V2500 General Familiarization: For Training Purposes Only Pratt & Whitney Proprietary Information

V2500 GENERAL FAMILIARIZATION
Introduction
FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide”
PRATT & WHITNEY PROPRIETARY INFORMATION
V2500-GF APR 2023
Introduction
© 2023 Pratt & Whitney Division of Raytheon Technologies Corporation
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DIVISION OF RAYTHEON TECHNOLOGIES CORPORATION.
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THE INFORMATION AND INSTRUCTIONS IN THIS CONTENT ARE FOR GENERAL TRAINING
PURPOSES ONLY. THIS CONTENT DOES NOT REPLACE OR SUPERSEDE THE INFORMATION
CONTAINED IN THE APPROPRIATE MAINTENANCE OR ENGINE MANUALS OR OTHER OFFICIAL
PUBLICATIONS.
V2500-GF APR 2023
I
Introduction
ABOUT THIS GUIDE
Subject Matter:
This training guide describes components and systems found on the V2500 engine. It also covers:
• engine features and configuration
• engine-related aircraft systems
Intended For:
This training guide provides a general familiarization with the structural design and performance features of the V2500 engine. The course outcome will be
an improvement in the student's understanding of geared turbofan technology and the features of the V2500 engine model.
Conformance to Simplified English:

This document follows the guidelines in the Aerospace and Defense Industries Association of Europe document ASD Simplified Technical English
Specification ASD-STE100.™ Simplified English is designed to achieve directness, simplicity, and ease of vocabulary recognition.
U.S. Export Classification: 9E991, Classification Request 2946906
Proprietary Statement:
This document is the property of Pratt & Whitney (P&W), a division of Raytheon Technologies Corporation, and contains confidential and/or proprietary
information. You may not possess, use, copy or disclose this document or any information in it, for any purpose, including without limitation to design,
manufacture, or repair parts, or obtain FAA or other government approval to do so without P&W's express written permission. Neither receipt nor possession
of this document alone, from any source, constitutes such permission. Possession, use, copying or disclosure by anyone without P&W's express written
permission is not authorized and may result in criminal and/or civil liability.
V2500-GF APR 2023
II
Introduction
TABLE OF CONTENTS
1. Power Plant 9. Exhaust
2. Engine Construction 10. Ancillary Systems
3. Fuel and Engine Control 11. Abbreviations
4. Air
5. Ignition
6. Indicating
7. Lubrication
8. Starting
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Power Plant
CHAPTER 1
POWER PLANT
ATA 71
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Power Plant
OBJECTIVES
1. Describe V2500 common design features.

2. Recognize basic engine specifications.
3. Describe the purpose of the power plant.
4. Recognize nacelle components.
5. Identify airframe interface components.
6. Describe the purpose of the Engine Combined Drains
System.
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Power Plant
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Power Plant
INTRODUCTION TO THE V2500

Company Location Module
In 1983, the world’s leading aerospace manufacturers signed a 30-
year collaboration agreement to produce an engine for the single-
aisle aircraft market, using the best proven technology. Each of the United High Pressure
Rolls-Royce (RR)
five companies was responsible for developing and delivering Kingdom Compressor
specific engine modules, as shown in the table.
Diffuser/combustor
The collaboration was later incorporated as International Aero assembly, High Pressure
Pratt & Whitney (P&W) USA
Engines AG (IAE), a management company established to direct Turbine and Turbine
the entire program for shareholders. Its duties include engine Exhaust Case
manufacture and assembly, sales, marketing, and in-service
support. Japanese Aero Engines Fan and Low Pressure
Japan
Corporation (JAEC) Compressor
Motoren- und Turbinen-

Germany Low Pressure Turbine
Union (MTU)
Fiat Aviazione Italy External Gearbox
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Power Plant
V2500 ENGINE MODULE DEVELOPERS
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Power Plant
INTRODUCTION TO THE V2500 (Cont.)
The V2500 engine incorporates several technological features,

including:
• Full Authority Digital Electronic Engine Control (FADEC)

system
• wide chord fan blades
• single crystal High Pressure Turbine (HPT) blades
• powdered metal HPT disks
• two-piece, annular combustion chamber with segmental
ceramic coated liners.
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Power Plant
V2500 ENGINE
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Power Plant
INTRODUCTION TO THE V2500 (Cont.)
The V2500 engine has been designated the “V” because the
International Aero Engines (IAE) was originally a five-nation
consortium.
The 2500 designation indicates the first engine type to be released

into production, rated at 25,000 lb of thrust. All engines are identified
as part of the V2500 family by the characters “V25.”
The table indicates the engine’s rated sea level takeoff thrust for
various models.
The alpha character denotes the aircraft manufacturer: “A” is for

Airbus Industries, and “D” is for Boeing McDonnell Douglas.
The last figure in each name represents the engine configuration.
For example, “V2528-D5” is a V2500 engine with a sea-level takeoff

thrust of 28,000 lb, built for McDonnell Douglas (Boeing), with a
mechanical standard of 5.
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Power Plant
Designation Specification
V2500-A1 25,000 lb. of thrust, built for Airbus A320 only
27,000 lb. of thrust, built for Airbus A320

V2527-A5
aircraft
28,000 lb. of thrust, built for McDonnell

V2528-D5
Douglas (Boeing)
COMMERCIAL ENGINE/AIRFRAME APPLICATIONS
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Power Plant
OVERVIEW
The power plant is an axial flow, high-bypass-ratio turbofan that

includes fan case-mounted angle and main gearboxes. It is
mounted on a pylon that extends below and forward of the wing and
leading edge.
The power plant supplies thrust, pressurized air for the engine’s
Pneumatic and Anti-Ice systems, and power for the aircraft
electrical and hydraulic systems.
The power plant includes these elements:
• nacelle
• engine components
• engine/airframe interface
• engine mounts
• Engine Combined Drains System.
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Power Plant
POWER PLANT
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Power Plant
COMPONENTS
Nacelle
The nacelle provides an aerodynamically smooth and protective

enclosure for the engine and its mounted components and
accessories.
The nacelle includes the components listed below.
• Intake cowl
• Fan cowl doors
• Thrust reverser C-ducts
• Mixed Exhaust System

• Exhaust cone
• Common Nozzle Assembly (CNA)
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Power Plant
NACELLE COMPONENTS
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Power Plant
COMPONENTS (Cont.)
Intake Cowl
The intake cowl has the following features:
Purpose:
• integral Thermal Anti-Icing (TAI) System
The air intake cowl supplies all the air required by the engine, with • aluminum leading edge
minimum pressure losses and with an even pressure face to the
fan. Nacelle drag is minimized due to the aerodynamically • P2/T2 probe access panel
streamlined design.
• Zone 1 ventilation intake
Location:
• interphone jack
The intake cowl is bolted to the front of the LPC fan case.
• engine attachment ring with alignment pins to ensure correct
Description: location of the cowl on the fan case
The intake cowl has carbon fiber construction with inner and outer • door locators that automatically align the fan cowl doors to
skins supported by a titanium front bulkhead and graphite/epoxy ensure good seating
composite rear bulkheads.
• strut brackets to provide location for the left and right fan cowl
door HORs.
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Power Plant
AIR INTAKE COWL
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Power Plant
COMPONENTS (Cont.)
Fan Cowl Doors
Purpose:
Two fan cowl doors provide for an aerodynamically smooth exterior

while enclosing the fan case-mounted accessories.
Location:
The fan cowl doors are located between the intake cowl and the
thrust reverser C-ducts.
Description:
The doors extend rearward from the inlet cowl and overlap the
leading edge of the C-ducts. Four hinges attach each fan cowl door
to the aircraft pylon. Strakes are located on the fan cowl doors to
reduce turbulence between the engine and the aircraft fuselage.
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Power Plant
FAN COWL DOORS
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Power Plant
COMPONENTS (Cont.)
Thrust Reverser Cowl Doors (C-Ducts)
Purpose: The C-ducts have inner and outer barrels that provide a rigid
structure for the fan case and core engine.
The thrust reverser cowl doors (C-ducts) form the duct for bypass
The C-ducts house the thrust reverser opening mechanism and
airflow, protect the core, and house a Thrust Reverser System to
cascades. The C-ducts form the fan air duct between the fan case
slow the aircraft upon landing. The thrust reverser cowl doors, when
exit and the entrance to the CNA. They also form the outer cowling
open, also facilitate core component maintenance.
between the fan cowl doors and the CNA.
Location:
The thrust reverser C-ducts are hinged at the pylon and latched
together along the bottom. The C-ducts extend rearward from the
fan cowl doors to the Common Nozzle Assembly (CNA).
Description:
The thrust reverser cowl doors comprise two halves that are
mechanically independent. The cowl doors are sometimes referred
to as the “C-duct” due to their shape. They can be opened using the
door opening system by means of a hydraulic hand pump. Each
door is equipped with a Hold Open Rod (HOR).
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Power Plant
THRUST REVERSER C-DUCTS
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Power Plant
COMPONENTS (Cont.)
Mixed Exhaust System
Purpose: The inner duct (hot nozzle) is provided with acoustical treatment to
reduce noise levels through the nozzle exit.
The Mixed Exhaust System collects two sources of airflow. The first
is the cold airflow, which is the fan bypass air. The second is the hot The engine exhaust cone forms the inner contour of the common
airflow, which comes from the engine core. nozzle exhaust collector. The exhaust cone is made of a
honeycomb-perforated panel for acoustical treatment.
Location:
The Mixed Exhaust System is bolted to flanges T and U located at

the rear of the Turbine Exhaust Case (TEC).
Description:
The system is made up of the Common Nozzle Assembly (CNA)

and the exhaust cone. The CNA allows hot and cold stream gas
flows to mix, and forms a convergent duct that increases the speed
of the mixed gas to give forward thrust. When the thrust reverser
operates, the cold and hot outflows divide and go in different
directions.
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Power Plant
COMMON NOZZLE ASSEMBLY
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Power Plant
COMPONENTS (Cont.)
Nacelle Access Panels (Left Side)
Purpose: Engine Left Side

Access panels provide quick access to Line Replaceable Units Access Panels Components
(LRUs) and to other components that require regular or scheduled
inspection. • Oil tank servicing panel
• Master Magnetic Chip Detector (MCD) panel
Location: Fan cowl door
• Zone 1 fan case ventilation outlet for the fan
case (bottom center)
Panel positions and components that can be accessed are shown
on the next page.
Thrust reverser • Maintenance access panels for thrust reverser
C-duct hydraulic actuators
Intake cowl • Zone 1 ventilation inlet (top center)
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Power Plant
NACELLE ACCESS PANELS – LEFT SIDE
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Power Plant
COMPONENTS (Cont.)
Nacelle Access Panels (Right Side)
Purpose: Engine Right Side

Access panels provide quick access to Line Replaceable Units Access Panels Components
(LRUs) and to other components that require regular or scheduled
inspection. • Air Cooled Oil Cooler (ACOC) outlet
• Quick access air starter valve and blow out door
Location: Fan cowl door
• Zone 1 fan case ventilation outlet for the fan case
• Breather mast
Panel positions and components that can be accessed are shown
on the next page.
Thrust reverser • Maintenance access panels for the thrust
C-duct reverser hydraulic actuators
• Interphone jack
Intake cowl • Anti-icing outlet grill
• P2/T2 probe access panel (top center)
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Power Plant
NACELLE ACCESS PANELS – RIGHT SIDE
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Power Plant
ENGINE/AIRFRAME INTERFACE
The interface provides a link between the engine and aircraft

systems.
The following components form the interface.
• Front and rear engine mounts
• Environmental Control System (ECS ) bleed air off-takes
• Starter air ducting
• Integrated Drive Generator (IDG) electrical supply cables
• Fuel supply and recirculation lines
• Hydraulic system
• Full Authority Electronic Control (FADEC) interfaces, including

the Electronic Engine Control (EEC)
• Engine electrical harnesses
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Power Plant
AIRFRAME INTERFACE COMPONENTS
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Power Plant
ENGINE/AIRFRAME INTERFACE (Cont.)
Engine Electrical Harnesses
Purpose:
Primary
Harness Assembly Types
The engine electrical harnesses connect the electrical components Assembly
installed in the nacelle to the aircraft electrical systems.
• Electronic Engine Control (EEC)
Location: • EEC and ignition supply
Fan Zone
• General supply
The core zone harnesses are connected to the fan zone harnesses
at the bifurcation panel. The harnesses are installed around the • Fire detection
engine and go up to the pylon break points.
The harnesses have two primary assemblies: the fan zone • Fire detection, cabin services, and
assembly and the core harness. Each of these assemblies have nacelle overtemperature
smaller harness assemblies. See the table for details. • EEC
Core Zone
• EEC link
At the pylon break points, the harnesses interface with the aircraft
• Exhaust Gas Temperature (EGT)
electrical systems. The harnesses are attached to the engine with
brackets, raceways, clips, and clamps. • Ignition
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Power Plant
ENGINE ELECTRICAL HARNESS ASSEMBLIES
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Power Plant
ENGINE/AIRFRAME INTERFACE (Cont.)
Engine Mounts
Purpose: Two thrust links are attached to the cross beam of the engine mount
and support brackets on either side of the monoball location.
The engine mounts suspend the engine from the aircraft pylon and
Two shear pins prevent slip movement between the mount and
transmit the various loads generated by the engine during
pylon interface when bolted together due to engine thrust changes.
operation.
Rear Engine Mount
Location:
The rear engine mount is designed to transmit torsional, side and
The front engine mount is located at the rear of the intermediate
vertical loads. As with the front engine mount, two shear pins
case. The rear engine mount is located on the TEC at Top Dead
prevent slip movement between the mount and pylon interface.
Center (TDC).
The rear mount has a diagonal main link that provides resistance to
Description:
torsional movement of the casing that results from the hot gas
passing through the turbines.
Front Engine Mount
Two side links provide further vertical support and limiting the
The front engine mount is designed to transmit thrust, side and
engine’s side-to-side movement.
vertical loads. It is secured to the intermediate case in three
positions. A monoball-type universal joint provides the main support
at the front engine mount position.
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Power Plant
ENGINE MOUNTS
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Power Plant
ENGINE COMBINED DRAINS SYSTEM
Purpose:
The Engine Combined Drains System provides early indication of a

system or component failure through evidence of leakage.
Location:
A series of drains are located around the engine. The drain mast is
located at Bottom Dead Center (BDC) of the fan case and protrudes
from the bottom of the fan cowl doors.
Description:
The combined system collects fluids that have leaked from engine
components and discharges them overboard through the drain
mast. Fluids include fuel, engine oil, IDG oil, hydraulic fluid, and
water.
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Power Plant
ENGINE COMBINED DRAINS
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Power Plant
ENGINE COMBINED DRAINS SYSTEM (Cont.)
Engine Drain System
Engine components that drain through the drain mast are listed
below.
• Air Cooled Oil Cooler ACOC
• Integrated Drive Generator IDG
• Air starter
• Hydraulic pump
• Fuel pump
• Fuel Metering Unit FMU
• Fuel diverter unit
• Core actuators
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Power Plant
ENGINE DRAIN SYSTEM
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Power Plant
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Engine Construction
CHAPTER 2
ENGINE CONSTRUCTION
ATA 72
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2-1
Engine Construction
OBJECTIVES
1. Recognize basic engine specifications.

2. Locate engine features shown below.
• Bearings
• Modules
• Internal cooling and sealing airflow components
• Stations
• Stages
• Flanges
• Borescope ports
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Engine Construction
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Engine Construction
OVERVIEW
The V2500 is composed of the sections listed below.
• Low Pressure Compressor LPC
• High Pressure Compressor HPC
• Diffuser and combustor
• High Pressure Turbine HPT
• Low Pressure Turbine LPT
• Turbine Exhaust Case TEC
The engine also features a fan case-mounted Main Gearbox (MGB)

to drive engine and aircraft accessories. The MGB is also known as
the Accessory Gearbox. The external gearbox assembly consists of
both the Angle Gearbox (AGB) and the MGB.
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Engine Construction
ENGINE MODULES
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Engine Construction
ENGINE STATIONS
Engine stations identify significant locations in the gaspath, often

marking sensors that gather information for pressure or temperature. Station Location
The FADEC system uses pressure and temperature signals from the
sensors to control the various systems for satisfactory engine 1 Intake/engine inlet interface
operation.
2 Fan inlet
The sampling areas are identified as stations and are common to all
variants of the V2500 engine. Low Pressure Compressor (LPC) Outer
2.5
Guide Vane (OGV) exit
3 High Pressure Compressor (HPC) exit
4 Combustor exit
4.5 High Pressure Turbine (HPT) exit
4.9 Low Pressure Turbine (LPT) exit
12.5 Fan exit/C-duct bypass air
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Engine Construction
ENGINE STATIONS
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Engine Construction
ENGINE STAGE NUMBERS
Compressor location and turbine stage numbers are shown in the

chart. Stages Compressor Location
1 Fan
1.5
LPC booster
2
2.3 LPC booster (A5 only)
2.5 LPC booster
3–12 HPC (10 stages)
Stages Turbine Location

1–2 HPT (2 stages)
3–7 LPT (5 stages)
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Engine Construction
ENGINE STAGES
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Engine Construction
FLANGES Flange Component

Flanges are locations where major sections of the engine casing A Intake cowl attachment
are bolted together or where external engine components are A1
mounted.
B
Flanges are designated by a letter. See the chart for specific flange C External component attachment
information. D
E
G V-ring groove
H Intermediate case to HPC front case (internal)
J HPC front case to HPC rear case
K HPC rear case to diffuser case

M Diffuser case to HPT case
N HPT case to LPT case
P LPT case to turbine exhaust case
R&S Rear mount attachment
T Common exhaust nozzle assembly attachment
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Engine Construction
FLANGES
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Engine Construction
ENGINE MAIN BEARINGS
Bearings support the weight of engine parts and permit one surface
to roll over another with minimal friction and wear. The weight of the
Type Alignment and Load
parts is transmitted through balls or rollers.
Ball Axial and radial
Bearings are designed from materials that can withstand extreme
pressure, since they must absorb the axial and radial loads of
rotating assemblies. An axial load is transmitted parallel to the
bearing shaft, and a radial load is applied perpendicular to the shaft.
Roller Radial
Bearings are lubricated, cooled, and cleaned by oil.
The V2500 uses two types of bearings, described in the chart. Each
bearing type holds engine parts in alignment to transmit their load.
Bearing types are illustrated in the graphic below.
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Engine Construction
ENGINE MAIN BEARINGS
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Engine Construction
ENGINE MAIN BEARINGS (Cont.)

No. Type Damped Function
Five single-race bearings are located in three bearing
compartments. • Takes thrust loads of the LP
stub shaft
1 Ball
• The front bearing compartment, located at the center of the • Provides support for the LP
intermediate case, houses bearing nos. 1–3. Bearing nos. 1 and stub shaft and LPC rotor
3 provide axial location support. Bearing No. 3 centers by a
series of spring rods. Bearing No. 2 provides additional support • Provides support for front of the
for the low pressure system. 2 Roller ü LPT shaft and rear of LP stub
shaft
• The center bearing compartment, located in the
Diffuser/Combustor Case, houses the No. 4 Bearing.
• Takes thrust loads of the HPC
• The rear bearing compartment, located in the Turbine Exhaust
Case (TEC), houses the No. 5 Bearing.
3 Ball ü • Provides axial support for front
of HPC
Each compartment uses carbon seals to prevent oil leakage.
• Provides support for rear of
Sealing airflows provide positive air pressure to the bearing 4 Roller
HPC shaft
chambers to prevent oil loss.
The center bearing compartment is protected from radiated heat by

a heat shield due to its location at the center of the engine’s
5 Roller ü • Provides support for rear of
LPT shaft
combustion section.
NOTE
In the rear bearing compartment, supply and scavenge oil pipes are
also covered by an insulating heat shield to prevent oil coking. The low pressure and high pressure rotors are often referred to as
N1 and N2, respectively.
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Engine Construction
ENGINE MAIN BEARING COMPARTMENTS
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Engine Construction
ENGINE MODULES
The engine module design allows for fast, efficient module changes No. Module Name
with minimum down time.
31 Fan
32 LPC/Intermediate case
40 HP system
41 HPC
42 Diffuser and combustor
Stage 1 turbine Nozzle Guide

44
Vane (NGV) assembly
45 HPT
50 LPT
60 External gearbox
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Engine Construction
ENGINE MODULES
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Engine Construction
ENGINE MODULES (Cont.)
Fan
Purpose: The LPC fan pressurizes air, which flows into the engine through
the nacelle intake cowl.
The fan module compresses air which flows into the engine through
the nacelle intake cowl and core gaspaths. The larger part of the compressed air goes through the fan duct,
which provides the primary part of the engine thrust. The smaller
Location: part is compressed again when it goes through the LP and HP
compressor stages.
The fan module is located in the front of the engine, contained
within the fan case. A rubber de-icing tip is bonded to the front of the inlet cone. If ice
begins to form on the rubber tip, it is thrown slightly out of balance
Description: and begins to vibrate. The vibration causes the ice to be shed from
the inlet cone.
Twenty-two hollow fan blades are retained in the fan disk radially by
dovetail roots, and axially by front and rear retaining rings. Twenty-
two annulus fillers are installed between adjacent blades, forming a
platform between each blade known as the fan inner annulus. A
rubber seal is bonded to each side of the annulus fillers to prevent
air leakage between each blade and filler.
The inlet cone and fairing smooth the airflow into the fan. The metal
fairing provides an aerodynamic flow over the annulus fillers and
into the LPC.
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Engine Construction
FAN MODULE
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Engine Construction
Low Pressure Compressor/Intermediate Case
Purpose: The fan case is installed on the mounting pads on each outer strut
end of the intermediate structure (fan frame) with bolts.
The Low Pressure Compressor (LPC)/intermediate case module
houses the front bearing compartment, internal gearbox, and the The intermediate case module includes an internal gearbox that
LPC system to form part of the bypass ducting. contains a driven gear assembly.
Location:
This module is located in the front of the engine between the fan
module and the HP module.
Description:
The LPC/intermediate case module includes the fan case and

intermediate structure (fan frame), which are the two primary
components that make the case module.
The intermediate structure (fan frame) is a one-piece welded

structure with 10 inner and outer struts. The inner struts hold the
LPC booster stage assembly and the components to make the front
bearing compartment.
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Engine Construction
LPC/INTERMEDIATE CASE MODULE
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Engine Construction
ENGINE MODULES
Low Pressure Compressor/Intermediate Case (Cont.)
Internal Gearbox
The gear-driven assembly engages an internal drive gear located

on the HP stub shaft. This action transmits torque from the HPC to
drive the Main and Angle gearboxes via the tower shaft and angle
gearbox.
The internal gearbox acts as a support for the No. 2 Bearing.
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Engine Construction
INTERNAL GEARBOX
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Engine Construction
ENGINE MODULES
LPC/Intermediate Case (Cont.)

Air is delivered into the LPC by the fan module. The air then passes
LPC/Booster through each rotor and stator stage and is compressed at a suitable
pressure before it is delivered to the HPC.
Purpose:
The disk for stages 1.5, 2, 2.3 and 2.5 is a welded titanium
The LPC/booster compresses the air received from the fan module assembly that contains axial dovetail slots for the attachment of the
and delivers it at a suitable pressure level to the HPC. four stages of rotor blades.
Location: Rotor blades for stages 1.5, 2, 2.3 and 2.5 are made of titanium and
are mounted into the dovetail slots of their respective disks.
The LPC/booster is located in the center of the intermediate case
structure (fan frame). Stator vanes for stages 1.5, 2 and 2.3 are made of titanium.
The vanes are bonded to inner rings by a silicone rubber compound
Description: and secured to the LPC case by bolts.
The LPC/booster consists of the following. Stator vanes for Stage 2.5 are made of aluminum and are secured
to an inner ring by bolts and bonded to an outer ring by a silicone
• Rotor blades and disk for stages 1.5, 2, 2.3, and 2.5 rubber compound.
• LPC front and rear cases
• Stator vanes for stages 1.5, 2 and 2.3
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Engine Construction
LOW PRESSURE COMPRESSOR/BOOSTER STAGES
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Engine Construction
High Pressure Compressor (HPC)
Purpose: • rear inner and outer case which forms the bleed
The High Pressure Compressor (HPC) supplies the required amount • manifolds and contains the fixed stators.
of pressurized air for all combustion and aircraft needs. It continues to
increase the pressure of the air supplied by the LPC. HPC stages are numbered 3-12.
Location: The compressed air from the LPC goes into the HPC through the
Variable Inlet Guide Vanes (VIGVs).
The HPC is located between the intermediate case module and the
diffuser/combustor assembly. The angular position of the VIGVs and Variable Guide Vanes
(VGVs) is automatically adjusted to give the airflow the correct
Description: direction through the compressor.
The HPC is a 10-stage axial flow compressor made up of the As the air goes through the compressor, each stage compresses it
following: more. The pressurized air is then delivered to the combustion
chamber.
• drum rotor assembly
Air is ducted from HPC stages 7-10 to supply air for aircraft
• front case which, contains variable stator vanes services. Additionally, more air is bled off at stages 7 and 10 to
improve engine starting and to prevent compressor surge under
o 5 vanes – A1 engine certain operating conditions.
o 4 vanes – A5 engine
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Engine Construction
HIGH PRESSURE COMPRESSOR
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Engine Construction
ENGINE MODULES
High Pressure Compressor (HPC) (Cont.)
Rotor Assembly
The rotor assembly has five sub-assemblies.
• Stages 3–8 HPC drum
• Stages 9–12 HPC drum
• Vortex reducer ring
• HPC shaft
• HPC rotating air seal
The five sub-assemblies are bolted together to make the rotor. Stages
3 to 5 compressor blades are attached in axial dovetail slots. Stages 6
to 12 compressor blades are installed in slots around the
circumference of the disks through an axial loading slot.
The two rotor drums are bolted together with a vortex reducer installed
between the 8th and 9th stages. The vortex reducer straightens the
Stage 8 air flow, which passes to the center of the engine for the
internal cooling and sealing.
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Engine Construction
HIGH PRESSURE COMPRESSOR ROTOR ASSEMBLY
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Engine Construction
ENGINE MODULES
High Pressure Compressor (HPC) (Cont.)
HPC Blades
The compressor blades in stages 3–5 are attached to the disks in

axial dovetail slots and secured by lock plates. Rubber strips
bonded to the underside of the platform seal gaps between the
blades.
Blades in stages 6–12 are installed in a slot around the

circumference of the disks. Each disk has one axial loading slot to
enable the blades to be installed onto the disk.
Four lock blades are installed on each disk, two on each side of the
loading slot, and are secured by two lock nuts and two jackscrews
per circumferential stage.
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Engine Construction
HIGH PRESSURE COMPRESSOR BLADES
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Engine Construction
Diffuser and Combustor
Purpose: • combustor chamber assembly
The diffuser and combustor group has four primary functions listed • No. 4 Bearing compartment.
below.
The inner and outer liner are manufactured from sheet metal with
• Straighten the flow of air from the HPC 100 separate ceramic coated liner segments attached to their inner
surface (50 tiles on each liner).
• Reduce the velocity of the air to get the best speed and pressure
for combustion
• Mix fuel with the air and supply ignition to make fuel burn
• Hold the No. 4 Bearing in position
Location:
The diffuser and combustor module is located between the HPC
module and the HPT module.
Description:
The diffuser and combustor module includes:
• diffuser case assembly
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Engine Construction
DIFFUSER/COMBUSTOR SYSTEM
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Engine Construction
ENGINE MODULES
Diffuser and Combustor (Cont.)
Diffuser Case Assembly
The diffuser case is considered a main structural part of the engine.

It houses and supports the loads of the No. 4 Bearing compartment.
The diameter of the diffuser section is larger at the rear than at the
front. This diameter difference decreases the speed of the air and
changes the velocity energy into increased pressure.
The diffuser case has 20 mounting pads where the fuel injectors are
installed, and two mounting pads where the igniter plugs are
installed. The diffuser case also includes five mounting pads for the
combustion chamber outer alignment pins.
Outlet guide vanes, bolted at the front of the diffuser, straighten the
air coming from the HPC. The air enters the diffuser portion of the
diffuser case prior to entering the combustion chamber.
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Engine Construction
DIFFUSER CASE ASSEMBLY
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Engine Construction
ENGINE MODULES
Diffuser and Combustor (Cont.)
Combustion Chamber Assembly
The annular type combustor consists of an outer liner assembly and

an inner liner assembly.
The outer liner is secured by five alignment dowels, which pass

through the diffuser casing. The combustion chamber outer liner
assembly has 20 fuel nozzle guides.
The inner combustion liner is attached to the Stage 1 turbine NGV

assembly.
Air that surrounds the combustor is used in the combustion process

for dilution and exit temperature control of the combustion gases
and for cooling of the combustor liners.
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Engine Construction
COMBUSTOR CROSS SECTION
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Engine Construction
Turbine Nozzle Guide Vane (NGV) Assembly
Purpose: The vanes are attached to the Stage 1 HPT cooling duct assembly
with bolts. Each hollow vane has internal baffles and cooling holes
The Turbine Nozzle Guide Vane Assembly delivers the exiting in the airfoil. Vane airfoils also have a heat-resistant coating.
gases from the combustion chamber at the right speed and
pressure to the 1st Stage HPT blades. The 1st Stage HPT cooling duct is installed on the rear-inner flange
of the diffuser case.
Location: When assembled with the outer combustion chamber liner
assembly, the combustion chamber inner liner creates a chamber
The assembly is located between the rear of the diffuser case and for burning the mixture of fuel and air.
the front of the HPT.
The ring of guide vanes creates a series of nozzles, which increase
Description: the velocity of the gases from the combustion chamber. The vanes
point the gases at the optimum angle onto the Stage 1 turbine
Primary parts of the NGV assembly include: blades.
• Stage 1 HPT vane cluster assemblies
• Stage 1 HPT cooling duct assembly
• combustion chamber inner liner.
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Engine Construction
TURBINE NOZZLE GUIDE VANE ASSEMBLY
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Engine Construction
High Pressure Turbine (HPT)
Purpose: • blades (64)

The High Pressure Turbine (HPT) module converts energy from the • Stage 1 rear HPT air seal.
combustion gases to turn the HPC.
Primary parts of the Stage 2 rotor assembly include:
Location:
• Stage 2 turbine hub
The HPT is connected to the rear HPC shaft, between the Turbine
• blades (72)
NGV Assembly and the LPT.
• Stage 2 blade retaining plate
Description:
• Stage 2 HPT air seal.
Primary parts of this module include:
Primary parts of the HPT case assembly include:
• HP rotor assemblies (stages 1 and 2)
• HPT duct segments for stages 1 and 2
• HPT case and 2nd Stage vane assembly.
• HPT 2nd stage NGVs
The HPT rotor assemblies are two stages of turbine hubs with
single-crystal, nickel-alloy blades installed in slots on the hub. • Stage 2 HPT support assembly.
Primary parts of the Stage 1 rotary assembly include:
• Stage 1 turbine hub
• inner and outer HPT air seals
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Engine Construction
HIGH PRESSURE TURBINE ASSEMBLY
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Engine Construction
Low Pressure Turbine (LPT)
Purpose: The LPT rotor is installed in the LPT case where it is in alignment
with the LPT stators. The LPT case is made from high-heat-
The Low Pressure Turbine (LPT) supplies the necessary power to resistant nickel alloy and is a one-part, welded assembly.
turn the LPC and fan.
The five LPT disks are made from high-heat-resistant nickel alloy
Location: and are axially installed and assembled together with nuts and
bolts.
The turbine is located aft of the HPT at the rear of the engine.
The LPT blades are also made from nickel alloy and are attached to
the disks by fir-tree roots. The blades are held in axial position on
Description:
the disk by the rotating air seals (knife edge). The rotating air seals
Primary parts of the LPT module include the following. are in line with stationary abradable seals installed on the LPT
stator vanes.
• LPT five-stage rotor
The LPT shaft is attached to the rotor by 20 nuts and bolts on the
• LPT five-stage stator vanes 6th stage disk.
• Air seals
The hot, expanding gases blow through the five stages of the LPT.
• LPT case
The remaining energy from the combustion gases is extracted to
• Inner and outer duct provide the necessary power to turn the LPC through the LPT shaft.
• LPT shaft
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Engine Construction
LOW PRESSURE TURBINE (LPT)
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Engine Construction
ENGINE MODULES
Low Pressure Turbine (LPT) (Cont.)
Turbine Exhaust Case (TEC)
The TEC provides support for the No. 5 Bearing and mounting
provisions for the Combined Nozzle Assembly (CNA), exhaust plug,
and rear mount.
The TEC assembly contains the LP rotor rear (No. 5) bearing and
support structure. The loads are transmitted to the outer case by
struts.
The TEC has mounts for the airframe-supplied tail cone and the
CNA. This case also includes the engine rear mount and rear
ground handling mount points.
Exhaust Gas Temperature (EGT) probes are installed in the case

struts to measure the total temperature using T4.9 temperature
probes. The total pressure is measured by P4.9 pressure probes,
which are integral with the case struts.
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Engine Construction
TURBINE EXHAUST CASE
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Engine Construction

Mount
Accessory Unit
External Gearbox Assembly Face
Purpose: • Deoiler
• Pneumatic starter
The external gearbox assembly transmits power from the engine to
provide drives for the accessories mounted on the gearbox front Front • Dedicated generator
and rear faces. • Hydraulic pump
• Oil pressure pump and filter
Location:
The external gearbox assembly is installed at the bottom of the

intermediate module. • Fuel Pump and Metering Unit FMU
Rear • Oil scavenge pumps unit
Description: • Integrated Drive Generator System IDGS
The external gearbox assembly includes the Main Gearbox (MGB)
and the Angle Gearbox (AGB). The assembly is a cast aluminum
housing that has individually replaceable drive units and magnetic Oil sealing for the gearbox accessory drives is provided by a
chips detectors located on the Main and Angle gearboxes. combination of spring-supported carbon seals and O-rings.
The MBG is installed to the intermediate case flange by three A manual HP system crank (turning port) is located on the front face
mounting links and the AGB support is attached by one mounting of the gearbox between the starter and the dedicated alternator.
link.
The AGB support is a casting that houses the lay shaft and rigidly
connects the angle gearbox to the main gearbox.
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Engine Construction
EXTERNAL GEARBOX ASSEMBLY
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Engine Construction
BORESCOPE ACCESS PORTS AND PLUGS
The borescope procedure permits visual inspection of internal

gaspath parts without the need for engine disassembly. A borescope
probe is inserted through any of several access ports to inspect
parts for damage, cracks, wear, and missing material.
Borescope plugs and access ports for the compressors, combustor

and turbines are found on both sides of the core engine. The V2500
engine has 18 access ports (APs) and two igniter plug ports
(IP1/IP2) that can be used for inspection.
Low Pressure Compressor
Borescope access is possible for LPC stages 1.5 and 2.5. Guide
tubes and flexible borescopes are used for inspection. In addition,
the A5 is fitted with a borescope port for the center of the LPC. This
access requires removal of the FEGV cluster at the 4:30 position.
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Engine Construction
LPC BOOSTER STAGES FOR BORESCOPE ACCESS
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Engine Construction
BORESCOPE ACCESS PORTS AND PLUGS (Cont.)
High Pressure Compressor
Seven borescope access ports (A─G) are available for the HPC.
Three additional access ports are located approximately 120°
around Port B position, but are specifically for module tooling
purposes.
See the table for more information.
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Engine Construction
HPC BORESCOPE ACCESS – A5 ENGINE
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Engine Construction
BORESCOPE ACCESS PORTS AND PLUGS (Cont.)
Combustor/Diffuser Case Assembly
Borescope access for the combustor is found at eight points. Six

ports are found around the combustion outer case. The igniter plug
ports offer two additional access points.
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Engine Construction
COMBUSTION CHAMBER, HPT, AND LPT BORESCOPE ACCESS PORTS
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Fuel and Engine Control
CHAPTER 3
FUEL AND ENGINE CONTROL

ATA 73
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3-1
OBJECTIVES
1. Describe the purpose of these systems:

• Fuel
• Engine Control.
2. Locate system components.
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3-2
OVERVIEW
Fuel and Engine Control operations are divided between the Fuel
System and the Engine Control System.
The Fuel System supplies metered fuel for combustion and servo
fuel pressure for component actuators. The system also uses a fuel
transmitter to monitor fuel status, and displays flight deck warnings
that alert the crew to potential problems.
The Engine Control System regulates and monitors engine

operations using the Full Authority Digital Electronic Engine Control
(FADEC). FADEC is a computer-based system that acts as the
primary interface between the engine and aircraft. FADEC aircraft
and engine components are overseen by the Electronic Engine
Control (EEC), which controls and monitors stable engine thrust and
performance during all phases of operation.
Heat management supplied by air and oil coolers provides

adequate cooling for components and maintains critical fuel
temperatures within specified limits.
V2500-GF APR 2023
3-3
FUEL AND ENGINE CONTROL SYSTEMS
V2500-GF APR 2023
3-4
FUEL SYSTEM OVERVIEW Other system components transfer thermal energy from heated oil by
carrying the oil through cooling units. See the component list below.
The Fuel System provides ice-free, metered fuel in a controlled,
continuous supply for combustion. Major components are shown • Fuel Cooled Oil Cooler FCOC
below.
• Integrated Drive Generator Fuel
IDG FCOC
Cooled Oil Cooler
• High and low pressure
fuel pump (2 stages) • Fuel Diverter and Return-to-Tank FDRV
Valve
• Fuel filter
Note that two other components not found in the Fuel System are
• Fuel Metering Unit FMU
also responsible for heat management: the Air Cooled Oil Cooler
• Fuel flow transmitter (ACOC), found in Lubrication, and the IDG Fuel Cooled Oil Cooler
(IDG FCOC), found in the Ancillary Systems.
• Fuel Distribution Valve FDV
The EEC controls the fuel supply via the Fuel Metering Unit (FMU).
• Fuel distribution manifolds High pressure fuel is also used to provide servo pressure for the
following actuators.
• Fuel Spray Nozzles FSNs
• Variable Stator Vane VSV

• Air Cooled Oil Cooler ACOC
• Active Clearance Control ACC

• Booster Stage Bleed Valve BSBV
V2500-GF APR 2023
3-5
V2500-GF APR 2023
3-6
FUEL SYSTEM CIRCULATION
Pumps deliver fuel from the aircraft fuel tanks to the engine LP fuel 7. Fuel is then sent to the Fuel Metering Unit (FMU). The metered
pump. The fuel flow process is shown below. fuel is used for combustion and component actuation.
1. Fuel flows into the Fuel Cooled Oil Cooler (FCOC) heat 8. Any excess HP fuel not used for combustion or component
exchangers for the engine and Integrated Drive Generator actuation is returned from the FMU to the LP fuel supply via the
(IDG). FDRV.
2. Fuel that flows through the IDG FCOC is sent to the Fuel 9. Fuel that is metered for combustion is sent to the fuel flow
Diverter and Return to Tank Valve (FDRV). transmitter, which indicates the real time fuel flow in kg/H or lb/H
to the ECAM.
3. The FDRV returns a portion of the fuel back to the aircraft tanks
or diverts it for recirculation into the LP fuel flows. The FDRV 10. Fuel is sent from the fuel flow meter to the distribution valve that
addresses these separate functions with two valves: filters and splits the fuel into ten outlets. These outlets supply
two fuel spray nozzles per outlet (20 spray nozzles total) for
• a fuel diverter valve that is solenoid controlled combustion.
• a return-to-tank valve that is torque motor controlled.
5. All the fuel that passes though the engine FCOC flows to the LP
fuel filter.
6. The filtered fuel flows to the HP pump where the fuel pressure is
boosted.
V2500-GF APR 2023
3-7
FUEL SYSTEM CIRCULATION
V2500-GF APR 2023
3-8
FUEL SYSTEM COMPONENTS
Fuel Pump
Purpose:
The fuel pump supplies fuel to the FMU at pressures to support

combustion and operation of hydro-mechanical components.
Location:
The fuel pump is located on the rear face of the MGB on the left
side of the engine at 7:00.
Description:
The fuel pump consists of two stages; a centrifugal-type LP pump

stage and a displacement gear-type HP stage. The pump stages
are arranged in tandem.
The LP stage has a shrouded, radial-flow centrifugal impeller.
The HP stage has a two-spur gear pump and provides mounting for
the FMU. The MGB turns the gear component of the pump though a
shaft. The shaft has a shear section to protect the engine if the fuel
pump fails.
V2500-GF APR 2023
3-9
FUEL PUMP
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3 - 10
FUEL SYSTEM COMPONENTS (Cont.)
Fuel Cooled Oil Cooler (FCOC)
Purpose:
The FCOC transfers heat from the Lubrication System to the Fuel
System to prevent fuel icing and to reduce the temperature of
engine oil under normal conditions.
Location:
The FCOC is located on the left side of the fan case at 9:00.
Description:
The FCOC consists of a housing containing a removable core and

fuel filter. The core is composed of more than 700 tubes, through
which fuel passes. Thirteen baffle plates direct the oil flow around
the tubes.
The FCOC housing provides mount locations for the Fuel Diverter
and Return to Tank Valve (FDRV), fuel temperature thermocouple,
fuel differential pressure switch and Lubrication System bypass
valve.
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3 - 11
FUEL COOLED OIL COOLER (FCOC)
V2500-GF APR 2023
3 - 12
Low Pressure (LP) Fuel Filter
Purpose:
The LP fuel filter removes solid contaminants from the LP inlet side
of the Fuel System.
Location:
The LP fuel filter is located in the LP fuel filter housing that is

integral to the FCOC.
Description:
The LP fuel filter is a woven glass fiber, disposable-type filter.
The LP fuel filter housing consists of a bypass valve and a fuel drain
plug to drain the filter housing or to collect fuel samples.
The housing also has mounting points for the fuel differential
pressure switch and the fuel temperature sensor.
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3 - 13
LOW PRESSURE FUEL FILTER
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3 - 14
Fuel Metering Unit (FMU)
Purpose: Excessive HP fuel that is not required for actuator control and
metered fuel to the combustor is returned to the LP system.
The Fuel Metering Unit (FMU) serves four functions for fuel control:
The FMU houses a Fuel Metering Valve (FMV) under the control of
• fuel metering to the combustion chamber a fully modulating torque motor with Rotary Variable Differential
Transducer (RVDT) positional feedback. The EEC controls this
• opening and closing of the fuel supply to the combustion torque motor to change the position of the Fuel Metering Valve to
chamber meter the fuel supply to the Fuel Spray Nozzles. A spill valve inside
the FMU keeps the pressure difference across the FMV nearly
• overspeed protection of the N1 and N2 spools constant for accurate response and control of the FMV.
• provision of HP fuel to LRU components for actuation. The FMU also houses the Overspeed Valve (OSV) and the
Pressure Raising and Shut-Off Valve (PRSOV). Both valves are
Location: under two-position torque motor control and micro-switch position
feedback to the EEC.
The FMU is mounted on the combined fuel pumps assembly. This
assembly is located on the left rear face of the MGB at 7:00.
Description:
The FMU is the interface between the EEC and the Fuel System. All
fuel that is delivered by the HP fuel pump is passed to the FMU.
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3 - 15
FUEL METERING UNIT (FMU)
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3 - 16
Fuel Flow Transmitter
Purpose:
The fuel flow transmitter provides fuel flow indication for flight deck
display.
Location:
The fuel flow transmitter is installed on the fuel line between the
Fuel Metering Unit and the Fuel Distribution Valve at 7:00.
Description:
The transmitter is a magnetic pick-up flow meter that generates a

start and stop pulse. The phase shift between the two signals is
proportional to fuel flow. The EEC measures the time separation
between the signals, which increase linearly with increasing flow.
This EEC-calculated fuel flow is sent to the flight deck displays.
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3 - 17
FUEL FLOW TRANSMITTER
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3 - 18
Fuel Distribution Valve (FDV)
Purpose:
The FDV sends engine fuel flow from the FMU equally to 10 fuel
manifolds, each feeding two fuel nozzles.
Location:
The valve is located at the front flange of the combustion diffuser

casing at 4:00.
Description:
The FDV housing has ten outlet ports and contains a valve and
filter. The valve consists of a sleeve and piston, made of corrosion
resistant steel. A filter is located at the inlet and has bypass
features.
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3 - 19
FUEL DISTRIBUTION VALVE (FDV)
V2500-GF APR 2023
3 - 20
Fuel Distribution Manifolds
Purpose:
The fuel distribution manifolds send metered fuel from the

distribution valve to 20 Fuel Spray Nozzles (FSNs).
Location:
Ten distribution manifolds are centered around the distribution valve

and branch out around the circumference of the combustion diffuser
casing.
Description:
The distribution manifold connectors have transfer tubes that allow

a more positive seal to be achieved. If a leak is evident, it may
indicate a seal failure.
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3 - 21
FUEL DISTRIBUTION MANIFOLDS
V2500-GF APR 2023
3 - 22
Fuel Spray Nozzle (FSN)
Purpose:
Twenty Fuel Spray Nozzles deliver fuel into the combustion chamber in
a form suitable for combustion in one of three ways shown below.
• Atomized
• Mixed with HPC delivery air (P3)
• Distributed through the fuel spray pattern
Location:
The fuel spray nozzles are equally spaced around the circumference of
the combustor diffuser casing.
Description:
The fuel nozzles have fuel strainers located at their inlet fittings.
Internal and external heat shields are present to reduce coking. The
distribution manifold connectors to the fuel nozzles have transfer tubes
that allow a more positive seal to be achieved.
V2500-GF APR 2023
3 - 23
FUEL SPRAY NOZZLES (FSNs)
V2500-GF APR 2023
3 - 24
Fuel Temperature Sensor
Purpose:
The fuel temperature sensor provides fuel temperature to the EEC

for heat management.
Location:
The sensor is located on the Fuel Cooled Oil Cooler (FCOC)

housing at the fuel filter outlet.
Description:
The fuel temperature sensor contains two thermocouples that
provide independent signals to both channels of the EEC.
The EEC converts the signal from the thermocouples to a
temperature value for control of heat management.
V2500-GF APR 2023
3 - 25
FUEL TEMPERATURE SENSOR
V2500-GF APR 2023
3 - 26
Fuel Filter Differential Pressure Switch
Purpose:
The fuel filter differential pressure switch signals fuel filter

clogging to the Electronic Centralized Aircraft Monitor (ECAM).
Location:
It is mounted to the fuel filter housing with fuel filter inlet and outlet
sensing on the rear face of the FCOC.
Description:
The switch is internal to the unit and will close if differential pressure
becomes too great to generate the FILTER CLOG message on the
flight deck.
V2500-GF APR 2023
3 - 27
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
V2500-GF APR 2023
3 - 28
FUEL SYSTEM
Heat Management
Heat for the Fuel System and cooling for oil is managed by the Fuel flows in four basic configurations in the engine LP fuel system:
following components. modes 1, 3, 4, and 5. Depending on the configuration, cooling
capacity may be varied by control valves in the FDRV, as well as
• Air Cooled Oil Cooler ACOC the Air Modulating Valve (AMV) for the ACOC.
• Fuel Cooled Oil Cooler FCOC The EEC logic software determines the transfer between modes of
operation. The logic is generated around the limiting temperatures
• Integrated Drive Generator Fuel of the fuel and oil within the system, along with the signal from the
IDG FCOC
Cooled Oil Cooler aircraft that permits/inhibits fuel return to aircraft tanks.
• Fuel Diverter and Return-to-Tank FDRV
Valve
Three sources of cooling are available:
• LP fuel passing through the engine fuel system

• LP fuel that is returned to the aircraft fuel tanks
• fan air.
V2500-GF APR 2023
3 - 29
HEAT MANAGEMENT SYSTEM COMPONENTS
V2500-GF APR 2023
3 - 30
Fuel Diverter and Return-to-Tank Valve (FDRV)

The EEC energizes the solenoid to allow HP servo fuel to push the
connected pistons in the same direction against the spring. This
Purpose: causes the Fuel Metering Unit (FMU) spill fuel flow to change
direction. When the solenoid is de-energized, the spring returns the
The FDRV optimizes the heat exchange process between the fuel pistons to the original position.
and oil.
Fuel Return-to-Tank Valve (FRV)
Location:
The FRV is a modulating valve operated by a dual wound torque
The unit is bolted to the rear of the FCOC. motor. The FRV consists of a main valve and a piston in a sleeve.
The main valve moves to change the metering port area in the
Description: sleeve to modulate a portion of the LP fuel flow back to the aircraft
tanks. The valve failsafe position is fully closed, with no fuel return-
The FDRV consists of the Fuel Diverter Valve (FDV) and the Fuel to-tank. An LVDT assembly sends the valve position feedback signal
Return-to-Tank Valve (FRV) located in a common housing. to the EEC.
Fuel Diverter Valve (FDV) The EEC operates the torque motor to control the HP servo fuel
pressure on both sides of the main valve. The pressure balance
The FDV is a two-position valve operated by a dual coil solenoid. between both sides changes the direction and speed of the valve
The valve consists of two pistons in a sleeve and is spring-loaded movement. The valve movement opens or closes the metering port
on one side to maintain the valve in the failsafe position. A micro- area on the sleeve to modulate the LP fuel return to the tanks.
switch assembly sends a valve position feedback signal to the EEC.
V2500-GF APR 2023
3 - 31
FUEL DIVERTER AND RETURN-TO-TANK VALVE
V2500-GF APR 2023
3 - 32
ENGINE CONTROL SYSTEM OVERVIEW
The V2500 uses a Full Authority Digital Electronic Engine Control The EEC provides the following engine control functions:
(FADEC) as the primary interface between aircraft and engine
systems. FADEC network components improve efficiency, enhance • power setting (EPR or N1)
control functions, protect the engine and provide operational
• acceleration and deceleration times
reliability.
• idle speed governing
Numerous FADEC components are overseen by the Electronic
Engine Control (EEC), which is itself a component of the FADEC • overspeed limits (N1 and N2)
system. The EEC sends, receives, and interprets information • fuel flow
between aircraft and engine systems. The EEC calculates required
engine power and ensures its availability for all throttle settings, • Variable Stator Vane system (VSV)
regardless of varying conditions. It also controls and monitors
• compressor handling bleed valves
functions in the Fuel, Air, Starting, Lubrication, and Thrust Reverser
systems. • Booster Stage Bleed Valve (BSBV)
• turbine cooling (10 stage make-up air system)
• Active Clearance Control (ACC)
• thrust reverser
• automatic engine starting
• oil and fuel temperature management.
V2500-GF APR 2023
3 - 33
ELECTRONIC ENGINE CONTROL OVERVIEW
V2500-GF APR 2023
3 - 34
ENGINE CONTROL SYSTEM
Electronic Engine Control (EEC)
Purpose: Each EEC channel can exercise full control of all engine functions.
Only one channel can be in control at a time; control alternates
The EEC controls starting, fuel metering, engine stability, heat between Channel A and Channel B for consecutive flights. Channel
management, engine condition monitoring, fault detection, engine selection is made automatically by the EEC sequence logic. Both
protection and thrust reverser operation. The EEC uses engine and channels share sensor data through the cross talk link. This allows
aircraft data to set the correct engine ratings for flight conditions, as the controlling channel to use the best information available for its
well as transmit engine performance data to the aircraft. engine control computations.
Location: The non-controlling channel serves as the backup channel and

disables its outputs. The backup channel will remain in the active
The EEC is attached to the fan case at 2:00. stand-by mode at all times, ready to take over control when
required. An output fault in the controlling channel will cause
Description: switching over control to the other channel (provided that channel is
functional).
EEC circuitry is contained in an aluminum housing. The housing is
divided into two halves. Each half contains one complete control Extensive, built-in self-test and fault isolation logic operate
channel of the EEC; the upper half contains Channel A and the continuously within the EEC to detect and isolate defects.
bottom half contains Channel B.
Each channel has three thrust control modes: Engine Pressure
Each EEC channel is supplied with identical data inputs from Ratio (EPR), which is the primary mode; N1 Rated; and N1
aircraft computers and engine sensors. These inputs include throttle Unrated.
position, aircraft digital data, air pressures, air temperatures,
exhaust gas temperatures and rotor speeds.
V2500-GF APR 2023
3 - 35
ELECTRONIC ENGINE CONTROL (EEC)
V2500-GF APR 2023
3 - 36
ENGINE CONTROL SYSTEM (Cont.) Pressure Type Sensor Location

EEC Electrical Harness and Pressure Connections
Pamb Ambient air Ambient EEC Pamb port
Electrical Harness Connections
Two identical but separate electrical harnesses provide the Pb Burner P3/T3 Diffuser case at 12:30
input/output circuits between the EEC, the relevant sensor/control
actuator, and the aircraft interface. Forward connectors are for
Channel A, and aft connectors are for Channel B. They are referred
to as J connectors. Inside the inlet cowl at
P2 Fan inlet P2/T2
12:30
Pressure Connections
Single pressure signals are directed to pressure transducers Booster Intermediate case at
P2.5 P2.5
located within the EEC. These pressure transducers then supply stage outlet 6:00
digital electronic signals to channels A and B. The chart shows the
relevant pressures.
P5 TEC at strut nos. 4, 7,
Exhaust P4.9
(P4.9) and 10
Intermediate case at
P12.5 Fan outlet Fan rake
strut no.1
V2500-GF APR 2023
3 - 37
EEC ELECTRICAL HARNESS AND PRESSURE CONNECTIONS
V2500-GF APR 2023
3 - 38
ENGINE CONTROL SYSTEM (Cont.)
Data Entry Plug (DEP)
Purpose:
The DEP is matched to the engine at testing and must remain with
the engine if the EEC is replaced.
The DEP provides discrete data inputs to the EEC’s two channels.
Location:
The DEP is located on the Channel B electrical connector side of

the EEC at junction 6, at approximately 4:00.
Description:
Transmitted information includes:
• EPR modifier data
• engine thrust rating, which is selected from multiple rating

options
• bump, i.e., increase in rated thrust (if available)
• engine serial number.
V2500-GF APR 2023
3 - 39
DATA ENTRY PLUG (DEP)
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3 - 40
Engine Dedicated Alternator (EDA)
Purpose: The cooling shroud is located around the housing and directs air
The Engine Dedicated Alternator (EDA) has two independent sets provided by the fan exit airstream (P12.5) to flow around the
of stator windings that supply two independent AC power supplies housing to decrease the power stator winding temperature.
to channels A and B. It also supplies two speed signals
representing the HP shaft speed (N2).
Location:
The EDA is located on the front face of the MGB between the
hydraulic pump and the air turbine starter.
Description:
The EDA is also known as the Permanent Magnetic Alternator
(PMA) and consists of a rotor mounted directly on the gearbox
output shaft, a stator housing bolted to the gearbox, and a cooling
air shroud.
The stator housing consists of a power stator assembly and a
speed signal assembly. The power stator assembly contains two
identical windings wired in a three-phase configuration, each
powering a channel of the EEC. Two identical single-phase speed
signal windings are located in the speed signal assembly portion of
the stator housing. Each of these windings provides a frequency
signal related to N2 speed.
V2500-GF APR 2023
3 - 41
ENGINE DEDICATED ALTERNATOR AND COOLING SHROUDS
V2500-GF APR 2023
3 - 42
Engine Interface Unit (EIU)
The EEC interfaces with aircraft systems directly or through the

Engine Interface Unit (EIU). The two EIUs one for each engine, are
located in the aircraft’s main equipment center and are the interface
between the aircraft and FADEC systems, transmitting data from
the flight deck panels and relevant aircraft computers to the EEC.
The EIUs have these functions:

• supply aircraft data to the EEC
• ensure engine to engine segregation
• select aircraft electrical supplies to the EEC
• supply data directly to other aircraft systems.
V2500-GF APR 2023
3 - 43
EEC-EIU INTERFACE
V2500-GF APR 2023
3 - 44
Air
CHAPTER 4
AIR
ATA 75
V2500-GF APR 2023
4-1
Air
OBJECTIVES
1. Explain how the major Air subsystems below improve engine operations.
• Booster Stage Bleed Valve System
• Variable Stator Vane System
• High Pressure Compressor Bleed Valve System
2. Describe the purpose of the Secondary Air Systems.
3. Locate Secondary Air System components.
V2500-GF APR 2023
4-2
Air
V2500-GF APR 2023
4-3
Air
COMPRESSOR AIRFLOW CONTROL
The engine incorporates two compressor air bleed systems and a

Variable Stator Vane (VSV) system to accomplish the following
objectives:
• ensure stable airflow through the compressor at “off design”

conditions
• ensure smooth, surge-free accelerations and decelerations for

transient conditions
• improve engine starting characteristics
• re-stabilize the engine after surge occurs (also known as surge

recovery).
The complete system is composed of three subsystems, all

controlled by the EEC.
• Booster Stage Bleed Valve System (BSBV)
• Variable Stator Vane (VSV) System, composed of Variable

Inlet Guide Vanes (VIGVs) and three stages of variable stator
vanes at the inlet to the HP compressor
• HPC Bleed Valve System.
V2500-GF APR 2023
4-4
Air
COMPRESSOR AIRFLOW CONTROL
V2500-GF APR 2023
4-5
Air
SECONDARY AIR SYSTEMS
Three air systems support the requirements of the engine and

the aircraft. The systems and their functions are shown below.
System Function
Active
• Improves engine performance by ensuring the HPT and
Clearance
LPT operate with optimum turbine blade tip clearances
Control (ACC)
• Provides additional cooling airflow to the rear face of the

10th Stage
HPT Stage 1 disk, front face of the HPT Stage 2 disk,
Make-up Air
and HPT Stage 2 blades
Air Cooled Air • Uses cooled HPC Stage 12 air for cooling and sealing
Cooler (ACAC) the No. 4 Bearing compartment
V2500-GF APR 2023
4-6
Air
V2500-GF APR 2023
4-7
Air
BOOSTER STAGE BLEED VALVE (BSBV) SYSTEM
Purpose:
The BSBV bleeds air from the rear of the LPC booster stage. Bleed The BSBV is controlled by the EEC and is fully modulated between
air is vented into the fan air duct. the open and closed positions. BSBV control is a function of the
following:
Location: • N1 corrected speed
The BSBV is located at the rear of the LPC at Station 2.5. • altitude
• aircraft forward speed (Mach number).
Description:
The BSBV provides improved surge margin during starting, low

power, and transient operations.
The BSBV System uses a series of linkages connected to a bleed

valve annular ring to bleed air from the LPC booster stage.
V2500-GF APR 2023
4-8
Air
BOOSTER STAGE BLEED VALVE
V2500-GF APR 2023
4-9
Air
BOOSTER STAGE BLEED VALVE (BSBV)SYSTEM (Cont.)
BSBV Master and Slave Actuators
Purpose:
The two BSBV actuators control the actuating mechanism of the

BSBV assembly to bleed Stage 2.5 air from the LPC.
Location:
The actuators are located on the rear of the intermediate casing on

either side of the HPC. The master actuator is located on the LH side
at 9:00, and the slave actuator is located on the RH side at 3:00.
Description:
The two actuators use HP servo fuel from the FMU as the hydraulic
medium and are hydraulically “linked” to ensure simultaneous
movement.
The master actuator interfaces with the EEC via torque motor control
and LVDT feedback through electrical harness connections.
The right slave actuator has two relief valves that prevent over-
pressurization in case of faults such as mechanical seizure.
V2500-GF APR 2023
4 - 10
Air
BSBV MASTER AND SLAVE ACTUATORS
V2500-GF APR 2023
4 - 11
Air
VARIABLE STATOR VANE (VSV) SYSTEM
Variable Stator Vane Mechanism
Purpose: The outer end of each vane is formed into a shaft, which passes
through the compressor case and is attached by a short lever to a
The VSV mechanism maintains satisfactory compressor unison ring, one for each stage.
performance over a wide range of operating conditions by
controlling the entry air angle into the beginning stages of the HPC. The VSVs correct the airflow angle exiting stages 3 through 5.
Location: The A1 model V2500 has an additional stage of VSVs. In the A1

configuration the entire system is comprised of the VIGV and four
The VSV mechanism is located around the front split cases of the stages of VSVs, stages 3 through 6.
HPC.
Description:
The EEC commands the Variable Stator Vane Actuator (VSVA) to

extend or retract. This movement causes the crankshaft to rotate
and move the unison rings, repositioning the VIGVs and three
stages of VSVs.
A VIGV stage controls the air angle to Stage 3. Each vane pivots at
its inner and outer ends, which allows the vane to rotate about its
longitudinal axis.
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4 - 12
Air
HPC VSV ACTUATION SYSTEM
V2500-GF APR 2023
4 - 13
Air
VARIABLE STATOR VANE (VSV) SYSTEM (Cont.)
Variable Stator Vane Actuator (VSVA)
Purpose:
The VSVA accurately positions the inlet guide vanes and stator
vanes of the HPC.
Location:
The VSVA is mounted on the LH side of the HPC at 7:00.
Description:
The VSVA has a modulating actuator piston that is hydraulically

operated by HP servo fuel. A dual channel torque motor and LVDT
are incorporated into the VSVA.
The EEC sends electrical command signals to modulate the

movement of the torque motor. Torque motor movement will direct
HP servo fuel to either side of the actuator piston to move it into the
desired position.
Positional feedback of the actuator piston is provided to both

channels of the EEC by the LVDT. The EEC generates command
signals to control the VSVA as a function of N2 speed.
V2500-GF APR 2023
4 - 14
Air
VARIABLE STATOR VANE ACTUATOR
V2500-GF APR 2023
4 - 15
Air
HPC BLEED VALVE SYSTEM
7th and 10th Stage Bleed Valves
Purpose:
The 7th and 10th stage HPC bleed valves improve starting and
prevent engine surge when the compressor is operating at off-
design conditions.
Location:
The HPC bleed valves are located on the HPC rear case at stages 7
and 10, on the left and right sides of the engine.
Description:
A total of four bleed valves are used: three on Stage 7, and one on
Stage 10. The designation for each bleed valve is as follows: 7A,
7B, 7C, and 10.
The HPC bleed valves have only open or closed positions, and are
operated pneumatically by their respective solenoid valve. The
servo air used to operate the bleed valves is HPC discharge air
known as P3 or Pb.
V2500-GF APR 2023
4 - 16
Air
HPC 7th AND 10th STAGE BLEED VALVES
V2500-GF APR 2023
4 - 17
Air
HPC BLEED VALVE SYSTEM (Cont.)
7TH and 10TH Stage Solenoid Valves
Purpose:
The 7th and 10th stage solenoid valves control the flow of P3 air to
the 7th and 10th stage bleed valves for valve operation.
Location:
Three 7th Stage solenoid valves and one 10th Stage valve are
mounted on a bracket located at the RH side of the fan case at 3:00.
Description:
The solenoid valves consist of a housing that contains a dual coil

solenoid operated valve. The solenoid valve controls the flow of P3
servo air to the opening chamber of the HPC bleed valves.
Two vents are located on the valve body to vent P3 air from the
solenoid valve and service line.
The EEC controls the solenoid valve by energizing or de-energizing

any one of its independent solenoid windings.
V2500-GF APR 2023
4 - 18
Air
HPC BLEED VALVE SYSTEM SOLENOID VALVES
V2500-GF APR 2023
4 - 19
Air
Active Clearance Control (ACC) System The operating actuator moves the linkage that controls the
HPT/LPT air valves for the LPT and HPT case cooling.
The ACC system improves engine performance by ensuring the
HPT and LPT operate with optimum turbine blade tip clearances. The HPT and LPT casings are cooled by fan bypass air.
The ACC System sends a controlled flow of cooling air to reduce

the thermal growth of the turbine casings. This minimizes the
increase in turbine blade tip clearances that would otherwise occur
during the climb and cruise stages.
The ACC system consists of the following:
• ACC actuator
• HPT/LPT ACC air valves
• LPT/HPT cooling manifolds.
The ACC operating actuator is located on the core engine. The

operating actuator moves in a linear motion by fuel pressure. A
Linear Variable Differential Transformer (LVDT) provides the EEC
with actuator position feedback.
V2500-GF APR 2023
4 - 20
Air
ACTIVE CLEARANCE CONTROL (ACC) SYSTEM
V2500-GF APR 2023
4 - 21
Air
Active Clearance Control (ACC) System (Cont.)
ACC Actuator
Purpose: The ACC actuator receives EEC signals to control the torque motor.
The torque motor directs high pressure fuel to one of the two piston
The ACC actuator moves the HPT/LPT ACC air valves to vary the sides when it receives the EEC command signal.
LPT and HPT cooling airflows.
Location:
The actuator is mounted on the right hand side of the HP

compressor casing at 5:00.
Description:
The ACC actuator consists of the following:
• linear motion, two-directional piston
• dual track LVDT
• electro hydraulic torque motor
• filter.
V2500-GF APR 2023
4 - 22
Air
ACC ACTUATOR
V2500-GF APR 2023
4 - 23
Air
HPT/LPT ACC Air Valves
Purpose:
The HPT/LPT ACC air valves receive ducted air from the fan
bypass stream. The valves regulate the fan air flow rate per ACC
actuator input to the LPT and HPT ACC manifolds.
Location:
The valves are mounted on the right hand side of the diffuser case
at 5:00.
Description:
The ACC air valves consist of an HPT and an LPT valve.
The two valves are designed to allow the optimum airflow to the
respective casings.
V2500-GF APR 2023
4 - 24
Air
ACTIVE CLEARANCE CONTROL (ACC) AIR VALVES
V2500-GF APR 2023
4 - 25
Air
HPT/LPT ACC Manifold and Tube Assemblies • eight LP ACC perforated tubes.
Purpose: The HPT ACC manifold is attached to the HPT ACC air valve. The
manifold distributes air for cooling into four perforated tubes located
The HPT/LPT ACC manifold and tube assemblies distribute and on each side of the HPT case.
impinge cooling air onto the turbine casing to reduce the gap
between rotor blade tip and the rotor path. The LPT ACC manifolds are connected by a supply tube to the LPT
ACC air valve. The supply tube directs fan air to both LPT ACC
Location:
manifolds, which distribute the air into eight perforated tubes.
The HPT ACC manifold is located on the HPT casing. The LPT
ACC manifold is located on the LPT casing. Fan air passes through the tube perforations located on the inner
surfaces of the tubes. This action reduces the thermal growth of the
Description: HP and LP turbine cases.
The HPT/LPT ACC manifold and tube assemblies consist of the
following components:
• one HP turbine ACC manifold
• two LP turbine ACC manifolds and one supply tube
• four HPT ACC perforated tubes
V2500-GF APR 2023
4 - 26
Air
ACTIVE CLEARANCE COTNROL (ACC) MANIFOLD AND TUBE ASSEMBLIES
V2500-GF APR 2023
4 - 27
Air
SECONDARY AIR SYSTEMS (Cont.)
Air Cooled Air Cooler (ACAC)
Purpose: Fan bypass airflow used by the ACAC extracts heat from the
HPC12 air. The HPC12 is taken off the engine through a single
The ACAC precools the HPC Stage 12 air to provide cooling, tube.
sealing, pressurizing, and scavenging for the No. 4 Bearing
chamber. The ACAC uses fan bypass air as the bypass medium. The HPC12 air enters the ACAC, where the heat exchange
process takes place between the fan bypass air and the hot
Location: HPC12 air.
The ACAC is located on the bottom LH side of the turbine casing at
The fan bypass air is ejected into the atmosphere. The cooled
7:00 as viewed from the rear.
HPC12 air, called buffer air, leaves the ACAC and is distributed to
Description: the center bearing compartment through three tubes. The tubes
enter the diffuser case at 12:00, 3:00, and 9:00.
The ACAC uses a brazed, tubular construction with a number of U-
shaped tubes. HPC12 air passes through the U-shaped tubes and The buffer air enters the cooling jacket of the center bearing
cooling fan air flows over. Tubes are secured at their open ends to a chamber. The buffer air protects the No. 4 Bearing from excessive
header plate where the HPC12 air inlet and outlet connections are heat exposure. The buffer air seals the bearing compartment to
made, and pass through a series of baffle plates that provide prevent oil loss. This pressurization enables scavenging of the oil
support across the length of the ACAC. and air from the bearing chamber to the deoiler. The center
bearing compartment does not have an oil scavenge pump.
V2500-GF APR 2023
4 - 28
Air
AIR COOLED AIR COOLER (ACAC)
V2500-GF APR 2023
4 - 29
Air
SECONDARY AIR SYSTEMS (Cont.)
10TH Stage Make-Up Air System NOTE
The 10th Stage Make-up Air System provides continuous cooling The 10th Stage make-up valve was removed from later engine
airflow to the rear face of the HPT Stage 1 disk, the front face of the models.
HPT Stage 2 disk, and the HPT Stage 2 blades.
Engine that incorporate the 10th stage make-up air valve have an
The 10th Stage Make-up Air System consists of the following additional control solenoid located on the right side of the fan case.
components: This control solenoid interfaces with the EEC to control the 10th
stage make-up air valve.
• continuous flow adapter
• two supply tubes
• connection to No. 4 Bearing scavenge valve to provide 10th

Stage operating pressure
• make-up air valve.
The two-position make-up air valve either opens to allow the flow
of Stage 10 air or closes for no air flow. A micro switch provides
the positional feedback signal to the EEC indicating whether the
valve is open or closed. The valve is open for all flight/engine
operation conditions except cruise, when it closes. The valve will
failsafe to the open position.
V2500-GF APR 2023
4 - 30
Air
10th STAGE MAKE-UP AIR SYSTEM COMPONENTS
V2500-GF APR 2023
4 - 31
Air
V2500-GF APR 2023
4 - 32
Ignition
CHAPTER 5
IGNITION
ATA 74
V2500-GF APR 2023
5-1
Ignition
OBJECTIVES
1. Describe the purpose of the Ignition System.

V2500-GF APR 2023
5-2
Ignition
V2500-GF APR 2023
5-3
Ignition
OVERVIEW
Dual Igniter
The Ignition System supplies the electrical spark required to ignite
the fuel/air mix in the combustor. This system is used for engine
• All in-flight starts
starting on ground and in flight. When required, flameout prevention
is provided by a continuous spark.
• Manual start attempts
Each engine has two independent ignition systems. Ignition System
A comprises the upper ignition exciter and its associated cable and • Continuous ignition
igniter. Ignition System B comprises the lower ignition exciter and its
associated cable and igniter. Single Alternate Igniter
An engine relay box is also part of the system. • Auto starts
Ignition can operate in any of the three separate modes detailed at Continuous Ignition
right, according to per the listed conditions detailed at right.
• Engine anti-ice
• Take-off
• Approach
• Landing
• EIU failure
• Flameout
V2500-GF APR 2023
5-4
Ignition
IGNITION SYSTEM COMPONENTS
V2500-GF APR 2023
5-5
Ignition
COMPONENTS
Engine Relay Box
Purpose: Relay contacts inside the box are designed to be closed to ensure
The relay box is used for the connection, distribution, and isolation of that any failure results in 115V AC output from the relay box to the
electrical power to the ignition exciters and the P2/T2 probe. ignition exciter boxes. This is the necessary failsafe condition of the
relay box.
Location:
When the relay drivers are energized by the EEC, the contacts open
The relay box is located on the right side of the engine fan case. and power is removed from the ignition exciter boxes, de-energizing
the Ignition System.
Description:
The relay box is made of a hermetically sealed, cast alloy case with
four anti-vibration mounts. Six internal relay drivers distribute power
to two ignition exciters and the P2/T2 probe heat element. Each relay
driver circuit is powered by 28V DC outputs from both channels of the
EEC. The relays connect and isolate the 115V AC aircraft electrical
supply to their connected components.
The relay box receives 28V DC signals from the EEC to control the
outputs of 115V AC, 400Hz electrical power to the ignition exciter
boxes.
V2500-GF APR 2023
5-6
Ignition
ENGINE RELAY BOX
V2500-GF APR 2023
5-7
Ignition
IGNITION SYSTEM (Cont.)
Ignition Exciters
Purpose: The electrical power output from the relay box to each exciter is
controlled by the EEC and can be operated independently, for
Ignition exciters provide starting and continuous duty ignition on starting sequence on the ground, or simultaneously for continuous
demand. ignition. The EEC alternately selects each ignition during auto starts
to avoid dormant failure and premature wear of igniter plugs. Output
Location: voltage is 22 to 26 kilovolts (kV).
Two ignition exciters are located on the HPC case at 3:00.
Description:
The ignition exciter is a capacitor discharge system. Internal

components are enclosed in a hermetically sealed, stainless steel
housing. Two cooler box halves enclose the ignition exciter boxes
themselves. Fan air is directed to each exciter through a flexible
conduit where it enters the exciter cooling box. Each engine has two
independent ignition exciters, A and B.
The ignition exciters transform 115V-400Hz current into a high-
voltage pulsating current. The power is transformed, rectified and
discharged in the form of capacitor discharge pulses through the
ignition cables to the igniter plugs.
V2500-GF APR 2023
5-8
Ignition
IGNITION EXCITERS
V2500-GF APR 2023
5-9
Ignition
Ignition Cables
Purpose: The air-cooled ignition cable is connected to the exciter output end
and igniter plug input end. When the exciter discharges, the stored
Ignition cables deliver energy from the ignition exciter to the igniter energy goes through the ignition lead to the igniter plug.
plug.
Location:
Ignition cables are located on the HPC at 4:00.
Description:
The ignition cable has an outlet assembly and ferrule assembly

connected by a flexible metal conduit. The cable is air cooled
throughout its entire length.
Cooling air goes into the exciter and ferrule assembly and flows
through the conduit to the igniter plug end. The air cooled ignition
lead has two conductive paths. One connects the exciter and the
center electrode of the igniter plugs, and the other is the return path
from the igniter body to the exciter case.
V2500-GF APR 2023
5 - 10
Ignition
IGNITION SYSTEM
V2500-GF APR 2023
5 - 11
Ignition
Igniter Plugs
Purpose: When a high voltage pulse from the ignition exciter is delivered to the
igniter plug, the surface gap at the spark end is ionized and becomes
Igniter plugs discharge a high intensity spark to ignite the fuel/air conductive. The capacitor in the ignition exciter discharges stored
mixture inside the combustion chamber. energy across the surface gap. This gives off a high-energy spark to
ignite the fuel/air mixture in the diffuser case.
Location:
The plugs are located on the diffuser case at 5:00.
Description:
Igniter plugs consist of a main body, a spark end, and a connector

end. The main body has threads that engage a threaded boss on the
diffuser case. The spark end has a center electrode inside
surrounded by a ceramic insulator. The connector end has threads
that engage the threaded ferrule on the ignition cable.
Condensation drain holes are located on the main body and

connector end of the plug. A cooling jacket encloses the igniter plug
to surround it with cooling air originating from the exciter boxes.
V2500-GF APR 2023
5 - 12
Ignition
IGNITER PLUGS
V2500-GF APR 2023
5 - 13
Ignition
V2500-GF APR 2023
5 - 14
Indicating
CHAPTER 6
INDICATING
ATA 77
V2500-GF APR 2023
6-1
Indicating
OBJECTIVES
1. Describe the purpose of the Indicating System.

V2500-GF APR 2023
6-2
Indicating
V2500-GF APR 2023
6-3
Indicating
OVERVIEW
Four indicating systems sense, analyze, transmit, and provide flight ECAM receives relevant engine data from the following computers:
deck display of engine operating parameters and information such as
engine speeds, temperatures, vibration, and Electronic Centralized • Electronic Engine Control EEC
Aircraft Monitor (ECAM) messages.
• Engine Interface Unit EIU
The systems include: • Flight Warning Computer FWC
• N1 Speed Indicating • Display Management Computer DMC
• Exhaust Gas Temperature (EGT) Indicating The ECAM system displays engine and aircraft data on two
screens. The upper screen provides the flight crew with primary
• Engine Pressure Ratio (EPR) Indicating engine data, and the lower screen provides secondary engine and
aircraft data. All displayed data is acquired by the DMC and then
• Engine Vibration Indicating sent to the ECAM system.
The FADEC system supplies aircraft computers with the relevant The FWC monitors all data sent by the FADEC system related to a
engine data, and the ECAM system interprets and displays that data on Class 1 indication, the highest priority type annunciation.
the flight deck. ECAM screens display engine and aircraft data in both digital and
dial format. The upper ECAM screen display is also used to provide
warning information of Class 1 alerts in message form.
V2500-GF APR 2023
6-4
Indicating
ELECTRONIC CENTRALIZED AIRCRAFT MONITOR (ECAM) DISPLAY SCREENS
V2500-GF APR 2023
6-5
Indicating
N1 SPEED INDICATING SYSTEM
The N1 Speed Indicating System provides N1 shaft speed. The speed probes sense the movement of the phonic wheel as it
Indications are used for ECAM screen display and EEC control passes. The EEC will receive the N1 speed information and use it
circuits. A dedicated N1 signal is also used for trim balancing for its control circuits. The EEC will also transmit the signal to the
purposes. DMC for N1 indication display on ECAM.
N1 Speed Fan Trim Balance
Three N1 speed sensors are mounted on the brackets attached to The fan trim balance sensor is a fourth sensor located in the same
the No. 2 Bearing support. These sensors are installed in line with area as the speed pulse sensors. This sensor supplies a dedicated
the phonic wheel attached to the LP shaft. signal for monitoring LP system imbalance. It is different from the
speed sensors and cannot be utilized to give N1 speed indication to
Only two of the three fan speed sensors are electrically connected the EEC. The fan trim balance sensor is electrically connected to
to the EEC. One sensor is connected to Channel A and the other is the Engine Vibration Monitor Unit (EVMU) to provide N1 speed and
connected to Channel B. The third speed sensor is a back-up fan trim balance information.
sensor that can be connected to either channel of the EEC.
The electrical leads from each sensor go through a tube that is

located in the No. 3 strut of the intermediate structure. The leads
are connected to a terminal block located at 3:00 on the rear side of
the intermediate case.
V2500-GF APR 2023
6-6
Indicating
V2500-GF APR 2023
6-7
Indicating
N1 SPEED INDICATING SYSTEM (Cont.)
N1 Speed and Fan Trim Balance Sensors

Fan Trim Balance Sensor
Purpose:
The N1 speed sensors monitor the LP spool shaft speed and The pulse sensor monitors a single datum tooth on the phonic
provide this information to the EEC for control circuits and flight wheel, which provides a signal as it passes. This tooth is in line with
deck display. The fan trim balance sensor provides N1 speed and the No. 1 fan blade. The signal from this sensor is used by the
fan blade phase angle information to the EVMU. EVMU to provide the phase relationship between any out-of-balance
forces present and a given position.
Location:
Three N1 speed sensors and one fan trim balance sensor are
located in the front bearing compartment mounted on the No. 2
Bearing support.
Description:
N1 Speed Sensors
The N1 speed sensors monitor the passes of the phonic wheel. The
phonic wheel is attached to the LP stub-shaft and has 60 teeth.
As the shaft rotates and the phonic wheel teeth pass the sensor, a
voltage pulse is produced in the winding. The number of pulses
produced is directly proportional to the speed of the N1 shaft.
V2500-GF APR 2023
6-8
Indicating
N1 SPEED AND FAN TRIM BALANCE SENSORS
V2500-GF APR 2023
6-9
Indicating
N2 Speed Sensor
Outputs from the Engine Dedicated Alternator (EDA) supply N2

signals to both EEC channels and the Engine Vibration Monitoring
Unit (EVMU). The N2 input signal for Channel A is provided by the
frequency of a dedicated single-phase winding in the stator
housing. N2 input signal for Channel B is derived from one of the
Channel B power generation three-phase windings. The EEC
channel in control uses its local input. If either channel A or B input
is not available, the opposite channel input is borrowed. If both
channel A and B N2 input is lost, a synthesized value for N2 is
used.
Another separate single phase winding in the stator housing of the

EDA provides N2 signal for the EVMU to process engine vibration
data.
The EEC relays N2 signal information to the aircraft for flight deck
display on ECAM.
V2500-GF APR 2023
6 - 10
Indicating
ENGINE DEDICATED ALTERNATOR (EDA)
V2500-GF APR 2023
6 - 11
Indicating
EXHAUST GAS TEMPERATURE (EGT)

INDICATING SYSTEM
Exhaust Gas Temperature (EGT) is displayed to the flight deck via

the upper ECAM display unit. It provides the flight crew with an
indication of engine temperature in both analog dial gauge and
digital formats. This indication allows the engines to be operated
within temperature limitations.
EGT is measured by four thermocouples (T/C) located in the

support struts of the TEC at 9:30, 7:30, 4:30 and 2:00. The EGT
thermocouples sense temperature at Station 4.9 to be used by the
EEC for engine start control logic and for flight deck display on the
ECAM.
When the elements are heated by exhaust gases, an electrical

output is produced proportional to the temperatures sensed.
Electrical output from each sensor is sent to the EGT junction box
assembly for averaging.
V2500-GF APR 2023
6 - 12
Indicating
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM

V2500-GF APR 2023
6 - 13
Indicating
EXHAUST GAS TEMPERATURE (EGT)

INDICATING SYSTEM (Cont.)
The EGT T/C are located at the exhaust outlet and the leads come
together at a TEC junction box located at 6:00.
The EGT Harness and Junction Box Assembly provides the EEC
with two average EGT inputs, one for each channel. The materials
used for the T/C and harnesses are Chromel® (CL) and Alumel®
(AL).
The assembly is made up of two cables connected to the terminal

studs in the junction box.
The voltage outputs of the four T/C are sent through the cables to
the junction box where they are averaged. Two output averages are
sent from the junction box to the EEC, one for each channel.
V2500-GF APR 2023
6 - 14
Indicating
EXHAUST GAS TEMPERATURE (EGT) INDICATING SYSTEM OPERATION
V2500-GF APR 2023
6 - 15
Indicating
ENGINE PRESSURE RATIO (EPR) INDICATING SYSTEM EPR Indications
The EPR Indicating System transmits a parameter to the flight deck Actual EPR is displayed in green. Associated indications are as
that represents engine thrust. follows.
• EPR maximum has a thick amber line.
The main components of the system are the P2/T2 sensor and P4.9
pressure rakes. The P2/T2 sensor is located in the intake cowl at • The maximum EPR value corresponds to thrust limit mode,
approximately TDC. The P4.9 pressure rakes are in the exhaust which can be any one of the following five modes.
duct of the LPT.
o Idle IDLE
EPR is used to set and control engine thrust. The formula for EPR
is shown below. o Climb CL
o Maximum continuous thrust MCT

P4.9 = EPR
P2 o Flexible take-off FLX
o Take Off/Go Around TOGA

The P2/T2 sensor measures P2. A pressure rake measures P4.9.
The pressures from these sensors are routed to the EEC. The EEC
processes the pressure signals to form actual EPR and transmits
the value to the ECAM for display on the upper screen. Each of the
two EEC channels carries out this function independently.
V2500-GF APR 2023
6 - 16
Indicating
ENGINE PRESSURE RATIO (EPR) INDICATING SYSTEM
V2500-GF APR 2023
6 - 17
Indicating

(Cont.)
P2/T2 Sensor
Total inlet pressure is transmitted through pressure tubing
Purpose:
connected from the sensor to the EEC. The pressure is measured
by the pressure transducer in Channel A of the EEC and is sent to
This sensor measures total pressure and temperature in the inlet air
both channels. Each channel of the EEC monitors one of the RTDs
stream of the engine forward of the engine front flange.
and converts the resistance measurement to a temperature
Location: equivalent. The sensor anti-icing heater utilizes 115V AC from the
aircraft electrical system.
The P2/T2 sensor is located on the inlet cowl near 12:00.
Description:
The P2/T2 sensor consists of a housing, dual sensing element, two

electrical connectors, a pitot carrier tube, and vibration isolators. An
opening in the front of the housing supplies airflow through and
around the sensing element.
The two sensing elements are Resistive Temperature Detectors

(RTDs). The RTD outputs are transmitted though the electrical
connectors. Total pressure at the inlet is sensed by the pitot tube in
the sensor. A heater in the sensor prevents ice buildup while the
engine is in operation.
V2500-GF APR 2023
6 - 18
Indicating
P2/T2 SENSOR
V2500-GF APR 2023
6 - 19
Indicating

(Cont.)
P4.9 Sensor
Purpose:
The sensor provides P4.9 information to the EEC for primary thrust
control and EPR display in the flight deck.
Location:
Pressure sensing ports are incorporated in the leading edge of TEC
struts at 3:00, 6:00, and 9:00.
Description:
Each strut contains eight radial sensing ports that are combined to
provide an average pressure. The resulting average radial pressure
value from each strut is then ducted into a manifold. This provides
an overall turbine exhaust pressure average (P4.9). A tube from this
manifold is connected to the EEC.
A pressure transducer located within the EEC converts the average

pressure at Station 4.9 into a useable electronic signal (proportional
to pressure) that can be processed and used by both channels.
V2500-GF APR 2023
6 - 20
Indicating
P4.9 SENSING
V2500-GF APR 2023
6 - 21
Indicating
V2500-GF APR 2023
6 - 22
Indicating
ENGINE VIBRATION INDICATING SYSTEM
Vibration Transducer
Purpose: The EVMU alternates the two assemblies at power-up so the same
one is not used for two consecutive flights. The EVMU also receives
The Vibration Transducer monitors engine vibration. N1 speed signal from the trim balance sensor and N2 signal from a
dedicated winding in the EDA stator housing. The EVMU
Location:
determines the N1 and N2 vibration levels for both engines by
The vibration transducer is located on the engine fan case at 11:00. analyzing the shaft speeds and dual accelerometer frequency
signals.
Description:
The vibration transducer is a dual accelerometer made up of two NOTE
natural crystal assemblies in a steel case. Each crystal assembly is
In case of an accelerometer assembly failure, transfer to the second
mechanically and electrically separated from the other. An electric
assembly can be carried on the ground through the MCDU.
cable is connected to each crystal assembly and goes though the
housing to a connector on the engine.
The material in the crystal assemblies changes and produces
voltage signals when vibrated. Each assembly produces an
electrical signal in proportion to the vibration detected and sends it
to the Engine Vibration Monitoring Unit (EVMU) onboard the
aircraft. The EVMU uses only one assembly output at a time.
V2500-GF APR 2023
6 - 23
Indicating
VIBRATION TRANSDUCER
V2500-GF APR 2023
6 - 24
Indicating
ENGINE VIBRATION INDICATING SYSTEM
Vibration Transducer (Cont.)
Indications
Engine vibration indications are displayed in green on the lower

ECAM display unit on the Engine and Cruise pages. Maximum
value that can be displayed is 10 units. One unit for N1 and N2 rotor
corresponds to 0.3 Inches Per Second (IPS).
If the advisory level of 5.0 units is reached, the indication flashes. If

the indication is not available, two amber crosses replace the
corresponding indication.
V2500-GF APR 2023
6 - 25
Indicating
ELECTRONIC CENTRALIZED AIRCRAFT MONITOR (ECAM) VIBRATION INDICATION
V2500-GF APR 2023
6 - 26
Indicating
V2500-GF APR 2023
6 - 27
Lubrication
CHAPTER 7
LUBRICATION
ATA 79
V2500-GF APR 2023
7-1
Lubrication
OBJECTIVES
1. Describe the purpose of the Lubrication System.

2. Locate the components of each system.
V2500-GF APR 2023
7-2
Lubrication
V2500-GF APR 2023
7-3
Lubrication
OVERVIEW
The Lubrication System is a self contained, full flow, recirculating-

type system designed to ensure reliable lubrication and cooling System Function
under all conditions.
Storage • Maintains adequate oil supply
Oil cooling is controlled by a dedicated Heat Management System,
which ensures that engine oil, IDG oil, and fuel temperatures are
maintained at acceptable levels, while ensuring the optimum • Uses the full flow generated by the pressure pump to
cooling configuration for the best engine performance. Pressure move oil through the pressure filter, the Air Cooled Oil
Feed Cooler (ACOC) and the Fuel Cooled Oil Cooler
The Lubrication System is divided into five subsystems: (FCOC)
• Distributes oil to the engine bearings and gear drives
• Storage • Retrieves oil from the bearing compartments and
gearbox for cooling and recirculation
• Pressure Feed Scavenge • Recovers the oil and passes it through magnetic chip
detectors, a scavenge filter and a master chip detector
• Scavenge • Returns oil to the tank
• Venting • Sends the air and oil mixture from the bearing
Venting chambers and gearbox to the deoiler, where the air
• Indicating. and oil are separated
• Provides information about lubrication system

Indicating
quantity, temperature, pressure, and filter status.
V2500-GF APR 2023
7-4
Lubrication
LUBRICATION FLOW
V2500-GF APR 2023
7-5
Lubrication
STORAGE
Oil Tank
Purpose: The anti-siphon tube connects from the oil exit tube of the FCOC to
the oil tank sight glass. The oil that is routed back to the tank
The oil tank stores the dedicated engine oil supply. splashes across the sight glass, providing cleaning action.
The oil tank has a capacity of 29 U.S. quarts, with a usable oil
Location: quantity of 24 U.S. quarts.
The oil tank is attached to the top left side of the external gearbox Scavenge oil that is sent back to the tank passes though a cyclone-
and located at 8:00 on the fan case. type deaerator. The deaerator separates air from the scavenge oil.
This air is then used to pressurize the tank.
Description:
The tank pressurization valve maintains adequate pressure at the
The oil tank has a gravity fill port for servicing. It can also be inlet of the oil pressure pump.
serviced via a remote fill and overflow port. The oil tank provides
mounting for the scavenge filter housing and oil quantity transmitter. When the tank pressure becomes too great, the tank pressurization
valve opens to vent the excess pressure through a breather line
To prevent syphoning of oil from the tank to the gearbox when the connected to the deoiler.
engine is static, some oil gets routed to the tank through an anti-
syphon tube.
V2500-GF APR 2023
7-6
Lubrication
OIL TANK
V2500-GF APR 2023
7-7
Lubrication
PRESSURE FEED
Oil Pressure Pump and Filter Assembly
Purpose: Oil under pressure is filtered though a filter element. The pressure filter
housing incorporates an anti-drain valve to prevent oil loss during filter
The pressure pump produces oil pressure for distribution to the removal. The filter does not have a bypass and can be cleaned.
bearing chambers and external gearbox. The pressure filter
provides initial filtration of the oil as it leaves the oil tank. Oil is sent to the pressure pump from the oil tank to be pressurized.
The pressure pump is driven by the gearbox. The pressure pump
output is modulated by the HPC rotor speed, resulting in oil pressure
Location:
proportional to engine requirements.
The pressure pump and filter are one assembly located on the left
A strainer is located at the inlet of the pump to catch any large particles
front face of the external gearbox, as viewed from the rear.
that can damage the gears in the pump.
Description:
The oil pressure pump is a gear-type pump with two rotating

meshing gears.
The pressure pump housing incorporates the pressure oil filter, a

cold start pressure valve, and a flow trimming valve.
V2500-GF APR 2023
7-8
Lubrication
OIL PRESSURE PUMP AND FILTER ASSEMBLY
V2500-GF APR 2023
7-9
Lubrication
AIR COOLED OIL COOLER (ACOC)
Purpose: The inlet duct attaches to the fan case and carries fan air into the
The ACOC acts as a second cooler for the Lubrication System, cooler. The flange attaches the Air Modulating Valve (AMV) to the
removing heat from engine lubricating oil with cooling fan air ACOC. The AMV controls fan airflow into the ACOC and is
to maintain oil temperatures within specified limits. The EEC’s commanded by either channel of the EEC. The ACOC Electro
Heat Management System controls its operation. Hydraulic Servo Valve (EHSV) provides the “muscle fuel” to move
the AMV to the position commanded by the EEC. The flow
Location: configuration is double-pass flow.
The ACOC is attached to the fan case on the lower right side at The oil pressure relief bypass valve prevents excessive pressure
4:00, as viewed from the rear. difference across the matrix core.
Description: NOTE
The ACOC consists of a matrix core, header, flange, inlet duct, oil The oil has continuous flow through the ACOC whether the AMV is
pressure relief valve, and an oil temperature sensor for heat open or closed.
management use.
The core, header, flange, and inlet duct are made of aluminum alloy
and are welded to each other to form the ACOC unit. The core
is composed of 11 layers of air-side fins and 10 layers of oil-
side fins.
The header provides the housing for the oil pressure relief bypass
valve and the mounting feature for the oil temperature sensor.
V2500-GF APR 2023
7 - 10
Lubrication
AIR COOLED OIL COOLER
V2500-GF APR 2023
7 - 11
Lubrication
Purpose:
The FCOC cools the engine oil and preheats the fuel for most
conditions. It may also use ACOC-cooled oil to cool the fuel when it
is too hot.
Location:
The FCOC is located on the left side of the fan case at 9:00.
Description:
The FCOC is a single-pass fuel flow, multi-pass oil flow cooler that
forms an integral unit with the LP fuel filter.
The FCOC contains an oil pressure relief valve that permits oil to
bypass a part of the cooler if oil pressure is high, due to cold oil or a
blockage in the cooler core.
V2500-GF APR 2023
7 - 12
Lubrication
V2500-GF APR 2023
7 - 13
Lubrication
SCAVENGE SYSTEM
Scavenge Pump
Purpose:
The scavenge pump unit returns scavenge oil to the tank.
Location:
Six scavenge pumps are housed as a single unit on the left rear of
the external gearbox.
Description:
The scavenge pump assembly consists of six gear-type pumps.

These pumps retrieve oil from the gearboxes, deoiler and bearing
compartments. The scavenged oil is combined and returned to the
oil tank through a common line.
V2500-GF APR 2023
7 - 14
Lubrication
SCAVENGE PUMP
V2500-GF APR 2023
7 - 15
Lubrication
SCAVENGE SYSTEM (Cont.)
Scavenge Pump Filter
Purpose:
The scavenge filter traps solid contaminants that may be present in

the scavenge oil.
Location:
The scavenge filter housing is mounted on the rear of the oil tank.
Description:
The scavenge filter is a disposable mesh filter.
Two lines connect from the scavenge filter housing offtakes to a

differential pressure switch located on the fan case. If the difference
between the two pressures becomes too great, the switch closes and
sends a filter clog message to the flight deck.
If the filter clogs completely, a bypass valve opens to allow the flow of
unfiltered oil back to the tank. An oil temperature sensor located at the
inlet side of the housing provides oil temperature indication on the
lower ECAM display.
V2500-GF APR 2023
7 - 16
Lubrication
SCAVENGE FILTER HOUSING
V2500-GF APR 2023
7 - 17
Lubrication
SCAVENGE SYSTEM (Cont.)
No. 4 Bearing Scavenge Valve
Purpose: During high engine power settings, 10th Stage servo air places the
valve in the low scavenge flow position, which pressurizes the
This valve maintains the center bearing compartment seal bearing compartment. This action keeps the compartment carbon
differential pressure and controls the compartment air/oil mixture seals in an acceptable operating range.
venting to the deoiler. The result increases the life of the carbon
seals on the No. 4 Bearing. The valve position signal is sent to the Engine Interface Unit (EIU).
Location:
The No. 4 Bearing scavenge valve is located on the front of the

deoiler and connected to the scavenge and vent line of the No. 4
Bearing compartment.
Description:
The valve consists of the valve housing, piston, valve seat and
switch assembly.
The valve body has threaded inlet interfaces for the 10th Stage air
servo line and No. 4 Bearing scavenge oil line.
The valve seat contains four orifices allowing flow of the No. 4
scavenge air/oil mix. A helical compression spring keeps the piston
in the high scavenge flow position.
V2500-GF APR 2023
7 - 18
Lubrication
NO. 4 BEARING SCAVENGE VALVE
V2500-GF APR 2023
7 - 19
Lubrication
VENTING
Deoiler
Purpose:
The deoiler separates the air and oil mixture that develops in the
bearing compartments and gearbox. It also returns oil back to the oil
tank and ejects the air into the atmosphere.
Location:
The deoiler is located on the right front face of the external gearbox.
Description:
The deoiler is the mounting for the No. 4 Bearing scavenge valve. It
features an Impeller and gear assembly and an overboard vent. It is
the location for the No. 4 Bearing Magnetic Chip Detector housing,
and has connections for the vent lines of the front bearing
compartment and oil tank.
V2500-GF APR 2023
7 - 20
Lubrication
DEOILER
V2500-GF APR 2023
7 - 21
Lubrication
INDICATING
Master Magnetic Chip Detector (MCD)
Purpose: The housing of the chip detector has a valve, a bayonet lock, and a
baulking pin. The valve is held closed by a spring to prevent oil
The master MCD provides indication of wear for all gears and leakage when the probe is removed. When the probe is installed in
bearings in the engine. the housing, the probe holds the valve open. The baulking pin
prevents installation of a probe when the packing closest to the
Location: magnet is not installed.
The master MCD is located in the scavenge filter case at the inlet to
the filter, and can be accessed through a dedicated panel on the left
fan cowl door.
Description
The chip detector consists of a housing and a probe. The chip

detector housing is installed in the threaded bore in the scavenge
filter housing. A bayonet lock holds the probe in the body.
To prevent oil leakage, packings are installed between the engine

and the chip detector body and on the probe. The probe has two
packings to prevent a leak if one is damaged.
V2500-GF APR 2023
7 - 22
Lubrication
MASTER MAGNETIC CHIP DETECTOR
V2500-GF APR 2023
7 - 23
Lubrication
INDICATING (Cont.)
Magnetic Chip Detectors (MCDs)
Purpose:
Magnetic chip detectors allow on-condition monitoring of the gears

and bearing assemblies in the Scavenge System.
Location:
The MCDs are located on and around the external gearbox.
Each bearing compartment and gearbox has its own dedicated

MCD. The Main Gearbox (MGB) has two.
MCDs are accessed through the left and right fan cowls.
V2500-GF APR 2023
7 - 24
Lubrication
MAGNETIC CHIP DETECTOR LOCATIONS
V2500-GF APR 2023
7 - 25
Lubrication
INDICATING (Cont.)
Oil Temperature Sensor
Purpose:
The oil temperature sensor provides the ECAM with real time
indication of oil temperature.
Location:
The sensor is mounted on the scavenge filter housing.
Description:
The oil temperature sensor is a dual resistor-type sensor. It consists

of a wire wound resistance element assembly. The element
assembly has two sensing elements, which are electrically
independent of each other. The sensor element extends into the
scavenge filter housing inlet line.
The sensor element causes a linear change in the DC resistance

when exposed to a temperature change.
V2500-GF APR 2023
7 - 26
Lubrication
OIL TEMPERATURE SENSOR
V2500-GF APR 2023
7 - 27
Lubrication
INDICATING (Cont.)
Oil Pressure Transmitter and

Low Oil Pressure (LOP) Warning Switch
Purpose: Oil Pressure Transmitter
The oil pressure transmitter provides the ECAM with real time The transmitter is designed to measure the differential pressure
indication of differential oil pressure. between the main oil supplied to the bearings and the No. 4 Bearing
scavenge oil. Changes in pressure will alter the electrical output
sent by the transmitter to the EIU, which transforms the analog
The Low Oil Pressure warning switch activates to warn the ECAM
signal from the transmitter into a digital signal. The digital signal is
of minimum oil pressure.
then transmitted to the lower ECAM screen for display.
Location:
Low Oil Pressure Warning Switch
The oil pressure transmitter and the LOP warning switch are located
The unit has a switch assembly electrically wired for contacts that
on the left side of the fan case at 10:00.
are normally closed. During engine start, when there is sufficient oil
pressure these contact will open. If during engine operation oil
Description.
pressure is reduced to a minimum threshold, the contacts will close
generating an ECAM warning.
The oil pressure transmitter and LOP warning switch both receive
pressure inputs for main oil and for No. 4 Bearing compartment
scavenge oil.
V2500-GF APR 2023
7 - 28
Lubrication
OIL PRESSURE TRANSMITTER AND LOP WARNING SWITCH
V2500-GF APR 2023
7 - 29
Lubrication
INDICATING (Cont.)
Oil Scavenge Filter Differential Pressure Switch
Purpose:
When the differential pressure through the scavenge filter
The oil scavenge filter differential pressure switch displays the oil increases, the contacts on the switch assembly will close. This
filter clogging warning on the upper and lower ECAM screens. action causes the oil filter clog indications to display on the upper
and lower ECAM screens.
Location:
The switch is located on the left side of the fan case at 8:30 forward
of the Fuel Cooled Oil Cooler (FCOC).
Description:
The differential pressure switch is connected by two lines to ports

on the scavenge filter housing. Oil pressure signals before and after
the scavenge filter are sent from these ports to the differential
pressure switch.
The differential pressure switch has a switch assembly that is

electrically wired for contacts that are normally open.
V2500-GF APR 2023
7 - 30
Lubrication
OIL SCAVENGE FILTER DIFFERENTIAL PRESSURE SWITCH
V2500-GF APR 2023
7 - 31
Lubrication
INDICATING (Cont.)
Oil Quantity Transmitter
Purpose:
The transmitter provides oil tank quantity indication for display on

the lower ECAM screen.
Location:
The oil quantity transmitter is located in the oil tank.
Description:
The transmitter is a tank probe with a capacitor in its tube portion

and an electronic module on top of the transmitter for probe
energizing and signal output.
In operation, the engine oil level in the tank is measured as a

capacitance by the transmitter's electronic circuit. As the
capacitance changes, the transmitter sends a signal to the
indication system. The signal is linearly proportional to the volume
of oil in the tank.
V2500-GF APR 2023
7 - 32
Lubrication
OIL QUANTITY TRANSMITTER
V2500-GF APR 2023
7 - 33
Lubrication
INDICATING (Cont.)
No. 4 Bearing Pressure Transducer
Purpose:
The No. 4 Bearing pressure transducer provides the scavenge

pressure signal to the EIU.
Location:
The No. 4 Bearing pressure transducer is located on the lower right

side of the fan case above the deoiler at 5:30.
Description:
The transducer receives incoming scavenge pressure from the No. 4

Bearing compartment. The pressure signal is used for monitoring
correct scavenge valve operation and detection of a No. 4 Bearing
carbon seal failure.
Along with the scavenge pressure signal, the EIU also receives the
No. 4 Bearing scavenge valve position signal from the switch on the
scavenge valve.
V2500-GF APR 2023
7 - 34
Lubrication
NO. 4 BEARING PRESSURE TRANSDUCER
V2500-GF APR 2023
7 - 35
Lubrication
INDICATING (Cont.)
Engine Lubrication System Indications
The Lubrication System may be monitored by the following flight

deck indications:
• engine oil pressure
• engine oil temperature
• oil tank contents.
In addition, ECAM alerts may be given for the following non-

normal conditions:
• low oil pressure
• clogged or partly clogged scavenge filter (signaled by high

differential pressure)
• inoperative No. 4 Bearing compartment scavenge valve.
Lubrication System parameters are displayed on the Engine

page on the lower ECAM screen.
V2500-GF APR 2023
7 - 36
Lubrication
ENGINE LUBRICATION SYSTEM INDICATIONS – LOWER ECAM
V2500-GF APR 2023
7 - 37
Starting
CHAPTER 8
STARTING
ATA 80
V2500-GF APR 2023
8-1
Starting
V2500-GF APR 2023
8-2
Starting
OBJECTIVES
1. Describe the purpose of the Starting System.

V2500-GF APR 2023
8-3
Starting
STARTING SYSTEM
The Starting System, in conjunction with the Ignition System, Automatic Start Procedure
provides the rotational power that helps to start the engine.
The EEC provides automatic sequencing of starting components. It also
The system can be operated either automatically or manually. provides full protection during the start sequence by monitoring engine
parameters and aborting the start if an abnormality exists.
Components are below.
Manual Start Procedure
• Pneumatic starter motor
If using manual command, engine parameters must be closely monitored by
• Starter air control valve the flight or maintenance crew. No automatic shutdown function exists in
manual mode. If an abnormality exists, the engine must be shut down
• Starter air duct manually.
The following systems and components interface with the Starting

System:
• Ignition System
• EEC
• EIU
• start control panels
• ECAM indications.
V2500-GF APR 2023
8-4
Starting
ENGINE STARTING SYSTEM WITH IGNITION SYSTEM INTERFACE
V2500-GF APR 2023
8-5
Starting
STARTING SYSTEM (Cont.)
Starter Air Duct
Purpose:
All ducting in the system is designed for high pressure and
The starter air duct supplies air to the starter motor. temperature operation.
Location:
The starter air duct is located on the right side of the engine fan case.
Description:
Air supplies for the pneumatic starter motor may be provided by any
of the following:
• aircraft Auxiliary Power Unit (APU)
• cross-bleed from the other engine, if already running
• ground air cart.
V2500-GF APR 2023
8-6
Starting
STARTER AIR DUCT
V2500-GF APR 2023
8-7
Starting
Starter Air Control Valve
Purpose: The starter air control valve has the following characteristics:
The valve controls the amount of air admitted to the starter motor. • micro switch position indication for valve positional status
Location: • air filter to prevent contamination
The starter air control valve is located on the right side of the engine • manual override provision for abnormal start attempts.
fan case (intermediate module).
Description:
The butterfly-type valve is housed in a cylindrical body with flanged

end connectors, an actuator, a solenoid valve, and a pressure
controller. Manual operation of the butterfly valve is provided by an
override port located on the valve body. The override port also
provides a visual indication of the butterfly valve position.
The pneumatic control consists of an actuator with two different sized

pistons and a solenoid valve. A stainless steel compression spring
closes the valve in the event of pneumatic pressure loss.
V2500-GF APR 2023
8-8
Starting
STARTER AIR CONTROL VALVE
V2500-GF APR 2023
8-9
Starting
Pneumatic Starter Motor
Purpose:
The pneumatic starter motor provides initial rotational input through

the MGB. This input helps the engine to achieve a stable, minimum
low-idle power condition.
Location:
The starter motor is located on the front face of the MGB.
Description:
The pneumatic starter motor consists of an oil fill plug, drain plug with
a built-in magnetic chip detector, over fill plug, and oil sight glass. It is
attached to the forward face of the gearbox.
The motor gears and bearings are lubricated by an integral

lubrication system.
V2500-GF APR 2023
8 - 10
Starting
PNEUMATIC STARTER MOTOR
V2500-GF APR 2023
8 - 11
Starting
Starting Electrical Control

Engine Electronic Control
Starting Electrical Control provides the interface between the flight
When automatic engine starting is selected from the flight deck
deck and Starting System components.
engine panel, the EEC initiates the automatic sequence of
command to the following start components:
It consists of the following:
• starter air valve (opening and closing)
• Engine Interface Units (EIUs)
• igniters (on and off)
• Electronic Engine Control (EEC)
• FMU high pressure fuel valve (on and off on the ground, only on
• engine start control switches. in-flight).
Engine Interface Units When manual start is selected from the flight deck panel, the
pushbuttons will provide the command signal to open the start
Two EIUs, one for each engine, interface between the aircraft and valve via the EIU and EEC. This action will also indicate to the
FADEC systems, transmitting data from the flight deck panels and EEC that a manual start procedure is being initiated.
relevant aircraft computers to the EEC. The EIUs send starting
signals to and from the EEC and starting components, making it
impossible to start the engine if the EIU fails. Each EIU is required
for engine start and remains active until shutdown.
V2500-GF APR 2023
8 - 12
Starting
STARTING ELECTRICAL CONTROL
V2500-GF APR 2023
8 - 13
Starting
V2500-GF APR 2023
8 - 14
Exhaust
CHAPTER 9
EXHAUST
ATA 78
V2500-GF APR 2023
9-1
Exhaust
OBJECTIVES
1. Describe the purpose of the Exhaust System.

3. Tell how key components maximize thrust for the engine.
V2500-GF APR 2023
9-2
Exhaust
V2500-GF APR 2023
9-3
Exhaust
OVERVIEW
The Exhaust System is made up of nacelle components that form a

flow path directing the air from the engine core and the engine fan.
The shape of the nacelle is designed to minimize drag and to
maximize thrust from the engine.
The Exhaust System is made up of the subsystems shown below.
Thrust Reverser System
The Thrust Reverser System protects the engine core, forms a path
for fan bypass air, and deploys to slow the aircraft upon landing.
Mixed Exhaust System
The Mixed Exhaust System makes the path for the turbine gases
exiting the engine core and fan bypass air flow. By directing the
turbine gases, the Mixed Exhaust system helps to increase thrust
and reduce turbulence. The Mixed Exhaust System also reduces
noise.
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Exhaust
EXHAUST SYSTEM
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9-5
Exhaust
THRUST REVERSER SYSTEM
The Thrust Reverser System is a translating sleeve system.

Translating sleeves are the movable thrust reverser component
responsible for directing the fan air forward for reverse thrust,
assisting the aircraft with quick and safe deceleration upon landing,
as well as during an aborted takeoff.
The Thrust Reverser Assembly is an integral part of the C-duct

assembly. The C-duct assembly is mounted to the aircraft strut with
four hinged brackets located at the top of the C ducts.
When the thrust reverser is deployed, four linear motion actuators

cause translating sleeves to move rearward. This moves blocker
doors from an axial to a radial position in the C-duct fan exhaust
area. The blocker doors force the fan bypass air through the
cascades in a forward direction. The cascades are exposed
whenever the thrust reverser is deployed.
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Exhaust
THRUST REVERSER SYSTEM (1 OF 2)
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9-7
Exhaust
THRUST REVERSER SYSTEM (Cont.)
The thrust reverser is deployed and stowed using the aircraft

hydraulic system by raising the thrust reverse latch levers and
moving the main thrust reverse levers aft into the reverse thrust
range. The EEC controls operation of the Thrust Reverser System
in both deploy and stow modes of operation. It can also be
deployed manually.
Upon landing, the thrust reverser is deployed, moving the

translating sleeve aft and allowing blocker doors to rotate to a
vertical position and block the fan air. This action redirects the fan
airflow through the thrust reverser cascades, sending it forward and
outward in a controlled pattern that provides reverse thrust to help
decelerate the aircraft.
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Exhaust
THRUST REVERSER SYSTEM (2 OF 2)
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Exhaust
Translating Sleeves
Purpose:
Two access panels are attached to the translating sleeve. They
provide access to fasteners that attach the thrust reverser actuators
Translating sleeves are the movable thrust reverser component
to the translating sleeve assembly.
responsible for deploying the blocker doors and exposing the
cascades.
Drag links aid in rotating and positioning the blocker doors into the
fan duct, redirecting airflow through the thrust reverser cascades.
Location:
1. During activation of the thrust reverser, the translating sleeve
Two translating sleeves run aft of the engine fan case from the
slides aft.
hinge beam to the latch beam.
2. As it slides, the blocker doors start to lift and rotate about their
Description:
hinges due to the drag links attached to both the door and the
Inner Fixed Structure. Once the sleeve is fully deployed, the
Blocker doors redirect fan duct flow through the thrust reverser
doors will be in their full upright position.
cascades. The doors also form part of the outer fan duct’s
aerodynamic surface, as well as the acoustic lining of the outer fan
duct wall.
A total of 10 blocker doors is used for a single thrust reverser, 5 per

cowl half.
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9 - 10
Exhaust
TRANSLATING SLEEVES
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9 - 11
Exhaust
Cascades
Purpose:
Cascades divert fan air to provide reverse thrust for the engine.
Location:
Cascades are located between the inner and outer translating

sleeves. They are mounted on the fixed section of the C-ducts.
Description:
Sixteen cascades are fitted to the Thrust Reverser System. By

diverting fan air away from the ground, they reduce the risk of
debris blowing up and becoming ingested into the engine. They are
also designed to divert fan air away from the airframe to avoid
unnecessary stress on the airframe itself.
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Exhaust
CASCADES
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Exhaust
Door Opening System (DOS)
Purpose:
The Door Opening System (also known as the thrust reverser

opening mechanism) opens the thrust reverser cowl assembly and
provides maintenance access to the engine core.
Location:
The DOS is located in the fan compartment. Actuators are attached

to the engine fan case on one end and the thrust reverser torque
box on the other end.
Description:
A manually operated hydraulic pump is coupled to the actuator.

When the hydraulic fluid is pressurized, the pressure within the
actuator holds the thrust reverser in the open position so a Hold
Open Rod (HOR) can be connected.
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Exhaust
DOOR OPENING COMPONENTS
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9 - 15
Exhaust
Actuation
The aircraft hydraulic system provides the force required to move The system is composed of the following:
the translating sleeves for both deploy and stow conditions.
• corresponding engine’s Hydraulic System
A Hydraulic Control Unit (HCU) provides isolation and directional
control of hydraulic fluid used for thrust reverser actuation. Two o green system for engine 1
hydraulic linear synchronized actuators per side deploy and stow
the reverser. o yellow system for engine 2
Each half of the thrust reverser has two actuators. The lower • linear motion actuator
actuator includes an integral locking mechanism and proximity
sensor, and the upper actuator includes a Linear Variable • flex shaft
Differential Transducer (LVDT) for reverser position feedback.
• HCU composed of an HIV and DCV.
Linear Motion Actuators
Each C-duct set has four linear motion actuators. Two upper
actuators are non-locking and incorporate LVDTs for positional
feedback to the EEC.
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9 - 16
Exhaust
THRUST REVERSER SYSTEM
Actuation (Cont.)
The thrust reverser also includes a Shut-Off Valve that acts as a • Deploy tube with synchronization flex shaft (2)
“third line of defense” to prevent uncommanded deployment of the
thrust reverser. • Shut-off Valve
A Manual Bypass Non-Return Valve provides a one-way directional • Manual bypass non-return valve
flow for hydraulic fluid for normal thrust reverser operation. When in
bypass position, the valve allows easier flow of hydraulic fluid • Wiring harness and plumbing up to pylon interfaces
during manual deployment and stowage of the thrust reverser. This
prevents a hydraulic lock on the actuators during manual operation.
Components are listed below.
• Hydraulic Control Unit HCU
• Locking actuator (2)
• Feedback actuator (2)
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Exhaust
THRUST REVERSER ACTUATION COMPONENTS
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9 - 18
Exhaust
MIXED EXHAUST SYSTEM
The Mixed Exhaust System collects two sources of airflow. The first
is the cold airflow, which is the fan bypass air. The second is the hot
airflow, which comes from the engine core.
The system is made up of the Common Nozzle Assembly (CNA)

and the exhaust cone. The CNA allows hot and cold stream gas
flows to mix. The CNA forms a convergent duct, which increases
the speed of the mixed gas to give forward thrust. When the thrust
reverser operates, the cold and hot outflows divide and go in
different directions.
The inner duct (hot nozzle) is provided with acoustical treatment to

reduce noise levels through the nozzle exit.
The engine exhaust cone forms the inner contour of the common
nozzle exhaust collector. The exhaust cone is made of a
honeycomb-perforated panel for acoustical treatment.
The CNA is bolted to flange T and the exhaust cone is bolted to

flange U located at the rear of the Turbine Exhaust Case (TEC).
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Exhaust
MIXED EXHAUST SYSTEM
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Ancillary Systems
CHAPTER 10
ANCILLARY SYSTEMS
ATA 24-20 Alternating Current Generating
75-20 Cooling and Ventilation
26-10 Fire Detection
29 Hydraulic
30 Ice and Rain Protection
36 Aircraft Services Off-Take System
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10 - 1
Ancillary Systems
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10 - 2
Ancillary Systems
OBJECTIVES
1. Describe the purpose of the following systems:

• Alternating Current Generating
• Cooling and Ventilation
• Fire Detection
• Hydraulic Power
• Ice and Rain Protection
• Aircraft Services Air Off-Take.
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10 - 3
Ancillary Systems
OVERVIEW
Ancillary systems designed to interface with the engine and

aircraft are critical to safe operation and optimum performance.
The systems are listed below.
• Alternating Current Generating

• Cooling and Ventilation
• Fire Detection
• Hydraulic Power
• Ice and Rain Protection
• Aircraft Services Air Off-Take
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10 - 4
Ancillary Systems
ANCILLARY SYSTEMS
V2500-GF APR 2023
10 - 5
Ancillary Systems
ALTERNATING CURRENT GENERATING SYSTEM
The Alternating Current Generating System produces constant

frequency electrical power for distribution to the aircraft.
• Integrated Drive Generator IDG

• IDG Fuel Cooled Oil Cooler IDG FCOC
• Interconnecting power cables
and control wiring
The Integrated Drive Generator (IDG) hydroelectrically converts

variable speed shaft power into a constant frequency of 400Hz AC
electrical power at 115/120 volts. The IDG is located at the right
rear side of the Main Gearbox.
Proper temperature of IDG oil is critical for frequency control, as
well as for lubrication of IDG bearings and gears. Heat is
transferred from the self-contained, full-circulating IDG oil system
to the IDG Fuel Cooled Oil Cooler (IDG FCOC). The IDG oil
temperature is controlled by the EEC as a function of the Heat
Management System (HMS).
IDG power cables conduct power from the IDG to the aircraft.
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10 - 6
Ancillary Systems
INTEGRATED DRIVE GENERATOR
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10 - 7
Ancillary Systems
ALTERNATING CURRENT GENERATING SYSTEM (Cont.)
Integrated Drive Generator Fuel Cooled Oil Cooler

(IDG FCOC)
Purpose:
The IDG FCOC provides cooling for the IDG Oil System.
Location:
The IDG FCOC is located on the left side of the engine at 9:00,
behind the engine FCOC.
Description:
The IDG FCOC is a welded and brazed assembly consisting of an

oil core and fuel core. A thermocouple is mounted at the OIL OUT
port.
IDG oil flows from the OIL IN port to the OIL OUT port. Heat from
the IDG oil flowing through the oil core is transferred to the engine
fuel flowing through the fuel core.
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10 - 8
Ancillary Systems
INTEGRATED DRIVE GENERATOR FUEL COOLED OIL COOLER (IDG FCOC)
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10 - 9
Ancillary Systems
COOLING AND VENTILATION SYSTEM
The Cooling and Ventilation System provides cooling airflow to Zone 1 Ventilation
maintain engine components within an acceptable operating
temperature range. The system consists of two separately Ram air enters Zone 1 through an inlet located on the upper left
functioning zones that cool the fan case and core engine areas. side of the air intake cowl. The cooling air circulates through the fan
The flow of air also helps to remove potential combustible fumes compartment and exits through the fan cowl door louvers located on
that may be in the zones. the bottom rear center line of the fan cowl doors.
Though it is a subsystem of the Fire Protection System, Fire During ground running, pockets of natural convection exist,
Detection System components monitor temperature in each of the providing some ventilation of the Zone 1 fan case area.
two zones of the Cooling and Ventilation System and provide
warnings when those temperatures have been exceeded. Zone 2 Ventilation
Zone ventilation prevents overheating of accessories and Metered holes within the inner barrel of the C-duct allow
components, as well as accumulation of flammable vapors. In the pressurized fan delivery air to enter the Zone 2 area. Air exhausted
Cooling and Ventilation System, ventilation air flows through two from the Active Clearance Control (ACC) system around the turbine
zones. Zone 1 comprises the area under the fan cowl doors; Zone area also provides ventilation air for Zone 2. The air circulates
2 comprises the area under the C duct inner barrel. through the core compartment and exits through the lower
bifurcation of the C-ducts via the thrust recovery duct.
The Cooling and Ventilation System’s only component is the
nacelle air temperature sensor. During ground running, Zone 2 engine core ventilation is provided
by fan duct pressure.
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10 - 10
Ancillary Systems
VENTILATION ZONES
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10 - 11
Ancillary Systems
COOLING AND VENTILATION SYSTEM (Cont.)
Nacelle Air Temperature Indicating
Purpose:
The Nacelle Air Temperature Indicating System provides an

advisory indication to the lower Electronic Centralized Aircraft
Monitor (ECAM) screen if temperature exceedance has occurred.
Location:
The nacelle air temperature sensor protrudes from the bifurcation

panel at BDC between the two thrust reverser C-duct halves.
Description:
The nacelle air temperature sensor detects overheat conditions in

Zone 2’s core engine area, and displays advisory information on the
ECAM. The sensor sends an analog signal to the Engine Interface
Unit (EIU). The EIU converts this signal into digital form.
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10 - 12
Ancillary Systems
NACELLE AIR TEMPERATURE SENSOR
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10 - 13
Ancillary Systems
FIRE DETECTION SYSTEM
The Fire Detection System monitors air temperature around the The FDU has two channels, each with its own power supply from
external gearbox in Zone 1, and the engine core and the forward the aircraft DC electrical system.
pylon attachment area in Zone 2. When air temperature increases
to a predetermined level, the system provides the flight deck with The FDU processes signals received from the fire detection loops.
audio and visual warnings. One FDU per engine is located in the forward avionics bay.
Fire Detection System components include the following: Each channel continuously analyzes and monitors the separate fire
detector loops of zones 1 and 2, and the pylon. The two channels
• fire detection sensor elements (loops A and B) normally operate together for fire detection. However, if one loop is
inoperative, the other can operate independently.
• Fire Detection Unit (FDU)
• ENG/APU (Engine/Auxiliary Power Unit) Fire panel.
The Fire Detection System has a gas-filled core and relies on heat
exposure to increase internal gas pressure, triggering the sensors.
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10 - 14
Ancillary Systems
FIRE DETECTION SYSTEM OVERVIEW
V2500-GF APR 2023
10 - 15
Ancillary Systems
FIRE DETECTION SYSTEM (Cont.)
Fire Detection Sensor Elements
Fire detection sensor elements, also known as loops, detect a fire

or overheat condition and send the signal to the associated channel
in the Fire Detection Unit (FDU).
Fire detection sensor elements are routed around the external

gearbox in Zone 1 and at BDC of the core engine nearest the
combustor diffuser case in Zone 2. An additional fire detector loop
segment is located at the forward pylon attachment.
Fire detection sensor elements operate in pairs and may be

referred to as a dual system that includes A and B loops. The loops
are independent of each other, to provide redundant status to the
FDUs, but are electrically wired in parallel to respective FDU
channels.
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10 - 16
Ancillary Systems
FIRE DETECTOR SENSOR ELEMENTS (LOOPS)
V2500-GF APR 2023
10 - 17
Ancillary Systems
HYDRAULIC POWER SYSTEM
The Hydraulic Power System provides the primary hydraulic power

source for the aircraft.
• Engine-Driven Pump EDP

• Pump supply line disconnect fitting
• Case drain filter
• Hydraulic hoses
(supply, pressure, case drain)
The hydraulic pump contains a depressurization solenoid controlled

by a switch on the flight deck overhead panel. If the pump fails to
provide sufficient output pressure, the system will send an electrical
signal to the ECAM display. The flight crew can depressurize the
EDP by selecting the switch to the OFF position.
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10 - 18
Ancillary Systems
HYDRAULIC POWER SYSTEM
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10 - 19
Ancillary Systems
ICE AND RAIN PROTECTION SYSTEM
Ice may form in the inlet cowl when the engine is operating in low Fault indications for Ice Protection System are as follows:
temperature or high humidity conditions.
• flight deck anti-icing selector switch illuminates
Ice build-up around the inlet cowl leading edge could affect engine
performance and cause engine damage from ice ingestion. • ECAM warning message appears.
To prevent ice formation, the following ice protection systems have P2/T2 Probe Heater
been incorporated into the engine.
The P2/T2 probe is automatically and continuously heated during
engine operation or in the air by an integral 115V heating coil.
• Thermally heated inlet cowl leading edge
Spinner
• Thermally heated P2/T2 probe mounted in the inlet cowl
A solid rubber nose tip protects the spinner against ice build-up.
• Ice protected flexible rubber tip on the spinner of the fan The nose tip naturally vibrates to break up and dislodge ice
module immediately as it starts to form.
Inlet Cowl Ice Protection System
A selector switch on the flight deck for the Inlet Cowl Ice Protection
System opens and closes the Thermal Anti-Icing (TAI) control valve.
The valve allows hot air taken from the HPC Stage 7 to flow across
the inlet cowl leading edge.
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10 - 20
Ancillary Systems
ICE AND RAIN PROTECTION COMPONENTS
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10 - 21
Ancillary Systems
ICE AND RAIN PROTECTION SYSTEM

Thermal Anti-Icing (TAI) Control Valve
Purpose:
The TAI valve warms the lip of the inlet cowl.
Location:
The TAI control valve is located on the right side of the fan case at
4:00.
Description:
The TAI control valve is a pneumatically-operated, solenoid-

controlled valve. The valve is command by flight crew action with
the engine anti-ice switch on the flight deck overhead panel. The
valve is also provisioned with a manual override to lock the valve
open or closed.
Upon selection of the Anti-Icing Control Valve ON/OFF switch, hot

HPC 7th Stage air flows through the TAI valve and is sent to the
distribution manifold. The manifold will allow hot air to enter the inlet
cowl leading edge.
This air is eventually vented overboard via an outlet located on the

right side of the inlet cowl.
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10 - 22
Ancillary Systems
THERMAL ANTI-ICING (TAI) CONTROL VALVE
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10 - 23
Ancillary Systems
AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

The Aircraft Services Air Off-Take System provides engine-ducted HPC Stage 7 bleed air is used for high power conditions and HPC
air supply to the following aircraft systems: Stage 10 bleed air is used for low power conditions. The HPC
Stage 7 off-take has a Non-Return Valve (NRV) installed prior to the
• Cabin Pressurization and Air Conditioning point where the two off-takes join. The NRV prevents HPC Stage 10
air from reverse-flowing back into the HPC Stage 7 of the engine.
• Wing Leading Edge Anti-icing
The HPC Stage 10 off-take has a control valve called the High
• Engine Cross Bleeding Starting Pressure Valve (HPV) that regulates HPC Stage 10 air pressure.
• Hydraulic Reservoir and Water Tank Pressurization. The Pressure Regulating Valve (PRV) is located after the two off-
takes. The PRV regulates airflow and is spring-loaded closed when
The bleed air pre-cooler utilizes fan bypass air to cool HPC bleed the engine is shut down. It is controlled by a switch on the flight
air to an acceptable temperature before it enters the Environmental deck.
Control System (ECS). HPC air is then ducted toward Aircraft
Services. The Over Pressurization Valve (OPV) protects the system against
excessive pressure.
The Aircraft Services Air Off-Take System uses the Bleed
Monitoring Computer (BMC) to monitor the opening and closing of The Temperature Limiting Thermostat (TLT) controls the PRV when
the components listed below. an over temperature situation occurs. The TCT controls the Fan Air
Valve (FAV) by controlling the opening/closing of the valve and
• Over Pressurization Valve OPV regulating fan airflow through the pre-cooler.
• Pressure Regulating Valve PRV Two pressure sensors provide feedback signals to the BMC for
monitoring purposes. One sensor monitors pressure downstream of
• Fan Air Valve FAV
the HPV and the other sensor monitors pressure downstream of the
• High Pressure Valve HPV PRV.
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10 - 24
Ancillary Systems
AIRCRAFT SERVICES AIR OFF-TAKE COMPONENTS
V2500-GF APR 2023
10 - 25
Ancillary Systems
AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM (Cont.)
Cabin Bleed Air Solenoid

This ensures the HPV is fully closed and prevents unnecessary HP
air bleed from the compressor when the following conditions exist:
Purpose:
• engine is above idle
The Cabin Bleed Air Solenoid keeps the HPV closed during cruise,
reducing fuel consumption.
• P3 is greater than or equal to 110 psi
Location:
• wing anti-ice is not selected
The solenoid is located on the right side of the fan case at 3:00.
• normal bleed configuration (2 bleeds, 2 packs)
Description:
• altitude over 15,000 ft.
The Cabin Bleed Air Solenoid consists of a servo vent body, solenoid
housing, and valve body secured together by four bolts. When the solenoid is de-energized, the sense line does not vent,
resulting in control of the HP valve reverting to the aircraft ECS.
The solenoid is connected to the sense line that joins the PRV and
HPV.
NOTE
When the solenoid is energized, the sense line between the HPV and This solenoid appears similar to the HPC solenoids but operates
the PRV vents to the atmosphere through an opening on the solenoid differently. In addition, the harness connector is identical to those
body. used on the HPC solenoids..
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10 - 26
Ancillary Systems
CABIN BLEED AIR SOLENOID
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10 - 27
Ancillary Systems
V2500-GF APR 2023
10 - 28
Abbreviations and Glossary
CHAPTER 11
ABBREVIATIONS
V2500-GF APR 2023
11 - 1
V2500-GF APR 2023
11 - 2
ABBREVIATIONS
ACC Active Clearance Control ECS Environmental Control System

ACAC Air Cooled Air Cooler EDA Engine Dedicated Alternator
ACOC Air Cooled Oil Cooler EEC Electronic Engine Control
AGB Angle Gearbox EGT Exhaust Gas Temperature
AL Alumel® EHSV Electro Hydraulic Servo Valve
AMV Air Modulating Valve EIU Engine Interface Unit
APU Auxiliary Power Unit ENG Engine
BDC Bottom Dead Center EPR Engine Pressure Ratio
BMC Bleed Monitoring Computer EVMU Engine Vibration Monitoring Unit
BSBV Booster Stage Bleed Valve FADEC Full Authority Digital Electronic Engine Control
CAC Compressor Airflow Control FAV Fan Air Valve
CL Climb FCOC Fuel Cooled Oil Cooler
CL Chromel® FCU Flight Control Unit
CNA Common Nozzle Assembly FDRV Fuel Diverter and Return-to-Tank Valve
DCV Directional Control Valve FDU Fire Detection Unit
DEP Data Entry Plug FDV Fuel Distribution Valve
DMC Display Management Computer FDV Fuel Diverter Valve
ECAM Electronic Centralized Aircraft Monitor FEGV Fan Exit Guide Vane
V2500-GF APR 2023
11 - 3
ABBREVIATIONS (Cont.)
FLX Flexible take-off LPC Low Pressure Compressor

FLX/MCT Flexible/Maximum Continuous Thrust LPC-BMA Low Pressure Compressor Bleed Valve Master
Actuator
FMU Fuel Metering Unit
LPC-BSA Low Pressure Compressor Bleed Valve
FMV Fuel Metering Valve
Slave Actuator
FRV Fuel Return-to-Tank Valve
LPT Low Pressure Turbine
FSN Fuel Spray Nozzle
LRU Line Replaceable Unit
FWC Flight Warning Computer
LVDT Linear Variable Differential Transformer
HCU Hydraulic Control Unit
MCD Magnetic Chip Detector
HIV Hydraulic Interface Valve
MCDU Multipurpose Control and Display Unit
HPC High Pressure Compressor
MGB Main Gearbox
HPT High Pressure Turbine
ND Navigation Display
HPV High Pressure Valve
NGV Nozzle Guide Vane
IDG Integrated Drive Generator
NRV Non-Return Valve
IDG FCOC IDG Fuel Cooled Oil Cooler
N1 LPT rotor speed
IPS Inches Per Second
N2 HPT rotor speed
L Input latch
OAT Outside Air Temperature
LH Left Hand
OGV Outer Guide Vane
LOP Low Oil Pressure
OPV Over Pressurization Valve
V2500-GF APR 2023
11 - 4
ABBREVIATIONS (Cont.)
OSV Overspeed Valve TDC Top Dead Center

Pb Burner pressure TEC Turbine Exhaust Case
PMA Permanent Magnetic Alternator TCT Temperature Controlling Thermostat
PRSOV Pressure Raising and Shut-Off Valve TIC Turbine Intermediate Case
PRV Pressure Regulating Valve TLT Temperature Limiting Thermostat
psi pounds square inch TOGA Take-Off/Go Around power
P2 Pressure at Station 2 T2 Engine air inlet temperature (Station 2)
P3 Pressure at Station 3 T3 Trend monitoring at combustor (Station 3)
QAD Quick Attach-Detach VIGV Variable Inlet Guide Vane
QEC Quick Engine Change VGV Variable Guide Vane
RH Right Hand VSV Variable Stator Vane
rpm revolutions per minute VSVA Variable Stator Vane Actuator
RTD Resistive Temperature Detectors
RVDT Rotary Variable Differential Transducer
TAI Thermal Anti-Icing
Tamb Ambient Temperature
TCA Turbine Cooling Air
T/C Thermocouple
V2500-GF APR 2023
11 - 5

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V2500 GENERAL FAMILIARIZATION

© 2023 Pratt & Whitney Division of Raytheon Technologies Corporation

ABOUT THIS GUIDE

Conformance to Simplified English:

U.S. Export Classification: 9E991, Classification Request 2946906

1. Power Plant 9. Exhaust

2. Engine Construction 10. Ancillary Systems

3. Fuel and Engine Control 11. Abbreviations

1. Describe V2500 common design features.

INTRODUCTION TO THE V2500

Motoren- und Turbinen-

Fiat Aviazione Italy External Gearbox

V2500 ENGINE MODULE DEVELOPERS

INTRODUCTION TO THE V2500 (Cont.)

The V2500 engine incorporates several technological features,

• Full Authority Digital Electronic Engine Control (FADEC)

INTRODUCTION TO THE V2500 (Cont.)

The 2500 designation indicates the first engine type to be released

The alpha character denotes the aircraft manufacturer: “A” is for

The last figure in each name represents the engine configuration.

For example, “V2528-D5” is a V2500 engine with a sea-level takeoff

V2500-A1 25,000 lb. of thrust, built for Airbus A320 only

27,000 lb. of thrust, built for Airbus A320

28,000 lb. of thrust, built for McDonnell

COMMERCIAL ENGINE/AIRFRAME APPLICATIONS

The power plant is an axial flow, high-bypass-ratio turbofan that

The power plant includes these elements:

The nacelle provides an aerodynamically smooth and protective

The nacelle includes the components listed below.

• Fan cowl doors

• Thrust reverser C-ducts

• Mixed Exhaust System

AIR INTAKE COWL

Fan Cowl Doors

Two fan cowl doors provide for an aerodynamically smooth exterior

FAN COWL DOORS

Thrust Reverser Cowl Doors (C-Ducts)

THRUST REVERSER C-DUCTS

Mixed Exhaust System

The Mixed Exhaust System is bolted to flanges T and U located at

The system is made up of the Common Nozzle Assembly (CNA)

COMMON NOZZLE ASSEMBLY

Nacelle Access Panels (Left Side)

Purpose: Engine Left Side

Intake cowl • Zone 1 ventilation inlet (top center)

NACELLE ACCESS PANELS – LEFT SIDE

Nacelle Access Panels (Right Side)

Purpose: Engine Right Side

NACELLE ACCESS PANELS – RIGHT SIDE

The interface provides a link between the engine and aircraft

The following components form the interface.

• Front and rear engine mounts

• Environmental Control System (ECS ) bleed air off-takes

• Starter air ducting

• Integrated Drive Generator (IDG) electrical supply cables

• Fuel supply and recirculation lines

• Full Authority Electronic Control (FADEC) interfaces, including

• Engine electrical harnesses

AIRFRAME INTERFACE COMPONENTS

ENGINE/AIRFRAME INTERFACE (Cont.)

Engine Electrical Harnesses

ENGINE ELECTRICAL HARNESS ASSEMBLIES

ENGINE/AIRFRAME INTERFACE (Cont.)