and the guide ramps
mounted on the fuselage frame block the door in the closed position.
The guide rollers engage in a ramp to direct the travel path of the door
during lowering operation.
SEAL
The door seal has a rubber extrusion with equally spaced
pressurization holes. The door seal is installed around the edge of the
door, and a sealing section is installed on to the door frame.
WINDOW
The observation window is used to see the door warning light from the
outside. An observation window is installed on the door.
LOCKING MECHANISM DESCRIPTION
LOCKING HOOK GEAR BOX

The locking hook engages on a roller mounted on the doorframes. The door is locked by a
The shaft of the door central handles is coupled via a gear box so that the outer handle will
hook.
not move when the door is lifted by operation of the inner handle. The gear box is
connected by rods to the locking shaft and lifting lever.
SAFETY PIN
A safety pin blocks the door even if a double mechanical failure in the locking mechanism
DISARMING MECHANISM
and the lifting mechanism occurs. The safety pin prevents any upward door movement.
When the outer control handle is operated, the release mechanism of the emergency
escape slide/raft is returned to the disarmed position. A cam disk and a roller connect the
LOCKING SHAFT emergency control handle and the outer control handle.
The locking shaft is locked in an over centered position. An arm on the locking shaft forms
the visual locking indicator. The locking shaft is connected to the hook by a rod and bell LIFTING LEVER
crank.
The door moves upwards until it clears the stop fitting and then moves outwards. The
lifting lever is connected, to the support arm, which acts as a fixed point, and to the control
SPRING ROD mechanism mounted on the movable door, which transmits a lifting movement to the
The over centered position is maintained by a clearance even if structural deformation door.
occurs. A spring rod maintains the locking shaft in an over centered position.
TORSION BAR SPRING
LOWERING SHAFT A torsion bar spring compensates the weight of the door.
The door cannot be lowered in the open position while beyond the doorframe. The
lowering shaft mechanism locks the control handle to prevent the door from being lowered GIRT BAR
when not in contact with the doorsill.
The escape slide/raft is fastened to the girt bar. The emergency control handle is
connected to the girt bar.
EMERGENCY CONTROL HANDLE
The emergency control handle is located far from the inner control handle. It is connected
via rods and levers to the girt bar actuating mechanism.
ESCAPE SLIDE/RAFT CONTROL MECHANISM DESCRIPTION
DESCRIPTION
Here are the main systems of the escape slide/raft mechanism:
• control mechanism,
• automatic disarming,
• disarmed position,
• armed position.
CONTROL MECHANISM
The control mechanism includes the control handle, the bell crank and
the fl xible control. The girt bar assembly which is connected to a fl
xible control is operated via the control handle and a bell crank.
AUTOMATIC DISARMING
A cam disk and a roller attach the escape slide/raft control lever to the
exterior control handle in order to disarm the system automatically if
the door is opened from the outside.
DISARMED POSITION
When the lever is in the DISARMED position, the girt bar remains part
of the door when it is opened and remains in the telescopic forks.
ARMED POSITION
In this case, the girt bar remains part of the floor when the
door is opened in an emergency situation. When the arming
lever is set to ARMED, the girt bar slides towards the girt bar
fitting, and the emergency operation cylinder percussion lever
is moved to the door emergency configuration.
DAMPER/EMERGENCY CYLINDER DESCRIPTION
GENERAL
The damper and emergency operation cylinder, located on the support
arm, damp door movement during opening and closing sequences.
DOOR DAMPER FUNCTION

The door damper cylinder function is to damp door movement during
opening and closing, in windy conditions for example. Damping is done
by hydraulic fluid going through a restrictor as the operating rods
extend or retract.
EMERGENCY FUNCTION
The damper and emergency operation cylinder forms an emergency
actuator that assists and improves the opening speed of the door in
emergency conditions. When opened in an emergency situation, the
operating percussion lever lets the nitrogen bottle pressure act upon
the piston to push it out.
NOTE: The door can be closed after an emergency opening.
CYLINDER DEACTIVATION
Several tasks have to be carried out to deactivate the door damper
cylinder. To disarm the system:
• the safety pin must be installed,
• cut and discard the lock wire,
• loosen the knurled screw,
• pull the operating striker lever to the rear to disarm it,
• tighten the knurled screw.
CYLINDER ACTIVATION
Several tasks have to be carried out to activate the door damper
cylinder. To activate the system:
• loosen the knurled screw,

• push the operating striker lever to the front to arm it,
• tighten the knurled screw,
• safety the knurled screw with the lock wire,
• remove the safety pin.
SERVICING
After an emergency operation of the door, the nitrogen bottle has to
be refilled, using the filling valve. Remove the broken pieces of the
shear pin and the damaged diaphragm after an emergency operation.
Install a new shear pin and a new diaphragm.
NOTE: To fill the nitrogen bottle, take into account the temperature
and pressure chart values, if the damper/emergency cylinder does not
have a temperature-compensated pressure indicator.
EMERGENCY EXITS (318, 319, 320)

DOORS OPERATION
OPERATION
Two emergency exits are located over each wing. The exits can be
opened from the outside and the inside. Inside opening instructions
are placarded on the exit frame. To open an exit, the cover flap must
be removed. The "SLIDE ARMED" indicator illuminates white
immediately. To unlock the latch mechanism, the control handle must
be used. Pull down the control handle and pull the exit top inwards.
With your free hand grasp the lower grip mould and lift the exit. Turn
exit inward and throw it out away from the opening. Should the exit
opening not initialize the automatic slide deployment, the red handle
must be pulled for manual deployment. If a ditching line is provided, it
has to be fixed to the yellow fittings located in the exit frame and on
the wing.
DOORS OPENING FOR MAINTENANCE
WARNING
MAKE SURE THAT THE LOCKPIN ASSEMBLY IS CORRECTLY INSTALLED IN
THE OPERATING HEAD OF THE INFLATION RESERVOIR. IT PREVENTS AN
ACCIDENTAL DEPLOYMENT OF THE OFFWING ESCAPE SLIDE.
NOTE: In this module the EMERGENCY EXIT/OPENING FOR

MAINTENANCE is described on the A320 but the principle is the
same for the A319 and the A318.
OPENING FOR MAINTENANCE

To open one of the two emergency exit hatches from the outside, a red
panel has to be pushed in, the door falls into the cabin and activates
the escape slide release mechanism. To open one of the two
emergency exit hatches from the inside, pull down the cover flap from
the recess. A slide armed indicator illuminates to show that the escape
slide release mechanism is in the armed configuration. To disarm the
mechanism, turn the retractable pin a quarter turn anticlockwise. This
is confirmed by the extinguishing of the slide armed indicator. Pull the
lever of the hatch control handle to the down position. Carefully let the
top of the hatch fall inwards so that it comes clear of the structure.
Take the lower handle and pull the hatch from the recess. A red
manual handle can be used to activate the escape slide release
mechanism manually. Install a rigging pin in the provision of the hatch

frame. A ditching line attachment point housed in the door frame, and
a dual point on the wing upper surface enable the ditching line to be
connected.
DOORS STRUCTURE DESCRIPTION
OUTER SKIN STOP PROFILES

The outer skin of the hatch has to cover the cutout in the fuselage, the outer skin area is When the passenger compartment is pressurized, the pressure loads are transferred into
bigger than the area of the fuselage cutout. Thus the hatch is a pure plug type door. The the fuselage structure via the two extruded stop profiles which are riveted to the vertical
pressure load on the hatch is transferred along the stop profiles via the seal into the edge members. At the vertical stop profiles, the retaining channel is integrated in the
fuselage skin. The material of the outer skin is aluminum alloy. Its thickness has been extruded parts.
reduced locally by chemical etching for weight saving purpose.
WINDOW
HORIZONTAL BEAMS The structure includes an aluminum alloy forged frame, which is identical to a passenger
The horizontal beams are acting as stiffeners for the outer skin, they prevent a large window frame.
deflection of the outer skin. The horizontal beams are made from aluminum formed sheet
metal. SEAL
The seal is retained by a formed sheet metal retaining channel, which is riveted to the
FRAME SEGMENTS hatch structure. The hatch seal is a fabric reinforced silicone rubber lip-type seal.
Like the horizontal beams, the frame segments are acting as stiffeners for the outer skin.
They are also made from aluminum formed sheet metal. It includes aluminum alloy formed
sheet vertical frame segments.
INNER SKIN
The inner skin maintains the position of frame segments and horizontal beams and
prevents them from buckling on the inside. The inner skin consists of several segments.
These segments are made from aluminum formed sheet metal.
EDGE MEMBERS
The purpose of the edge members is to stiffen the skin at its edges and to maintain torsion
stiffness of the exit door structure.
SLIDE RELEASE MECHANISM LATERAL GUIDE

The guide pin locks the spring-loaded latch pin. When the spring-loaded latch pin is The lateral guides put the hatch in the center position during the installation. A lateral guide
extended it is in the ARMED position, and when the latch pin is retracted it is in the fitting is attached on each vertical edge member of the emergency exit hatch.
DISARMED position. The slide release mechanism includes the guiding fitting, the spring and
the latch pin. For maintenance purposes, the latch pin can be disarmed by turning it
counter-clockwise.
LOCKING SHAFT UNIT

The locking shaft unit includes the two locking hooks and the locking shaft. A connection rod
attaches the hatch handle to the locking shaft.
CONTROL HANDLE
The hatch control handle has two tension springs which retain the handle in the up position.
When the hatch control is released, the connection causes a movement of the locking shaft
unit.
LOCKING HOOKS
Inside or outside operation of the control handles locks or unlocks the hatch. When the
emergency exit hatch is correctly locked, the locked hooks engage in the upper roller
fittings.
LOWER ROLLER
The lower rollers put the emergency exit hatch in line with the fuselage during the
installation. The lower roller brackets, attached on the hatch bottom beam, engage in their
pivot fitting.
EMERGENCY EXITS (A321)

DOORS OPERATION
DESCRIPTION/OPERATION
For the evacuation of the passengers, there are four emergency exit doors as well as four The DISARMED mode allows the door to be manually opened without escape slide
regular passenger/crew doors. Two emergency exit doors are installed on each side of the operation. When the door is opened from the inside of the cabin in the ARMED mode the
cabin, two FWD of the wing leading edge and two aft of the wing trailing edge. The emergency operation cylinder releases nitrogen to assist the door into its fully open
operation is similar to that of the normal passenger doors. The FWD left emergency exit position. The cylinder is shown in maintenance position with the safety pin installed. The
door is larger in size than the others and is known as a 73" door. The three other escape slide-release mechanism operates the automatic in system to the escape slide
emergency exit doors are 60" doors. Door operation from outside or inside and in installed below the door. When the door is unlocked from the outside in the ARMED mode
emergency is identical for all the emergency doors. The emergency exit door is installed the escape slide release mechanism is automatically DISARMED. The door damper
with a support arm and two guide arms which maintain the door parallel to the fuselage in hydraulically limits the speed of the door under normal operating conditions.
operation. The door mechanism is manually operated, it locks and keeps the door in the Under emergency conditions the door damper acts as an actuator to open the door rapidly.
safety closed position. It also unlocks and lifts the door before you can move the unlocked To initiate emergency operation, the release lever is raised by door upward movement.
door to the open position. The percussion mechanism breaks the diaphragm of the pressure accumulator and causes
The primary components of the door locking mechanism are: the nitrogen gas from the pressure accumulator to extend the actuator piston rod. A
• the door handle mechanism, pressure gage and pressure switch are mounted on the pressure accumulator. The
• the locking shaft mechanism, pressure gage has a red, yellow and green indicator area to show the actual pressure in the
• the balance mechanism, gas cylinder. The pressure switch relays a signal to the CIDS if pressure is low. Two
• the lifting mechanism. proximity switches monitor the locked/unlocked condition and the DISARMED/ARMED
The lifting mechanism will lock, unlock the door and operate the lifting mechanism. This condition of the door. One proximity sensor, which is part of the escape slide warning
moves the door up so that the lateral guide rollers come free from the fuselage guide system, transmits a signal to the ECAM system. It gives a warning in the cockpit on the
fittings. A balance mechanism decreases the force necessary to operate the lifting lower ECAM display panel when a door is opened in the ARMED mode. At the same time
mechanism. The door moves inwards, upwards and forward parallel to the fuselage and is the white indicator light SLIDE ARMED located near the door window comes on. The other
locked by a mechanical lock in the open position. The door lock open mechanism is proximity sensor is part of the door warning system and also transmits a signal to the ECAM
installed on the support arm. To close the door, operate the release button so that the system. It shows on the lower ECAM display panel, when the door is unlocked. An
spring-loaded linkage releases the locking hook. additional proximity sensor and target is installed in the fuselage above the door. This
The escape slide-release mechanism operates the automatic inflation system. There are sensor is part of the door warning system and monitors the OPEN/CLOSE position on the
two modes: ECAM page.
• the ARMED mode for the emergency door operation,
• the DISARMED mode for normal door operation.
Now is shown the door ECAM page, door 1 LH side locked and slide armed. All the doors in
green are locked and in amber open. The red warning light CABIN PRESSURE near the
window flashes on ground if the door is in DISARMED mode and there is a difference
between the inside and outside pressure with the two engines off. Before opening the
door, check warning lights. Now we will show the emergency exit door in more detail. The
structural door components are made of aluminum alloy, they are riveted together to give
the door its rigidity. Integrated in the door skin is the exterior handle and window. The
door has two hoisting points integrated in the frame segments above the door centerline.
The door seal is an extruded rubber seal profile with equally-spaced pressurization holes.
When the cabin is pressurized, the door seal inflates and makes the door pressure-tight.
Blankets are installed in the interspace of the primary structure for sound and thermal
protection. They are attached with Velcro tapes on the inner face of the outer skin.
The primary components of the escape slide-release mechanism are:
• the arm/disarm unit,
• the release assembly.
Here is shown the operation of the components. The doorstop assemblies include the
adjustable stops and the related stop fittings. The guide assembly contains the guide rollers
and the related guide fittings. Here we see its operation during door movement.
DOORS STRUCTURE DESCRIPTION
OUTER SKIN
The outer skin covers the door cutout area in the fuselage skin. When the cabin is pressurized,
the outer skin carries the whole internal pressure on this area.
LONGERON
The horizontal longerons are stiffening elements for the outer skin and there are vertical frame
segments. They also act as load concentrators: the pressure load on the skin is concentrated
on the ends of the seven horizontal longerons, where the door stops are located. Longerons
and outer skin edge members are riveted together.
DOOR STOPS
The loads resulting from the cabin pressure are transmitted by adjustable stops into the door
frame and into the fuselage structure. The door stops are made from forged titanium.
GUIDE ROLLERS
The guide rollers, mounted on the door frame, guide the door movement precisely from its
lifted to its lowered position and vice versa, preventing any unintended collision. They move
within the guide ramps, which are mounted on the fuselage frame. Guide rollers and guide
also block the door in the closed position. The guide rollers engage in a ramp to
block the door. Two additional guide rollers, located only on the aft edge of each door, prevent
door jamming when loaded with extreme forces.
SEAL
The door seal consists of a rubber extrusion with equally spaced pressurization holes. The door
seal is installed around the edge of the door and a sealing section is fitted onto the door frame.
WINDOW
The observation window permits the door warning to be checked from outside.
GENERAL
The door locking mechanism, which is manually operated, locks and keeps the door in the
LIFTING MECHANISM
safety closed position, and lifts it when the door is moved to the open position. The lifting mechanism is installed in the lower section of the door. It is composed of the
It is composed of: lifting shaft assembly, the door detent shaft and the adjustment lever unit.
• - the door handle mechanism,
• - the locking shaft mechanism,
• - the balance mechanism,
• - the lifting mechanism.
DOOR HANDLE MECHANISM

The door handle mechanism is composed of the inboard handle assembly and the
outboard handle assembly. The inboard handle and the outboard handle are connected to
the internal control shaft and operate the locking shaft mechanism and the lifting
mechanism. The control mechanism disarms the slide release mechanism when the
external handle is moved.
LOCKING SHAFT MECHANISM

The locking shaft is locked in an overcentered position. An arm on the locking shaft forms
the visual locking indicator. The locking shaft is connected to the locking hook by a
connection rod. A spring unit is installed between the twin lever and the door structure. It
makes sure that the locking shaft mechanism is always in the overcentered position.
BALANCE MECHANISM
The balance mechanism is installed in the lower section of the door. It is composed of the
torsion bar assembly, the pretension unit and the connection rod.
CARGO DOORS
NORMAL OPERATION
NORMAL DOOR OPENING NORMAL DOOR CLOSING
NOTE: In this module the CARGO DOORS/NORMAL OPERATION is described on the A320 but To close the cargo door hydraulically (if the cargo loading option is installed), make sure that
the principle is the same for the A318, A319 and A321. the door sill latches are in the raised position and that all required safety devices are supplied.
The cargo door is mechanically locked and operated by the yellow hydraulic system. The door Set the control selector to "CLOSE". The yellow hydraulic pump starts operating - it
opening operation procedure is displayed next to the door controls. Let's open the door in pressurizes the actuators and unlocks the door. The green indicator light goes off and the
normal conditions. To operate the door handle, push the spring-loaded flap inwards to door closes. When the door is in its frame, release the control selector.
release the handle. When the handle rotates the locking shaft, it moves the cam of the The yellow electric pump remains operative for a certain amount of time. Lock the door
latches, shows the red indicators retracting, retracts the side pins and opens the vent door. before it is able to open again due to internal leakage and the door weight. Pull the door
Pull the door handle outwards and up to the fully UNLOCKED position. Check that the vent handle down to its "LOCKED" position, push it into the recess of the door structure and check
door opens to make sure that there is no residual pressure in the cargo hold before the door that the locking indicators are green and that the door is flush with its door frame. Check that
is unlatched. Check that the locking indicators are red, indicating that the locking hooks are the vent door is closed. The spring-loaded flap locks the control handle. Check that access
released and the door is unlocked. Due to internal leakage and the door weight, the door can panels are closed.
open towards its vertical position. Open the access panel below the fuselage to get access to
the door hydraulic control system. Check the door "OPEN" green indicator by pressing it. The
light comes on. Set the selector on the control panel to "OPEN" and hold it in this position.
The door is opened using two hydraulic actuators pressurized by the yellow electric pump.
When the door is in the "FULLY OPEN" and locked position, the green indicator,comes on.
Release the control lever. The yellow pump remains operative for a certain amount of time.
MANUAL OPERATION
MANUAL DOOR OPENING

NOTE: In this module the CARGO DOORS / NORMAL OPERATION is
described on the A320 but the principle is the same for the
A319, the A321 and the A318.
Here two operators are required. The first one unlocks the cargo door
in the same manner as for normal operation. The second operator
opens the yellow ground service access panel. Unlock the hand pump
control handle quick locking fasteners. Pull out the hand pump control
handle and set it in the operating mode. Install the hand pump control
handle on its pump. The first operator must hold the selector in the
OPEN position. Then, the second operator operates the hand pump
and the door opens. When the green indicator light comes on, the first
operator releases the control selector.
MANUAL DOOR CLOSING

Two operators are required for this operation. The will set the control
selector to its CLOSE position and hold it. The other, then operates the
hand pump. When the door is engaged in its door frame, return the
hand pump control lever to its stowage position. Lock it and close the
access control panel. The first operator closes the access panel and
sets the door handle to its LOCKED position and checks that the locking
indicators are green.
BULK CARGO DOOR OPERATION (A320/A321)
BULK CARGO DOOR OPERATION

The bulk cargo compartment door is installed on the lower right
side of the fuselage. The bulk door is a manually operated door,
the operating procedures are labeled on the door. To open the
bulk door from the outside, press the button of the external
handle. Set it to its OPEN position, then to its LOCKED position
again. This operation releases the closed bulk door, then move
manually the bulk door inwards until the hook engages with the
hook arrester of the fuselage crossbeam. This operation safeties
the bulk door in its fully open position. To release the opened bulk
door, put the handle to its OPEN position. A balance mechanism
prevents the bulk door from falling down. Pull the bulk door
closed and lock it using the external handle by setting it to the

LOCKED position. After operation from the outside, push the
external handle into its recess again.
FWD AND AFT CARGO DOOR STRUCTURE DESCRIPTION
MAIN STRUCTURAL COMPONENTS

The door is made of sheet metal and machined parts. Note the position of
the hoist points. The primary structure consists of vertical and horizontal
edge members, longitudinal beams, frames, and an inner and outer skin.
All these parts are riveted together.
DOOR SEAL RETAINER

The door seal is a round hose-type seal and made of silicone and fabric.
When the cargo doors are locked, the door seal makes the related
compartment pressure-tight. For attachment of the door seal, the
retainers are riveted to the edge members around the cargo door.
HINGES AND FITTINGS

The connection of the cargo door to the fuselage includes the two halves
of the titanium and aluminum alloy piano hinges, and two hinge pins for
the actuators. The actuator attachment fitting is attached with screws to
the inboard side of frames 25A / 53A, and 26A / 54A. The FWD and AFT
cargo doors are structurally the same, but they are not interchangeable.
NOTE: Note that, on the A318 the vent door is located near to the door
handle.
FWD AND AFT CARGO DOOR LOCKING MECHANISM D/O
LATCHING SHAFT
The latching shaft, which is connected to the operating handle by an
adjustable rod, operates all the hooks. It is the main part of the locking
mechanism.
LOCKING HOOK
In the closed and locked position, the hooks are in contact with the fuselage
slide spools and eccentric bolts and transmit the loads resulting from the
internal pressure and circumferential fuselage loads. The hooks fulfill the
latching of the cargo door to the fuselage.
LOCKING SHAFT
When the locking handle is in the LOCKED position, the locking shaft turns
and the safety cams move into the recess of the locking hooks. The locking
shaft is the main part of the safety mechanism. It is actuated by the
operating handle.
CAM
The cam is fastened on the locking shaft and blocks the hooks in the locked
position.
UNLOCKING AND UNLATCHING OPERATION

The unlocking and unlatching operation may be described in three
positions.
LOCKED POSITION
Green marks are visible through the locking indicators. The door
cannot be opened because the locking shaft is in the locked and the
hooks are in the latched position.
UNLOCKED POSITION
Red marks are visible through the locking indicators. The locking shaft
is in the unlocked position but the hooks are still in the latched
position, so the door cannot be opened.
UNLATCHED POSITION
Red marks are still visible through the locking indicators. The latching
shaft and the hooks are in the unlatched position, so the door can be
opened.
DRIFT PIN
To fulfill aerodynamic requirements, a drift pin mechanism has been
provided in the door. Two drift pins are operated by the locking shaft
via rods. The extended pins move into the fuselage side frame pockets.
INTERLOCK MECHANISM
The interlock mechanism blocks the latching mechanism in the
unlatched position when the cargo door is not closed. Then the door
handle is not movable and the latching hooks stay in the lifted position.
The interlock mechanism includes the interlock lever with the stop
bolt, the connection rod and the spring unit. The spring unit moves the
interlock lever to the blocked position so that its stop bolt touches the
interlock cam.
SWITCH MECHANISM
The switch mechanism is installed in the lower part of the cargo door.
This mechanism includes the target lever with the related target and
the link assy. The target lever is attached on the support fitting which is
riveted on the frame structure. The link assy transmits the movement
of the drive shaft to the target lever. The target moves to or away from
the proximity sensor which is installed below the door sill of the
fuselage. The proximity sensor monitors the position of the cargo door.
It sends information to the ECAM system when the cargo door is closed
or opened.
HYDRAULIC SYSTEM D/O
GENERAL
The cargo-compartment door hydraulic-system controls the operation
of the FWD and aft cargo-compartment doors. The hydraulic system of
each door has a hydraulic actuator and a manual selector valve, but
the yellow electric pump, the electric selector valve, the hand pump
and the double check valve are common to both cargo doors.
NOTE: The double check valve depressurizes the cargo door system
after operation and prevents loss of reservoir pressure and hydraulic
fluid after a leak.
NORMAL OPENING PRECAUTIONS

Before opening a cargo door, it is necessary to make sure that the
appropriate cargo-compartment door is unlocked and unlatched.
NORMAL OPENING (continued)

HYDRAULIC SYSTEM ACTIVATION
To operate the door hydraulic system, set the door operation lever on
the control panel to the OPEN position and hold it. This moves the
manual selector valve to the extension position. Then, a signal is sent
through the Landing Gear Control and Interface Unit (LGCIU) 2 which
starts the yellow electric pump to supply the hydraulic fluid.

ELECTRIC SELECTOR VALVE
The electric selector valve is energized open and releases the pressure
to the manual selector valve.

EXTENDED POSITION
The door actuator extends and opens the cargo compartment door
outwards. When the cargo compartment door is fully opened, the
green indicator light on the control panel comes on to indicate that the
door actuator is mechanically locked in its extended position.
NORMAL CLOSING PRECAUTIONS

Before operating the door hydraulic system make sure that the door
sill latches are lifted. The door sill latches operate micro switches which
either enable cargo door operation when in the raised position, or
cargo loading system operation when lowered.
NORMAL CLOSING (continued)

HYDRAULIC SYSTEM ACTIVATION
The door operation lever is turned towards the CLOSE position and it
stops in the intermediate position then the pump starts.

ELECTRIC SELECTOR VALVE
The electric selector valve is energized open to release the pressure to
the manual selector valve.

INTERMEDIATE POSITION
The intermediate position is a safety position. The door actuator is first
pressurized on both sides to prevent a sudden movement of the door
when the actuator mechanical lock is released, what could cause a
damage of the lock.

SAFETY PRESSURE
When the pressure is then sufficient the blocking piston retracts and
the manual selector valve can be moved further to the fully close
position.
NOTE: The manual selector valve remains in the intermediate position
until the pressure reaches 20 bars (290 psi) in the blocking piston.

CLOSED POSITION
The manual selector valve can move to supply the door actuator for
closing.
NOTE: The door must be latched and locked within a minute to prevent
re-opening due to internal leakage.
MANUAL OPERATION
With no electrical power available on the aircraft the yellow electric
pump is not available, and the manual selector does not energize the
electric selector valve. In this case the hand pump on the yellow
hydraulic panel must be used to operate the door hydraulic system
manually. A second person is needed to operate the hand pump. The
operating handle for the hand pump has to be taken from the green
hydraulic system service panel. The further operation for opening and
closing is identical with the door normal operation.
HYDRAULIC ACTUATOR D/O
INTRODUCTION
Two actuators are used to move one compartment door, they extend
to open and retract to close. In the open position, the actuators lock
internally to maintain this position without pressure.
DESCRIPTION
The locking clamp is fixed to the rod via the piston, and the locking
bushing is fixed to the housing. The sleeve mechanism is used to lock
the piston rod. The detection pin, lever and proximity switch are used
for monitoring purposes.
ROD EXTENSION
As the piston rod reaches the end of the opening travel, the claws pass
over an internal lock. The hydraulic pressure applied to port A forces
the piston rod to extend until the claws push back the sleeve assembly,
at the end of the rod travel.
LOCKING SYSTEM AND DETECTION SWITCH

In this position, the lever is lifted up lifting with it the detection pin that
triggers the proximity switch that signals LOCKED. As soon as the
locking clamp claws get behind the edge of the locking bushing, the
compressed claws spread apart and the sleeve assembly is pushed
between the claws, locking the system.
COCKPIT DOOR
COCKPIT DOOR OPERATION
DESCRIPTION
The new reinforced phase II cockpit door meets all existing JAR/FAR
requirements and consists in a new door blade, reinforced
attachments, new latching principles and a new door opening logic.
This code pad provides increase security levels and is used to notify
cockpit crew of a request for entry or to open the door in case of
confirmed incapacitation of both pilots. The buzzer in the cockpit rear
of the overhead panel provides an oral warning to notify the cockpit
crew. This door control toggle switch with three positions and
associated warning lights, is normally installed on the pedestal. They
can also be located on the overhead panel on request. The Control
Door Locking System (CDLS) is a control box located on the overhead
panel, which monitors latches and rapid pressure variations in the

cockpit. For cockpit evacuation, there is an escape panel that can only
be removed from inside the cockpit. Finally, the door is fitted with
three electrical latches and a new spy hole.
NORMAL ACCESS
Refer only to the video sequence.
LOCKING
EMERGENCY OPERATION
COCKPIT DOOR D/O
GENERAL
The cockpit door is a separation between the cockpit and the
passenger cabin. It is installed to prevent or delay forced access to the
cockpit from the cabin. It has reinforced door-attachment fittings and a
bullet-proof door that is resistant to intrusion and penetration. It also
has a Cockpit Door System (CDLS).
DOOR DESCRIPTION
The cockpit door opens into the cockpit and a magnetic door stop
keeps it in its fully open position. The cockpit door structure is a
honeycomb core bonded between pre-impregnated sheets.
On the cockpit door there is an upper hinge, which is attached with
screws to the cockpit structure. The bottom of the cockpit door has an
attachment fitting which engages with the floor structure.
There is a cut-out section in the door structure for the door escape
hatch. If an emergency occurs, the cockpit crew can get out of the
cockpit through this door escape hatch. The door escape hatch
structure is the same as the door. There are two pip-pin fittings
installed on the inner side of the hatch. The two pip-pins engage with
the related bracket of the door structure to keep the hatch in position.
The manually operated three-latch mechanism keeps the cockpit door
in the closed position. It is installed on the inner side of the cockpit
door. It has a spring-loaded D-ring assembly which extends or retracts
the three-latch tenons. The tenons engage with the catch of the
electrical release strikes installed opposite in the lavatory wall. The
cockpit door has a door handle and a spyglass.
DESCRIPTION (continued)
CDLS
For cockpit security, the cockpit door has an electro-mechanically operated release system: The microprocessor receives signals from the toggle switch and the keypad. It sends a signal
the CDLS. A keypad is installed adjacent to the Forward Attendant Panel (FAP). On the front to operate the buzzer, the indication light, the green or red LED of the keypad and the
face, there are two LEDs (red and green) and twelve P/BSWs with the legends 0 to 9, "*" and solenoids of the electrical release strikes. If a fault occurs in the pressure sensors, the related
"#". A buzzer is installed in the cockpit ceiling panel. A signal from the control unit operates CHAN 1 or CHAN 2 LED comes on and the amber FAULT light comes ON, on the cockpit door
the buzzer for a minimum of 2 seconds. A toggle switch is installed on the cockpit door panel panel. If a fault occurs in the electrical release strikes, the related strike LED comes ON, the
on the center pedestal. It is a three-position switch: UNLOCKed, NORMal and LOCKed. It is amber FAULT light comes ON, on the cockpit door panel, and the back-up control unit starts
spring-loaded and returns automatically to the NORM position. This is the neutral position in to operate in replacement.
which the closed cockpit door is automatically locked. NOTE: If a rapid decompression occurs, the door is blown open by the flow of air through
An indication light is installed on the cockpit door panel. The indication is an OPEN legend and the A/C.
a FAULT legend. The OPEN legend comes on amber when the cockpit door is open. The If the first locking attempt is not satisfactory, the power is removed only from the related
FAULT legend also comes on amber when there is a malfunction in the CDLS. Three electrical strike. After 2 seconds, the strike is activated again. If the second attempt is also not
release strikes are installed on the lavatory sidewall opposite the door latch mechanism. Each
satisfactory, the strike is deactivated and the related fault LED comes ON, on the CDLCU.
of the electrical release strikes has a micro switch activated by the latch when the solenoid is To reset a disabled strike, the toggle switch on the cockpit door panel must be set to the
operated. Then the plunger extends and thus the catch cannot move, or the plunger retracts UNLOCK position and back to the NORM position. There is an additional counter that stops
and thus the catch is free. The center electrical release strike has an additional micro switch the strike for the entire Aircraft power cycle after ten unsatisfactory locking attempts. The
that monitors the condition of the center latch mechanism. When its tenon does not engage counter is reset after a power cycle of the CDLS or after one satisfactory locking attempt. This
with the catch, the OPEN indication light comes on. makes sure that this counter has no effect on the daily operation and on the dispatchability of
NOTE: If there is a total failure of the CDLS, the door can be closed manually from the cockpit the aircraft. Pull the CDLS circuit breaker 1MQ in the cockpit to reset the system and the
side with a deadbolt to make sure that the A/C operates in MMEL conditions. counter.
The control unit is installed on the overhead panel. It has the legends CocKPiT DOOR CONTrol, The CKPT DOOR BacK UP panel is a back-up system which is activated through the LocKinG
STRIKE TOP, MIDdle and BOTtom and CHANnel 1 and CHAN 2. This unit manages the fault SYStem override switch, if one of these conditions occurs:
indications, time delays and door access control of the CDLS. To make sure that the CDLS • FAULT indication comes ON on the basic system due to CHAN 1 and CHAN 2 fault,
operates in Minimum Equipment List (MEL) conditions, an optional second control unit can be • basic system malfunction.
installed on the overhead panel, as a back-up system. They have two internal pressure
sensors that operate if a rapid decompression occurs in the flight compartment, which de-
energizes the solenoids.
DOOR OPENING CABIN TO COCKPIT

Push the "#" key or enter a number plus the "#" key on the keypad. The buzzer then sounds,
which tells the flight crew that access to the cockpit is requested.
If the flight crew sets the toggle switch to the UNLOCK position:
• the control unit de-energizes the solenoid of the release strikes. This causes the
plungers to retract so that they do not block the catches,
• the control unit sends a signal to the keypad so that the green LED comes on.
This shows that the cockpit door is unlocked and that access is available,
• the buzzer stops.
Push the cockpit door in the flight direction until the magnetic stop keeps it in its fully open
position. The amber OPEN indication light then comes ON on the cockpit door panel. This
shows that the cockpit door is open.
If the flight crew sets the toggle switch to the LOCK position:
• the control unit does not de-energize the solenoids of the release strikes. The
plungers therefore remain extended and block the catches,
• the control unit sends a signal to the keypad so that the red LED comes on. This
shows that the cockpit door is locked and that access to the cockpit is not
available,
In this case, operation of the keypad and the buzzer is prevented during a specific time of
between 5 and 15 min. The flight crew can cancel this function if they set the toggle switch
from the LOCK position to the UNLOCK position.
CABIN TO COCKPIT (EMERGENCY) Push the cockpit door in the flight direction until the magnetic stop keeps it in its fully open
Enter the selected four-digit code plus the "#" key on the keypad. This causes the buzzer to position. The amber OPEN indication light then comes ON on the cockpit door panel. This
come on continuously and the green LED to If the flight crew does not operate the toggle shows that the cockpit door is open.
switch within a specific If the flight crew sets the toggle switch to the LOCK position within a specific time of
time of between 15 seconds and 2 minutes: between 15 seconds and 2 min:
• the control unit de-energizes the solenoids of the release strikes. This causes • the control unit does not de-energize the solenoid of the release strikes. So
the plungers to retract so they do not block the catches for 5 seconds, the plungers remain extended and block the catches,
• the control unit sends a signal to the keypad. This causes the green LED to • the control unit sends a signal to the keypad so that its red LED comes on.
come on for 5 seconds. The green LED shows that the cockpit door is unlocked This shows that the cockpit door is locked and access to the cockpit is not
and access is possible, available,
• the buzzer stops. • the buzzer stops.
Push the cockpit door in the flight direction until the magnetic stop keeps it in its fully open In this case, operation of the keypad and the buzzer is prevented during a specific time of
position. The amber OPEN indication light then comes ON on the cockpit door panel. This
between 5 and 15 minutes. The flight crew can cancel this function if they set the toggle
shows that the cockpit door is open. switch from the LOCK position to the UNLOCK position.
If the flight crew sets the toggle switch to the UNLOCK position within a specific time of
between 15 seconds and 2 minutes:
• the control unit de-energizes the solenoids of the release strikes. This causes
the plungers to retract so that they do not block the catches,
• the control unit sends a signal to the keypad so that the green LED comes on.
The green LED shows that the cockpit door is unlocked and that access is
possible,
BACK-UP SYSTEM (OPTIONAL)

The cockpit door locking back-up system is an optional system activated under Master
Minimum Equipment List (MMEL) conditions when the normal CDLS has failed. It ensures
that the cockpit door release system can operate.
The fault indication of one system is automatically inhibited when the other system is
selected.
If the optional back-up control unit is installed, an additional toggle switch lets you do the
changeover to the back-up unit. This switch also lets you completely disconnect the system
during maintenance.
DOOR OPENING (continued)

COCKPIT TO CABIN
Lift and turn the D-ring of the center latch mechanism through 90
degrees so that its internal spring-loaded tenons retract. The tenons
are disengaged from the catches and the cockpit door opens.
DOOR OPENING (continued)

COCKPIT TO CABIN (EMERGENCY)
Lift and turn the D-ring of the center latch mechanism through 90
degrees so that its internal spring-loaded tenons retract. Because the
tenons are disengaged from the catches of the electrical release
strikes, you can open the cockpit door.
If the door cannot be opened normally, you can remove the door
escape hatch:
• disengage the two pip-pins from the pip-pin brackets of
the cockpit door to release the door escape hatch,
• then push it in the rear direction so that the cut-out
section of the cockpit door is free.
DOORS INDICATION AND WARNING D/O
PASSENGER DOORS
NOTE: on the A321, the procedures for the passenger and emergency
exit doors are identical.
Each door is monitored by three proximity switches that are:
• the locking hook proximity switch,
• the locking shaft proximity switch,
• the escape slide proximity switch.
DOOR INDICATING AND WARNING - PRINCIPLE

The locking hook and the locking shaft proximity switches provide
door indication on the ECAM DOOR page via the System Data
Acquisition Concentrator (SDAC).
DOOR INDICATING AND WARNING - LOCKED

When the door is locked, the locking hook and the locking shaft
proximity switch targets are near, and the door symbol is green on
the ECAM DOOR page.
PASSENGER DOORS (continued)

DOOR INDICATING AND WARNING - NOT LOCKED
As soon as at least one of the locking hook and the locking shaft
proximity switch target is far, the door indication is amber on the
ECAM DOOR page.

ESCAPE SLIDE INDICATING AND WARNING - PRINCIPLE
The slide proximity switches give an escape slide indication on the
ECAM DOOR page and slide and locking shaft proximity sensors
trigger a "SLIDE ARMED" indication on the door itself.
ESCAPE SLIDE INDICATING AND WARNING - SLIDE ARMED,

DOOR LOCKED
The white indication "SLIDE" appears on the ECAM DOOR page. The
door symbol is green.

DOOR NOT LOCKED
On the ECAM DOOR page, the name of the door is shown in amber, the
door symbol is amber and the white SLIDE ARMED light comes on
steadily on the door.

RESIDUAL CABIN PRESSURE
The red flashing light indicates excessive residual cabin pressure. The
red light flashes as soon as one of the two engines or the two engines
is (are) off, the escape slide is disarmed and the residual cabin pressure
is greater than 2.5 mbars (0.04 psi).
EMERGENCY EXIT DOORS

NOTE: only for the A318/319/320.
Each door is monitored by two proximity switches:
• the cover flap proximity switch,
• the escape slide proximity switch.

The cover flap proximity switch gives door indication on the ECAM
DOOR page via the SDAC.

When the door is locked, the cover flap proximity switch target is
near, and the door symbol is green on the ECAM DOOR page.
EMERGENCY EXIT DOORS (continued)

As soon as the cover flap proximity switch target is far, the door
symbol and indication is amber on the ECAM DOOR page.

ESCAPE SLIDE INDICATING AND WARNING - PRINCIPLE
The escape slide proximity switch gives an escape slide indication on
the ECAM DOOR page via the SDAC and directly to the SLIDE ARMED
indicator light near the emergency exits.

DOOR LOCKED
The white indication "SLIDE" appears on the ECAM DOOR page. The
door symbol is green.

DOOR NOT LOCKED
On the ECAM DOOR page, the name of the door is shown in amber, the
door symbol is amber and the white SLIDE ARMED light, near the
emergency exits, comes on steadily.
FWD & AFT CARGO DOORS

The FWD and aft cargo doors have three similar proximity switches:
• the handle proximity switch,
• the frame proximity switch,
• the latching shaft proximity switch.

The locking handle and the frame proximity switches give the door
indication on the ECAM via the Landing Gear Control and Interface
Unit (LGCIU).

When the door is latched and locked, the handle and frame proximity
sensor targets are near. The door symbol is green on the ECAM DOOR
page.
FWD & AFT CARGO DOORS (continued)

As soon as the frame or the door handle proximity sensor detects
target far the door is indicated as unlocked and the symbol is amber on
the ECAM DOOR page.
FWD & AFT CARGO DOORS (continued)

ELECTRICAL CONTROL SYSTEM - ENABLE LOGIC
The electro selector valve is supplied when:
• the latching shaft proximity switch target is near, (this
target near position is only available when the locking
handle is in the fully open position),
• the manual selector valve is operated.
ELECTRICAL CONTROL SYSTEM - CONTROL

When the manual selector valve is operated, the integrated proximity
sensor sends a signal to the LGCIU to open the electric selector valve
and to start the electric pump of the yellow hydraulic system.
DOOR INDICATING AND WARNING - FULLY OPEN

When the cargo door actuators are in the fully open and locked
position, their internal proximity switches control illumination of the
green indicator light fitted in the manual selector recess.
AVIONICS, BULK CARGO & AIRSTAIRS DOORS

Bulk cargo and Airstairs doors are optional. The avionics, bulk cargo
and airstairs doors use a single proximity switch for the door warning
function. It is installed in the door frame on the fuselage.

The proximity switch gives door indications on the ECAM DOOR page
via the SDAC, except for the airstairs door indications, which are not
displayed when the door is closed and locked.

When the door is locked, the proximity switch target is near and the
door symbol is green on the ECAM DOOR page.
AVIONICS, BULK CARGO & AIRSTAIRS DOORS (continued)

As soon as the proximity switch target is far, the door symbol and
indication is amber on the ECAM DOOR page.
CIDS WARNINGS
Failure indicating depends on the importance of the failures. There is a
Cabin Intercommunication Data System (CIDS) CAUTion light in the
upper left-hand corner of each Forward Attendant Panel (FAP) page
display. It is normally off. The CAUTion light flashes amber when the
active DIRector detects a fault that needs cabin crew action. The action
needed is displayed in the heading row (e.g. SELECT DOORS PAGE).
When you select the page, the CAUTion light stops flashing and
remains on steadily. If the fault is cleared, the CAUTion light goes off.
For some faults the required page is automatically displayed on the
FAP. When the page is automatically displayed there can also be a
BLUE CARD message. This is a blue rectangle with a fault message
written in amber.
Major CIDS faults are also indicated to the flight crew with a Flight
Warning System (FWS) level 2 or level 1 alert. All CIDS faults generate
Centralized Fault Display System (CFDS) / MCDU class 1, 2, 3 messages.
FAP DOOR PAGE

This page displays the doors/slides status on the A/C:
• a red symbol indicates a door unlocked/open,
• a green symbol indicates a door locked and its escape
slide armed,
• an amber symbol indicates a door locked but its escape
slide disarmed. The indications SLIDE DISARMED are also
shown in amber near the associated symbol.
AGT-MTM-A32C
Doc. No.
ATA 71
Revision 01
FR.147.0049
MAINTENANCE TRAINING MANUAL
Airbus A-318/319/320/321 (CFM 56)
T1+T2 Combined / Initial
ATA 71
contact@agt.aero
POWER PLANT
Table of Contents

SYSTEM OVERVIEW 3 CORE ELECTRICAL JUNCTION BOX 47
COMPONENT LOCATION 7 BOOTSTRAP SYSTEM INSTALATION 49

FADEC
ENGINE TRANSPORTATION STAND 52
STARTING 9
FUEL 11
AIR 13
OIL 15
THRUST REVERSER 17
PYLON DRAINS 19
ENGINE DRAINS 21
INLET COWL 25
FAN COWL DOORS 29
THRUST REVERSER COWL DOORS 31
FIRE WALS AND ACOUSTIC PANELS 35
PRIMARY NOZLE 37
FORWARD MOUNT 39
AFT MOUNT 41
FLUID DISCONNECT PANEL 43
FAN ELECTRICAL CONECTOR PANEL 45
AGT-MTM-A32C Revision 01 NOV 2022 EFFECTIVITY: ALL / FOR TRAINING PURPOSES ONLY ATA 71 2
SYSTEM OVERVIEW
The CFM56-5B engine is a dual-rotor, variable stator, high-bypass-ratio
turbo-fan power plant. The CFM56-5B can power all aircraft types of
the Single Aisle family. CFM56-5B engines are available in several thrust
ratings.
All the engines have the same basic configuration. A programming plug
on the Electronic Control Unit (ECU) changes the available thrust.
The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon
connects the engine to the wing structure. The engine is attached to
the pylon by forward and aft mounts.

THRUST REVERSER SYSTEM
The reverse thrust is controlled by the ECU. A manual selection of
the reverse is done when the flight crew lifts the latching levers on
the throttle control levers. The reverse thrust command is sent to
the ECU and the Engine Interface Unit (EIU). The signal from the
ECU to the directional valve is supplied to an inhibition relay
controlled by the Engine Interface Unit (EIU) in relation to the
position of the throttle control lever.

In relation to commands from the ECU, a Hydraulic Control Unit
(HCU) supplies hydraulic power to operate the thrust reverser.
The thrust reverser uses 4 hydraulically operated pivoting blocker
doors to redirect the engine fan airflow.
COMPONENT LOCATION
The engine system components are at the following locations.
FADEC
The ECU is on the RH side of the fan case. The FADEC alternator is
on the gearbox.

STARTING
Two ignition boxes are on the RH side of the engine core. The air
starter is on the RH side of the gearbox rear face.
FUEL
The primary components of the fuel system are installed on the
LH side of the fan compartment.
The fuel pump is operated by the gearbox. The Hydro-
Mechanical Unit (HMU) and the filter are installed with the
pump.
AIR
The next picture shows the compressor airflow control system, the
turbine clearance control system and the transient bleed valve
system.
OIL
The oil tank is on the LH side of the fan case.
The lubrication unit is operated by the
gearbox.

THRUST REVERSER
The hydraulic shut-off valve is on the forward part of the pylon. The
HCU is installed on the forward part of the RH 'C' duct.
PYLONS DRAINS
Drains are provided at the pylon rear part to evacuate and vent
overboard air and any residual fluid (water, hydraulic, fuel).
ENGINE DRAINS
Drain lines are installed on the engine to collect and drain waste
fluids and vapors from engine systems and accessories.
This drain system consists of a drain collector assembly, which is attached
to the aft side of the accessory gearbox.
It is composed of 4 drain collectors with manual drain valves for
trouble shooting and 2 holding tanks.
ENGINE DRAINS (continued)

DRAIN COLLECTOR ASSEMBLY
A drain manifold module, also attached to the aft side of the
accessory gearbox supports the drain mast.
A pressure valve, which is part of the manifold, opens when the A/C
airspeed reaches 200 kts. Then ram air pressurizes the holding
tanks and the accumulated fluids are discharged overboard through
the drain mast.
DRAIN MAST
The drain mast protrudes through the fan cowl doors into the
airstream to evacuate any residual fluids.
The drain mast is frangible below the cowl exterior surface to
prevent damage to the engine gearbox.
INLET COWL
The inlet cowl is composed of an acoustical composite inner barrel,
outer barrel and a nose lip. The aluminum nose lip assembly consists
of an outer lip skin and bulkhead.
It includes installation of anti-ice system, interphone and ground
jack. For removal and installation, the inlet cowl is provided with:
- 4 hoist points,
- 36 identical attach fittings,
- 1 alignment pin.
AIR INTAKE FUNCTIONS

The main function of the inlet cowl is to guide the airflow into the
engine inlet and to permit an aerodynamic airflow over the outer
surface of the engine.
If engine anti icing on the cockpit overhead panel is selected to ON,
then hot bleed air from the engine is ducted to the cowl nose lip to
prevent ice build-up. The air then exhausts overboard through a flush
exit duct in the outer barrel.
Longitudinal and transverse loads are distributed into the fan case
forward flange through a bolted joint. These loads are due to:
-the air intake structure own inertia as well as,
-any internal or external loads not taken in hoop tension through
the inner barrel skins.
It incorporates a lightning protection system.
FAN COWL DOORS

There are two fan cowl doors to enclose the fan case and
accessory gearbox area.
Each door is supported by 3 hinges at the pylon.
The door assembly is latched along the bottom centerline by three
latches. Each door is provided with:
- 3 hoist points, for removal and installation,
- 2 hold open rods, for opening.
Access doors are also provided for the start valve and the oil
tank servicing.
An optional Integrated Drive Generator (IDG) viewing door can be
provided to check the IDG oil level.
THRUST REVERSER COWL DOORS

The thrust reverser cowl doors (or "C" Ducts) are in two halves which
include pivoting doors and enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly is latched
along the bottom centerline by 4 latches.
Each half is provided with:
-3 attachment points to install a handling sling for removal and
installation,
-1 opening actuator supplied by a hand pump and 1 hold open

rod mounted on the fan case for opening.
THRUST REVERSER COWL DOORS (continued)

THRUST REVERSER COWL DOOR OPENING
Note that the thrust reverser half doors can be opened to a 45
degrees position for engine removal. In the case the inboard Cowl
is opened to 45°, the wing slats have to be in the retracted
position.
For normal access to the engine core components, the thrust
reverser half doors can be opened at 35 degree with the slats in
extended position.
NOTE: The gap clearance between the Extended SLATS and the
35 degree opened inboard Cowl is approximately of 8
cm or 3 in.
FIREWALLS AND ACOUSTIC PANELS

Fire protection:
Firewalls and fire seals provide segregation and fire protection
between the engine compartments (fan and core compartments). The
fire seals separate the space within the engine into compartments.
This means of isolation limits propagation, should a fire occur. The pylon
floor forms the upper firewall of both the fan and core compartments.
Acoustic treatment:
The inner barrel in the air intake cowl consists of three acoustically
treated structural bonded panels, which are assembled with mechanical
fasteners and attached to an engine attach ring.
The inner barrel in the thrust reverser structure is also acoustically
treated and consists of aluminum perforated face sheet bonded to
aluminum honeycomb core.
PRIMARY NOZZLE
The primary nozzle directs the primary exhaust gas aft and regulates
the gas stream flow.
It is fastened to the aft flange of the engine turbine case.
The primary nozzle is attached to the Low Pressure Turbine (LPT) frame
by means of 16 bolts.
CENTERBODY
The centerbody provides engine center

venting. It is attached to the engine inner
turbine case.
The centerbody is fixed to the inner LPT frame by means of 16 bolts.
FORWARD MOUNT
The forward mount carries the engine thrust, vertical and side loads.
It provides the fan frame attachment to the pylon.
The forward mount is linked to the fan frame brackets and attached
to the pylon by four bolts and self-locking nuts.
AFT MOUNT
The aft mount restrains engine movement in all directions except
forward and aft. It provides the turbine rear frame attachment to the
pylon.
The aft mount is linked to the turbine rear frame lugs and fixed to
the pylon by 4 bolts.
FLUID DISCONNECT PANEL

The fluid disconnect panel provides the fluid connection between
engine and pylon.
It is located on the LH side of the fan case upper
part. Fluid connection lines:
- fuel supply,
- fuel return,
- hydraulic pump suction,
- hydraulic pump pressure delivery,

- case drain filter.
FAN ELECTRICAL CONNECTOR PANEL

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

The core electrical junction box provides interface of core
electrical harnesses with the pylon.
It is located in the zone of the forward mount.
BOOTSTRAP SYSTEM INSTALLATION

The removal and installation of the engine requires the installation of
a bootstrap system on the aircraft pylon. The bootstrap system is
composed of two elements, to be installed at the front and at the rear
of the pylon. Each element permits to attach at its ends the chain pulley
blocks assembly and dynamometers that are used to lower or to lift the
transportation stand attached to the engine.
ENGINE TRANSPORTATION STAND ATTACHMENT

POINTS
The engine transportation stand, which is used for engine removal
and installation, can be fixed to the engine by means of four
trunnions:
-two front trunnions fixed on the LP compressor case, LH side and RH
side,
- two rear trunnions fixed on the LP turbine case, LH side and RH side.
AGT-MTM-A32C
Doc. No.
ATA 72
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 72
contact@agt.aero
ENGINE
Airbus A318/A319/A320/A321 (CFM56) T1 + T2 Combined / Initial
Table of Contents
DESCRIPTION PAGE
ENGINE SYSTEM
ENGINE CARACTERISTICS 3
ENGINE GENERAL PARAMETERS 5
TURBINE OPERATION 7
ENGINE BEARINGS 9
ENGINE SEALS 11
COMPRESSOR 15
COMBUSTION CHAMBER 19
TURBINE SECTION 23
AERODINAMICS STATIONS 27
BORESCOPE PORTS 29
ENGINE SYSTEM D/O

ENGINE CHARACTERISTICS
The Airbus A320 family is powered by two CFM International CFM56-5
turbofan engines.
These engines can produce a thrust from 21600 lb (9800 kg) to 33000
lb (14970 kg) depending on the aircraft version set by the engine data
programming plug.
The CFM56-5B/3 Tech Insertion propulsion system is a modified version
of the CFM56-5B/P current production propulsion system, by

incorporation of some TECH56 technologies developed by CFM.
PYLON
The engines are attached to the lower surface of the wings by
pylons. The pylons provide an interface between the engine and
the aircraft for electrics, fluids, pneumatics and mechanical forces.
NACELLE
The engine is enclosed in a nacelle, which provides aerodynamic
airflow around the engine and ensures protection for the
accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC)
system consisting of the Engine Control Unit (ECU) with two
independent channels, sensors, actuators and other peripheral
components on the engine. The FADEC system provides engine
control, engine monitoring and help for maintenance and trouble
shooting.
ENGINE GENERAL PARAMETERS

There is a different kind of thrust depending on the engine installed on
the aircraft. Until 33000 lb (14970 kg) can be achieved during take off
with the CFM56-5B3 on A321, or 21600 lb (9800 kg) with CFM56-5B8
on A318, which is the lowest take-off thrust. Notice the take-off thrust
is the same between the CFM56-5B4 on A320 and CFM56-5B7 on A319
and A319 Corporate Jet, with a thrust value of 27000 lb (12250 kg).
TURBINE OPERATION
The turbine rotor is the mechanical part that provides energy to the
compressor shaft. This energy is delivered to the turbine rotor by the
gases from the combustion chambers. These gases deliver their
energy in the turbine blades forcing the turbine rotor to turn.
ENGINE BEARINGS
The engine rotors are supported by bearings installed in the two
sump cavities. The forward sump is in the fan frame and is the
location of bearings No.1, No.2 (fan/booster shaft) and No. 3 (High
Pressure (HP) shaft).
The aft sump is in the turbine rear frame where are bearings No.4 for
the HP shaft aft and No.5 for the LP shaft.
Bearings provide reduced rolling friction, support the rotors axially and
radially within the engine structure, and position the rotors relative to
the stators. The bearing must control the forces of gravity weight,
aerodynamic loads of pumping and turbine driving and gyroscopic loads
due to aircraft maneuvers.
NO.1 AND NO.2 BEARING
The No.1 ball bearing is a thrust bearing which carries the axial loads
generated by the LP rotor system.
The No.2 roller bearing takes the radial loads from the fan and
booster rotor.
NO.3 BEARING
The inlet gearbox assembly contains a core engine thrust bearing,
and a core engine roller bearing.
NO.4 AND NO.5 BEARING
The No.4 bearing, which takes the High Pressure Turbine (HPT) rotor
radial loads, is a roller bearing installed between the HPT rear shaft
and the Low Pressure Turbine (LPT) shaft.
The No.5 bearing supports the LPT rotor aft end inside the
turbine frame and takes the radial loads.
ENGINE SEALS
The oil is confined and recirculated in the bearing thanks to the air/oil
seal.
FORWARD STATIONARY AIR/OIL SEAL
The stationary air/oil seal limits the engine forward sump at its
front end, and is used to duct pressurization air to labyrinths
provided on the No. 1 bearing sleeve. The space located between
the seal inner and outer skin is divided into independent
compartments for pressurization, drainage and oil scavenge.

CENTER-VENT TUBE
Engine sumps are vented to ambient pressure through the center-
vent tube contained in the LP shaft.
ENGINE SEALS (continued)

SEAL PRESSURIZATION PRINCIPLE
The sumps are sealed with labyrinth type oil seals, which must be
pressurized in order to make sure that the oil is retained within the
oil circuit and, therefore, minimize oil consumption.
Pressurization air is extracted from the primary airflow (booster
discharge) and injected between the two labyrinth seals. The air,
looking for the path with the least resistance, flows across the oil
seal, thus preventing oil from escaping.

Any oil that might cross the oil seal is collected in a cavity between
the seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air becomes
vented air and is directed to an air/oil rotating separator and then,
out of the engine through the center vent tube, the rear extension
duct and the flame arrestor.
COMPRESSOR
The CFM56-5B has two axial compressor sections, one for each shaft: the Low
Pressure Compressor (LPC) fan booster section, and the High Pressure
Compressor (HPC) section.
The LPC is composed of: fan frame, fan booster rotor, and fan booster stator.
The HPC section is divided into: HPC rotor, and HPC stator.
FAN FRAME ASSEMBLY
The fan frame module carries inlet cowl loads to support the fan, booster and
HPC and their bearings, contains the forward mount and supports transfer
and accessory gearboxes. It provides ducting for primary and secondary
airflows and variable bleed valves.
FAN BOOSTER ROTOR
The fan rotor consists of one full diameter single stage fan for the
secondary flow and a four-stage booster for the core engine flow.
FAN BOOSTER STATOR
Fixed stator vanes are installed for both, the fan and booster rotor. The casing
is supported by the fan frame and supports the accessory drive gearbox. TECH
INSERTION CFM56 technology introduces re-designed HPC rotor blades to
improve HPC efficiency.
HPC ROTOR
The HPC compressor rotor is a 9-stage axial flow assembly. The rotor consists of
stages 1-2 spool, stage 3 disk, stages 4-9 spool.
HPC STATOR ASSEMBLY
All 9 stages of the compressor stator are shrouded. The Inlet Guide Vanes
(IGVs) and the stator vanes of the following 3 stages of the compressor are
variable - called Variable Stator Vanes (VSVs).
COMPRESSOR OPERATION
The compressor forces the airflow through the engine increasing its
pressure. The mechanical energy that the turbine provides to the
compressor shaft is transmitted to the airflow with the compressor blades. In
the stator the airflow is compressed progressively. Before entering the
combustion chamber the last stator vanes, called Outlet Guide Vanes, must
redirect the airflow.
Due to the compression ratio the airflow tries to expand counter direction. If
the compressor is incapable to compress the airflow, the compressor is
surging.
Stall is a local effect where the airflow is not compressed. Stall effects can
bring the compressor to surge.
To prevent the compressor surge the stall effects are controlled through
the methods of airflow control. The Variable Stator Vanes (VSVs) and the
variable bleed valves are used to optimize stall margin.
COMBUSTION CHAMBER
The basic CFM56-5B engines have a Single Annular Combustor
configuration.
The case includes the compressor Outlet Guide Vanes (OGVs) and a
diffuser for the reduction of combustion chamber sensitivity to the
compressor air velocity profile.
TECH INSERTION CFM56 technology introduces modified dilution and
improved cooling profile to reduce NOx emissions and meets
Committee on Aviation Environmental Protection (CAEP) 6th meeting for
high thrust 5B engines.
COMBUSTION CHAMBER OPERATION

HP gases from the compressor pass through the OGVs that redirect them,
then in the diffuser decrease their velocity and enter in the combustion
chamber. The gases are mixed with the fuel from the spray nozzles. When the
mixture encounters the burning zones, the combustion process starts. The
combustion process finishes before entering the HPT nozzles.
The flow is divided into the flow that goes through the combustion
chamber and the flow that encircles it.
The flow that enters the combustion chamber goes first through the dome in
Single Annular Combustor engine and cools its surface.

The flow that encircles the combustion chamber is mixed with the
combusted gases entering the HPT nozzles to reduce the gas temperature at
the turbine inlet and provide a film cooling to the first turbine nozzle.
TURBINE SECTION TURBINE FRAME ASSEMBLY

The turbine frame is bolted to the LPT case and supports the primary exhaust nozzle.
The turbine section is formed by two modules: the HPT module and the LPT
module. The HPT module consists of 1-stage nozzle and rotor and the LPT
consists of 4-stage nozzle and rotor.
The turbines provide energy to increase the pressure of the airflow in the
compressors and to power all the accessories that the aircraft needs.
HPT NOZZLE ASSEMBLY
The HPT nozzle is a single-stage air-cooled assembly that mounts in the
combustion case and directs the gas flow from the combustion chamber
into the blades of the HPT rotor.
HPT ROTOR ASSEMBLY
The HPT rotor is a single-stage, air-cooled, high-efficiency turbine. TECH
INSERTION CFM56 technology introduces new HPT blades with lower
aerodynamic loss in between HPT and LPT, resulting in reduced fuel burn.
HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLY
The HPT shroud and stage 1 LPT nozzle assembly is located inside the
combustion case.
LPT STATOR ASSEMBLY
The LPT assembly consists of the LPT case assembly, stages 2-4 LPT nozzle
assemblies and the air-cooling tubes and manifolds assembly.
LPT ROTOR ASSEMBLY
The LPT rotor assembly is composed of: LPT disks, stage 1 blade
assembly, rotating air seals, stages 2-4 of LPT rotor and, turbine rotor
support.
TURBINE SECTION (continued)

ACCESSORY GEARBOX
All gears are plug-in units with line replaceable magnetic or spring-
loaded carbon seals. The Integrated Drive Generator (IDG), the Engine
Driven Pump (EDP) and the Starter are installed to the
Accessory Gearbox, using Quick Attach-Detach (QAD) connections.
NOTE: A hand cranking drive for the N2 shaft is provided on the

front face.
AERODYNAMIC STATIONS
Here are the main aerodynamic stations:
- STA 0: nose cowl inlet,
- STA 2: fan inlet front frame hub section,
- STA 12: fan inlet front frame tip section,
- STA 13: fan OGV discharge,
- STA 25: HPC inlet,
- STA 3: HPC discharge,
- STA 49.5: Exhaust Gas Temperature (EGT) measuring plane,

- STA 5: LPT discharge.
BOROSCOPE PORTS
Several ports are provided on the engine for boroscope inspection.
Boroscopes are inspection devices with a rigid or flexible optical tube for
insertion into bores and cavities for visualization. Generally, boroscope
inspections are realized with an optical tube equipped with a camera.
Boroscope port angles are measured clockwise from the top vertical
centerline of the engine, aft looking forward.
The HPT blade leading edges can be inspected through the igniter holes.

ATA 73
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 73
contact@agt.aero
ENGINE FUEL
EFFECTIVITY: ALL / FOR TRAINING PURPOSES ONLY PAGE N°1

Airbus A318/A319/A320/A321 (CFM56)– T1 + T2 Combined / Initial
Table of Contents
DESCRIPTION PAGE
ENGINE FUEL SYSTEM D/O
FUEL FEED 3
METERED FUEL / OVERSPEED PROTECTION 6
HP FUEL SHUT- OFF VALVE CONTROL 8
SERVO FUEL 18
IDG OIL COOLING 20
FUEL RETURN VALVE 22

NORMAL SHUTDOWN 24
EMERGENCY SHUTDOWN: ENGINE FIRE 26
LP FUEL SHUT-OFF VALVE CONTROL 28
FUEL RETURN VALVE D/O
GENERAL/ DESCRIPTION/ OPERATION 30
ENGINE FUEL SYSTEM D/O

FUEL FEED
The engine fuel system is designed to supply Fuel Flow (FF) into the
combustion chamber, servo fuel for compressor airflow control and engine
clearance control system actuation and cooling for engine oil and
Integrated Drive Generator (IDG) oil.
The fuel coming from the A/C tanks through the LP valve is driven by the
LP stage of the fuel pump.

It is heated by the main oil/fuel heat exchanger, filtered, and then
pressurized in the High Pressure (HP) stage of the fuel pump before
entering the Hydromechanical Unit (HMU).
METERED FUEL
The fuel from the fuel pump goes through a Fuel Metering Valve (FMV) and
a High Pressure Fuel Shut-Off Valve included in the HMU.
The fuel flows through the fuel flow transmitter, then through a fuel
nozzle filter, then to the nozzles.
OVERSPEED PROTECTION
The overspeed governor system limits the core engine speed (N2) to a
maximum of 106%, in the event of a malfunction that could drive the

engine into an overspeed condition.
The overspeed governor is hydro-mechanical (flyweights) and
independent of the ECU.
The Delta P valve is hydraulically forced to cause the by-passed valve to
stroke more open.
More fuel is by-passed, decreasing fuel flow to the FMV and, therefore, less
fuel is available for combustion.
TEST by ECU
At each engine start, the micro-switch informs the ECU that the governor
system is in operation. This micro-switch strokes open/close around 45% of
N2.
HP FUEL SHUT-OFF VALVE CONTROL

The High Pressure (HP) fuel Shut-Off Valve (SOV) can be controlled from
the cockpit through the engine start panel or by the Electronic Control
Unit (ECU) through the Fuel Metering Valve (FMV), during engine start.
HP FUEL SHUT-OFF VALVE CONTROL (continued)
HPSOV OPENING
When the MASTER lever is set to OFF, the HPSOV shut-off solenoid is
energized.
During the start sequence, the rotary selector is set to IGNition START and
the 28V DC power supplies the EIU.
When the MASTER lever is set to ON, the HPSOV shut-off solenoid is de-
energized and an additionally control signal is sent to EIU. The ECU
channel A controls the FMV opening-closing via the Torque Motor.

When the FMV is opened, by the ECU, it provides a command
pressure to open the HP fuel SOV.
Opening of the HP fuel SOV is also possible when the rotary selector is set
to CRANK and the MASTER lever is set to ON, to permit a wet motoring.
HPSOV CLOSING
The closure of the HP fuel SOV is controlled directly from the
MASTER lever when it is set to the OFF position.
When it is set to the OFF position, it energizes the HP fuel Shut-Off
latching solenoid. The MASTER lever command has priority over the
ECU command.
During the start sequence, if a start abort is initiated, the ECU will
close the FMV, which will result in closure of the HP fuel SOV.

MONITORING
The HP fuel SOV is monitored by two microswitches which send
signals to the ECU and then to the Engine Interface Unit (EIU). In case
of disagreement between control and position, an ECAM warning is
triggered and the engine FAULT light comes on.
SERVO FUEL
The FMV is controlled by the Electronic Control Unit (ECU) to obtain the
desired N1, selected either by the thrust lever or the Auto Thrust System.
Filtered fuel is delivered, from a self-cleaning wash filter, through a servo fuel
heater to the servo valves of the HMU.
Part of this fuel is also delivered to the FRV as muscle pressure.
In the HMU, the servo valves are hydraulically driven by torque motors
controlled by the ECU to provide the operation of:
- Transient Bleed Valve (TBV),
- Low Pressure Turbine Active Clearance Control (LPTACC),

- Variable Stator Vanes (VSV),
- High Pressure Turbine Active Clearance Control (HPTACC),
- Variable Bleed Valves (VBV),
- FMV.
IDG OIL COOLING

The fuel bypassed from the HMU and returned from servos is used to
cool the IDG oil through the IDG oil cooler.
The fuel then returns to the fuel pump inter-stage and re-circulates through
the system.
FUEL RETURN VALVE

The FRV is electrically controlled by the ECU, and hydraulically operated by the
servo fuel. If the engine oil gets too hot, the ECU controls the FRV to allow
some hot fuel to return to the A/C tanks.
The ECU uses the Engine Oil Temperature as its reference because the
engine oil gets hot as the IDG oil gets hot, due to the recirculation fuel is
going successively through the engine and IDG oil/fuel heat exchangers The
FRV mixes cold fuel from the LP pump with hot return fuel to reduce thermal
stresses. The pressure holding valve ensures that there is pressure in the
return line, to prevent fuel from boiling when the FRV is open and allowing
fuel to return to the tank.
NORMAL SHUTDOWN
When the Engine Master Switch is set to 'OFF', the LP and HP fuel shut-off
valves are closed as well as the Fuel Return Valve (FRV). The FRV is driven
closed by the ECU.
EMERGENCY SHUTDOWN: ENGINE FIRE

In case of emergency, the fire pushbutton is pressed to confirm the closure of
the LP shut-off valve following the shutdown of the engine.
LP FUEL SHUT-OFF VALVE CONTROL

The Low Pressure (LP) fuel Shut-Off Valve (SOV) operation is controlled from
the engine fire panel or from the engine start panel.
ENGINE MASTER CONTROL SWITCH
When the ENGine MASTER control switch is set to OFF, both
electrical motors drive the LP SOV to the closed position.
ENGINE FIRE PUSHBUTTON COMMAND
When the ENGine FIRE P/B is released out, both electrical motors drive
the LP SOV to the closed position.
FUEL RETURN VALVE D/O

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

Engine oil temperature at 90°C, the ECU energizes the V1 solenoid and
low flow fuel recirculation begins. The HP fuel opens the shut-off valve
against the spring pressure, allowing the fuel to return to the A/C fuel
tank.
The flow control valve is partially closed by cold fuel pressure from the
fuel pump LP stage. Shut-off valve position switches send an open signal to
the ECU.
OPERATION (continued)
HIGH RETURN FF OPERATION (1100 KG/H, 2200LB/H)

When the engine oil temperature has reached 95°C, the ECU sends an
electrical opening signal to the solenoid valves V1 and V2. Pressure supply
line maintains the shut-off valve open, and the pilot valve is opened. Due
to the muscle pressure coming from the pilot valve, the flow control
valves moves to the left side to allow a higher return fuel flow to the
aircraft tank.
The flow control valve opens, completing the return fuel flow circuit. The
compensating valve will move to keep the return fuel flow constant.
SHUT-OFF SYSTEM OPERATION
During engine shutdown the ECU de-energizes the V1 and V2 solenoids.
The FRV shut-off valve is pushed in the closed position by the pressure
from the LP pump. The FRV shut-off valve switches transmit the closed
position to the ECU.
AGT-MTM-A32C
Doc. No.
ATA 73A
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 73A
contact@agt.aero
FADEC
Airbus A318/A319/A320/A321 (CFM56) – T1 + T2 Combined / Initial
Table of Contents
DESCRIPTION PAGE
FADEC PRESENTATION
FADEC FUNCTION / POWER SUPPLY 3
FADEC ARCHITECTURE
DUAL CHANEL 5
MAIN INTERFACES 7
FADEC PRINCIPLE 9
ECU INTERFACES 12
EIU INTERFACES 14
ECU ELECTRICAL POWER SUPPLY CONTROL 16
AGT-MTM-A32C Revision 01 NOV 2022 EFFECTIVITY: ALL / FOR TRAINING PURPOSES ONLY ATA 73A 2
FADEC PRESENTATION
GENERAL POWER SUPPLY
The Full Authority Digital Engine Control (FADEC) system controls the engine. Each ECU is powered by a three-phase permanent magnet alternator when the
FADEC also interfaces with aircraft signals. engine N2 > 58%. The FADEC Control Alternator provides an independent
The FADEC system of each engine consists of a dual channel Electronic power supply to both ECU channels.
Control Unit (ECU), with its associated peripherals.
The ECU is the computer of the FADEC system and is located on the engine
fan case right hand side.
FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of the engine systems to
control the thrust and optimize engine operation.
The FADEC system performs engine control functions and engine/A/C
integration.
The Engine control functions include:
-Power management control,
- Variable Bleed Valves (VBVs) control,
- Variable Stator Vanes (VSVs) control,
- Transient Bleed Valve (TBV) control,
- Fuel control regulation,
- High Pressure Turbine Active Clearance Control (HPTACC),
- Low Pressure Turbine Active Clearance Control (LPTACC),
-Fuel Return Valve (FRV) control.
Engine/A/C integration includes:
- Engine indication,
- Engine maintenance data,
- Automatic and manual starting,
- Thrust reverser control,
- Autothrust,
- Condition monitoring data.
FADEC ARCHITECTURE
DUAL CHANNEL
DUAL OUTPUTS
The Full Authority Digital Engine Control (FADEC) system is fully
redundant and built around two independent Electronic Control Unit All of the ECU control outputs are dual. The channel that is in
(ECU) channels - channel A and B. Each channel can control the different control supplies the control signals to the various components
components of the engine. such as torque motors and solenoids.
Dual inputs, dual outputs, and automatic switch over from one channel The other channel calculation is used for crosschecking.
to the other, eliminates any dormant failure.
Channels A and B are permanently operational. But only the channel in BITE CAPABILITY
control, called the Active Channel, delivers output commands. The other
channel is called the Stand-by channel. The selection of the Active and The ECU is equipped with a Built-in Test Equipment (BITE) system
the Stand-by Channel is done at ECU power-up and during operation. which provides maintenance information and test capabilities via the
MCDU.
DUAL INPUTS
FAULT STRATEGY
All control inputs to the FADEC system are dual. Only some secondary
parameters used for monitoring and indicating are single. The ECU can detect and isolate failures using the BITE system.
To increase the fault tolerant design, the parameters are exchanged The BITE system allows each ECU channel to determine permanently its
between the two control channels (inside the ECU) via the cross channel health status. The healthier channel is selected as the Active Channel. The
data link. Each channel can also operate independently, without cross other one is the Stand-by Channel. When both channels have the same
channel data link. health status, Active and Stand-by Channel selection alternates after every
engine start.
HARDWIRED INPUTS
Most of the communication between the A/C systems and the ECU is
FAIL SAFE CONTROL
transmitted over digital data buses. If one channel is faulty, and the channel that is in control cannot ensure
In addition, some signals are hardwired directly from the A/C to the ECU.Z an engine component function, the component is moved to a fail-safe
position.
Example: if one channel is faulty and the other channel is unable to control
the Variable Bleed Valve (VBV) position, the VBVs are set to the fail-safe
open position.
MAIN INTERFACES
The ECU performs its tasks by interfacing with A/C system computers,
either directly, or via the Engine Interface Unit (EIU). The EIU is an interface
concentrator that serves as the communication link, between the A/C
systems and the FADEC system. There is one EIU for each engine.
The ECU receives inputs from:
-Air Data Inertial Reference Units (ADIRUs),
- Flight Control Unit (FCU),
- Environmental Control System (ECS) computers,
- Centralized Fault Display Interface Unit (CFDIU),

- Landing Gear Control and Interface Units (LGCIUs),
-cockpit engine controls including fire, anti-ice systems and Throttle Lever
Angle (TLA).
The ECU sends outputs to:
- Flight Data Interface and Management Unit (FDIMU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers (FMGCs),
- Centralized Fault Display Interface Unit (CFDIU),
- Bleed air Monitoring Computers (BMCs) through the EIU.
FADEC PRINCIPLE
GENERAL
POWER MANAGEMENT
The Full Authority Digital Engine Control (FADEC) system manages the engine thrust
and optimizes the performance. The FADEC provides automatic engine thrust control and thrust parameter limit computation.
The FADEC manages power according to two thrust modes:
FADEC - manual mode depending on Throttle Lever Angle (TLA),
- autothrust mode depending on autothrust function generated by the Auto Flight System
The FADEC includes the Electronic Control Unit (ECU) and its peripheral components and
(AFS).
sensors used for control and monitoring.
The FADEC also provides two idle mode selections: Minimum idle and approach idle. If the
The ECU interfaces with the other A/C systems through the Engine Interface Unit
aircraft is on ground and extend the slats the engine will stay at minimum idle but in flight it will
(EIU).
go to approach idle. The idle can also be modulated up to approach idle depending on: Air
The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) and Fuel Flow (FF)) are
conditioning demand, wing anti-ice demand, engine anti-ice demand and oil temperature (for
sent by the ECU to the ECAM through DMCs.
Integrated Drive Generator (IDG) cooling).
Secondary parameters:
-the oil quantity and oil pressure are sent to the DMCs by the SDACs. If there is a failure
of the SDACs, the EIU sends data to the DMCs by the FWCs,
- the oil temperature is sent by the EIU to the DMCs through the FWCs,
-the vibration parameters are sent by the EVMU to the DMCs through the SDACs.
ENGINE INTERFACE UNIT

Each EIU, located in the avionics bay, is an interface concentrator between the airframe and
the corresponding ECU located on the engine.
There is one EIU for each engine. It interfaces with the corresponding ECU.
ENGINE LIMIT PROTECTION

The FADEC provides overspeed protection for N1 and N2, in order to prevent the engine from
exceeding certified limits and also monitors the EGT.
ENGINE SYSTEM CONTROL

The FADEC provides optimal engine operation by controlling:
- FF,
- Turbine Clearance and Compressor Airflow.
STARTING AND IGNITION CONTROL

The FADEC controls the engine start sequence.
It monitors N1, N2, and EGT parameters and can abort or recycle an engine start.
The FADEC controls the starting and ignition in automatic mode when initiated from the ENG
start panel (115 VU) or manual mode when initiated from the ENG MAN START panel.
THRUST REVERSER
The FADEC entirely supervises the thrust reverser operation. In case of malfunction,
the thrust reverser is stowed.
ECU INTERFACES
GENERAL
ECU CHANNEL A OUTPUTS
The Electronic Control Unit (ECU) interfaces with various systems through
channels A and B. Channel A provides outputs via ARINC buses to the: EIU, Flight Data
Interface and Management Unit (FDIMU) - DMU part, Flight Warning
ECU CHANNEL A INPUTS Computers (FWCs), Display Management Computers (DMCs), Flight
Management and Guidance Computers (FMGCs).
Channel A receives via bus network:
Channel A also provides outputs to the engine controls (torque motors
-The anemometric parameters for thrust calculation from the Air Data Inertial
and solenoids).
Reference System (ADIRS),
-The A/C command signals from the Engine Interface Unit (EIU) for engine control. ECU CHANNEL B OUTPUTS
Each channel of the ECU receives a hardwired FADEC Reset signal from the Master
Switch and the Autothrust instinctive disconnect signal from the push buttons on the Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs, and
throttle levers. The Throttle Control Unit sends the Throttle Resolver Angle (TRA). Each FMGC. It also provides outputs to the engine controls.
ECU also receives signals from engine sensors.
NOTE: The relationship between the Throttle Lever Angle (TLA) and TRA is linear and:
1 degree TLA is 1.9 degrees TRA.
The ECU is electrically supplied via the EIU only when N2 is below 58%. The ignition
is supplied by 115 VAC.
ECU CHANNEL B INPUTS

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

The EIU receives analog signals corresponding to values of secondary parameters from
INPUTS engine sensors, for display on the ECAM engine page.
The Engine Interface Unit (EIU) receives digital, discrete and analog inputs. OUTPUTS
DIGITAL INPUTS The EIU sends digital and discrete outputs.
The Engine Interface Unit (EIU) receives digital inputs from:
-the Centralized Fault Display Interface Unit (CFDIU) for engine troubleshooting DIGITAL OUTPUTS
and test, The EIU sends digital outputs to:
-the Air Conditioning System Controller (ACSC), for bleed air demands of the air -the Bleed Monitoring Computer (BMC) for pneumatic valve operation,
conditioning system, - the Flight Warning Computers (FWC) for alarms and indication,
-and the Flight Control Unit (FCU) for the auto-thrust function. The EIU also receives -and, the Centralized Fault Display Interface Unit, (CFDIU) for fault messages.
data from each channel of the Electronic Control Unit (ECU). Other digital outputs are sent to channel A and channel B of the ECU.
DISCRETE INPUTS DISCRETE OUTPUTS
The EIU receives command signals from the following control panels: The EIU provides the following discrete outputs to other A/C systems for some required
- wing anti-ice, commands and specific engine operations:
- Engine anti-ice, - start valve closure,
- Full Authority Digital Engine Control (FADEC) ground power panel, - thrust reverser inhibition,
- Engine fire panel, - APU boost demand,
- Engine start panel, - oil low pressure on ground,
- Throttle Control Unit thrust reverser microswitch. - HP fuel Shut-off Valve (SOV) closed,
- Engine manual start panel - N2 at or above minimum idle,
It also receives specific signals of A/C configuration from the following - Throttle Lever Angle (TLA) in takeoff position,
computers: - engine FAULT light on.
- Landing Gear Control Interface Unit (LGCIU),
- Slat and Flap Control Computer (SFCC), SUPPLY MODULE
- Fuel Level Sensing Control Unit (FLSCU). The EIU contains a power supply module that is used to supply electrical power to the ECU
OTHER DISCRETE INPUTS and the ignition systems.
Other discrete inputs are provided for the engine oil low pressure warning. NOTE: If the EIU electrical power is lost, the EIU fails and engine start or restart is not
possible.
ECU ELECTRICAL PWR SPLY CONTROL

GENERAL AUTO DE-POWERING
The Electronic Control Unit (ECU) is supplied from the aircraft electrical power The FADEC is automatically de-powered on the ground, through the
when the engine is shut down or when N2<58%. The Permanent Magnet ECU automatic de-powering on the ground by the EIU:
Alternator (PMA), which is also called Control Alternator, supplies the ECU -five minutes after aircraft power up,
when the engine is running and N2>58%. -five minutes after engine shut down (M/S to OFF) to get continued
engine maintenance data transmission.
POWERING N2<58% Note that releasing the ENGine FIRE P/B out provides ECU power cut off
from the aircraft network.
Each channel is independently supplied by the aircraft 28 VDC through the

Engine Interface Unit (EIU). At initial A/C power-up, both engine ECUs are FADEC GROUND POWER PANEL
supplied with aircraft power for 5 minutes.
Aircraft 28 VDC is used for: For maintenance purposes and MCDU engine tests, the ENGine FADEC
-power-up check of the Full Authority Digital Engine Control (FADEC) before GrouND PoWeR P/B on the MAINTenance panel (50VU) permits FADEC
engine start, power supply to be restored on the ground with engine shut down.
- engine starting, The EIU supplies power to the FADEC as long as the GND PWR P/B is in the
-powering the ECU while the engine is running below 58% N2. Note that ON position.
the EIU takes its power from the same bus bar as the ECU. Also note that the FADEC is repowered as soon as the engine start selector is
selected to CRANK or IGNition START or the MASTER switch is selected ON.
POWERING N2>58%
As soon as the engine is running above 58% of N2, the Control Alternator
supplies the ECU.
The PMA supplies each channel with three-phase AC power. Two
transformer rectifiers provide 28 VDC power supply to channels A and B.
Above 58% of N2, the ECU logic automatically switches to the control
alternator supply. In case of control alternator failure, the ECU will
automatically switch over the 28VDC power supply from the aircraft
network, available as a back-up through the EIU.
AGT-MTM-A32C
Doc. No.
ATA 74 / 80
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
T1+T2 Combined / Differences
ATA 74 / 80
contact@agt.aero
IGNITION AND STARTING
Table of Contents

IGNITION AND STARTING EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN
GENERAL 3 MANUAL MODE 48
IGNITION AND STARING SYSTEM D/O 4

AUTOMATIC START 6
MANUAL START 12
CONTINUOUS RELIGHT 19
ENGINE CRANCK 21
START FAILURES
GENERAL 25
HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN AUTOMATIC
MODE 27
HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL MODE 29
STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE 31
STARTER TIME EXCEEDED FAULT IN MANUAL MODE 33
STARTER SHUT OFF VALVE NOT OPEN FAULT 35
STARTER SHUT OFF VALVE NOT CLOSED FAULT 37
IGNITION FAULT IN AUTOMATIC MODE 39
IGNITION FAULT IN MANUAL MODE 43
EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN
AUTOMATIC MODE 45
AGT-MTM-A32C Revison 01 NOV 2022 EFFECTIVITY: ALL / FOR TRAINING PURPOSES ONLY ATA 74 / 80 2
IGNITION AND STARING MANUAL START

GENERAL During a manual start, the pneumatic starter SOV opens when engine MANual START P/B is
The ignition system supplies the electrical spark needed to start or continue engine pressed in, then the ignition system is energized when the MASTER switch is set to the ON
combustion. It is comprised of two independent subsystems. Each subsystem includes: position.
- a spark igniter, Note that also a manual start can be automatically aborted in case of EGT overlimit or compressor
- a fan air cooled coaxial shielded ignition lead, stall detection.
- an ignition exciter. Then the fuel is cut off and the engine will dry crank.
The pneumatic starting system drives the engine High Pressure (HP) rotor up to and above the CRANKING
engine self-sustaining speed for initial starting on ground or supports an engine re-light in
flight if required. The start system is made of the pneumatic starter Shut-Off Valve (SOV) and Engine motoring could be performed for dry cranking or wet cranking sequences.
the pneumatic starter. During cranking, ignition is inhibited.
CONTROL AND INDICATING

CONTINUOUS IGNITION
The Electronic Control Unit (ECU) controls the ignition and starting systems either in
With engine running, continuous ignition can be selected via the ECU either manually using
automatic or manual mode.
the rotary selector or automatically by the Full Authority Digital Engine Control (FADEC).
The operation of the pneumatic starter SOV and of the ignition system is displayed on the
ECAM ENGINE page.
SAFETY PRECAUTIONS
AUTOMATIC START
Safety precautions have to be taken prior to working in this area.
During an automatic start, the ECU opens the pneumatic starter SOV, then one of the two
ignition exciter is energized when the HP rotor reaches 16% of N2 speed. WARNING: the ECU sends 115 volts to the ignition exciters, which converts it and sends high
The ECU gives full protection during the start sequence. When the HP rotor has reached voltage, high-energy pulses through the ignition leads to the spark igniters.
50% of N2, the ECU closes the pneumatic starter SOV and cuts off ignition. In case of an
incident during the automatic start the ECU aborts the start procedure. MAINTENANCE PRACTICES
To increase aircraft dispatch reliability, the pneumatic starter SOV is equipped with a manual
override. For this manual operation, the mechanic has to be aware of the engine safety zones.
IGNITION & STARTING SYSTEM D/O

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

- hot start,
- hung start or,
- engine stall.
The system consists of a starter SOV, an air starter, two ignition exciters,
spark igniters (A and B) and two ignition leads.
The starter SOV is fitted with a manual override handle for manual
operation in case of electrical SOV failure.
On the enhanced system, the same information is provided with a different
display presentation.
AUTOMATIC START
Start sequence in automatic mode. To start the second engine, you set the MASTER control switch 1 to ON keeping the
The aircraft configuration in this case is the following: selector in the IGNition START position.
-APU running and APU BLEED on, To complete this start sequence the selector is set back to MODE NORMal position. With the
-Full Authority Digital Engine Control (FADEC) 1 and 2 powered. When IGNition selector in this position and at least one engine running, the WHEEL page appears instead
START is selected the ENGINE page is called automatically. During engine start, of the ENGINE page.
the ENGINE page includes IGN indication, starter SOV position and bleed If IGNition START is re-selected, continuous ignition is initiated on the running engines.
pressure. At any time, if the MASTER lever is set to OFF, the start sequence or the engine operation
During this time the pack valves are automatically closed. If, after 30 seconds, the is stopped because the MASTER control switch directly energizes the HP fuel SOV
ENGine MASTER control switch is not switched to ON position, the pack valves solenoid. With the MASTER control switch at OFF, the LP and HP SOVs are closed.
will re-open. With both engines shut down, the DOOR/OXYgen page is displayed.
As soon as the ENGine MASTER control switch is set to ON position, the Low
Pressure (LP) fuel SOV opens and the ECU opens the starter SOV. The position of
this valve is confirmed on the ECAM and the N2 begins to increase.
When N2 reaches 16% the ECU provides ignition. The selection of the spark igniter is
a function of the ECU and at each start the igniter selection will be changed.
At 16% of N2, on the ENGINE page, the corresponding spark igniter system (A or
B) chosen by the ECU is displayed.
When N2 reaches 22% the ECU controls, through the Fuel Metering Valve (FMV), HP
fuel SOV opening. At this percentage of N2, fuel flow begins.
The ECU monitors the Exhaust Gas Temperature (EGT) and N2 according to their
schedules to provide the correct fuel flow. The maximum EGT during start sequence
is 725º C.
In case of malfunction the ECU automatically shuts down the engine and performs a
dry motoring sequence.
Up to 50% N2, the automatic fuel flow regulation is performed. At 50% N2, the ECU
closes the starter SOV and cuts off the ignition.
The pack valves re-open if another engine is not started within 30 seconds. Engine 2 is
now stabilized at minimum idle.
MANUAL START
Start sequence in manual mode. The aircraft To start the other engine, set the ENGine 1 MANual START P/B to ON, keeping the selector in
configuration: the IGNition START position and then, when N2 reaches 20%, set the MASTER control switch
- APU running and APU BLEED on, 1 to ON.
- FADEC 1 and 2 powered. After engine start, the selector is set back to MODE NORMal position. With the selector in
When IGNition START is selected the ENGINE page is called automatically. During start the this position and one engine running, the WHEEL page appears instead of the ENGINE page.
ENGINE page displays IGN indication, starter SOV position and bleed pressure. If IGNition START is re-selected, continuous ignition is initiated on the running engine(s).
During this time the pack valves are automatically closed. If, after 30 seconds, the ENGine To complete the start sequence, the MANual START P/B is released out. The action on the
MANual START P/B is not switched ON, the pack valves will re-open. MANual START P/B has no effect on the starter SOV which has already been automatically
Selecting the ENGine MANual START P/B opens the starter SOV. After that, the N2 begins to closed at 50% of N2, it is only done to complete the manual start procedure.
increase and, when it is at least 20% N2, the MASTER control switch must be set to the ON
position.
Before the MASTER control switch is set to ON, it is possible to interrupt the sequence by
selecting the MANual START P/B switch to OFF.
As soon as the MASTER control switch is set to the ON position, both ignition systems are
energized, LP and HP SOV are opened and fuel flow increases.
At 20% of N2 with the MASTER control switch at ON, dual ignition and fuel flow are initiated.
The ECU monitors the EGT and N2, according to their schedules, to provide the correct fuel
flow. The maximum EGT during start sequence is 725º C.
In case of malfunction, set the MASTER control switch to OFF to perform a start abort
sequence. In manual starts there is no automatic shutdown function.
Up to 50% of N2, the automatic fuel flow regulation is performed. When N2 reaches 50%,
the ECU automatically closes the starter SOV
and cuts off the ignition.
The pack valves re-open after 30 seconds.
Engine 2 is now stabilized at minimum idle.
CONTINUOUS RELIGHT
Continuous relight.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- engine 2 running.
Continuous ignition is manually selected or automatically controlled by the
FADEC.
If IGNition START is re-selected with an engine running, the
corresponding ECU supplies the two igniters together, to provide a
permanent ignition.
The automatic selection is provided by the FADEC when:
- Engine Interface Unit (EIU) failed,
- engine flame-out detected,
- ignition delay is sensed during start,
- in flight restart.
The continuous relight is cut off in MODE NORMal.
ENGINE CRANK
DRY CRANK
Engine CRANK modes:
-dry CRANK,
- wet CRANK.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- FADEC 1 and 2 powered,
- both engines shut down,

-C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry crank only) to open the
LP SOV. Fuel inlet pressure has to be positive (dry crank and wet crank).
When CRANK is selected on the ground, the ENGINE page appears
automatically on the ECAM and the ECU initiates a motoring sequence after
action on the MANual START P/B.
With CRANK selected, ignition is inhibited.
The action on the ENGine MANual START P/B opens the starter SOV.
During the crank sequence the starter limitations have to be observed.
Make sure that you do not go over the limits.
An acceptable duty cycle can be performed with the following
procedure:
- 2 minutes on,
- 20 seconds off,
- up to four times and then,
- 15 minutes off for cooling.
If the starter operation time is exceeded, a warning message is
displayed on the ECAM.
ENGINE CRANK (continued)
WET CRANK
When the MASTER control switch is set to the ON position, the LP and
HP fuel SOV are opened.
For a wet crank, the MASTER control switch is normally set to ON
between 15 and 20% of N2.
CAUTION: - DO NOT MOTOR THE ENGINE FOR MORE THAN 15 SECONDS

WITH THE MASTER CONTROL SWITCH IN THE ON POSITION.

After a wet crank of 15 seconds maximum, when the MASTER control
switch is set to the OFF position, the fuel is cut off and the starter SOV
closes following the reset of the ECU.
After the reset of the ECU, the ECU will command the starter SOV to
open when the N2 speed is less than 10%. The dry CRANK procedure is
initiated.
Continue to dry crank the engine for 60 seconds (within the starter
limitation of 2 minutes on), this will dry the fuel that can be in the
combustor.
After 60 seconds, release the MANual START P/B switch to interrupt the
crank sequence and set the selector back to MODE NORMal position.
When the MANual START P/B is released out, the starter SOV closes. With
the selector in the MODE NORM position and engines shut down, the
DOOR/OXYgen page is displayed on the ECAM.
START FAILURES
GENERAL
The aircraft configuration for each fault is:
-APU bleed ON,
- Full Authority Digital Engine Control (FADEC) 1 and 2 powered,
-and residual Exhaust Gas Temperature (EGT) is Outside Ambient
Temperature (OAT).
HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN AUTOMATIC

MODE
If the High Pressure (HP) fuel valve does not open, an aural warning
sounds, the MASTER CAUTion and the engine Fault lights come on and an
ECAM message appears.
The FADEC has detected an HP fuel valve failure and the operator has to
manually abort the sequence following the next steps:
- first set the MASTER control switch to off,
- and finally set the mode selector to the MODE NORMal position.
HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL MODE

If the HP fuel valve does not open, an aural warning sounds, the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The FADEC has detected an HP fuel valve failure and the operator has to
manually abort the sequence following the next steps:
-first release the MANual START P/B and then set the MASTER control switch
to off,
STARTER TIME EXCEEDED FAULT IN AUTOMATIC MODE

If the starter time is exceeded, an aural warning sounds, the MASTER
CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and the operator has to
manually abort the sequence setting the MASTER control switch to off and
finally setting the mode selector to the MODE NORMal position. The
maximum starter time cycle is 2 minutes.
The starter limitations are the following:
- 4 consecutive cycles, each of 2 minutes maximum,
- 20 seconds of non operation between cycles,

- after 4 cycles, wait 15 minutes before attempting a new start,
- and no running engagement of the starter when N2 is above 20%.
STARTER TIME EXCEEDED FAULT IN MANUAL MODE

If the starter time limit is exceeded, an aural warning sounds, the
MASTER CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and does not abort the
start so the operator has to manually abort the sequence.
The maximum starter time cycle is 2 minutes, the same as in automatic
mode.
STARTER SHUT OFF VALVE NOT OPEN FAULT

If the starter Shut-Off Valve (SOV) does not open, an aural warning sounds,
the MASTER CAUTion and engine FAULT lights come on and an ECAM
message appears.
Depending on the pneumatic system configuration, the flight crew can
check the available pneumatic sources on the EWD:
-"X BLEED ............ON" appears on the ECAM. If APU
available:
- "APU BLEED..........ON" appears on the ECAM.
If the starter SOV is failed in the closed position then another start with a
starter manual operation by the ground crew can be done according to the
next instructions.
Check on the ECAM engine page that pneumatic pressure is available at the
starter SOV. Advise ground crew to prepare for a starter SOV manual
operation.
Initiate a new automatic start by setting the Master Switch to OFF and
then to ON again. Order the ground crew to open starter SOV.
When N2 reaches 50 %, the ground crew close the starter SOV.
Finally go on with the normal procedure.
STARTER SHUT OFF VALVE NOT CLOSED FAULT

At 50 % of N2, the FADEC sends a signal to close the starter SOV.
If the starter SOV does not close, an aural warning sounds the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The starter SOV not closed procedure will be performed following the next
instructions:
Remove all bleed sources supplying the faulty starter SOV setting the X
BLEED selector to shut.
- APU BLEED (if ENG 1 affected)...OFF,

- X BLEED.........................SHUT,
- and ENG MASTER 1(2).....................OFF appears on the ECAM.
No restart is allowed, a maintenance action is required.
IGNITION FAULT IN AUTOMATIC MODE

In this failure case the ECU will automatically do 2 start attempts:
- 1 normal start,
- 1 additional attempt.
FIRST ATTEMPT
Select MODE selector to IGNition/START and ENGine MASTER control
switch to ON.
The engine rotates, one ignitor is automatically turned ON at 16 % of N2
and fuel is automatically supplied at 22 % of N2.

If engine light-up is not obtained within 15 seconds, the FADEC
automatically turns the ignition and the fuel OFF and dry cranks the
engine for 30 seconds before initiating automatically a new start. An
aural warning sounds, the MASTER CAUTion light comes on and an
ECAM message appears.
IGNITION FAULT IN AUTOMATIC MODE (continued)
SECOND ATTEMPT
At the 25th second of the dry crank period, both ignitors are re-
energized.
Five seconds later, the fuel is supplied, (A B indications are displayed on
the ECAM page).
If engine light-up is not obtained within 15 seconds, the FADEC
automatically cuts ignition and fuel, dry cranks for 30 seconds, aborts the
autostart, turns the engine fault light on and displays an ECAM message
to select the ENGine MASTER to OFF.
IGNITION FAULT IN MANUAL MODE

If an ignition fault occurs, an aural warning sounds, the MASTER CAUTion
and the engine FAULT lights come on and an ECAM message appears.
In manual start, the FADEC does not abort the start, you must do the
following actions necessary to shut down the engine:
- first release the MANual START P/B,
- next set the MASTER control switch to off,

AUTOMATIC MODE
In case of detected stall or EGT overlimit, the FADEC monitoring and the
flight crew actions are identical.
4 start attempts will be done, a normal start plus 3 additional attempts.
FIRST ATTEMPT
When a stall or an EGT overlimit is detected, an aural warning sounds, the
MASTER CAUTion light comes on and an ECAM message appears.
The FADEC has detected a stall of the engine and will initiate a start abort,
a crank and a restart sequence shutting off the fuel and ventilating the
engine (crank time 7 seconds).
SECOND ATTEMPT
The FADEC reduces the fuel flow and attempts a second start. The fuel
schedule reduction in the second start is 7 percent.
If the abnormality re-occurs a second time, the FADEC shuts off the fuel
and ventilates the engine (crank time 7 seconds).
THIRD ATTEMPT
The FADEC reduces the fuel flow and attempts a third start. The fuel
schedule reduction in the third start is 7 percent (a total of 14 percent). If
the abnormality occurs a third time, the FADEC shuts off the fuel and
ventilates the engine (crank time 7 seconds).
FOURTH ATTEMPT
After 7 seconds, the FADEC reduces the fuel flow again and attempts a
fourth start. The fuel schedule reduction in the fourth start is 7 percent
(a total of 21 percent).
If the abnormality occurs a fourth time, the FADEC aborts the start.

MANUAL MODE
When a stall or an EGT overlimit is detected, an aural warning sounds, the
MASTER CAUTion and the engine FAULT lights come on and an ECAM
message appears.
In the shown case, the FADEC has detected an engine stall. If no
corrective action is taken by the crew, the FADEC will abort the start
sequence following an EGT over limit detection.
AGT-MTM-A32C
Doc. No.
ATA 75
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 75
contact@agt.aero
AIR
Table of Contents
DESCRIPTION PAGE
AIR SYSTEM D/O 3
VBV SYSTEM DESCRIPTION 5

VBV OPERATION 7
VSV SYSTEM DESCRIPTION 9
VSV SYSTEM OPERATION 11
ACC AND TRANSIET BLEED 13

HPTCC 15
LPTCC 17
TRANSIENT BLEED VALVE 19
ECU COOLING 21
NACELLE COOLING 23
PNEUMATIC SOURCES 25
AIR SYSTEM DESCRIPTION/OPERATION

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

The VBV system controls the airflow from the fan and the booster to the
High Pressure Compressor (HPC) by using 12 valves. By dumping excessive
air into the fan air stream, the VBVs increase the booster mass flow and
improve the booster and the HPC matching at low speed and transient
operations.
VARIABLE STATOR VANE SYSTEM
The VSV system controls the primary airflow through the HPC by
varying the angle of the Inlet Guide Vanes (IGVs) and three stages of
variable vanes. The VSVs give aerodynamic matching of the LP stages
of compression with the HP stages to prevent engine surge.
VBV SYSTEM DESCRIPTION
GENERAL
The function of the Variable Bleed Valve (VBV) system is to regulate the
amount of air discharged from the booster into the inlet of the HPC. To
eliminate the risk of booster stall during low power conditions, the VBV
system by-passes air from the primary airflow into the secondary airflow.
It is installed within the fan frame mid-box structure and is composed of:
-A fuel gear motor
-A stop mechanism
-A master bleed valve
-Eleven variable bleed valves
-Flexible shafts
-A feedback sensor (RVDT)
The ECU calculates the VBV position and the HMU gives the necessary fuel
pressure to drive a fuel gear motor, through a dedicated servo valve.
VBV OPERATION
FUEL GEAR MOTOR

The fuel gear motor transforms high pressure fuel flow into rotary driving
power to position the master bleed valve, through a screw in the stop
mechanism.
The fuel flow sent to the gear motor is constantly controlled by the ECU,
via the torque motor and servo valve in the HMU.
STOP MECHANISM
The stop mechanism limits the number of revolutions of the gear motor to
the exact number, required for a complete cycle (open and close) of the
VBV system.
The stop mechanism is located in between the gear motor and the master
ball screw actuator.
MASTER BLEED VALVE and FEEDBACK SENSOR
The master bleed valve and ballscrew actuator assembly is a unit, which
transmits the driving input from the gear motor to the 11 remaining
variable bleed valves (VBV's).
A lever, integral with a hinged door, is connected to a feedback rod, which
transmits the angular position of the door to an RVDT. This sensor gives the
position feedback to the ECU.
It has two marks, which should be aligned when the system is adjusted to the
fully closed position. The adjustment is done through the feedback rod in
between the master bleed valve and the RVDT.
VARIABLE BLEED VALVES (VBV's)
The master bleed valve drives the 11 variable bleeds valves (VBVs) through a
series of flexible shafts. The flexible shafts make sure that the VBVs remain
fully synchronized throughout their complete operation.
VSV SYSTEM DESCRIPTION

The Variable Stator Vane (VSV) system positions the HPC stator vanes to the
appropriate angle to optimize HPC efficiency. It also improves the stall
margin during transient engine operations. The VSV position is calculated by
the ECU using various engine parameters, and the necessary fuel pressure is
delivered by the HMU dedicated servo valve. The VSV system is located at
the front of the HP compressor.
The VSV system is composed of:
A series of actuators and bellcrank assemblies
Two hydraulic actuators

Two feedback sensors (in actuators)
Two bellcrank assemblies
Four actuation rings
Variable stator stages (inside HPC case) Inlet
Guide Vanes (IGVs)
Variable Stator Vanes (VSVs)
VSV SYSTEM OPERATION

The angle at which the air enters the HP compressor is controlled by
Variable Stator Vanes of the first four stages.
The VSV system comprises the Inlet Guide Vanes (IGV) of the HP
compressor and the 1st, 2nd and 3rd stator vanes.
The angle of the stator vanes varies with the N2 speed and the compressor
inlet temperature (T25) to provide optimum compressor efficiency at
steady-state operation and adequate stall margin at transient operation.
The vanes operate between 38° (full close) at starting and -5° (full open) at
take-off.
The VSV schedule creates an output (VBV trim) used for the VBV schedule.
The VSV actuation system consists of 2 hydraulic actuators with dual
position feedback transducers (LVDT type), and 2 actuation mechanism and
linkages.
The VSV actuators are operated by hydraulic pressure from the HMU as
scheduled by the ECU.
Each VSV actuator is connected through a clevis link and a master rod to
the bellcrank.
Actuating rings, which are connected to the bellcrank, rotates circum-
ferentially and transmit the movement to the individual vanes through
vane actuating levers.
Note: The VSV operating schedule should only be taken as estima- tions.
The exact schedule depends on engine type, ambient conditions etc…
ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED

There are three systems independently controlled by the ECU and actuated
from the HMU, which give to the engine clearance adjustment and
transient bleed.
The clearance between the blade tips and the casings is actively controlled in
order to optimize engine performance using cooling air to shrink the LP and
HP turbine casings.
HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL
The High Pressure Turbine Active Clearance Control (HPTACC) system

uses stage 4 and stage 9 HPC air to heat or cool the High Pressure
Turbine (HPT) shroud support structure.
The ECU monitors the shroud support structure temperature using the
T case sensor.
LOW PRESSURE ACTIVE CLEARANCE CONTROL SYSTEM
The Low Pressure Turbine Active Clearance Control (LPTACC) system
uses fan air for external case cooling of the Low Pressure Turbine
(LPT).
SYSTEM TRANSIENT BLEED VALVE SYSTEM
The Transient Bleed Valve (TBV) improves the compressor stall margin
during transient and start conditions. The TBV unloads the HPC by
discharging stage 9 HPC air in the LPT cavity.
HIGH PRESSURE TURBINE CLEARANCE CONTROL (HPTCC)
HPTACC –5A HPTACC –5B

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

The Low Pressure Turbine Clearance Control (LPTCC) system uses fan
discharge air to cool the LPT case during engine operation, in order to
control the LPT rotor to stator clearances. It also protects the turbine case
from over-temperature by monitoring the EGT.
This ensures the best performance of the LPT at all engine ratings.
At engine shut down, the valve is spring-loaded open.
The fan airflow is modulated by the ECU according to following
engine operating conditions:
- N1,
- P0,
- EGT,
- T12,
- Total Pressure.
The LPTACC operation below 10000 ft. is a function of EGT, and above 10000 ft.
the LPTACC operation is a function of corrected N1 RPM.
The LPTCC system is a closed loop system, which regulates the cooling
airflow sent to the LPT case, through a valve and a manifold.
A dual RVDT sensor is installed at one end of the butterfly valve shaft and
supplies the feedback signal to the ECU.
TRANSIENT BLEED VALVE (TBV)

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

The ECU is aerodynamically cooled to maintain its internal temperature
below maximum limits.
A flush inlet scoop, located on the inlet cowl outer barrel, supplies ram air
through a duct to the ECU. This air is then discharged into the fan
compartment ventilation zone.
NACELLE COOLING
The fan and core compartments, which form the nacelle, are cooled by
airflows around the engine during its operation.
FAN COMPARTMENT
The fan case and accessories are cooled and ventilated by air entering
two flush inlet scoops located on the inlet cowl outer barrel.
Then the air exits the fan compartment through an outlet port located in
the lower aft section of the right hand fan cowl door.
CORE COMPARTMENT
The core compartment is cooled and ventilated by fan air entering
flush inlets located at the forward section of the core cowl.
Then the air exits the core compartment through the annular vent
located at the interface between the core cowl and the primary nozzle. A
nacelle temperature sensor monitors the core compartment
temperature.
PNEUMATIC SOURCES
The engine gives sources to feed the Active Clearance Control subsystems and
also to supply the inlet cowl anti-ice (5th compressor stage) and the engine
bleed system (5th and 9th compressor stages).
AGT-MTM-A32C
Doc. No.
ATA 76
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 76
contact@agt.aero
ENGINE CONTROLS
Table of Contents
DESCRIPTION PAGE
ENGINE THRUST MANAGEMENT
BASIC INFORMATION 3
AUTOTHRUST CONTROL MODE 15
MANUAL CONTROL MODE 19
THROTTLE CONTROL SYSTEM D/O
THROTTLE CONTROL LEVER 21
THROTTLE CONTROL UNIT 23
ENGINE THRUST MANAGEMENT

BASIC INFORMATION
Some basic information about Engine Thrust Management is shown in this
module.
PREDICTED N1
The predicted N1 is indicated by a blue circle on the N1 indicator and
corresponds to the value determined by the Throttle Lever Angle (TLA).
BASIC INFORMATION (continued)
THRUST LIMIT MODE

The throttle levers are used as thrust limit mode selectors. Depending on
the throttle lever position, a thrust limit mode is selected and appears
on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent
will determine the thrust limit mode.
NOTE: On the ground with the engines running the displayed N1 rate
limit corresponds to the TO/GA thrust limit whatever the
thrust lever position is.
On ground with engines running and if FLEX mode is selected,
FLEX N1 is displayed whenever the thrust lever position is
between IDLE and FLX/MCT.
The thrust limit modes are: Climb (CL), Flexible Take Off or Maximum
Continuous Thrust (FLX/MCT), or Take Off Go Around (TOGA), Reverse
mode limit (MREV).
N1 LIMIT
For each thrust limit mode selection, an N1 rating limit is computed by
the ECU according to Thrust Lever Angle (TLA) and the air data
parameters from the Air Data Reference (ADR). This indication is
displayed in green on the upper ECAM display near the thrust limit
mode indication.
N1 TARGET
InAutothrust (A/THR) function, the Flight Management and Guidance
System (FMGC) computes an N1 target according to air data and engine
parameters and sends it to the Electronic Control Unit (ECU). Transient N1
(arc) symbolizes the difference between the N1 command and the actual
N1. Not displayed if A/THR OFF.
N1 COMMAND
The N1 command, used to regulate the fuel flow, is the FMGC N1
target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1
corresponding to the TLA.
ACTUAL N1
The actual N1 is the actual value given by the N1 speed sensor.
This actual N1 is displayed in green on the N1 indicator and this actual N1
signal is also compared to the N1 command.
AUTOTHRUST CONTROL MODE

The A/THR function is engaged manually when the A/THR P/B is
selected or automatically at take off power application.
AUTOTHRUST ACTIVE
When engaged, the A/THR function becomes active when the throttle
levers are set to CLimb detent after take off. The N1 command is the
FMGC N1 target.
A/THR function is normally active when the throttle levers are set
between IDLE and CLimb (including CLimb).

The A/THR active range is extended to MCT in the case of single
engine operation.
When the throttle levers are set between two detent points, the N1
command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes active
automatically. The N1 target is TOGA.
AUTOTHRUST CONTROL MODE (continued)

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

Manual mode when A/THR not engaged.
The ECU processes the N1 command signal according to the TLA.
THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
-a throttle control lever which incorporates stop devices, autothrust instinctive
disconnect pushbutton switch
- a graduated fixed sector
- a reverse latching lever.
The throttle control lever is linked to a mechanical rod. This rod drives the input
lever of the throttle control artificial feel unit.

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

A mechanical rod transmits the throttle control lever movement. It
connects the throttle artificial feel unit to the input lever of the throttle
control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range
-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and the potentiometer
-A pin device for rigging the resolver and potentiometers

-1 switch whose signal is dedicated to the EIU
-2 output electrical connectors
The input lever drives two gear sectors assembled face to face. Each sector
drives itself a set of one resolver and three potentiometers. The
relationship between the throttle lever angle and throttle resolver angle
(TRA) IS LINEAR AND 1 DEG.TLA = 1.9 TRA. The accuracy of the throttle
control unit (error between the input lever position and the resolver angle) is
0.5 deg.TRA. The maximum discrepancy between the signals generated by
two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is used for
positive angles and the second quadrant for negative angles. Each resolver
is dedicated to one FADEC channel (ECU / EEC) and receives its electrical
excitation current (6 VAC) from the related FADEC channel (ECU / EEC)
The ECU considers a throttle resolver angle value:
-less than -47.5 deg.TRA or
- greater than 98.8 deg.TRA as resolver position signal failure.
The ECU includes a resolver fault accommodation logic. This logic allows engine
operation after a failure or a complete loss of the throttle resolver position
signal.
AGT-MTM-A32C
Doc. No.
ATA 77
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 77
contact@agt.aero
ENGINE INDICATING
Table of Contents
DESCRIPTION PAGE
ENGINE MONITORING
PRIMARY PAREMETERS 3
SECONDARY PARAMETERS 11
OPTIONAL PARAMETERS 23
COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION 25
COMPRESSOR SECTION PARAMETERS DESCRIPTION 27
ENGINE MONITORING D/O

PRIMARY PARAMETERS
The engine primary monitoring parameters displayed on the ECAM EWD are:
- Low Pressure (LP) rotor speed indication (N1),
- Exhaust Gas Temperature (EGT) indication,
- High Pressure (HP) rotor speed indication (N2),
- Fuel Flow (FF) indication,
- thrust limit mode,
- N1 rating limit.
PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION

The N1 speed sensor is installed in the fan frame strut No.6 at the 5:00
o'clock position. It senses the LP rotor assembly rotational speed and
transmits the corresponding signals to the Engine Vibration Monitoring
Unit (EVMU) and the ECU. The N1 rotational speed indication is shown
in the ECAM EWD by a needle and a N1 digital indication display.
The N2 speed sensor is installed at 6:30 o'clock on the Accessory
Gearbox (AGB) rear face. The N2 speed sensor detects the rotational
speed of the HP rotor assembly and transmits the signal to the EVMU and
the ECU. The N2 rotational speed is indicated in the ECAM EWD.
LPT SECTION PARAMETERS DESCRIPTION

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

The FF transmitter (XMTR) is mounted at 7 o'clock on the engine next
to the AGB and does not require an electrical power input. The
maximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). The FF is
shown in the ECAM EWD by a FF digital indication.
SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently in the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure,
- vibration indication.
The engine secondary parameters non permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication.
Fuel used, oil quantity and vibration indications are also displayed on the
ECAM CRUISE page.
Single Aisle TECHNICAL TRAINING MANUAL

SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION

The oil quantity XMTR is located in the oil tank. It is displayed on
ECAM SD.
The oil pressure XMTR is located on the lubrication unit outlet line. It is
displayed on ECAM SD.
An oil temperature sensor for the Engine Condition Monitoring (signal to
EIU) is located on the main oil pressure filter housing of the lubrication
unit, downstream of the pressure pump oil system. It is displayed on

the ECAM SD.
An oil differential pressure switch (also named oil clogging switch) is
installed on the lubrication unit. The pressure switch signal is used by
the ECAM system to generate the main oil filter clog indication when
the oil differential pressure across this filter is comprised between 29
psig (2 bar) and 33 psig (2.28 bar).
An engine oil temperature sensor for the Integrated Drive Generator
(IDG) cooling system control (signal to ECU) is located above the oil tank.
VIBRATION PARAMETERS DESCRIPTION

The No. 1 bearing sensor is formed by an accelerometer located at 9:00
o'clock position on No. 1 and No .2 bearing support and a sensor cable
that is routed through the fan frame. The No. 1 bearing vibration sensor
permanently monitors the vibrations from No. 1 bearing and the
vibrations from LPT and High Pressure Turbine (HPT) shafts. It's also used
to the fan trim balance procedure.
The Turbine Rear Frame (TRF) vibration sensor is installed at 12

o'clock on the front flange of the TRF. The TRF vibration sensor is used
as back-up of N1 bearing accelerometer to monitor and, if necessary,
reduce the engine vibration level using the trim balance procedure.
The aircraft EVMU uses the vibration and the rotational speed signals to
extract all the vibration signals and compute the position and the
amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each speed, the
EVMU processes the ratio actual value/maxi value. This ratio is
multiplied by 10 and is available on the EVMU output for display on
ECAM SD.
FUEL PARAMETERS DESCRIPTION

The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber, associated with an ECAM message
only when the differential pressure across the fuel filter is excessive.
NACELLE TEMPERATURE INDICATION

The nacelle temperature is monitored by a temperature probe installed in
the ventilated core compartment.
The nacelle temperature sensor can provide indication to the ECAM SD.
OPTIONAL PARAMETERS
The T5 sensor is an optional monitoring sensor that meters the turbine
exhaust temperature.
The P25 optional sensor measures the air pressure downstream of the
booster or the High Pressure Compressor (HPC) inlet.
PS13 is an optional sensor.
COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION

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

The T12 sensor is made to measure the engine intake air temperature. It is
installed on the engine fan inlet case at the 1:00 o'clock position.
The PS12 sensor measures the static pressure from the fan inlet.
The T25 sensor is located at 4:30 o'clock upstream of Variable Bleed Valve
(VBV) in the fan frame. The sensor measures the air temperature
downstream of the booster or HPC inlet.
AGT-MTM-A32C
Doc. No.
ATA 78
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
T1+T2 Combined / Differences
ATA 78
contact@agt.aero
THRUST REVERSER
Airbus A318/A319/A320/A321 (CFM56) from Airbus A319/320/321 (V2500) – T1 + T2 Combined / Differences
Table of Contents
DESCRIPTION PAGE
THRUST REVERSER SYSTEM PRESENTATION 3
THRUST REVERSER MANAGEMENT

GENERAL 6
THRUST REVERSER CONTROL 8
CFDS INTERFACE 13
THRUST REVERSER SYSTEM
GENERAL 15
DEPLOY SEQUENCE 17
STOW SEQUENCE 25
THRUST REVERSER SYSTEM PRESENTATION

REVERSER DESIGN
For third defense line purposes, the Spoiler Elevator Computers (SECs)
The thrust reverser system is of the aerodynamic blockage type. It consists of 4 have previously opened the Shut Off Valve and the hydraulic pressure is supplied to the
pivoting blocker doors which stop and redirect fan discharge airflow. HCU.
Two doors are installed on each "C" duct. Then, the Engine Interface Unit (EIU) permits reverser deployment by energization of the
Thrust reverser operation is possible on ground only. inhibition relay, so the directional valve can be opened by the ECU.
To command the thrust reverser, the ECU needs an "A/C on ground" signal supplied by
HYDRAULIC SUPPLY
the Landing Gear Control and Interface Units (LGCIUs).
The thrust reverser system is hydraulically supplied by the corresponding hydraulic pump
REVERSER INDICATING
on the engine.
The thrust reverser is isolated from the hydraulic supply by a Shut Off Valve. The actual state of the thrust reverser is shown on the ECAM warning display (REVerser
indication in the middle of N1 dial).
ACTUATION The signals come from the stow and deploy position switches. Reverse thrust is
allowed when reversers are deployed.
Each door is operated by a hydraulic actuator.
The actuators receive fluid from the Hydraulic Control Unit (HCU) which is controlled by the MAINTENANCE PRACTICE
Electronic Control Unit (ECU).
Two independent latch mechanisms maintain each pivoting blocker door in the stowed To help trouble shooting, a reverser test can be performed through the MCDU.
position, one inside the actuator and the second with the door latch. For maintenance purposes or to increase A/C dispatch, the HCU is fitted with a deactivation
The door latches are hydraulically released in series at the beginning of the deploy lever to deactivate the thrust reverser system.
sequence. For the lock-out procedure, four lock-out bolts should also be installed.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the ECU from the two WARNING: The thrust reverser system should be deactivated using the HCU lever,
reverser latching levers located on the throttle control levers. before working on the system or on the engine. If not, the thrust
The HCU has a pressurizing valve and a directional valve to select deploy or stow reverser can accidentally operate and cause serious injuries to
mode. personnel and/or damage to the reverser.
The directional valve is operated to deploy only.
THRUST REVERSER MANAGEMENT

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

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

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

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

When the reverse thrust is selected in the cockpit, the SOV is
independently open following the third defense line logic then, the
Electronic Control Unit (ECU) energizes the solenoid of the
pressurizing valve.
The High Pressure (HP) is routed to the hydraulic actuator rods and the
pressure detector indicates to the ECU that the system is pressurized.
DEPLOY SEQUENCE (continued)
LATCHES UNLOCKINGANDACTUATORS SUPPLYING

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

REVERSER INDICATION
Then the directional valve supplies the head chamber of the actuators.
The pressures in the rod and head chambers are equal but the difference in
surface between the head side and the rod side enables the movement
of the actuators.
As soon as one pivoting door is at more than 1 % of its angular travel, its
stow switch sends a signal to the ECU.
The amber reverser indication is displayed on the ECAM during the

transit.
When each pivoting door overshoots 95 % of its travel, the deploy
switches are closed and the ECU receives the "deployed doors"
information.
On the ECAM, the REV indication changes to green.
DEPLOY SEQUENCE - DOOR DEPLOYED

The ECU de-energizes the pressurizing valve solenoid.
The pivoting doors are aerodynamically maintained at 100 % of their
travel.
STOW SEQUENCE
SELECTION
When stowing of pivoting doors is selected, the ECU makes sure that
stowing conditions are achieved.
In this case the pressurizing valve solenoid is energized and the
directional valve solenoid is de-energized.
STOW SEQUENCE (continued)

REVERSER INDICATION
When one door is at less than 95 % of its travel, the REV indication
changes to amber.
When all pivoting doors are at less than one percent of their stowed
position, they actuate stow switches which sends the stowed door
information to the ECU.
The REV indication disappears.
STOW SEQUENCE (continued)
ELECTRICAL SUPPLY CUT OFF

When the four pivoting doors are stowed, the ECU removes the
pressurizing valve solenoid electrical supply, then the SOV is
independently closed following the third defense line logic.
AGT-MTM-A32C/
Doc. No.
ATA 79
Revision 01
FR.147.0049
Airbus A-318/319/320/321 (CFM 56)
ATA 79
contact@agt.aero
ENGINE OIL
Table of Contents
DESCRIPTION PAGE
OIL SYSTEM D/O 3
OIL TANK 4
LUBRICATION UNIT 6
MAIN FUEL/OIL HEAT EXCHANGER 8
OIL SUPPLY 10
OIL SCAVENGE 13
OIL VENT 15
OIL SYSTEM INDICATION 19
OIL SYSTEM D/O

GENERAL
The engine oil system includes:
- a supply circuit,
- a scavenge circuit,
- a vent circuit.
It lubricates and cools the bearings of the forward and aft sumps. It also
lubricates and cools bearings and gears in the transfer and accessory
gearboxes.
The oil system is a "dry sump" full flow system.
A single pressure pump and four scavenge pumps of gerotor type are
located in a single lubrication unit.
The major components of the oil system are the oil tank, the lubrication
unit, the servo fuel heater and the main oil/fuel heat exchanger.
The detectors and sensors shown on the schematic give indicating and
monitoring.
OIL TANK
The oil tank is attached to the left side of the fan case 8 o'clock Anti-Siphon Device
position. An anti-siphon device prevents the tank draining due to the siphoning effect that is created
The oil tank is attached to the fan frame at three points. It is a fabricated light alloy upon engine shutdown, caused by the position of the oil tank and the lubrication unit.
weldment, externally treated with flame- resistant coating to meet fire-proof requirements. The anti-siphon device is located above and forward of the tank.
Five inner bulkheads reduce oil sloshing and strengthen the tank. Oil supply from the tank to the supply pump passes the device, which adds some
The tank volume is 24 US quarts, and the oil capacity is 21.9 US quarts. pressurized oil from the forward sump. Upon engine shutdown the oil pressure down-
Minimum oil quantity before start is 11 quarts + estimated consumption (0.3 qts/hr). stream of the pump decreases, and becomes lower than the sump internal pressure, this
The tank is equipped with a sight-glass at the upper front face of the tank. The gravity fill will un-prime the oil supply line.
port located at the aft part is equipped with a scupper drain. There is provision for remote
fill & overflow ports.

A capacity type quantity transmitter is mounted on the top of tank. The bottom of the tank
is provided with a boss for oil output and a
magnetic plug for drainage.
Oil Tank Pressurization and Venting

In normal operation, the tank is pressurized by the air included in the scavenge oil return.
The oil-in port directs the scavenge oil/air mixture to a static air/oil separator.
The tank is vented to the forward sump through the transfer gearbox and radial drive shaft
housing.
During normal operation, tank pressurization ensures adequate oil supply to the inlet of the
pressure pump.
At engine shutdown the air is vented overboard thus enabling the oil level to be checked
after 5 minutes.
During start, and when increasing power, the oil level in the tank may decrease between 6
to 8 US quarts due to the gulping effect.
LUBRICATION UNIT (-5A)
The lubrication unit is a single housing mounted on the AGB left front Main scavenge filter
face, the unit contains the following items: The main scavenge filter (25 micron) is located down-stream of the four scavenge pumps.
- One supply (pressure) pump and four scavenge pumps, The filter is equipped with a clogging indicator, which pops-out if the differential pressure
- One supply filter with clogging indicator and bypass valve, across the filter reaches 30 PSID.
- One scavenge filter with clogging indicator and bypass valve, - Four chip detectors with A filter by-pass valve opens at 38 PSID.
filters. An up-stream and a down stream pressure tap provides connection to a differential pressure
switch used for filter clog indication on the ECAM engine page.
Oil pumps Scavenge oil is routed through the servo fuel heater and the oil/fuel heat exchange before
The pressure pump and the four scavenge pumps are 'ge-rotor' type positive displacement entering the oil tank.
pumps.
All of the five pump elements are stacked in a common housing and driven by a single shaft Chip detectors
from the AGB. Four chip detectors are mounted to the lubrication unit.
The pump discharge flow is proportional to the number of teeth, the rotor thickness and the Scavenge oil from the forward sump, the aft sump, the AGB and the TGB passes a chip
speed of rotation. detector which includes a strainer before entering the scavenge pump.
A pressure relief valve protects the supply circuit against abnormal pressure built-up, it by-
passes oil from the supply pump to the AGB scavenge pump if the pressure exceeds 300 psid.
Supply (pressure) filter

The lube pump supply filter is a 15 micron filter located downstream of the supply pump.
The filter is equipped with a clogging indicator, which pops-out if the differential pressure
across the filter reaches 30 PSID.
A by-pass valve opens at 38 PSID.
A capped port is provided for installation of a pressure gage.
An oil temperature bulb is mounted down-stream of the filter, used for ECAM indication.
LUBRICATION UNIT (-5B)

Master Chip Detector (MCD)
The lubrication unit on –5B engines are located on the same position
previous described. The flows from the 4 scavenge pumps are mixed together at the master chip detector inlet.
The pump housing comprises 5 gerotor-type pumps. The internal This detector consists of the following:
lubrication of the unit is provided by oil bled from the supply pump discharge circuit via a - One back-up seal for safety purposes,
passage machined in the housing. This oil enters the central conduit of the drive shaft. - One O-ring seal,
- Two magnets, separated by a gap. These identical magnets unction as normally-open
The supply circuit main flow-through components are the supply pump, the supply filter and
the back-up filter. A pressure relief valve bypasses any excess flow (300 PSID) to the suction electrical contacts. When metal particles contaminate the scavenged oil, they bridge the
side of one of the scavenge pumps. Downstream of the supply pump, the oil flows through magnetic gap and close the contacts formed by the 2 magnets.
the main oil filter assembly.

The master magnetic chip detector is connected to a master chip detector indicator (pop-out
Filter configuration and monitoring device), located above the oil tank on the fan casing.
The filter configuration is the main difference. These are the supply filters:
- Main oil filter (15-micron),
- Back-up filter (self cleaned 44-micron).
The main oil filter is monitored by a clogging switch located on the filter housing.
The oil temperature sensor (TEO) is also located on the lubrication unit.
Oil under pressure from the supply pump is filtered through the main oil filter element that
protects the supply nozzle (oil jets) from contamination. The filtered oil is thus supplied to the
oil users.
The air/oil mixtures returning from the AGB, forward sump, TGB and aft sump, first flow
through the scavenge screens, and then to the specific scavenge pump. The forward sump
scavenge pump also receives the flow internally bypassed from the supply pump through the
relief valve.
Four scavenge plugs, each with an integral screen (1000 microns) and a provision for
installation of an optional magnetic rod in the plug
MAIN FUEL/OIL HEAT EXCHANGER
The fuel/oil heat exchanger cools the oil by using fuel as a cooling
medium.
The oil to fuel heat transfer is achieved through conduction and convection within the
exchanger where both fluids are circulated.
Fuel from the fuel pump and from the HMU enters the fuel inlet, oil from the scavenge filter
enters the oil inlet.
The fuel/oil heat exchanger is installed on the fuel pump, between the aft face of the AGB
and the servo fuel heater.
The fuel/oil heat exchanger is of the tubular design, the housing contains a removable core
and an oil pressure relief valve and a fuel pressure relief valve.
A drain port collects possible fuel leaks from the core and inner seal, to prevent fuel from
leaking into the oil cavity and contaminating the oil system.
SERVO FUEL HEATER
The servo fuel heater increases the temperature of the servo fuel to
prevent ice from entering the control servos inside the HMU.
The servo fuel heater is mounted on the aft section of the main fuel/oil
heat exchanger on the fuel pump.
The servo fuel heater is a heat exchanger using oil as a heat source.
The fuel and the oil circulate in the servo heater through separate flow-paths.
OIL SUPPLY
The oil from the tank flows through the supply pump and the main filter, or
through the back up filter in case of main filter clogging.
The supply pump pressure is not controlled, but the oil output flow is, by
design, always greater than the lubrication requirements.
A pressure relief valve bypasses part of the output flow to protect the
supply pump against abnormal output pressure build-up.
If the main filter becomes clogged, a clog switch sends a signal to the ECAM, a
bypass valve opens and the oil flows through the backup filter. The oil flows
to the forward and aft sumps, and to the accessory and transfer gearboxes.
The anti-siphon device prevents oil from draining by gravity from the tank
through the pump into the gearbox after engine shutdown. It uses air
from the forward sump.
OIL SCAVENGE
The scavenge oil from the forward, aft sumps, and the transfer and
accessory gearboxes is sucked by four scavenge pumps.A strainer protects
each pump.
The scavenge oil then flows through a master chip detector, then is cooled
through the servo fuel heater and the main oil/fuel heat exchanger before
returning to the oil tank.
For ground inspection, the master chip detector, which is of an electrical
type, has a visual indicator (pop-out) operated in case of metal particles
contamination.
For trouble-shooting, a maintenance kit of 4 chip detectors may be
installed on the lower part of the lubrication unit.
OIL VENT
The venting system is in charge of connecting sumps for oil vapor
collection and sumps pressure balance.
The air mixed with the scavenge oil is separated in the tank by a de-aerator and
vented to the forward sump through the transfer gearbox and radial drive
shaft.
The sumps are connected together by a center vent tube that vents to the
outside air by the engine exhaust plug through a flame arrestor.
OIL VENT (continued)
LUBRICATION UNIT INTERFACE

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

Oil quantity, oil pressure and oil temperature is used to monitor the oil Oil Quantity Indication
system. These parameters are displayed on the Engine Page. The oil quantity transmitter in the oil tank is a capacity type probe powered by 28VDC, an
The oil quantity is also displayed on the Cruise Page. electronic module on the top of the transmitter energizes the probe and supplies an analog
If the scavenge filter becomes clogged, a caution will appear on the right side of the engine signal to the SDAC's and the EIU.
page. The oil quantity displayed in green is graduated from 0 to 20 quarts in analog form, and from
A separate oil low pressure switch will initiate a warning if oil pressure drops below 13 psi. 0 to 99.9 in digital form.
Oil Pressure Indication If the quantity becomes below 4 quarts, the oil quantity indication flashes green (advisory
The oil pressure transmitter is bolted to a bracket on the top left side of the fan case. One level).
side of the transmitter is connected to the forward sump oil pressure supply and the other The oil quantity indication is also displayed on the "Cruise page".
side is connected to the TGB vent line.
The transmitter is powered by 28VDC and supplies an analog signal to the SDAC's and the Oil Temperature Indication
EIU. The resistor type oil temperature bulb is located on the oil filter, and transmits an analog
The oil pressure is displayed in analog and digital form, the scale is graduated from 0 to 100 signal via the EIU to the FWC's for display in digital form on the Engine page.
psi. The oil temperature flashes green when the temperature increases above 140°C (advisory)
The pressure is displayed in green above 13 psi, and red below 13 psi. and becomes amber if temperature exceeds 155°C, or is above 140°C for 15 minutes.
Low Oil Pressure Warning Oil Filter Clogging

The low oil pressure switch is mounted beside the oil pressure transmitter, with the same A scavenge filter differential pressure switch is mounted on a bracket above the scavenge
pressure and vent connections. filter.
Oil pressure below 13 psi, activates a warning message. When the differential pressure across the filter exceeds 22 psid, an "OIL FILTER CLOG"
Information from the oil low pressure switch is used for other aircraft systems to activate or indication appears on the engine page.
inhibit circuits.
Temperature Engine Oil (TEO)
The TEO sensor is mounted in the oil supply line, and transmits a signal to the ECU for the
fuel return system.
APPROVED OILS
The engine shall be serviced only with approved oils listed in Aircraft
Maintenance Manual (AMM) chapter 20.
There are no incompatibilities among same oil type. However intermixing
among different brands should be avoided.

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Maintenance Training Organisation

Doc. No. AGT-MTM-A32C

MAINTENANCE TRAINING MANUAL FR.147.0049

DESCRIPTION PAGE DESCRIPTION PAGE

APU INSTALATION PRESENTATION 11 APU DRAIN SYSTEM PRESENTATION 94

APU BASIC DESCRIPTION 17 APU INDICATION SYSTEM 121

APU OIL SYSTEM D/O 42 ECB INTERFACES 178

APU SYSTEM COMPONENT LOCATION

flight until the specified manufacturer limit.

COMPONENT LOCATION (continued)

COMPONENT LOCATION (continued)

APU INSTALLATION PRESENTATION

GENERAL DRAIN SYSTEM

AIR INTAKE FLAP

AIR INTAKE DUCT

APU FUEL FEED SYSTEM D/O

GENERAL APU INLET LP SWITCH

APU DRAIN SYSTEM TURBINE PLENUM DRAIN

APU BASIC DESCRIPTION

APU IGNITION AND STARTING D/O

APU FUEL SYSTEM D/O

FUEL CONTROL UNIT

Fuel filter replacement is recommended every 8500 Flight Hours.

FLOW DIVIDER AND SOLENOID VALVE

APU INDICATION SYSTEM

TEMPERATURE INDICATING EGT THERMOCOUPLE

TEMPERATURE INDICATING (continued)

POWER INDICATING SPEED SENSOR

POWER INDICATING (continued)

APU OIL SYSTEM D/O

DURING COLD START

DE-OILING SOLENOID (continued)

APU AIR SYSTEM D/O

GENERAL SURGE PROTECTION

APU RUNNING AT 99% BLEED PUSH BUTTON ON

APU RUNNING AT 99% (continued)

APU RUNNING AT 100%

APU SYSTEM MANAGEMENT D/O

APU START SEQUENCE

• the ECB exchanges data with the Data Memory Module,

APU ACCELERATION SEQUENCE APU AT 7% RPM

APU ACCELERATION SEQUENCE (continued)

APU ACCELERATION SEQUENCE (continued)

APU ACCELERATION SEQUENCE (continued)

APU ACCELERATION SEQUENCE (continued)

APU NORMAL SHUTDOWN

APU NORMAL SHUTDOWN (continued)

APU NORMAL SHUTDOWN (continued)

APU NORMAL SHUTDOWN (continued)

APU PROTECTIVE SHUTDOWN

• flap not open,

APU EMERGENCY SHUTDOWN

POWER SUPPLY LGCIU 1

to open or close the air intake flap.

BACK-UP AND MAIN START CONTACTORS TSO/JAR

ENVIRONMENTAL CONTROL SYSTEM (ECS) DATA MEMORY MODULE

FCU / OIL PUMP SEAL DRAIN COMBUSTOR HOUSING DRAIN

FRONT BEARING SEAL DRAIN

START FUEL MANIFOLD PURGE

AIR BYPASS PLENUM DRAIN

APU BASIC DESCRIPTION

AIR INTAKE SYSTEM