Leap 1a LM

Powerplant
Line & Base

Maintenance
LEAP-1A
Course Outline
V0 - 613 - Level 3
FOREWORD
Detailed information for the course that you are going to follow, is available
in digital format, containing the full version of the Training Manual.
To help you follow the lessons easily and retain as much information as
possible, you have been provided with a summary of the training manual.
This summary is called a Course Outline.
The Course Outline contains copies of the images displayed during the
course accompanied by a few lines of easy-to-read text, which provide
complementary information.
To the right of the drawing, there is a space where you can write down
notes, if you so wish.
If you have any questions, please ask your instructor, who will be happy to
help.
The content of this Course Outline is for Training purpose only and shall not
be used for any other purpose including but not limited to maintenance
practices and specifications. The Course Outline is proprietary information
and is disclosed in confidence. None of the information may be disclosed to
other than the recipient. It shall not be used, disclosed to others or
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Copyright 2014
CFM PROPRIETARY Page 2 / 149

Introduction
Introduction to the LEAP-1A Family
The LEAP-1A is the power source for the entire A320 Airbus neo family (A319, A320,
A321). The powerplant thrust range is 24,400 to 32,900 lbf.

Overall Dimensions and Ground Clearance
This display gives information on the approximate external dimensions and ground
clearance.
Airflow
The powerplant airflow is separated into two flows: the primary flow passes through the
core engine (booster, HPC, combustion chamber, HPT, LPT) while the secondary flow
passes through the OGVs and exits through the nacelle discharge duct.

Hazard and Danger Areas
Hazard and danger areas are defined at idle and full power to prevent any human or
material damage during engine run-ups: an inlet suction area and an exhaust hazard area
are defined as well as an access corridor between them.
Acoustical Hazard Areas
Engine noise can cause injury to personnel. Specific hazard areas are defined depending
on engine power. Ear protection is required in the middle and outer areas. Close to the
engine, ear injury will occur even when wearing ear protection.

General
The powerplant provides forward thrust and reverse thrust (on ground only) to the A/C. It
also provides power to the A/C: pneumatic, electrical and hydraulic systems. For operation
and maintenance, the powerplant exchanges data with the A/C.
Powerplant - Systems
The powerplant includes two groups of systems: the engine systems and the aircraft
systems that are the airframer responsibility but are partially fitted on the engine.

FADEC System
The purpose of the FADEC is to control the engine in response to thrust command inputs
and to provide cockpit indication, maintenance reporting, engine condition monitoring and
troubleshooting information.
Pylon

Pylons
The powerplant integration on the aircraft (A/C) is ensured by the pylon located under the
A/C wing. The pylon assembly has four main fonctions.
Basic Nacelle

Nacelle Components
The nacelle of the LEAP-1A consists of the air intake cowl, two fan cowl doors, the thrust
reverser and the exhaust.
Air Intake Cowl Access Doors
For maintenance actions, there are two access doors on the air inlet outer surface: the T12
access door is located at 1 o'clock and the Nacelle Anti-Ice (NAI) access door is located at
5 o'clock.

Left Hand Fan Cowl Door Components
On the LH fan cowl door, a red flag is visible during pre-flight walk-around if latch No.1 is
not locked. An access door allows manual operation of the starter valve. The IDG access
door allows maintenance actions.
Right Hand Fan Cowl Door Components
Oil tank servicing is possible through the oil tank access door. The ventilation grid vents
the fan area. The strake prevents turbulent airflow at the engine/wing interface.

T/R - Structure Components - 1/2
The T/R structure consists of a fixed structure to support the actuation system, two
cascades to direct the bypass duct air and a slat panel to serve as an aerodynamic
surface. The two access panels allow latch operations.
T/R - Structure Components - 2/2
The T/R structure features transcowl pressure seals, and IFS seals which ensure the zone
integrity. It also consists of thermal blankets for cowl fire protection.

Exhaust - Components
The exhaust consists of three parts: the exhaust plug, the exhaust nozzle and the Central
Ventilation Tube supported by the exhaust plug.
Nacelle Systems

T/R - Actuating, Control and Indicating Components
The Thrust Reverser (T/R) control and indicating components ensure T/R transcowls
delpoyment/stowage and transmit status feedbacks to the EEC units.
T/R - Cowl Opening Mechanism Components
After unlatching the 6 latches, the Thrust Reverser cowl opening actuators open the T/R
cowl doors. After opening, the Hold-Open Rods hold the T/R cowl doors in open position.

T/R - Independent Locking System Components
To prevent inadvertent transcowl deployment, the T/R independent locking system consists
of one tertiary lock system with two proximity sensors for Electrical Tertiary Lock status
monitoring.
Quick Engine Change

Quick Engine Change and Cowls
The major components of the LEAP powerplant are the Quick Engine Change (QEC), the
fan cowl doors and the thrust reverser cowls. QEC parts can be replaced directly on the
A/C.
Engine Mounts

Forward Mount and Thrust Links
The forward mount and the engine thrust links are mounted on the forward pylon primary
structure.
The forward mount allows the engine forward section adjustment.
The thrust links transmit engine torque load to the forward mount.
Aft Mount
The engine aft mount is located on the TRF clevis in the 12 o'clock position.
The engine aft mount allows the engine rear section to be positioned and supported.

Ice & Rain Protection
Engine Air Intake Ice Protection - General
The Pressure Regulating Shut-Off Valves and the two Pressure Transducers control the
system to duct regulated bleed air to the engine air intake cowl.

Engine Air Intake Ice Protection Components 1/2
The nacelle anti-ice valves regulate the HPC stage 7 bleed air to the engine air intake
cowl.
Engine Air Intake Ice Protection Components 2/2
The two Pressure Transducers (PTs) measure bleed pressure for control purposes.

Engine Air Intake Ice Protection - Interfaces
The engine air intake ice protection is connected to HPC stage 7, the air intake cowl and
the EEC units.
Engine Air Intake Ice Protection - Operation
When the "NAI ON" mode is selected in the flight deck, the PRSOVs regulate the pressure
being supplied to the air intake cowl. Both PRSOVs in cascade prevent “Pump Cavitation”
effect.

Electrical Power, Hydraulic Power and Pneumatic
Powerplant Power Source
The powerplant provides electrical, hydraulic and pneumatic power to the aircraft.

Electrical Power
The IDG is located on the forward face of the AGB, at 7 o'clock. The IDG converts
mechanical power into electrical power.
Hydraulic Power
The EDP is located on the forward face of the AGB, at 8 o'clock. The EDP pressurizes the
hydraulic fluid and supplies the hydraulic pump and lines.

Environment Control System
The Environment Control System (ECS) System is located arround the High Pressure
Compressor module.
Drain Pipes

Drain Pipes - Left Hand Side
The LHS drain system ports overboard all excess accumulated fluids from : the LHS VBV,
VSV, MTC actuators, the HPTACC, LPTACC valves, the FP, the IDG, the EDP, the
handcranking pad, the pylon and sump A.
Drain Pipes - Right Hand Side
The RHS drain system ports overboard all excess accumulated fluids from : the RHS VBV,
VSV, MTC actuators, the BAI/SBV, the TBV, the pylon, the oil tank and sump B.

Fire Protection
Fire Detection
The fire detection system consists of the fan fire detectors around the fan section and the
core fire detectors around the core section. It detects fire occurrence and sends an alert to
the flight deck.

Basic Engine General
Maintenance Concept
The on-condition maintenance concept optimizes the engine life on wing.

Performance - Limits
To increase the engine life, there are speed limits for N1 and N2, and a temperature limit
for the EGT.
Maintenance - Borescope Inspection Ports
There are 26 borescope ports to check the internal parts of the engine. Most of the
borescope ports are located on the engine right side but some are located on the engine
left side.

Mechanical Arrangement
The LEAP engine consists of: the HP rotating system (N1), the LP rotating system (N2), 5
bearings, 3 sumps, 3 frames, and an accessory drives section.
Modular Breakdown
The LEAP engine is a modular-concept engine. There are 3 Major Modules (fan, core
engine, LPT) and an accessory drives section. The 3 Major Modules and the accessory
drives section are divided into 19 Minor modules.

Mandatory Maintenance - Life-Limited Parts List
Air Transport Association (ATA) Chapter 05 determines the life limits for critical engine
parts and the approved mandatory inspection intervals. It is the operator’s responsibility to
record the total number of operated and remaining flight cycles.
Engine Sumps And Bearings
The two engine rotors are supported by five roller and ball bearings that handle axial and
radial loads. To ensure their permanent oil lubrication, they are located in three different
sumps inside the fan and booster module, TCF and TRF.

Engine Sumps Seals
The sump seals prevent any oil leaks from the engine sumps. There are 2 types of seal :
Segment Radial Seal (SRS - Carbon seal type) and abradable/seal tooth seal.
Air Inlet Section

Air Inlet Section - General
At the front of the engine, the air inlet section consists of the fan case, fan frame, fan and
booster and bearing No.1 and 2 support modules. It supplies compressed air to the HPC,
contributes to thrust and provides structural attachment.
Air Inlet Section - Interface
The air inlet section interfaces with the HPC section, the LPT shaft, the accessory drive
section, the thrust links, the forward mount and the air inlet.

Air Inlet Section - Operation
The air inlet section receives air and delivers it in the primary and secondary airflows. It
supplies the HPC with compressed air, provides thrust to powerplant, regulates airflows,
provides kinetic energy and increases pressure.
Fan And Booster Module
The fan and booster module consists of the front spinner, platform front shroud, fan
blades, flow spitter and fan blade platform. The fan and booster module drives and
regulates the airflows.

Front Spinner And Platform Front Shroud
The platform front shroud is connected to the front spinner by radial screws and to the fan
disk and fan blade platforms by axial screws. The platform front shroud is made of titanium
and the front spinner is made of anodized aluminium alloy.
Fan Blade
The fan blades are solid wide-chord, 3D-designed parts. They are connected to the fan
disk, separated by the fan blade platforms and the disk shields. Their rear section is in
contact with the booster spool.

Flow Splitter
The flow spitter is connected to the No. 1 and No. 2 stator flange of the booster and to the
flow path panel. It receives hot air from HPC stage 7. It is a one-piece titanium part.
Fan Case Assembly
The fan case assembly is located between the air intake section and the fan frame
module. It consists of the acoustic shroud, abradable liner and aft acoustical panels. It
provides an aerodynamic, smooth surface for the secondary airflow.

Fan Case And Abradable Liner
The fan case is bolted to the air intake cowl and fan frame shroud. Its inner surface
supports the acoustic shroud, abradable liner and aft acoustical panels. Its outer surface
has hoisting points and mountings for engine equipment.
Acoustic Shroud
The acoustic shroud is connected to the forward inner surface of the fan case by thirteeen
brackets. It is a one-piece barrel, made of honeycomb and carbon fiber skin.

Aft Acoustical Panel
The aft acoustical panel is attached to the aft inner surface of the fan case and inner
surface of the fan frame shroud. It is made of honeycomb and carbon fiber skin.
Fan Frame Module
The fan frame module consists of the OGVs, struts No. 1, 5 and 6 and shroud segments.
The OGV set includes 41 OGVs and 3 OGV struts. It provides an aerodynamic and
smooth surface for the secondary airflow.

Outlet Guide Vane, Struts, Platform
Each OGV and OGV strut is connected to the fan frame shroud and fan hub. OGV struts
are separated by an OGV platform and an OGV seal on their inner and outer airfoil
sections. They are hollow and feature a rib to prevent vibrations.
Struts And Shrouds Segments
The struts are connected to the fan frame, central shrouds and fan hub. Engine kit struts
No. 1 and 5 have two flow path panels installed on both sides.The five central shroud
segments house eight VBV ducts, the LPTACC and HPTACC duct.

High Pressure Compressor Module
High Pressure Compressor Module - General
The HPC module is located between the air inlet and the combustion section. It increases
the pressure of the booster discharge air, provides air for cooling and customer bleed and
provides torque to the accessory drives.

High Pressure Compressor Module - Details
The HPC module is driven in rotation by the HPT rotor assembly thus increasing the
pressure of the airflow to feed the combustion section. In order to optimize the HPC
module operation, the IGV and VSV positions are modulated.
High Pressure Compressor Rotor Assembly
The HPC rotor assembly is supported by bearing No. 3 at the front and is connected to the
HPT rotor at the rear. It consists of five stages of rotor blisks and a compressor rotor spool
made up of five disks and blades.

Forward And Rear Compressor Stator Assembly
The forward and rear compressor stator assembly is connected to the fan hub at the front
and to the CDN assembly at the rear. The forward compressor stator case consists of two
matched halves including IGVs, VSVs and static vanes.
Combustion Section

Combustion Section - General
The combustion section is located between the HPC module and the turbine section. It
mixes the fuel and the HPC air for efficient and uniform combustion. The combustion
section houses nineteen fuel nozzles and two igniters.
Combustion Section - Details
The air flow coming from the HPC module enters the combustion section through the
OGVs and the diffuser. A first part of the air flow is mixed and burned in the chamber. The
other part cools the outside of the combustion chamber.

Combustor Diffuser Nozzle Assembly
The CDN assembly is connected to the HPC rear stator assembly at the front and to the
HPT stator case and stage 1 nozzle support at the rear. It supports the combustion
chamber and includes the OGVs, the diffuser and the CDP stator seal.
Combustion Chamber Assembly
The combustion chamber assembly is connected to the CDN assembly at the front and to
the stage 1 nozzle assembly at the rear. It includes radial mixers, inner and outer liners
and baffles with cooling holes.

Turbine Section
Turbine Section - General
The turbine section is located at the rear of the engine. It includes the HPT and LPT
modules, TCF assy and TRF module. It supplies rotational energy to the HPC and fan and
booster modules.

Turbine Section - Details
The turbine section extracts the rotational energy from the flow of combustion gases. The
HPT rotor (N2) transmits the rotational energy to the HPC rotor assy. The LPT rotor (N1)
transmits this energy to the fan and booster module.
High Pressure Turbine Stage 1 Nozzle Assembly
The HPT stage 1 nozzle assy interfaces with the CDN assy, HPT rotor assy, combustion
chamber and HPT stage 2 nozzle assy. It consists of the HPT stage 1 stator nozzles,
nozzle support and outer stationary seal.

High Pressure Turbine Rotor Assembly
The HPT rotor assy interfaces with the HPC rotor assy at the front and with the TCF and
HPT stage 1 and 2 nozzle assy at the rear. It consists of the HPT stage 1 and 2 disks,
blades and blade retainers, FOS, HPT rotor interstage and aft rotating seals.
High Pressure Turbine Stage 2 Nozzle Assembly
The front flange of the HPT stage 2 nozzle assy is connected to the combustion section
and to the TCF. It interfaces with the HPT rotor assy. It consists of the HPT stage 2 stator
nozzle and stator case, the stage 1 and 2 stator shrouds.

Turbine Center Frame Assembly
The TCF case struts provide radial support and oil seals to ensure oil containment for
bearing No. 4. The TCF transition duct seal and air seals prevent flow-path gases from
leaking.
Low Pressure Turbine Stage 1 Nozzle Module
The LPT stage 1 nozzle module is located between the TCF and the LPT stator and
between the rear flange and support flange. It consists of the stage 1 insulation plate, LPT
stage 1 nozzles, rear plate, flange support, sealing plate, seal support.

Low Pressure Turbine Rotor And Stator Module
The LPT rotor and stator module is connected to the TCF rear flange assy and to the LPT
shaft module. It is connected to the TRF front flange and supported by the TRF module. Its
main components are the LPT rotor and stator.
Turbine Rear Frame Module
The TRF front flange module is connected to the LPT stator. The TRF supports the LPT
rear end. It has clevis attachment points for engine mount installation. Its main
components are the TRF case and the No. 5 bearing support.

Accessory Drives
Accessory Drives
Located on the fan and booster module, the accessory drives consist of the IGB, RDS,
TGB, TS and AGB. The accessory drives supply rotational energy to the engine core
(starting mode) and to the engine accessories (operating mode).

Accessory Drives - Interface
The AGB is attached to the fan frame with four links. Two accessories (EDP, IDG) supply
the aircraft, three others (LU, PMA and MFP) supply the engine. The sixth accessory
(PAS) provides power to start the engine.
Accessory Drives - Operation
In starting mode, the power is supplied from the PAS to the core engine.
In operating mode, the engine supplies all the accessories through the AGB.
During maintenance, the core can be rotated or locked manually with a crank.

Accessory Gearbox - Rotating Seals
Four rotating seals installed on the AGB prevent oil and fuel leakage around the rotating
shafts (EDP, IDG, manual control and MFP locations).
Accessory Gearbox Covers - Manual Control Cover
The manual control cover is located on the front face of the AGB. It is removed for
maintenance operations. The mechanic can manually rotate or lock the core engine with a
crank.

Engine Controls
Engine Control Components
The engine controls are located in the aircraft cockpit (overhead panel, central pedestal)
and allow the flight crew to select the engine operation level and mode. The TCA allows
the engine thrust and command thrust reverser to be controlled.

Throttle Control Unit
The Throttle Control Unit (TCU) is part of the Throttle Control Assembly (TCA), and is
located under the cockpit central pedestal. There is one TCU per engine.
Fuel and Control System

Fuel - General - Fuel types
To guarantee the correct operation of the engine, you must only use approved fuels and
additives during servicing.
Fuel and Control System - General
The engine fuel and control system is located around the fan and core engine modules. It
ensures fuel distribution, engine control, and indicating in order to keep an efficient and
stable engine operation.

Fuel and Control Systems - Details
The fuel first flows through the boost circuit, then through the high pressure circuit to be
finally distributed to the combustor. A part of the flow is also used as hydraulic power to
operate valves and actuators.
Fuel Distribution - Components 1/2
Amongst the fuel distribution components the Main Fuel Pump (MFP), the Main Fuel Filter
(MFF) assembly and the 19 fuel nozzles, pressurize, clean and inject fuel in the
combustion chamber.

Main Fuel Pump - 1/2
The MFP is installed on the AGB.

The centrifugal boost stage is connected to the A/C fuel system and to the IDG oil cooler.
The high pressure gear stage is connected to the FMU and to the MFF.
Main Fuel Pump - 2/2
The centrifugal boost stage of the MFP receives fuel from the A/C and supplies
pressurized fuel to the IDG oil cooler. The high pressure gear stage receives fuel from the
FMU and supplies it to the MFF.

Main Fuel Filter & Cartridge Assembly - 1/2
The MFF is attached to the fan frame and connected to the MFP (fuel inlet), FMU and SFH
(fuel outlet). It consists of the filter housing, filter bowl, cartridge assembly and two bypass
valves.
Main Fuel Filter & Cartridge Assembly - 2/2
The high pressure fuel flow passes through the cartridge assembly and goes to the FMU.
Downstream of the cartridge assembly, a part of the fuel passes through the servo wash
screen and goes out towards the SFH and the FMU.

Fuel Nozzles
The fuel nozzles are connected to the Pilot Primary/Main and Secondary manifolds. They
are bolted to the CDN assy. They consist of valve and stem housings, fittings with inlet
ports and a nozzle tip with a mounting flange.
Fuel Nozzles - Operation
The fuel nozzles distribute and atomize fuel into the combustion chamber. They inject fuel
into the main air premixer flow via main manifold and spray fuel into the pilot air swirler
flow via pilot primary manifold.

Fuel Distribution - Components 2/2
As part of the fuel distribution components the Servo Fuel Heater (SFH), the Fuel Return
Valve (FRV) and the IDG oil cooler regulate the fuel and the IDG oil temperature.
Integrated Drive Generator Oil Cooler - 1/2
The IDG oil cooler is attached to the fan frame and connected to the MFP (fuel inlet), FMU
(fuel outlet) and IDG (oil inlet and outlet).

Integrated Drive Generator Oil Cooler - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the
exchanger. The fuel flows through cold passages and the oil flows through hot passages.
Servo Fuel Heater - 1/2
The SFH is attached to the fan frame and connected to the MFF (fuel inlet), FMU and
SCU/SVA (fuel outlet), NRV (oil inlet) and SACOC (oil outlet).

Servo Fuel Heater - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the
exchanger. The fuel flows through the matrix tubes and the oil flows around the matrix
tubes.
Fuel Return Valve - 1/2
The FRV is attached to the fan frame and connected to the MFP (cold fuel inlet), FMU (hot
fuel inlet and servo valve outlet), A/C tank (fuel outlet), SFH (servo valve inlet), EEC units
(electrical connectors to channels A and B).

Fuel Return Valve - 2/2
When engine oil or fuel is too hot, the EEC commands the FRV to return it to the A/C tank.
The FRV mixes the two hot and cold fuel flows then returns the mixed fuel to the A/C tank.
Control - Components 1/4
To control the engine, the EEC units receive temperature indications from dedicated
temperature sensors, engine configuration information from the rating plug and pressure
indications through the PSS box.

Electronic Engine Control - 1/2
The EEC units are attached to the fan case and connected to the aircraft through 2
connectors (J2 and J4) and to the engine systems through 5 connectors (J3, J5 J6, J7 and
J8) for power supply and data exchange.
Electronic Engine Control - 2/2
The EEC units control the operation, performance and efficiency of the engine through 7
sub-systems: fuel, variable geometry, active clearance, FRTT, thrust reverse controls,
engine starting and ignition, engine vibration/heath monitoring.

PSS Box And Sensor - 1/2
The PSS box and sensor is attached to the fan case. It is connected to the compressor
bleed, compressor discharge, fan inlet and ambient air pressure ports. It is connected to
the EEC units for data exchange and power supply.
PSS Box And Sensor - 2/2
The PSS box and sensor converts pneumatic pressure inputs into electrical signals sent to
the EEC units. The PSS box also transmits the engine ratings from the rating plug to the
EEC units.

Rating Plug
The rating plug is connected to the PSS box and attached to a bracket with a safety cable.
Engine Wiring Harnesses
The nine engine wiring harnesses connect together the EEC units, FMU, SCU/SVA, valves
and actuators, engine pressure, temperature and speed sensors, PMA, ignition exciters,
engine fuel flow sensor and A/C harnesses.

Fuel Temperature Transducer
The fuel temperature transducer measures the main fuel temperature at the SCU/SVA
inlet. The temperature dilates the sensing material. Two independent signals are sent to
the EEC channels A and B. It is a dual-channel RTD.
The FMU meters the fuel flow. The SCU/SVA delivers the metered fuel to the fuel nozzles
and to servo valves and actuators. The PMA supplies dedicated electrical power to the
EEC units

Fuel Metering Unit - 1/2
The FMU is attached to the fan frame and connected to the IDG oil cooler (low pressure
fuel inlet), MFF (main fuel inlet), SFH (heated servo fuel inlet), MHX (jet pump outlet), FFT
(metered fuel flow outlet) and EEC (to channels A and B).
Fuel Metering Unit - 2/2
The FMU converts EEC electrical signals to hydraulic flows via EHSV. In the FMU, low and
high pressure inlet flows go to a jet pump. Main inlet flow first passes through the bypass
valve, FMV and HPSOV to exit as a metered flow.

Split Control Unit - 1/2
The SCU is attached to the HPC and connected to the fuel flow transmitter (main metered
flow inlet), SFH (heated servo inlet), FMU (boost inlet), fuel nozzles (Psec, PPMe, PPMne
outlets), EEC units (channels A and B) and 10 external actuators.
Split Control Unit - 2/2
The SCU/SVA modulates the fuel flow to the fuel nozzles through the PMV. A LVDT
provides the PMV position feedback to both EEC units. The SCU/SVA also has seven
servo valves that pilot external fuel actuated components.

Permanent Magnet Alternator - 1/2
The static part of the PMA is bolted to the AGB and the rotating part is connected by a
cantilevered drive shaft. The PMA is connected to the EEC through 2 electrical connectors
(channels A, B).
Permanent Magnet Alternator - 2/2
When the engine speed is 8% N2 and above, the PMA provides electrical power for the
FADEC system. During normal alternator operation, A/C 28VDC and PMA power shall
switch automatically.

The EEC units receive air temperatures from: T12 for fan inlet air, T25 for HPC inlet air.
T12 Sensor
The T12 sensor measures the total air temperature at the engine inlet. The temperature
dilates sensing material, modifying its resistance. The T12 sensor sends 2 independent
signals to EEC channels A and B.

T25 Sensor
The T25 sensor measures the total gas temperature at the inlet of the HPC. The
temperature dilates the sensing material, modifying its resistance. The T25 sensor sends 2
independent signals to EEC channels A and B.
The EEC units receive air temperature of the HPC outlet air from the T3 sensor. Fuel
pressure for combustion control is measured by the fuel manifold pressure sensor.

T3 Sensor
The T3 sensor measures the temperature of the compressor discharge airflow. The
variation between cold and hot sides of the sensing element generates a signal. The T3
sensor sends 2 independent signals to EEC channels A and B.
Fuel Manifold Pressure Transducer
The fuel manifold pressure transducer measures the pilot enriched manifold pressure. The
pressure distorts the sensing material, modifying its resistance. The fuel manifold pressure
transducer sends 2 independent signals to the EEC units.

Fuel Indicating - Components
For flight deck indicating purposes, the fuel flow transmitter provides the EEC units with
fuel flow mass used for combustion. Both fuel delta pressure sensors detect fuel filter
impending bypass for monitoring.
Fuel Filter Differential Pressure Transducer - 1/2
The fuel dP transducer is attached to the MFF and immersed in the fuel flow. It is a
dual-channel strain gage type component that consists of a body with a mounting flange, a
pressure sensor and an electrical connector.

Fuel Filter Differential Pressure Transducer - 2/2
The fuel Filter dP transducer senses the pressure drop across the fuel filter element.The
signal is sent through 2 outputs to the EEC units (channels A and B).
Fuel Flow Transmitter - 1/2
The fuel flow transmitter is attached to the forward compressor stator assembly and
connected to the FMU (fuel inlet), SCU/SVA (fuel outlet) and EEC units.

Fuel Flow Transmitter - 2/2
The fuel flow transmitter monitors the fuel flow mass rate and transmits it to the EEC units.
The fuel flow spins a transmitter rotor which imparts force on a turbine. Energized coils
provide rotor frequency and turbine angular movement signals.
FMU Differential Pressure Transducer - 1/2
The FMU dP transducer interfaces are: sensor immersed in fuel flow, EEC units, FMU.
The FMU dP transducer consists of a body with a mounting flange, a pressure sensor and
an electrical connector.

FMU Differential Pressure Transducer - 2/2
The FMU dP transducer senses the pressure drop across the fuel strainer. The signal is
sent through 2 outputs to the EEC units (channels A and B).
Ignition

Ignition System
The ignition system provides electrical power to the engine exciters. The igniters produce
sparks within the combustion chamber to ignite the air/fuel mixture.
Ignition Power Supply Components
Mounted inside a cooling box, in the 6 o'clock position on the HPC case, the two exciters
provide high voltage pulses to igniters through ignition leads.

Ignition Exciter - 1/2
The ignition exciters are attached to the exciter boxes and connected to the 115V AC
aircraft or battery source (power input) and ignition lead (output). The VBV duct cooling air
flows through the air rubber manifold into the exciter box shroud.
Ignition Exciter - 2/2
The ignition exciters transform, rectify, and store the energy in a capacitor.
Aircraft 115 VAC power is converted to 28 VDC by the exciters. This stored electrical
energy is then discharged from the exciters to the igniters.

Ignition Distribution Components
Two igniters, located in the 6 and 7 o'clock positions, receive high voltage from the two
ignition leads and produce sparks within the combustion chamber to ignite the air/fuel
mixture.
Ignition Leads
The high voltage and low energy electrical pulse is delivered from the ignition exciter to the
igniter via the ignition lead when the ignition system operates. The ignition leads are
cooled by the passive engine CCC system.

Igniters
When the ignition system is operating, the igniters receive electrical pulses from the
ignition exciters through the ignition leads. The igniter electrode uses this electrical pulse to
produce a spark in the engine combustion chamber.
Starting

Starting Components
The PAS (on the FWD side of the AGB) rotates the core engine (starting sequence or
maintenance action). The magnetic plug is used for maintenance inspection. At the front of
the PAS, the SAV controls the supplied airflow.
Pneumatic Starter And Valve System - 1/2
The pneumatic starter and valve system interfaces are the pylon via the starter air duct,
the PAS air inlet, the EEC units (channels A, B), the starter air duct, the PAS by V-bands
clamps and the AGB through a splined output shaft.

Pneumatic Starter And Valve System - 2/2
The SAV regulates the air supply to the PAS. Its pressure transducer transmits the closed
position indication to the EEC units (channels A, B). The PAS axial turbine is supplied by
pressurized air from the SAV. It transforms the air power into torque.
Pneumatic Air Starter Magnetic Plug
The PAS magnetic plug captures the metallic particles in suspension in the PAS oil circuit.
It is a bayonet-type design plug, equipped with packings to prevent oil leakage.

Air
Air System
The engine air system consist of three sub-systems: engine anti-icing, cooling/clearance
control and compressor control. These systems are located around the core engine.

SB/BAI Valve - General
The SB/BAI valve is a two-function single valve. It provides air from HPC for de-icing and
releases air from HPC during starting.
SB/BAI Valve - Details - 1/2
The SB/BAI valve air interfaces are the HPC stage 7 and the BAI tube. Its fuel interface is
the SCU/SVA. It is connected to the EEC for electrical interface. It is attached with bolts
and coupling clamps.

SB/BAI Valve - Details - 2/2
The EEC commands the SB/BAI valve via the SCU/SVA. The SB/BAI valve sends the
HPC stage 7 air to the booster flow splitter or to the ambient air. The position of the SB/BAI
valve is given to the EEC by the RVDT.
Cooling - HPTACC & LPTACC Valves
Located in the 9 o'clock position, the HPTACC and the LPTACC valves regulate the airflow
to minimize the clearances between the shrouds and the rotor blades.

Cooling - HPTACC Valve - Interface
The HPTACC valve sends air from the ACC inlet louver to the HPTACC air manifold. Its
fuel interface is the SCU/SVA. It is connected to the EEC for electrical interface. It is
attached with brackets and coupling clamps.
Cooling - LPTACC Valve - Interface
The LPTACC valve sends air from the ACC inlet louver to the manifold cooling assembly.
Its fuel interface is the SCU/SVA. It is connected to the EEC for electrical interface. It is
attached with brackets and coupling clamps.

Cooling - LPTACC & HPTACC Valves - Details
The HPTACC and LPTACC systems operate in flight and on the ground. The air enters the
systems via a 10 o’clock rectangular cut in the engine kit central shroud. The EEC
performs fault monitoring of the HPTACC and LPTACC valves.
Cooling - MTC system - General
Two MTC actuators, located on the Combustor Diffuser Nozzle (CDN) case at 3 and 9
o'clock, allow CDP air to flow to HPT stage 1 for internal cooling of the HPT blades.

Cooling - MTC Actuators (Left Shown)
A LVDT is part of the MTC actuator and is used to convert the mechanical position of the
actuator to an electrical position signal sent to the EEC units.
Cooling - MTC Valves (Left Shown)
The MTC valves are bolted to the outside of the Combustor Diffuser Nozzle (CDN) case.

Cooling - MTC System - Operation
At low power operations (cruise, descent, and ground operations), the MTC system
reduces the HPT stage 1 cooling flow.
Cooling - EEC Cooling Blower - General
The EEC cooling blowers provide cooling air when the aircraft speed is low, the aircraft is
on ground or the temperature of the internal EEC units is above a limit.

Cooling - EEC Cooling Blower - Details - 1/2
The EEC cooling blowers are installed in parallel. They consist of a housing, a fan that
includes a front and rear impeller, an electric motor, an electronic control and speed
monitoring system and a check valve.
Cooling - EEC Cooling Blower - Details - 2/2
The EEC cooling blowers are operated when the aircraft speed is under Mach 0.1 and the
EEC units temperature is above 90 °C (194 °F).

Compressor Control - VBV System - General
The VBV system provides an increased booster surge margin, during engine steady state
and transient operations.
Compressor Control - VBV Actuators - General
The VBV actuators are operated on a continuous basis.

Compressor Control - VBV System - Details
The VBV actuators are connected to the VBV doors via the turnbuckles, the VBV actuating
ring and the VBV bellcranks.
Compressor Control - VBV Actuator - Details
The VBV actuator consists of the actuator body, the fuel manifold, the piston rod and the
LVDT.

Compressor Control - VBV System - Operation
Each VBV actuator operates one door, the actuating ring transmits the mechanical
command to the other six doors. The EEC active channel can switch the VBV system to a
fail-safe position which opens the VBV doors
Compressor Control - VSV System - General
The components of the VSV system are the two VSV actuators, the two VSV bell crank
assemblies, the IGV command and the VSV stage 1 to 4 commands.

Compressor Control - VSV Actuators - General
The VSV actuators are located on the HPC case. They provide the force to position the
IGVs and the stage 1 to 4 HPC VSVs.
Compressor Control - VSV System - Details
The VSV actuators are connected to the IGVs and VSVs via two VSV bellcrank
assemblies, bridge connectors, five actuation rings and IGV/VSV lever arms.

Compressor Control - VSV Actuators - Details
The VSV actuator consists of the actuator body, the fuel manifold, the piston rod and the
LVDT.
Compressor Control - VSV System - Operation
The two VSV actuators operate in pairs to adjust the angle of the IGVs and the four VSV
stages.

Compressor Control - TBV System - General
The TBV system is installed on the CDN and the LPT case.
Compressor Control - TBV
The TBV consists of the butterfly valve, the actuator and the LVDT.

Compressor Control - TBV System - Operation
The EEC units command the TBV via the SCU/SVA according to core speed (N2).
Fan Compartment Overheat Components
The fan compartment overheat sensors send a signal to the EEC units to monitor the
temperature in the fan zone for major duct leak or a duct break detection.

Indicating
Engine Indicating
The engine indicating system transmits engine parameters to the EEC units. It consists of
3 sub-systems: power indicating, temperature indicating and analyzers.

Power Indicating - N1 and N2 Sensors
For engine control and cockpit indication, two sensors measure the rotor speeds for the
EEC units: the N1 sensor measures the Low Pressure (LP) rotor speed and the N2 sensor
measures the High Pressure (HP) rotor speed.
Power Indicating - N1 sensor
A phonic wheel located at the rear of bearing No. 2 turns just below the N1 sensor.
N1 sensor generates an AC voltage that is directly proportional to the fan speed and sends
it to EEC units channel A and channel B.

Power Indicating - N2 Sensor
A phonic wheel located on one of the transfer gearbox shafts turns in front of N2 sensor.
N2 sensor generates an AC voltage that is directly proportional to the high pressure rotor
speed and sends it to EEC channel A and channel B.
Temperature Indicating - EGT and CCT Sensors
Around the TCF, 8 EGT sensors send Exhaust Gas Temperature signals to both EEC units
through 2 EGT harnesses. The CCT sensor, located in the 2 o'clock position on the HPC
case, transmits the core compartment temperature.

Temperature Indicating - EGT Sensors
The thermocouple probe of each EGT sensor generates a voltage in relation with the
temperature of the exhaust gas flow.
Temperature Indicating - EGT Harnesses
The EGT harnesses carry the voltage of each EGT sensor independently to the EEC units
through four independent pairs of conductors.

Temperature Indicating - CCT
The thermocouple probe of the CCT sensor generates a voltage in relation with the
temperature of the core compartment air. Then, the voltage is carried to EEC channel A.
Analyzers - Vibration Sensors
The No.1 bearing accelerometer is located on the bearing housing flange and the TCF
accelerometer is located on the core engine. Both transmit a signal to the EEC units that
are used to indicate the engine vibration condition.

Turbine Center Frame Accelerometer
The TCF accelerometer converts the vibration accelerations sensed in its sensitive axis
(engine radial axis) into a proportional electrical signal.
This signal is sent to EEC channel A.
Oil

Oil system - Oil types
TBD
Oil System - General
The oil system provides oil lubrication to the engine bearings and gears of the AGB, TGB
and IGB. The oil system consists of 3 sub-systems: storage, distribution, indicating.

Oil System - Details
TBD
Oil Storage Component - Oil Tank
The oil tank is installed on the right-hand side of the fan frame at the 4 o'clock position. It
stores the engine oil.

Oil Tank - 1/2
The oil tank is connected to the vent line, the oil lubrication unit and the oil scavenge line. It
consists of a tank with a service panel.
Oil Tank - 2/2
The oil tank stores the oil and provides it to the lubrication system.

Oil Distribution - Components 1/3
The oil distribution includes lubrication unit wich pressurizes, filters and delivers engine oil,
the NRV wich prevents oil draining from the MHX and the eductor valve which controls
engine FWD sump pressurization.
The lubrication unit includes an oil filter cartridge and two scavenge screen plugs with their
magnetic plugs, which block any debris or contaminates from engine oil and allow to
determine which sump the metallic particles come from.

Oil Lubrication Unit - 1/2
The oil lubrication is connected to the supply line, to the five oil lines (TGB, AGB and three
engine sumps) and two to the oil tank.
Scavenge Screen Plugs and Magnetic Bars
The scavenge screen plugs consist of a double stage or triple stage strainer and a
magnetic bar. The magnetic bar catches metallic particles in suspension in the scavenge
oil.

Oil Filter Cartridge
The oil filter cartridge is immersed in the oil flow downstream of the supply pumps and in
the oil lubrication unit housing. It filters particles with a size up to 15 micrometer.
Oil Lubrication Unit - 2/2
The oil lubrication unit pressurizes through the supply pump, filters through the oil supply
filter, delivers oil to the engine sumps, the AGB and TGB for gear and bearing lubrication
and cooling. It is supplied with oil from the oil tank via the ALV.

Non Return Valve - 1/2
The NRV inlet is connected to the oil lubrication unit, its outlet to the SFH, both via the oil
supply line. Its housing is bolted to the oil supply line. The NRV consists of a housing, a
valve and a spring.
Non Return Valve - 2/2
When there is oil pressure in the oil supply line, the NRV opens and oil from the oil
lubrication unit flows to the SFH. When there is no oil pressure, the NRV closes,
preventing the downstream oil from being siphoned into the AGB at engine shutdown.

Eductor Valve - 1/2
The eductor valve is an inlet pressure controlling valve. It consists of a piston with a
poppet, a pilot valve, an evacuation bellow, a visual position indicator, a housing with inlet
and outlet fittings and 3 mounting lugs.
Eductor Valve - 2/2
The eductor valve controls the DP of sump A seals in order to prevent oil leakage. At low
engine speed, the eductor valve opens, forces ventilation, decreases sump pressure
inside. At high pressure the DP is high, the eductor valve is closed.

The MHX uses cold low pressure fuel to cool the engine supply oil. The SACOC uses the
secondary airflow to cool the engine oil. The MHX and SACOC cool half of the oil flow and
operate in parallel.
Main Heat Exchanger - 1/2
The MHX oil interfaces are: the SACOC, the sumps and the AGB/TGB. The fuel
interfaces are: the FMU, the MFP, the OPV. The mechanical interfaces are the oil and low
pressure tubes and the fan frame (bolts and nuts) connection to the MHX.

Main Heat Exchanger - 2/2
The oil-to-fuel heat transfer is done through conduction and convection within the MHX.
The oil comes from the SACOC and feeds the sumps and AGB/TGB. The fuel comes from
the FMU. The OPV pressurizes the oil to feed the engine oil dampers.
Engine Surface Air Cooling Oil Cooler - 1/2
Each SACOC oil inlet is connected to the SFH. Each SACOC oil outlet is connected to the
MHX. Each SACOC panel is attached to the fan frame with one hard mounted block and
six sliding mount assemblies.

Engine Surface Air Cooling Oil Cooler - 2/2
The two segments of the SACOC operate in parallel. The SACOC thermal valve of each
segment is the main component of control system. It is opened in cold oil conditions
(starting engine) and closed in normal operation.
Oil Level Sensor - 1/2
The Oil Level Sensor is located at the top of the oil tank. It measures the quantity of oil in
the oil tank and transmits the information to EEC Channel A for display on the flight deck
indication.

Oil Level Sensor - 2/2
The OLS magnetic float indicates the oil level on the electronic board. Depending of its
position, the reed switches close and connect one of the resistors. The resistance value is
transmitted to the EEC unit.
OPT and OFDP sensors
The OPT sensor transmits the engine oil temperature and pressure to the EEC units. The
OFDP sensor measures the differential pressure between the inlet and outlet of the oil
filter.

Oil Pressure And Temperature Sensor
The OPT sensor transmits two independent signals for temperature and pressure
measurements to the EEC units. The temperature modifies the resistance of its sensing
elements. Its dual pressure measurement system transmit the delta pressure.
Oil Filter Delta Pressure Sensor
The strain gauge of the dual pressure sensing unit senses both inlet pressure and outlet
pressure to and from the oil filter acting on a membrane and provides a proportional
voltage to the EEC units for flight deck indication.

Oil Debris Monitoring System
The air/oil separator removes air from the scavenge oil as it returns to the tank. Metallic
particles are separated within the air/oil separator and sent to the ODM sensor which
sends an electrical signal to the ODM unit.
Air Oil Separator - 1/2
The air/oil separator is mounted on the top of the oil tank, is connected to the oil scavenge
line, to the AGB, to the vent line, to the ODM sensor. Its oil outlet is connected to the oil
tank.

Air Oil Separator - 2/2
The air and oil coming from the scavenge line of the oil lubrication unit are separated within
the air/oil separator. The air is guided towards the AGB. The oil goes to the oil tank. The
potential magnetic particles are centrifugated inside the air/oil separator.
Oil Debris Monitoring Sensor
The metallic particles directed by the air/oil separator are caught by the ODM sensor
magnetic sensing element. Its magnetic elements generate an output pulse proportional to
the particle mass.

Oil Debris Monitoring Harness
The ODM harness receives a pulse from the ODM sensor and transmits it to the ODM unit.
It consists of a connector for the output and a cable.
Oil Debris Monitoring Unit
The ODM sensor sends the ODM unit a pulse proportional to the metallic particle mass.
The pulse is processed by the ODM unit and compared to a pre-determined threshold.

Engine Low Oil Pressure Switch And Harness
The engine low oil pressure switch is located on the fan case in the 9 o'clock position,
above the AGB. It indicates a low pressure level in the AGB oil supply line.
Introduction

Introduction
The FADEC system is capable of functional operation with any single failure of a
component within the control system. In the event of two or more failures, it will assume a
failsafe strategy to preserve engine and aircraft integrity.
Architecture

FADEC Architecture
The FADEC system is designed with a dual redundant architecture. It consists of the
EECs, control valves, electrical sensors, engine cables and hydraulically-powered control
actuators.
EEC Units High Level Channel Architecture
The FADEC system includes two redundant EEC channels that can control the engine
independently from each other. Each EEC channel determines its health status. The
channel with the better health status becomes the active channel.

Aircraft Systems connected to the EEC units
Many A/C computers and systems interface with the EEC units. Digital communication is
either direct to the EEC units or indirect through the EIU. Other interfaces are the power
source, the TLA analog signal, and discrete signals.
Electrical Interfaces

EEC Units Electrical Connectors
Both EEC units have identical electrical connectors and interfaces. The A/C electrical
interfaces are on connectors J2 and J4. The engine electrical interfaces are on connectors
J3, J5, J6, J7, and J8. The ground support interface is J9.
Aircraft Electrical Interfaces with EEC units
A/C electrical interfaces with the EEC units are connectors J2 and J4, via harnesses HJ2A
& HJ4A to channel A and harnesses HJ2B & HJ4B to channel B.

Engine Electrical Interfaces with EEC units
Engine electrical interfaces with the EEC units are connectors J3, J5, J6, J7, and J8 via
harnesses HJ3A, HJ5A, HJ6A &HJ8A to channel A, and harnesses HJ3B, HJ5B, HJ6B &
HJ8B to channel B. Harness HJ7 is for the CCDL.
Fault Detection

EEC Units Built-in Test
The EEC units integrate built-in test functions for the detection of internal unit hardware
failures: initialization tests and periodic tests. On ground, when the engine is not operating,
engine tests and special functions can be carried out.
Engine Signals Validation Process
Both EEC channels validate their inputs, process the data and check their outputs
identically. Values go through a signal and range check logic and they are compared
across the CCDL before selection for control law calculations or control outputs.

EEC Channel Selection And Output Driver
Only one EEC channel is active, the other one is in standby status. Each EEC channel
determines its status by comparing its health with that of the cross channel.If no channel
can control valves, they move to their failsafe positions.
Annunciation : Indicating

Engine Indication And Warning
The FADEC system interfaces with the A/C flight deck through the EIS and the FWS to
display parameters, fault indications and warnings. Messages include indications on the
E/WD, SD, master caution/warning, audible chimes, STS or ADV.
N1 General ECAM E/WD
The N1 indication is displayed in percent in analog and digital form in the ECAM E/WD.
Warnings are displayed in amber or red colors if the N1 ACTUAL value exceeds the limit
values or if N1 indication is lost or invalid.

N1: REV, AVAIL and Bump ECAM E/WD
The REV, AVAIL and B (bump) indications are displayed on the E/WD ECAM in the N1
dial. These digital indications inform the pilot about the thrust reverser status, a successful
engine relight and the bump function.
Exhaust Gas Temperature ECAM E/WD
The EGT indication is displayed on the E/WD of the ECAM. The warnings are displayed in
amber and red for exceedance of the amber line and red line respectively.

N2 ECAM E/WD
The N2 indication is displayed in percent in digital form in the ECAM E/WD. Warnings are
displayed in amber or red if N2 ACTUAL value exceeds limit values or if the N2 indication
is lost or invalid.
Fuel Flow and Fuel Used ECAM E/WD and SD
The fuel flow indication is displayed on the E/WD. The fuel used and fuel filter clog
indications are displayed on the SD. Amber color is used for invalid or excessive values.
"COOLING" is displayed when the engine is performing pre-start cooling.

Oil Quantity and Pressure ECAM SD
The oil quantity and pressure indications and oil filter clog indication are displayed on the
ECAM SD. The indication is displayed in red when the oil pressure drops below the red
line.
Oil Temperature ECAM SD
Oil temperature indication is displayed on the SD of the ECAM in steady green for normal
operation and steady amber if the oil temperature exceeds a threshold for more than 15
min. Amber crosses are displayed when oil temp parameter is invalid.

N1/N2 Vibration and Nacelle Temperature ECAM SD
The N1 and N2 vibration (shown in cockpit units) and nacelle temperature indications are
displayed on the SD of the ECAM, in green and amber according to the levels reached.
Amber crosses appear when nacelle temperature data is invalid.
Starting Sequence Indications ECAM SD
The starting sequence indications (SAV position indication, engine precooler inlet pressure
indication and ignition indication) are displayed on the ECAM SD. They replace the nacelle
temperature indications during the starting sequence.

Annunciation : Maintenance System
Maintenance System
The maintenance system monitors engine operation and provides information about
engine health. Fault detection logic is managed by the EEC units that interface with the
FWS and the CFDS. Fault indications are accessible via the MCDU.

Flight Warning System
The FWS provides the flight crew with operational assistance for aircraft normal and
abnormal configurations. It processes the cautions/warnings to inform the crew. The CFDS
establishes the ECAM reports and prints the PFR.
Centralized Fault Display System
The CFDS consists of the CFDIU and the MCDU. It provides a central maintenance aid to
extract the maintenance information and to initiate tests from the flight deck. It has a
normal mode (operation) and an interactive or menu mode (maintenance).

Annunciation : Fault Description
Aircraft Fault Class Assignment
Faults are classified as class 1, 2 or 3 fault or SMR fault [for engine only] by the aircraft.
Depending on the criticality, the fault is indicated in the cockpit, is reported in the PFR
and/or can be displayed via the MCDU.

Powerplant Fault Class Assignment
The EEC determines the criticality level of the fault, or combination of faults, to establish
the dispatch state of the control/indication system and comply with the engine and aircraft
safety objectives.
Aircraft Status - Fault Storage in EEC Memory
During normal mode operation, the CFDS transmits flight phase changes. The EEC
responds accordingly for fault storage and transmission. The EEC stores engine-related
fault data in its internal NVM.

Engine Main Menu And Reports
Engine Main Menu
The menu mode (or interactive mode) is an interactive menu-based dialog between an
operator using the MCDU in the flight deck and the EEC for data report, EEC configuration
change, ground tests and special functions.

Last and Previous Leg Reporting
The last leg report records all class 1 and 2 faults (internal and external) detected by the
EEC during the last flight. The previous legs report lists the most recent class 1 and 2
faults detected during the 63 flights prior to the last flight.
Line Replaceable Unit Identification Reporting
The LRU identification report lists the EEC unit ATA numbers and engine identification
information such as the EEC unit part numbers, AS part number, OMAP software part
number, PSS part number, N1 Trim and engine serial number.

Troubleshooting Reporting
The troubleshooting report provides a snapshot of certain parameters recorded at the time
the fault first appeared, and is used as an aid in troubleshooting.
Class 3, Ground and Scheduled Maintenance Report
Class 3 report displays unlimited time dispatch faults. The ground report displays all class
1, 2 and up to 12 class 3 faults that occurred during the last leg while the A/C was on the
ground. The SMR shows the last 12 scheduled maintenance faults.

Tests
Engine Tests of the Menu Mode
The engine tests and special functions provide various checks of the engine electrical
system as well as functional checks. Upon completion of the tests, the test result screen is
displayed on the MCDUs showing any faults detected.

FADEC, Actuators and Blower Tests
The FADEC test is a static, engine off, FADEC built-in self-test. The actuators test verifies
the operation of the fuel-driven actuator servo loops. The blower test verifies the operation
of the EEC blowers.
Ignition and Harness Tests
The ignition test checks the two igniters in sequence on a single channel. The harness test
provides a means for cable failure checking.

Wet Motoring and Engine Idle Tests
The wet motoring test reports the fuel system faults and leak check results for the valves
located downstream of the HPSOV. The engine idle test verifies the operation of the
actuators that require idle pressures to move.
Thrust Reverser Tests
A T/R cycling test detects faults during deploying and stowing cycles. The ICV test
confirms that the ICV is not failed in the open position.

Special Functions
Special Functions of the Menu Mode
These special functions are used to configure the engine for maintenance operations and
do not provide a pass or fail result. They are used to support line maintenance activities.

Special Functions 1/3
WATER WASH is conducted as part of the overall water wash procedure. OIL DEBRIS
RESET clears the oil chip counters. FUEL SYSTEM PREP replaces engine fuel by
preservation oil to protect the internal engine components.
NAI LOCK OPEN enables locking/unlocking of the NAI valves in/from their open position.
DISCRETE INPUT CHECK enables the test of EEC-monitored discrete inputs.

EXCEEDANCE displays max. N1, N2, EGT, oil press./temp. reached at last engine
operation. HYD PUMP DEPRESS allows hydraulic pressure system testing. ENGINE
BALANCING enables the user to determine how to balance an engine.
Engine Balancing Function
ACCEL CONFIG is for accelerometer selection. COEFF CALCUL/SELECT is for specific

coefficients calculation/selection if needed. WEIGHTS CONFIG is for weight config
display/change. GROUND RUN is for vibration data collection.

Aircraft Integrated Data System
Aircraft Integrated Data System
AIDS is an option that is organized around the FDIMU. One of the functions of the FDIMU
is the generation of reports as a result of specific events defined by trigger conditions.

AIDS - Parameter Call-Up Function
The parameter call-up function enables real time access to all the parameters transmitted
to the Flight Data Interface and Management Unit (FDIMU).
AIDS - Reports 1/2
The data stored and processed in the FDIMU can be read in the form of printed reports,
which are triggered and generated when specific conditions are met. These reports are
used for engine component, sensor and actuator health monitoring.

AIDS - Reports 2/2
The ENGINE CRUISE REPORT is generated when the aircraft meets the appropriate
stability criteria. The ENGINE TAKE-OFF REPORT is generated during the take-off flight
phase.
Trouble Shooting

Troubleshooting - General
The troubleshooting function is initiated by a flight/maintenance crew report. Then, using

the TSM, the troubleshooter is directed to the applicable troubleshooting procedure to
confirm, isolate and then fix the fault with the AMM.
Troubleshooting - Fault Retrieval Principle
The PFR is available via the MCDU. It is automatically printed at the end of the flight and
can be transmitted by ACARS. It provides ECAM warnings and maintenance messages,
and engine faults transmitted to the CFDS.

Troubleshooting - Fault Message
The fault messages are shown in a “clear language message” format. They provide
identification of the most probable faulty LRU (ATA number), engine position, EEC
channel, fault code number and fault type source.
Troubleshooting – How to start?
The appropriate procedure to isolate the fault is selected from a failure message in the
PFR, a class 3 report of the MCDU, a SMR report of the MCDU or a flight/maintenance
crew observation.

Troubleshooting – Fault Isolation
Troubleshooting procedures are defined to isolate faulty components. Their main steps are
the fault confirmation procedure and the fault isolation procedure.
End Course

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Powerplant

Line & Base

This summary is called a Course Outline.

CFM PROPRIETARY Page 2 / 149

Introduction to the LEAP-1A Family

CFM PROPRIETARY Page 3 / 149

CFM PROPRIETARY Page 4 / 149

Acoustical Hazard Areas

CFM PROPRIETARY Page 5 / 149

CFM PROPRIETARY Page 6 / 149

CFM PROPRIETARY Page 7 / 149

CFM PROPRIETARY Page 8 / 149

Air Intake Cowl Access Doors

CFM PROPRIETARY Page 9 / 149

Right Hand Fan Cowl Door Components

CFM PROPRIETARY Page 10 / 149

T/R - Structure Components - 2/2

CFM PROPRIETARY Page 11 / 149

CFM PROPRIETARY Page 12 / 149

T/R - Cowl Opening Mechanism Components

CFM PROPRIETARY Page 13 / 149

Quick Engine Change

CFM PROPRIETARY Page 14 / 149

CFM PROPRIETARY Page 15 / 149

CFM PROPRIETARY Page 16 / 149

Engine Air Intake Ice Protection - General

CFM PROPRIETARY Page 17 / 149

Engine Air Intake Ice Protection Components 2/2

CFM PROPRIETARY Page 18 / 149

Engine Air Intake Ice Protection - Operation

CFM PROPRIETARY Page 19 / 149

Powerplant Power Source

CFM PROPRIETARY Page 20 / 149

CFM PROPRIETARY Page 21 / 149

CFM PROPRIETARY Page 22 / 149

Drain Pipes - Right Hand Side

CFM PROPRIETARY Page 23 / 149

CFM PROPRIETARY Page 24 / 149

The on-condition maintenance concept optimizes the engine life on wing.

CFM PROPRIETARY Page 25 / 149

Maintenance - Borescope Inspection Ports

CFM PROPRIETARY Page 26 / 149

CFM PROPRIETARY Page 27 / 149

Engine Sumps And Bearings

CFM PROPRIETARY Page 28 / 149

Air Inlet Section

CFM PROPRIETARY Page 29 / 149

Air Inlet Section - Interface

CFM PROPRIETARY Page 30 / 149

Fan And Booster Module

CFM PROPRIETARY Page 31 / 149

CFM PROPRIETARY Page 32 / 149

Fan Case Assembly

CFM PROPRIETARY Page 33 / 149

CFM PROPRIETARY Page 34 / 149

Fan Frame Module

CFM PROPRIETARY Page 35 / 149

Struts And Shrouds Segments

CFM PROPRIETARY Page 36 / 149

High Pressure Compressor Module - General

CFM PROPRIETARY Page 37 / 149

High Pressure Compressor Rotor Assembly

CFM PROPRIETARY Page 38 / 149

CFM PROPRIETARY Page 39 / 149