A320 Neo Combined

QSA Aeronautical Engineering Services AIRBUS A320 Series NEO
Airbus A319/A320/A321 (CFM LEAP-1A) Difference Course
• ATA 26 Fire Protection

• ATA 28 Fuel System
• ATA 30 Ice & Rain Protection
• ATA 36 Bleed Air
• ATA 47 Inert Gas System
• ATA 71-84 Power Plant (CFM LEAP 1A)
NOV 2017 FOR TRAINING ONLY

ATA 26 Fire Protection

Fire Protection
Minor Difference From V2500 / CFM56.
One more fire Detector element on CFM LEAP Engine at the

Gearbox.
FOR TRAINING ONLY

Fire
Detection Uunit
(FCU)
1
Engine Fire Protection – Detection & Extinguishing
FOR TRAINING ONLY

ATA 28 Fuel System

System Introduction
FOR TRAINING ONLY

Fuel System
FUEL LEVEL SENSING - opening of the Innercell Transfer Valves simultaneously in
both wing tanks when exposed to air the first time.
GENERAL
- generating the wing tank low level warning on ECAM when
exposed to air for more than 30s.
The aircraft is equipped with two multi-channel Fuel Level Sensing
Control Units (FLSCU) and a third one, if the Additional Center
FULL LEVEL
Tank(ACT) is installed. They provide high fuel level sensing, low
fuel level sensing, full fuel level sensing, underfull fuel level
A center tank pump will stop when the two FULL LVL sensors in
sensing, overflow level and temperature sensing. Fuel level and
the related wing tank are wet. The pump will not operate again
temperature sensors feed signals to the multi-channel amplifiers.
until at least one UNDERFULL LVL sensor in the related wing tank
The FLSCU detect and amplify the signals and trigger switching
is dry. The related center tank LOW LVL sensor must also be wet
functions in the appropriate circuits.
for the pump to restart.
HIGH LEVEL
UNDERFULL LEVEL
The full and underfull level sensors are installed in the wing tanks.
The FLSCUs use signal conditioning to independently monitor the
The FLSCU use the full and the underfull level sensor data to
high level sensors.
control the automatic operation of the center tank fuel pumps. This
When the high level sensor in the fuel tank becomes wet, the
controls the wing tank fuel level.
FLSCUs will give a output to:
Data from the full level sensor is used to make sure the fuel level
-close the related refuel valve (in the wing tank) does not increase above the full mark.
-cause the related HI LVL light to come on at the refuel panel Data from the underfull level sensor is used to make sure that the
fuel level (in the wing tank) does not decrease to less than 500 kg
LOW LEVEL (1100 lb) below the full mark (with fuel in the center tank).
A signal is given to the time delay relays when a center tank LOW OVERFLOW LEVEL
LVL sensor becomes dry. When the LOW LVL sensor has been
dry for five minutes, the related center tank pump is latched off. If the center tank pump fails to stop with inner cell full level
Three low level sensors at a fuel level of 750 Kg (1653 lbs) in each reached, the overflow sensor sends a signal, via the FLSCU, to
wing tank are used for: the Engine Interface Unit (EIU) to close the Fuel Return Valve
(FRV).
FOR TRAINING ONLY

Fuel System
TEMPERATURE SENSOR
The fuel temperature sensor in the wing tank inner cell sends a
high fuel signal temperature signal 52.5 C (126.5 F).
The fuel temperature sensor in the wing tank outer cell sends a
high fuel signal temperature signal 55 C (131.0 F).
IDG SHUT-OFF SENSOR
When the IDG shut-off sensor is dry (280 Kg) the FLSCU signals
the fuel return valve to close. This stops the fuel recirculation
system, to prevent an increase in the amount of unusable fuel in
the wing-tank. The IDG shut-off sensors stop the IDG cooling
when the fuel quantity is less than 280 Kg (616lbs).
FOR TRAINING ONLY

FQIC: Fuel Quantity Indicating Computer

FLSCU: Fuel Level Sensing Control Unit
FLSCU 1 FQ FLSCU 2
IC
FLSCU 3
ACT
General Sensors
FOR TRAINING ONLY

Fuel System
Auto Mode
The auto mode will cover the following steps:
- Normal Operation
- Transfer Sequence
- Abnormal Operation
- Failure Conditions
FOR TRAINING ONLY

Auto Mode
FOR TRAINING ONLY

Fuel System
Auto Mode (cont.)
NORMAL OPERATION
A/C configuration before take-off is:
- full load of fuel,

- all 4 wing pumps ON,
- CenTeR TanK (CTR TK) transfer valve P/BSWs ON,
- MODE SELector P/BSW set to AUTO mode.
The center tank transfer valves indications are green when in

CLOSED position on the ECAM.
NOTE: Left and right center tank transfer valves control is

independent from each other.
At engine start, the fuel used indication is reset. The engine

identification number changes color from amber to white at or
above idle. Engines are supplied directly from the wing tanks.
FOR TRAINING ONLY

Auto Mode – Normal Operation
FOR TRAINING ONLY

Fuel System
Auto Mode (Cont.)
Transfer Sequence
Each center tank transfer valve is controlled independently

by its adjacent wing tank level sensors, i.e. full and
underfull. When the fuel level in one wing has decreased by
200 kg, and has therefore reached the underfull level, the
center tank transfer valve is controlled to open, and is
displayed green, in line on the ECAM. Fuel is transferred from
the center tank to the wing tank. When the full level is reached,
the transfer valve is controlled to close, and is displayed green,
cross line on the ECAM.
NOTE: This sequence can be initiated on ground depending upon

the fuel level.
The transfer sequence is terminated; the center tank transfer

valves close when the center tank low level sensors are dry
and 5 minutes time delay has elapsed.
There are four low level sensors per wing tank:
- two for 1500 kg level,
- two for 750 kg level.
When the fuel level in the wing tanks has decreased and two
1500 kg level sensors in a wing are continuously dry for 30
seconds, a MEMO message is shown.
When the fuel level still decreases and two 750 kg low-level
sensors in a wing are continuously dry for 30 seconds a low
fuel level warning is triggered, i.e. single chime, MASTER
CAUTion. When the engines are stopped, the engine identification
numbers become amber.
FOR TRAINING ONLY

Auto Mode – Transfer Sequence
FOR TRAINING ONLY

FOR TRAINING ONLY

FOR TRAINING ONLY

Fuel System
General Dual comp
The dualcomp is installed in the fuel tank and operates as a
The Fuel Quantity Indicating (FQI) is a computerized capacitance variable capacitor. The capacitance value is a result of the density
type system. of the fuel between the plates. The fuel density changes with
The system mainly provides: temperature and type of fuel.
- fuel mass/temperature measurement and display, Ultracomp.

- control of automatic aircraft refueling,
- system integrity monitoring using BITE, The ultracomp has three functions:
- ARINC 429 digital data for interface to other systems. - variable capacitors value, which has the same function as the
dualcomp,
FQIC - a velocimeter measurement function,
The Fuel Quantity Indication Computer (FQIC) does the fuel mass
calculations and controls the whole system by means of various - a temperature sensing function.
interfaces. The FQIC has two identical channels. Each channel
calculates the tank quantities and monitors the status of the other The FQIC uses all this information together with the dual comp to
channel. The healthiest channel is in control. If one channel fails, calculate the density of the fuel.
the system operates normally, but the ECAM will indicate a failure
warning on the upper Display Unit (DU) as well as the Centralized
Fault Display System (CFDS) report will indicate the failure. FLSCU
The Fuel Level Sensing Control Units (FLSCUs) are mainly used
Probes to shut the related refuel valve when the high level is reached in
A set of capacitance probes in each tank sends a signal to the each tank and to initiate the BITE test of the high level sensors
computer in relation to the fuel level in the tank. A single probe and their related circuits, by using the test switch on the
failure doesn't affect the system indication. In each wing tank, a refuel/defuel control panel.
diode is attached to fuel probe No. 2 that gives the fuel
temperature to the FQIC for indication on the ECAM system High level sensors in each tank send a signal to the FQIC, via the
display.
FLSCU. The test is initiated via the FQIC and the FLSCU. Sensor
and system status are sent from the FQIC to the CFDS.
FOR TRAINING ONLY

Fuel System
Refuel/Defuel Control Panel ADIRS
The FQIC provides automatic shut-off at a preselected refuel Acceleration data is received from the Air Data/Inertial Reference
quantity. When the MODE SELECT switch on the refuel/defuel System (ADIRS) during flight and is used as an alternate source of
control panel has been set to the REFUEL position, the FQIC first attitude. Normally, effects of attitude, changes in acceleration,
makes sure that it is physically possible to take the preselected effective pitch and roll angles, are calculated from the height of
fuel quantity into the aircraft. fuel at each probe and the knowledge of the tank geometry stored
Throughout the automatic refuel operation the FQIC monitors the in the computer memory.
density of fuel in each tank and the distribution of the load.
CFDS
MTI ARINC 429 output links transmit BITE information from the
A Multi Tank Indicator (MTI) displays the fuel quantity in each computer to the CFDS. The CFDS monitors fault conditions and
tank. BITE.
FWC FMGC
The FWC operates the audible warning and causes the MASTER Fuel parameters are sent to the Flight Management and Guidance
CAUT light to come on. Computers (FMGCs), for navigation computations.
Preselector ECAM
The pre-selector shows the pre-selected and actual total fuel Total and individual tank fuel mass information is sent to the
quantities, as monitored by the computer. ECAM for
display.
LGCIU 1
The FQIC receives the left and right L/G compressed information
from Landing Gear Control and Interface Unit (LGCIU) 1.
L/G Control Lever

The FQIC receives ground information from the L/G when
selected DOWN with the aircraft on jacks. This signal is used to
give electrical supply to the FQIC in this specific configuration.
FOR TRAINING ONLY

L/G Control
FMGC 1
Lever
CFDIU
2 LGCIU 1
FWC 1
Fuel Level
Sensing
Control
Unit
(FLSCU)
Refuel/Defuel
Control Panel
FLSCU Fuel
For ACT Quantity
Fuel Level
Sensing Indication
Control Computer
Unit
(FLCSU)
(FQIC)
ADIRU 1
LH CTR ACT RH
LH Probes CTR RH
Dualcomp Ultracomp
Optional
General -ECAM
FOR TRAINING ONLY

Control and Indicating – ECAM FUEL Page
FOR TRAINING ONLY

ATA 30 Ice & Rain Protection

Engine Antiice
Nacelle anti ice system
The lip of the air intake cowl is anti iced using 7th stage air from Next in line is the second Pressure regulating valve PRSOV 2
the high pressure compressor. which regulates the pressure to maximum 68 PSI. In normal mode
The air is led through a duct and two pressure regulating valves. the pressure is then regulated by both valves since they are
Selection of Eng anti ice is performed manually by flight crew from placed in series.
the anti ice control panel on the overhead panel in the cockpit.
Position of the switch is monitored by both the EIU and both Before the air enters the Inlet cowl the pressure is monitored by
channels of the EEC’s. Pressure sensor PT2. Both Pressure sensors are for monitoring of
The EIU and EEC´s communicate through data busses, the EEC´s pressure but also the PRSOV´s position - open or closed.
crosstalk through cross- channel data link, CCDL(Also a Databus).
The EEC also receives pressure values from two sensors on the The EEC channels work in active/active mode in relation to Engine
anti ice ducts and both channels controls it´s related anti ice valve anti ice. Through data crosstalk each channel will activate is
regardless of which channel is active. PRSOV on/off solenoid at the same time.
On the Air intake cowl at lower right hand side is the NAI inlet door
for access to the duct connection and swirl. Both PRSOV are electrically fail safe open which means they have
The swirl will spin the air through the lip of the intake cowl not to be energized by the EEC in order to close when there is
using a piccolo tube. enough pressure available.
Air leaves through grid/holes in the lip on the right hand side of the
cowl. Having two PRSOV gives redundancy since one channel can
loose control of its solenoid and the valve will go to open position.
7th stage air from the high pressure compressor is taken through a The pressure will then only be regulated by one PRSOV and the
separate port to the first pressure regulating valve PRSOV. remaining EEC channel can turn off the Engine anti ice system.
PRSOV 1 pneumatically regulates the downstream pressure to a
maximum of 88 PSI. Each channel of the EEC also has control of a Torque Motor(TM)
Pressure is then measured by a pressure sensor PT1. of each PRSOV - only used for locking the system in the open/on
This sensor is of the single channel type and monitors PRSOV 1. position from the MCDU.
Both PRSOV´s may also be manually locked and deactivated

open or closed.
FOR TRAINING ONLY

Anti-iced Area
7th Stage HPC

Air Outlet Engine Air Intake
Anti-ice Valves
Anti-ice selector Panel (OHP)
FAIL SAFE OPEN
EEC A/B
SDAC/FWC
EIU CFDIU
EWD
Engine Anti-ice Schematic
FOR TRAINING ONLY

Dual Temp Sensor

EEC A EEC B Over Temp Duct Leak
To Air Intake Cowl
Engine Anti-ice Schematic
FOR TRAINING ONLY

FOR TRAINING ONLY

FOR TRAINING ONLY

NAI PRSOV 1
Regulates Air Bleed from HPC Stage 7
Shuts-off the NAI System
Manual Block (Closed/Open)
NAI Pressure Regulating and Shut-off Valve 1
FOR TRAINING ONLY

NAI PRSOV 2
Regulates Air Bleed
from PRSOV 1
NAI Pressure Regulating and Shut Off Valve 2
FOR TRAINING ONLY

NAI Press Sensor 1
NAI Press Sensor 2
FOR TRAINING ONLY

ATA 36 Bleed

Pneumatic:
System Overview
The Pneumatic system is used to supply High Pressure (HP) modulated by the Fan Air Valve (FAV), blows across the precooler
air for air conditioning, pressurization, engine start and antiicing. to maintain the temperature within limits.
HP air can be supplied from both engines, the APU or an external
ground source. APU bleed/ External Air
The left and right bleed systems are connected by a crossbleed
Engine Bleed: duct. A crossbleed valve enables their interconnection or isolation.
The engine bleed air is pressure and temperature regulated prior
to supplying the pneumatic system. Air is bled from two engine The APU can also be used for bleed air supply. This is usually
High Pressure Compressor (HPC) stages, the Intermediate done on the ground for air conditioning and for engine start.
Pressure (IP) 4 stage and the HP 10 stage. However, APU BLEED air could also be used in flight, depending
on altitude. The APU bleed supply is connected to the left side of
The High Pressure Bleed Valve (HPV) supplies air to the the crossbleed Valve.
system when the engines are at low power. Once the IP bleed On the ground, a HP ground power unit can be connected to
is sufficient, the HPV closes. the left side pneumatic system. The right side may be supplied
by opening the crossbleed valve.
All the engine bleed air is supplied to the pneumatic system
through the main engine BLEED valve (or Pressure Regulating
Valve (PRV)), which acts as a shut off and overall system
pressure regulating valve.
Each Bleed Monitoring Computer (BMC) monitors system

pressure and temperature, The BMC will shut down the engine
bleed in case of excessive pressure or high air temperature. In
addition, an Overpressure Valve (OPV) is installed
downstream from the bleed valve to protect the system in case
of overpressure.
The temperature of the engine bleed air is regulated to a
Maximum value. The hot bleed air goes through an air-to-air
heat exchanger called the pre-cooler. Fan discharge air is
FOR TRAINING ONLY

FOR TRAINING ONLY

Pneumatic:
System Overview (cont).
Leak detection
Leak detection loops are installed along the hot air supply ducts of
the pneumatic system and are connected to the BMCs.
The leak detection system is organized into three loops.
Here are the loops and the protected areas:
- PYLON: the pre-cooler outlet area,

- WING: wing leading edge and belly fairing,
- APU: APU aft supply duct (left hand side of the fuselage)
from APU firewall to wheel well area.
FOR TRAINING ONLY

FWC 1
Cross Bleed Valve
BMC 2
Check Valve
BMC 1
System Overview – Leak Detection
FOR TRAINING ONLY

Engine Bleed System Decription

General Intermediate Pressure Check Valve (IPCV)
The engine air bleed pressure is pneumatically regulated by the The IP check valve protects the IP stage from reverse flow
High Pressure Valve (HPV) when air is supplied by the HP 10th when the HPV is open.
stage of the HPC or by the Pressure Regulating Valve (PRV)
when the air is supplied by the Intermediate Pressure (IP) 4th Pressure Regulating Valve (PRV)
HPC stage. The pressure regulation system is monitored by two
Bleed Monitoring Computers (BMCs). The Pressure Regulating Valve (PRV) is installed downstream
of the HPV and IPCV.
High Pressure Valve (HPV)
The Pressure Regulating Valve is electrically controlled by a
The High Pressure Valve (HPV) is electrically controlled (by a Torque Motor (TM) and pneumatically operated. The valve is
Solenoid) and pneumatically operated. The valve is spring spring loaded closed minimum air pressure to operate the
loaded closed. The BMC monitor the position of the HPV by a PRV is 15 psi The BMC monitor the position of the HPV by a
pressure sensor. pressure sensor.
The HPV pneumatically regulates the 10th stage HPC air between
18 and 65 (max) psig when the solenoid energized. The PRV pneumatically regulates the pressure to 42 ± 2 psig
The minimum upstream pressure to operate the HPV is 15 psig. in dual bleed operation. In single bleed operation the PRV will
When the upstream pressure is above 120 psig the valve will regulate the pressure to 50 ± 2 psig. The PRV setting is
close pneumatically. modulating by a TM servo valve, the modulating of the TM is
The HPV is commanded to full closed by the BMC by deenergized performed by the BMC.
the solenoid, if the PRV is closed the HPV will also be closed by
the BMC. The PRV also operates as a shut off valve; the valve is
The opening of the HPV is inhibited above 25000ft by the BMC commanded to close by de-energizing the TM by the BMC in
to avoid unnecessary switching between IP and HP stage. The case of abnormal condition.
HPV has a manual override to lock the valve in closed position The PRV has a manual override to lock the valve in closed
and a pneumatic test port. position and a pneumatic test port.
FOR TRAINING ONLY

Overpressure Valve (OPV) Diff Pressure Sensor (DPS)
The Overpressure Valve (OPV), which is normally open, closes The Diff Pressure Sensor (DPS) measures the air pressure over
pneumatically in case of over pressure. The OPV starts to close at the pre-cooler for reverse flow protection and send the signal to
75 psi, is fully closed at 90 psi and reopens again at around 40 psi. the BMCs, if the pressure is higher downstream than upstream of
The BMC monitor the position of the OPV by a pressure sensor. the pre-cooler the BMC will de-energized the TM on the PRV for
closing of the valve.
Fan Air Valve (FAV)
The dual Bleed Temperature Sensor (BTS)
The Fan Air Valve (FAV) is electrically controlled by a Torque
Motor (TM) and is pneumatically operated. The dual Bleed Temperature Sensor (BTS) is installed
The FAV regulate the fan air flow over the pre-cooler to maintain a downstream of the pre-cooler.
pre-cooler outlet temperature of 200°C controlled by the BMCs.
The BMC monitor the position of the FAV by a pressure sensor. The dual Bleed Temperature Sensor (BTS) supply the BMCs with
the pre-cooler outlet temperature for position of the FAV and is
Pre-cooler also used by the BMCs for monitoring the bleed air system. (High
and Low temperature warning).
The pre-cooler is an air-to-air heat exchanger. The pre-cooler is
used to cool the bleed air to 200°C. Both BMCs interchange the temperature and both BMCs can
carry out temperature regulating of both bleed systems.
Bleed Monitoring Pressure Sensor (BMPS)
The Bleed Monitoring Pressure Sensor (BMPS) signal is sent to

the BMCs for monitoring of the HPV and to perform bleed
switching function.
Bleed Pressure Sensor (BPS). The Bleed Pressure Sensor
(BPS) signal is sent to the BMCs for monitoring of the PRV and for
indicating on ECAM Bleed page.
FOR TRAINING ONLY


Bleed Monitoring Computer (BMC).
The Bleed Monitoring Computer (BMC) consists of three channels

one Channel A Main, one Channel A Backup and one Channel B
Hard Wired Electrical Protection Function (EPF).
CH A main is controlling it´s onside bleed system.
CH A Backup is controlling the opposite system in case of

failure in opposite BMC CH A main.
CH B Hard wired electrical function is sending backup

temperature from the BTS to CH A Backup in the opposite
BMC and can also close onside PRV in case of high precooler
outlet temperature.
The BMC will close the PRV in case of:
- Over temperature
- Over pressure
- Fire p/b released out
- Leak detected ( duct rupture)
- Reverse flow
- Onside started valve open
- HPV failed open
- Dual BTS failure
The PRV will also close automatically by the thermal fuse

inside (450°C) or by lack of pressure.
FOR TRAINING ONLY

System 1
Pack 1 Pack 2
Wing Antiice M M Wing Antiice
BTS
X-Bleed
Valve
Aft Cargo Heat
DPS
FAV
TM
PRV
BMC 1
BPS Channel A Channel B
Channel A Back up
To
SAV
Main
TM
BMPS
Temp System 2
HPV
Hyd RSVR
BMC 2
Channel A Channel B
Engine 1 Channel A Back up
Main
BMPS: Bleed Monitoring Pressure Sensor BPS: Bleed Pressure Sensor DPS: Differential Pressure Sensor
BTS: Dual Bleed Temperature Sensor FAV: Fan Air Valve OPV: Over Pressure Valve
PRV: Pressure Regulating Valve IPCV: Intermediate Pressure Check Valve SAV: Starter Air Valve
FOR TRAINING ONLY

BMC Interfaces
General Data Loading Routing Box (DLRB)
The pneumatic system uses two identical Bleed Monitoring The Data Loading Routing Box (DLRB) is connected to
Computers (BMC´s). Each computer has a Channel A main, a BMC 1 CH A, when BMC 1 is fully uploaded, then BMC 2 will
Channel A back-up and a Channel B as a hard wired back-up. be uploaded by X-loading via the X-talk bus from BMC 1.
Normally BMC 1 controls System 1 and BMC 2 takes care of Flight Data Interface and Management Unit (FDIMU)
System 2, but both BMCs can operate the two systems using the The FDIMU (DMU-Part) is connected to the BMCs to collect
Channel A back-up. various parameters.
Both BMCs will work as Master/Slave as long as the cross
communication is working through an ARINC429 bus. If one Air Conditioning System Controller (ACSC)
ARINC bus is lost from one BMC to the other, the BMC which
are missing data will take over. The Air Conditioning System Controller (ACSC) receive
information from the BMC’s concerning pre-cooler outlet
Engine Interface Unit (EIU) temperature for flow calculation. The ACSC will also receive
Pressure information from the Bleed Pressure Sensor (BPS) and
The EIU informs the BMC’s if a fan area duct rupture (starter position of the X-Bleed Valve for Pack Inlet Pressure Sensor
duct) is detected to isolate the system. If one EIU is lost the (PIPS) monitoring.
BMC on the faulty side shall inhibit the fan area duct rupture
request of affected engine. The BMCs send a discrete signal of PRV closed position to
ACSC 1. The BMCs also send discrete signal to ACSC 2 for
The EIU also provides the BMC with Wing Anti-ice P/B position the pre-cooler inlet pressure.
and Main Landing Gear (MLG) position.
The BMCs receive the Pack 1 and 2 P/B SW, pack inlet
The EIU receive information conserning the bleed pressure and pressure and anti-ice valves position.
bleed configuration and send this information to the EEC.
The EIU also receive ENG Bleed P/B on signal, APU Bleed P/B off
signal and X-bleed Valve status.
FOR TRAINING ONLY

BMC Interfaces
System Data Acquisition Concentrator (SDAC)
The SDAC receive information from BMC 1 and 2 for monitoring

and fault indication. Warnings and data recording to the Flight
Warning Computer (FWC), Electronic Instrument System (EIS)
and Digital Flight Data Recording System (DFDRS).
BITE
The Centralized Fault Display Interface Unit (CFDIU) is used

for fault finding and maintenance purposes. It is used to test
the BMC´s or to get maintenance data of the bleed air system.
The CFDS gets the information through the Centralized Fault
Display Interface Unit (CFDIU) from the BMC´s.
The Multi-purpose Control Display Units (MCDU) in the cockpit
shows this information in clear text.
Electronic Control Box (ECB)
The BMC´s send an APU bleed valve command open or close

to ECB and the ECB will control the APU bleed Valve.
The ECB will send a feedback signal to the BMC´s when the
APU bleed valve is in the commanded position.
FOR TRAINING ONLY

BMC 1 EIU 1/2 BMC 2

CH-A CH-A
Data Loading
P/B Sw’s
DLRB
BMC 2
BMC 1
FDIMU
L PRV
Close pos
Valves R PRV
Cl pos
Sensors Valves
BPS BTS ACSC 1 Sensors
12>L PRV BPS BTS
>60 psi
12>L PRV
>60 psi
ACSC 2
SDAC 1/2
CFDIU
APU VLV CTRL 1 CMD APU VLV CTRL 2 CMD

ECB
APU VLV 1 POS APU VLV 2 POS
FOR TRAINING ONLY

BMC Interfaces:
Outputs:
Each BMC has two types of outputs:

- DIGITAL OUTPUTS via ARINC 429 buses to the System
Data Acquisition Concentrators (SDACs) for ECAM
warnings and indications, the CFDIUs for maintenance
purposes, and the opposite BMC for bleed monitoring
purposes,
- DISCRETE OUTPUTS to the APU Electronic Control Box

(ECB) for APU availability, to the overhead panel for bleed
faults, to the cross bleed valve, control solenoid and Air
Conditioning System Controller (ACSC).
NOTE: In case of BMC failure, the monitoring of main parameters

such as High Pressure (HP) Valve (VLV), PRV, heat exchanger
outlet temperature sensor, and regulated pressure transducer,
is kept, but the automatic control of the PRV is lost.
FOR TRAINING ONLY

ACSC: Air Conditioning System Controller

CFDIU: Centralized Fault Display Interface Unit
ECB: Electronic Control Box
ACSC OPP: Opposite
SDAC: System Data Aquisition Computer
Discrete Outputs
Air Cond Pnl
Bleed
ECB
Monitoring
Computer
(BMC)
Opp BMC
Digital Outputs
SDAC’s
CFDIU
Outputs - BMC
FOR TRAINING ONLY

Pneumatic:
Pneumatic Leak Detection System:
ROUTING
The leak detection system is used to detect leaks in the vicinity of
the packs, wings, pylons and APU hot air ducts. Each wing and
pylon is monitored by a double loop and the APU hot air ducts are
monitored by a single loop. A continuous monitoring system
detects ambient overheat in the area of the hot air ducts.
Protected areas with double loop for:

- RH wing and pack 2,
- LH wing, pack 1 and mid fuselage APU duct
Protected areas with single loop for:

- AFT fuselage APU duct.
NOTE: Each loop consists of sensing elements connected in

series.
FOR TRAINING ONLY

Cross Bleed
Valve
Bleed Pressure Bleed Pressure

Regulated Valve Regulated Valve
APU Bleed
Check Valve
APU Bleed
Load Valve
FOR TRAINING ONLY

Pneumatic:
Warning Logic:
Both Bleed Monitoring Computers (BMCs) receive signals from

the leak detection loops. They exchange data via an ARINC bus
for the wing and pylon double loop detection.
NOTE: The wing loops A are connected to BMC 1 and wing loops
B to BMC 2.
The crosstalk bus allows wing leak warnings to be activated
through an AND logic.
The APU loop is connected to BMC 1 only.
FOR TRAINING ONLY

R Wing R Wing Eng 1 Pylon

Loop A Loop B Leak
AND
R Wing
Leak Eng 1 Eng 1
L Wing L Wing
Pylon Pylon
Loop A Loop B
Loop A L Wing Loop B
Leak
AND
Eng 2 L Wing
Eng 2 L Wing L Wing
Leak
Pylon Pylon Loop A Loop B
Loop A Loop B Eng 2 Pylon
AND
Leak
Eng 2 Eng 2
Eng 2 Pylon Pylon
Pylon Loop B
Leak Loop A
Eng 1 Eng 1 R Wing
Pylon Pylon Leak
Loop A Loop B
AND
Eng 1
R Wing R Wing
Pylon Loop A Loop B
Leak
APU Loop APU Leak APU Loop
Bleed Monitoring Computer (BMC) 1 BMC 2
Warning Logic
FOR TRAINING ONLY

Pneumatic:
Fault Logic:
The ENG BLEED FAULT light comes on when a leak is detected

by the wing loops A and B or by the pylon loops A and B.
The APU BLEED FAULT light comes on if an APU duct leak is
detected.
If one BMC is failed, the adjacent BMC takes over monitoring of

the bleed system and ensures the following ECAM warnings:
- Overpressure,
- OVER Temperature,
- WING Leak.
- Pylon Leak.
Note: If BMC 1 is failed, the APU FAULT light on the AIR

Conditioning panel is lost, and the APU bleed valve does not close
automatically.
FOR TRAINING ONLY

Eng 2
Pylon
Loop A
APU
BMC 1 Leak
R Wing
Loop A Inop Inop
Leak
Leak
Inop
R Wing Loop B
R Wing/Eng Pylon 2 Leak

BMC Loop A Stat. Inop
L Wing Loop B
2
L Wing/Eng Pylon 1 Inop
AND
Loop B Stat. Leak
Eng 1
AND
Pylon OR
Leak
Loop B
Inop
AND
L Wing Loop A
Leak
AND
Inop
Eng 1
Pylon
Loop A
Fault Logic
FOR TRAINING ONLY

Pneumatic:
Leak Concequence:
A detected leak will close associated valves, as shown on this

table. These valves are automatically controlled to close if they
were open.
NOTE: APU and cross bleed (X-BLEED) valves do not close

during Main Engine Start.
FOR TRAINING ONLY

Leak Consequence
FOR TRAINING ONLY

Engine Fire Control Panel
HYD RSVR Water Tank
Pack 1 Pack 2
M M
Wing Antiice Wing Antiice
X-Bleed
Valve
Aft Cargo Heat
BMPS: Bleed Monitoring Pressure Sensor

BPS: Bleed Pressure Sensor
DPS: Differential Pressure Sensor
BTS: Dual Bleed Temperature Sensor
FAV: Fan Air Valve
OPV: Over Pressure Valve
Hyd RSVR PRV: Pressure Regulating Valve
IPCV: Intermediate Pressure Check Valve
SAV: Starter Air Valve
FOR TRAINING ONLY

ATA 47 Inerting Gas System

Fuel Tank Inerting Gas System Presentation

General
The Fuel Tank Inerting System (FTIS) reduces the amount of

oxygen in the air within the center tank.
The FTIS is divided into:

- the Inert Gas Generation System (IGGS),
- the Conditioned Service Air System (CSAS),
- the maintenance/test facilities.
The FTIS interfaces with the following systems:

- Fuel System,
- Bleed air supply system,
- Environmental Control Systems,
- Centralized Fault Display System (CFDS) / ECAM.
FOR TRAINING ONLY

General
FOR TRAINING ONLY


Function:
The fuel tank flammability is possible only if the three elements get
together: fuel vapor, ignition source and oxygen.
To reduce the fuel tank flammability, the fuel tank inerting system
reduces the rate of oxygen in the center tank only.
FOR TRAINING ONLY

Fuel Tank Inerting System Function
FOR TRAINING ONLY


Inerting Systen General view: During operation the IGGS Controller Unit (ICU) controls the valve
to open, to let conditioned air from CSAS to the IGGS.
The Fuel Tank Inerting System (FTIS) is composed of two sub- It closes in case of too low pressure and/or over-temperature air,
systems: coming from the heat exchanger.
- The Conditioned Service Air System (CSAS),
- The Inert Gas Generation System (IGGS).
The CSAS takes hot air from the bleed air system and cools down
the air
to a level compatible with the IGGS sub-system.
The CSAS is composed of:
- The Conditioned service air system Controller Unit (CCU),
which performs the system control and health monitoring
BITE and interfaces with the FWS and CFDS.
- A CSAS isolation valve, which protects the system in case of
low pressure, over pressure or over temperature,
- A heat exchanger to cool down the air.
The IGGS uses an Air Separation Module (ASM) to filter the

conditioned air stream, creating Nitrogen Enriched Air (NEA) and
Oxygen Enriched Air (OEA). The OEA is sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to
the center tank and enables the system to switch between
(low/middle/high NEA flows) and isolates the IGGS from the fuel
tank.
The IGGS controller provides system control and health
monitoring/BITE. The IGGS isolation valve is a solenoid valve. It is
spring-loaded closed.
FOR TRAINING ONLY

Conditioned Conditioned
Service Air System Service Air System
Controller Unit Controller Unit
(CCU) (CCU)
Fuel Tank Inerting Gas System General View
FOR TRAINING ONLY


Maintenance Facilities:
The CCU interfaces with the ICU.

Both controllers monitor the operational conditions independently.
The CSAS receives temperature information from the ICU and, if
necessary, adjust the Temperature.
The Centralized Fault Display Interface Unit (CFDIU) gives test
functions of the CCU, available through the MCDU in the cockpit.
The CCU also has BITE functions of the ICU.
FOR TRAINING ONLY

Inert Gas
Generation
Controller Unit
(ICU)
Conditioned Service
Air System
Controller Unit CFDIU
(CCU)
Maintenance / Test Facilities
FOR TRAINING ONLY

Conditioned Service Air System

General:
The Fuel Tank Inerting System (FTIS) includes two sub-systems:

The CSAS gets hot air from the Engine bleed air system and
decreases its temperature to a level compatible with the IGGS
sub-system.
The CSAS includes:

- The Conditioned service air system Controller Unit (CCU),
which does the system control and health monitoring BITE
and has interfaces with the FWS and CFDS,
- A CSAS isolation valve, which is a protection of the system if
there is low pressure, over pressure or over temperature,
- A heat exchanger to decrease the air temperature.
FOR TRAINING ONLY

(CCU) (CCU)
General
FOR TRAINING ONLY


System Description:
Engine 1 is the primary bleed source and Eng 2, through the X

Bleed valve, is the secondary bleed source.
APU or Ground Cart supply can be used for interactive test on
Ground. The CSAS gets bleed air from the Engine Bleed Air
System and does its conditioning for the IGGS.
First, the ozone converter decreases the quantity of ozone in the
bleed air to give protection to the IGGS components. Then, the air
temperature is decreased by the CSAS heat exchanger to get a
temperature of 60 C+/-6 C.
Temperature And Pressure Control
On the output duct, a temperature sensor and a pressure sensor

monitor the temperature and the pressure before they go into the
IGGS.
If there is over-pressure or over-temperature, the CSAS isolation
valve closes to stop the system.
FOR TRAINING ONLY

Conditioned Service Inert Gas

Air System (CSAS) Generation
Controller Unit
Controller
(ICU)
System Description – Temperature and Pressure Control
FOR TRAINING ONLY


System Description (cont).
The system is installed on the left hand side of the aircraft belly
fairing. The bleed air is pulled from the High Pressure Ground
Connector (HPGC) tube. In normal operation, the CSAS isolation
valve is open to let the air go through the ozone converter. After
the Ozone converter, the air temperature is decreased by the
CSAS heat exchanger. The output of the heat exchanger is
connected to the IGGS.
FOR TRAINING ONLY

System Description – CSCS Operation
FOR TRAINING ONLY


CSAS Interfaces:
The CSAS controller is installed in the FWD electronics rack

(90VU) inthe avionics compartment.
It does the system control and health monitoring BITE and has
interfaces with the Flight Warning System (FWS) and the
maintenance computer. If a failure of the CSAS system occurs, the
status message "INERT FAULT" will come into view only in flight
phase 1 and 10, for maintenance.
NOTE: The MEL tells that the A/C can be dispatched with the
system unserviceable for 10 days with no maintenance procedure.
FOR TRAINING ONLY

FWC 1
CFDIU SDAC 1+2
Inert Gas
Generation System
(CSAS)
Controller Unit
Controller (IGGS)
CSAS Interfaces
FOR TRAINING ONLY

Inert Gas Generation System

General
The Fuel Tank Inerting System (FTIS) includes two sub-systems:

The IGGS uses an Air Separation Module (ASM) to divide the

conditioned air stream into Nitrogen Enriched Air (NEA) and
Oxygen Enriched Air (OEA). The OEA is sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to
the center tank, lets the system change between low/middle/high
NEA flow and isolates the IGGS from the fuel tank.
The IGGS controller supplies system control and health

monitoring/BITE. The IGGS isolation valve is a solenoid valve. It is
spring-loaded closed.
During operation, the IGGS Controller Unit (ICU) controls the
valve to open, to let conditioned air from CSAS to the IGGS.
It closes if a too low a pressure and/or overtemperature air come
from the heat exchanger.
FOR TRAINING ONLY

(CCU) (CCU)
General
FOR TRAINING ONLY


System Description:
To inert the fuel center tank and to control and monitor the IGGS, The DFSOV controls the NEA flow to the fuel tank and lets the
the IGGS includes: system change between low/mid/high NEA flow in relation to the
- one IGGS Isolation Gate Valve flight phases. The DFSOV also isolates the IGGS from the fuel
tank if an abnormal operation occurs. A Dual Flapper Check Valve
- one D-ULPA (Double ultra low particle) filter,
makes a double barrier to the possible back-flow of fuel.
- one temperature sensor,
- two pressure transmitters (inlet and outlet of the ASM),
- one oxygen sensor at the outlet of the ASM,
- one Air Separation Module (ASM),
- one Dual Flow Shut Off Valve (DFSOV),
- one dual flapper check valve,
- one IGGS Controller Unit (ICU).
Normal Operation.
The bleed air comes from the CSAS and it is filtered by the D-
ULPA filter to keep the ASM inlet clean, without hydrocarbons and
dust. Downstream of the D-ULPA filter, one temperature sensor
and one pressure sensor send air parameters to the ICU. The
ASM, which is the core of the IGGS, removes oxygen and sends
NEA to the fuel center tank. The OEA is sent overboard through
an outlet on the HPGC door. Downstream of the ASM, an oxygen
sensor measures the oxygen rate to prevent a high oxygen
concentration in the center tank. The oxygen sensor has a
pressure sensing capability when it is energized and thus it
prevents over-pressure in the center tank.
FOR TRAINING ONLY

Inert Gas
Generation
Controller Unit
(ICU)
System Description and System Operation
FOR TRAINING ONLY


System Description (cont) - Abnormal Operation
If there is overpressure or overtemperature, the ICU de-energizes

the IGGS Isolation Gate Valve solenoid to close the IGGS
Isolation Gate Valve.
If the oxygen sensor senses an oxygen rate higher than 12%, the
ICU de-energizes the IGGS Isolation Gate Valve solenoid and the
DFSOV solenoid to close the IGGS Isolation Gate Valve and the
DFSOV.
FOR TRAINING ONLY

Inert Gas
Generation
Controller Unit
(ICU)
System Operation – Abnormal Operation
FOR TRAINING ONLY


Component Decription:
Air Separation Module (ASM)
The ASM is the core of the Inert Gas Generation System. It

removes oxygen from the compressed air stream. It makes
Nitrogen Enriched Air (NEA) and Oxygen Enriched Air (OEA). The
NEA is sent to the fuel tank and the OEA is sent overboard. An
ASM is a semi-permeable hollow-fiber membrane bundle
contained in a pressure containment canister.
FOR TRAINING ONLY

Component Decription: Air - Separation Module (ASM)
FOR TRAINING ONLY


Component Decription:
Dual Flapper Check Valve
NEA is supplied from the IGGS to the Fuel tank by the distribution
pipe and nozzle.
A twin check valve system prevents fuel ingress from the fuel tank
back to the IGGS.
The system is contained in one housing that includes two in-line
flapper type check valves (Dual flapper check valve). These
valves are on the outer side of the fuel tank.
FOR TRAINING ONLY

Component Description - Dual Flapper Check Valve
FOR TRAINING ONLY


ICU Interfaces
The ADIRU 1 supplies Standard Altitude, True Airspeed, Total Air

Temperature and Altitude Rate signals to the ICU.
The CCU makes the communication possible between the IGGS
controller, the CFDIU and the FWS. The communication between
the two controllers is also used to give the condition of each
system. For example, if the CSAS stops because of an over
temperature scenario, the CCU will tell the ICU that the system is
closed and they will compare the readings of the sensors that
come from the two systems.
FOR TRAINING ONLY

CFDIU FWC 1 SDAC 1

Controller Unit
(CCU)
Inert Gas
Generation ADIRU 1
Controller Unit
(ICU)
ICU Interfaces
FOR TRAINING ONLY

QSA Aeronautical Engineering Services AIRBUS A320 Series
Airbus A320s (CFM LEAP-1A), B1 Theory Course
LEVEL 3 OBJECTIVES, ATA 70-80 POWER PLANT

Work function Objectives
Work on Power plant
Operate the systems Without help from the aircraft documentation the
student will be able to operate the
START & IGNITION SYSTEMS
REVERSE SYSTEM
and recognize normal and abnormal indications.
With help from the aircraft documentation the

student will be able to start the engine and
recognize normal and abnormal indications.
Observe safety precautions Without help from the aircraft documentation the
student will be able to observe safety precautions
when operating Power plant systems.
Name components Without help from the aircraft documentation the

student will be able to name major Power plant
components and their functions.
Troubleshoot With help from the aircraft documentation the

student will be able to troubleshoot to LRU level.
Replace components With help from the aircraft documentation the

student will be able to find correct procedures for
component replacement and observe safety
precautions during replacement.
Service With help from the aircraft documentation the

student will be able to service the systems
according to correct procedures.
Deactivation With help from the aircraft documentation the

student will be able to deactivate Power plant
systems according to correct AMM procedures.
ATA 70-80 Power Plant

NOV 2017 OBJECTIVES THEORETICAL Page 1 of 1
LESSON PLAN ATA 70-84 POWER PLANT Airbus A320s (CFM LEAP-1A) B1 Theory Course
Level 3 (22 lessons)

Time Subject Material Reference Method
Objectives Objectives
Stand up
ATA 70/71/72 Power Plant Power Plant introduction P. 4 – 72

Stand up
ATA 71 Power Plant Self Study Questions Question.1 – 9 Self Study
Review Self Study Questions Student /

Instructor
ATA 72 Engine Turbine Self Study Questions Question. 1 – 11 Self Study

Instructor
ATA 73 Engine Fuel and Control Engine Fuel and Control P. 73 – 137
Stand up
ATA 73 Engine Fuel and Control Self Study Questions Question. 1 – 11 Self Study
FADEC Question. 1 – 8
Instructor
ATA 74/80 Ignition and Starting Ignition and Starting P. 138 – 174
Stand up
ATA 74/80 Ignition and Starting Self Study Questions Question. 1 – 12 Self Study

Instructor
ATA 75 Engine Air Systems Air Systems P. 175 – 201
Stand up
ATA 70-84 Power Plant (CFM LEAP-1A)

NOV 2017 LESSON PLAN Page 1 of 3

ATA 75 Engine Air Systems Self Study Questions Question. 1 – 16 Self Study

Instructor
ATA 76 Engine Controls Engine Controls P. 202 – 226
Stand up
ATA 76 Engine Controls Self Study Questions Question. 1 – 9 Self Study

Instructor
ATA 77 Engine Indicating Engine Indicating P. 227 – 249
Stand up
ATA 77 Engine Indicating Self Study Questions Question. 1 – 12 Self Study

Instructor
ATA 78 Engine Exhaust Engine Exhaust P. 250 – 286
Stand up
ATA 78 Engine Exhaust Self Study Questions Question. 1 – 13 Self Study

Instructor
ATA 79 Engine Oil System Engine Oil System P. 287 – 320
Stand up


ATA 79 Engine Oil System Self Study Questions Question. 1 – 10 Self Study

Instructor
Sum up
Review Power Plant Systems A3 Drawings Drawings Student /
Instructor

CFM LEAP 1A
ATA 70-71-72 Introduction

Thrust Rating : 24 400 (A319), 26 600 (A320) and 32 900 (A321)
FOR TRAINING ONLY

534 cm
(210 inch)
212 cm
(83 inch)
170 cm
(67 inch)
46 cm
(18 inch)
Ground Level
Overall Dimensions and Ground Clearance
FOR TRAINING ONLY

Idle T/O Thrust
Hazard and Danger Areas
FOR TRAINING ONLY

Pylons

PylonS
Pylon Description and Operation.
The pylon box is the primary structure which holds the engine at
two points fwd and aft. The pylon is attached to the wing by three
points two fwd and one aft.
The pylon will transfer the fwd and reveres thrusts to the Aircraft
(A/C)
The fairing is the secondary structure which makes an

aerodynamic joint between the pylon and the engine nacelle and
the wing .
The pylon is also an interface between Aircraft (A/C) and the

Engine, for fuel, hydraulic and electrical.
FOR TRAINING ONLY

Rear Pylon Fairing (RPF)
Pylon to Wing
Center Fillets
Forward Fairing APF – RPF

Closing Assembly
Aft Pylon
Rear Mount Fairing (APF)
Fairing
Pylon Box
Pylons
FOR TRAINING ONLY

Nacelle

POWERPLANT INSTALLATION
The primary parts of the powerplant is:

- Engine
- Engine mounts (forward and aft)
- Cowlings.
The engine is a high by-pass, dual rotor, axial-flow turbofan

engine.
The primary functions of the engines are:

- To give fwd and reveres power to the aircraft (A/C)
- To supply mechanical power for the equipment /
accessories
- To supply bleed air for aircraft functions.
The engine is attached to the aircraft pylon with two mount

one fwd and one aft.
The cowls enclose the periphery of the engine and form the
nacelle, which is the aerodynamic structure and gives
protection around the engine.
The cowlings consist of:

- Air inlet cowls,
- Fan cowl doors
- Thrust reverser cowls also called C ducts
- Exhaust Nozzle and plugs.
FOR TRAINING ONLY

T/R Cowl
Exhaust Nozzle
Exhaust Plug
Quick Engine
Change (QEC)
Thrust Reverser
Cowl (2ea)
Air Intake
Cowl
Fan Cowl Door (2 ea)
Engine Build
Up (EBU)
Nacelle Components
FOR TRAINING ONLY

Air Intake Cowl

Description and Operation of the Air Intake Cowl.
The air intake cowl is an aerodynamic cowl installed at the front of The FADEC cooling assembly to provide airflow to the FADEC
the engine fan case. blowers is installed around 3 o'clock positions Aft Looking Forward
(ALF).
The functions of the air inlet cowl are: The nose anti-icing door for checking and repair the anit-icing
· To supply airflow to the fan and to the engine core supply and shroud duct is installed around 4 o'clock positions Aft
· To provide a smooth aerodynamic surface to the airflow Looking Forward (ALF).but It also protects the outer barrel from
· To provide acoustic treatment for noise reduction the hot air flow coming from the NAI system.
· Anti-icing in the air inlet cowl A drain hole at the bottom of the outer barrel does not let water
collect in the barrel.
The air intake cowl has:
· An outer barrel Forward Bulkhead
· An inner barrel (acoustic panel)
The forward bulkhead is the primary structural part of the inlet
· Nose lip assembly and anti-icing system
cowl assembly. It gives structural strength to the inlet cowl
· Forward bulkhead assembly. The forward bulkhead is made of titanium.
· Aft bulkhead The nozzle of the anti-icing system is attached to the forward
· Access doors bulkhead.
Outer Barrel Aft Bulkhead

The outer barrel of the air intake cowl is in three pieces and made The aft bulkhead and the Bulkhead ring is made of titanium. It
of Carbon Fiber Reinforced Plastic (CFRP)
provides structural strength to the inlet cowl assembly.
The forward edge of each panel is attached to the forward
bulkhead and the aft edge of each panel is attached to the aft There are four locators fitted on the aft bulkhead ring. They are
bulkhead. installed at 2, 4, 8 and 11 o'clock positions Aft Looking Forward
At the top of the outer barrel, a ventilation scoop is installed for (ALF) They are also made of titanium. The purpose of the locators
Collin and ventilating the fan cowls area. is to maintain the fan cowl in the correct position during flight .
The T12 maintenance door for replacing the T12 sensor is
installed around 2 o'clock positions Aft Looking Forward (ALF) ..
FOR TRAINING ONLY

Air Intake Cowl
Aft Bulkhaed cont. Nose Lip Assembly and Anti-Icing System
A distributor assembly on the aft bulkhead supplies the air from The nose lip assembly is made of aluminum alloy and it’s made of
the ventilation scoop to the fan cowl compartment. one whole ring.
The retrieval door lets you remove objects which can fall into the The nose lip assembly and the forward bulkhead forms a
intake cowl during maintenance. chamber. A cyclone-type anti-icing system (O-ring injector) is
The connection for FADEC cooling assembly and anti-icing attached to the forward bulkhead.
system is installed at the right side. The air from the engine is supplied to the cyclone system through
the anti-icing ducts (supply duct and shroud duct) through the aft
Inner Barrel’ bulkhead.
The anti-icing system can operate in all flight and ground
The inner barrel has three sections. conditions.
The outer section is made of CFRP and provides structural A nose lip exhaust grid releases the anti-icing air overboard
strength, the middle layer is made of Nomex to reduce engine between the 5 o'clock and 6 o'clock positions of the nose lip Aft
noise and the inner layer is made of corrosion resistant steel wire Looking Forward (ALF).
mesh to provide structural strength. A drain hole at the bottom is provided to drain any water the nose
Two drain holes at the bottom of the inner barrel do not let water lip assembly.
collect in the barrel.
FOR TRAINING ONLY

Distributor T12 Access Door
Air Scoop for EEC cooling
Forward
Bulkhead
NAI Door Aft
Bulkhead
Outer Barrel
Retrieval Door
NAI Assembly
Inner Barrel
Supply Duct
Nose Lip Assemply

Exhaust Grid
Shroud Duct
Air Intake Nose Cowl and Doors
FOR TRAINING ONLY

Link Bar
Strake
Fan Cowl Doors
FOR TRAINING ONLY

FAN COWL DOOR

LH Fan Cowl Door
The LH fan cowl is equipped with Access door for. An electrical system composed with sensors and electrical
The starter valve installation harness, give the information to the pilot if the fan cowl doors are
The Integrated Drive Generator (IDG) not closed.
The interphone jack (optional).
The sensors are installed on all three housing and keepers.
The LH fan cowl is also equipped with. The sensors and harness are part of the Cowl Loss Prevention
Two Hold Open Rod (HOR) System
Hoisting points
Hinge fittings There are two Hold Open Rods (HOR) installed on the fan cowl
Keepers door keep it in the open position for ground maintenance tasks.
Forward (FWD) guide ramp
Rearward (RWD) guide ramp The FWD hold open rod is differently installed compaired to to the
Upper and lower locator aft. The FWD HOR are permanently connected to the fan case
Sensors and electrical harness and electrical support and do not have a ”Park” position on the fan cowl
Mechanical cowl loss prevention system: flag box assembly,
teleflex and lever. On the aft HOR one end of the HOR permanently attached to the
cowl door and the other end has a fitting on the cowl door for
Component Description “park” position when not used.
The left fan cowl is equipped with three housing and keepers. The fan cowl strake prevents turbulent airflow at the
The keeper housing has a spigot that helps to align the keeper engine/wing interface.
with its latch.
The keepers are made of steel and housings are made of titanium.
The left fan cowl is also equipped with a Mechanical Cowl Loss
Prevention System
The mechanical cowl loss prevention system shows mechanically
if the keeper No. 1 is open by a flag on the outside of the cowl.
FOR TRAINING ONLY

Fan Cowl Door L/H
FOR TRAINING ONLY

Hinge
Hoisting Point Hoisting Point

Flag Box Assy
Upper Locator
Harness
Strake Fittings
Strake Fittings Teleflex
Rubstrip
Interphone Jack
Bonding Starter Flapper Door
HOR Storage
Hoist Point
Lower Locator
HOR Storage
HOR FWD
HOR AFT HOR Fitting
IDG Access Door
Fan Cowl Keeper Prox Sensor (3ea)
Fan Cowl Door L/H
FOR TRAINING ONLY

AFT Guide Ramp HOR Fitting FWD Guide Ramp
Houseing Sensor
Sensor Vent Grid
and Keeper
Fan Cowl Door L/H
FOR TRAINING ONLY

FAN COWL DOOR

RH Fan Cowl Door
The RH fan cowl is equipped with Access door for.

The Integrated Drive Generator (IDG)
The RH fan cowl is also equipped with.

Two Hold Open Rod (HOR)
HOR fitting and storage
Hoisting points
Hinge fittings
Latches
Latch housing
Forward (FWD) guide ramp
Rearward (RWD) guide ramp
Upper and lower locator
Component Description
The right fan cowl is equipped with three latches engage in their
related housings.
The latch handle is used when the latch is not correctly engaged
with its keeper.
The latches are made of steel and housings are made of titanium.
There are two Hold Open Rods (HOR) installed on the fan
cowl door keep it in the open position for ground maintenance
tasks.
One end of the HOR permanently attached to the cowl door
and the other end has a fitting on the cowl door for “park”
position when not used.
FOR TRAINING ONLY

Hinge
Hoist Point Hoist Point
Bonding Strap
Strake Fittings
OTD Frame
Strake Fitting
OTD AFT Guide

HOR
FWD Guide Ramp Fitting Ramp
HOR Storage
Hoist Piont
HOR Storage
HOR FWD Protection Plate
HOR Fitting
HOR AFT
Houseing
Ventilation Grid
Latch
Fan Cowl Door R/H
FOR TRAINING ONLY

THRUST REVERSER (C-DUCTS).

THRUST REVERSER GENERAL
The thrust reverser "C" ducts are in two parts fitted with cascades, Each half is supported by 4 hinges, 2 FWD for the floating rods
blocker doors and translating sleeves. and 2 AFT for the pylon attachment at 12 o'clock.
The thrust reverser assembly encloses the engine core and gives The translating sleeves are locked in stove position by 2
the aerodynamic flow duct for the fan airflow. Synchronized Locking Feedback Actuators (SLFA) and one
Each half is equipped with a slat clearance panel located near the Electrical Tertiary Lock system (ETL).
pylon.
The purpose of the slats clearance panel is to ensure the The thrust reverser Cowl Opening System (COS) is operated by a
aerodynamic surface between the pylon and the T/R transcowl. hydraulic actuation system.
The slat clearance panel is static and will not slide with the T/R The COS actuator is attach to the FWD fixed structure of each
transcowls. thrust reverser cowl and the Fan Case.
The two half’s forms the duct around the engine and are Each thrust reverser cowl is secured in open position by a
mechanically latched together at 6 o'clock. mechanical Hold Open Rod (HOR) stored on each forward frame
Each half thrust reverser cowl rotates at the 12 o'clock hinges to of each thrust reverser cowl and is attach to the upper attachment
give access to the engine core area during maintenance and on the Fan Case when the C duck is open.
servicing operations.
Description.
The thrust reverser is a conventional cascade thrust reverser type

and consists of:
Fixed structure which provides support for 10 cascades vanes and
2 actuation for stow and deploy on each half.
Translating cowl with 5 blocker doors and link arms.
The two half are latched together by 8 latched at 6 o'clock, named
from front to rear: Ll, L2, L3.1, L3.2, LTCl, LTC2, LACC.1, and
LACC.2..
FOR TRAINING ONLY

COS Fitting COS Fitting
Cowl Cowl
Opening Opening
System System
Engine Fitting
Engine Fitting
Hold Open
Rod & Fitting Hold Open
Rod & Fitting
Thrust Reverser Closed
FOR TRAINING ONLY

COS Fitting
COS Fitting
Cowl Opening
System
Engine Fittings
HOR Fitting
HOR Fitting
Engine Fixed
Fittings Hold Open Rod
Hold open Rod
Thrusr Reverser Opened at 45 Degree Angle
FOR TRAINING ONLY

Slat Clearance Panel
Cascades
Blocker Doors
Inner Fixed Structure
Security Device Latch L2
FWD
AFT
Latch L3.1
Latch L3.2
Latch L1
Latch L2
Latch Access Panel
C Duct
FOR TRAINING ONLY

The Exhaust Nozzle

General
The exhaust nozzle and the exhaust plug are located at

the rear of the engine.
The Central Ventilation Tube (CVT) is in a central
position inside the exhaust plug.
Purpose
The main function of the exhaust nozzle is to provide

surfaces:
- to guide the primary airflow along its inner skin,
- to guide the secondary airflow along its outer skin.
The exhaust nozzle also:
- ensures core ventilation,

- provides a fire barrier,
- limits the airflow into the cavity between the aft pylon
fairing and its outer skin for aerodynamic performance.
The exhaust plug provides surfaces to guide the primary

airflow along its outer skin.
The CVT ventilates the front sump.
FOR TRAINING ONLY

Inner skin
Hot Engine
Flow
Cold Engine
Flow
Exhaust Nozzle
Its inner skin ducts the Outer skin
primary airflow. Outer skin
Ducts secondary airflow Central Ventialtion Tube
Front Plug
Ventilates the Front Sump
Outer skin ducts
primary airflow
FOR TRAINING ONLY

General

Engine Mounts
Forward Mount.
The forward mount and the engine thrust links are mounted on the
forward pylon primary structure.
The forward mount is located on the rear flange of the fan hub at
the 12 o'clock position.
The engine thrust links are located on each side of the engine
forward mount.
The engine thrust links are attached to two thrust link fairings
(parts of the fan hub).
The forward mount allows the engine forward section to be

positioned and supported.
The thrust links main function is to transmit the engine torque load
to the forward mount.
FOR TRAINING ONLY

Forward Engine Mount
FOR TRAINING ONLY

Engine Mounts
Aft Engine Mount.
The engine aft mount is located on the Turbine Rear Frame (TRF)
in the 12 o'clock position.
The engine aft mount is mounted beneath the pylon
primary structure.
The engine aft mount allows the engine rear section to
be positioned and supported.
FOR TRAINING ONLY

Aft Engine Mount
FOR TRAINING ONLY

AIRBUS A320 Series NEO
Engine Drain.
PYLON & ENGINE DRAINS
The drains from the engine and pylon exit the nacelle through two
drain masts and two drain tubes: The fan zone drain mast, the
core zone drain mast and the rear drain tubes.
The drain system provides a controlled leak path exit to the 6

o'clock position of the nacelle for hydraulic, oil and fuel systems.
Drain lines are designed to drain all excess system fluids

accumulated in both pylon, the fan and core zones. The drain
system is designed such that each drain line outlet is dedicated to
only one drain, with the exception of the core equipment drain
lines where combined drains are used. The drain masts are
removable without disconnection of the drain lines.
The C-sump & Turbine Rear Frame (TRF) drain tubes, on the rear
of the core, are respectively used for oil and water/fuel drainage.
FAN ZONE DRAIN MAST
At the 6 o'clock position the aerodynamic forward drain mast

internally
connects 5 drain tubes and protrudes below the nacelle surface.
The FWD
drain mast has 5 exit holes on the sides and bottom surface which
are
identified to enable trouble shooting of the leaking components.
FOR TRAINING ONLY

L/H side
F
W
D R/H side
1. EDP
Hydraulic Cranking
IDG EDP PAD
Fuel Pump
2.IDG
3.Dranking
pad
4.Oil Fan Zone

tank 5.Fuel Drain Mast
Pump
4
Bottom view
5
Fan Drain
mast
2 3
Fan Zone Drain
FOR TRAINING ONLY

Engine Drain.
CORE ZONE DRAIN MAST
At the 6 o'clock position the aerodynamic aft drain mast internally

connects 6 main drain tubes and protrudes below the nacelle
surface.
The drain mast has 6 exit holes on the sides and bottom surface
which are identified to enable trouble shooting of the leaking
components.
FOR TRAINING ONLY

Pylon SBV-BSI
TBV Drain
Drain Drain
VSV & MTC

Drain
HPTACC
Drain
VBV Drain
VBV & VSV

MTC Drain
A Sump Drain
Pylon Drain
LPTACC
Drain
B Sump Drain
Core
Drain
Mast
Core Drain
Mast
Protrusion
Protrusion
Drain and Location
FOR TRAINING ONLY

RHS
LPTACC VSV VBV SBV BAI MTC A Sump
Pylon
HPTACC TBV VSV LHS

MTC B Sump
Pylon
CORE DRAIN MAST
Engine Drain Schematic
FOR TRAINING ONLY

Engine Basic

Engine Maintenance Concept.

The LEAP-1A engine uses a preventive maintenance concept
called "on-condition maintenance".
The on-condition maintenance concept provides repetitive
inspections or tests to determine the condition of units, systems, or
portions of structure with regard to continued serviceability. This
means that the engine has no periodic overhaul schedule and can
remain installed until something important occurs, or when lifetime
limits of parts are reached.
The engine uses all modern maintenance techniques to

anticipate problems before a failure:
- borescope inspection,
- particle analysis,
- engine health condition & performance trend
monitoring,
- engine vibration monitoring,
- built-in test troubleshooting analysis.
FOR TRAINING ONLY

Build-in-test
Troubleshooting Particle
Analysis Analysis
(WQAR/FDIMU/CFDIU)
Borescope
Inspections
Engine Health
monitoring
Vibration Monitoring
Maintenance Concept
FOR TRAINING ONLY

Engine Basic.
General Exhaut Gas Temperature (EGT) limits are:
- 1060°C,
The engine assembly is a dual-rotor, variable stator, high by-pass
- air Start : 875°C,
ratio turbofan power plant. The single stage fan and 3-stage
booster are driven by a 7-stage Low Pressure Turbine (LPT). The - ground start 750°C.
10-stage High Pressure Compressor (HPC) is driven by a 2-stage
High Pressure Turbine (HPT). A second generation twin annular Engine “life-time” is directly related to engine hot section time
premixing swirler combustion chamber converts fuel and & temperature (EGT) operation. Rapid temperature transients
compressor discharge air into energy to give engine thrust and to also increase the “life-time” rate of hot parts.
drive the turbine. The accessory drive system gets energy from
the HPC rotor to drive the engine accessories and the aircraft
accessories that are installed on the engine. Reverse thrust for
braking the aircraft after landing is supplied by an integrated
system which acts on the fan discharge airflow.
Engine pressure ratio are:

- bypass pressure ratio: 11:1,
- core pressure ratio: 22:1.
Rotating speeds and limits are :

- Low Pressure rotor (N1) 100%: 3856 rpm,
- maximum High Pressure rotor (N2) 100%: 16645 rpm,
- maximum Low pressure rotor (N1) RPM 3894 (101%),
- maximum High pressure rotor (N2) RPM 19391 (116.5%).
FOR TRAINING ONLY

Fan
Frame
Turbine Center Frame TCF
Combustor Chamber
LPT rotor & Stator
LP Shaft HPT Stage 2 Turbine Rear Frame
HP Rotor
Fan & Booster
#1 & #2 Bearing
support Combuster Defuser
Nozzle Assembly
Stage #1 HPT
Nozzle Assembly
LPT Stage 1
FWD compressor
stator
Inlet Gearbox(IGB)
And #3 bearing
Accessory
gearbox Transfer Gearbox
FOR TRAINING ONLY

RATING: LEAP-1A 35A

Engine Performance Limits
TAKE OFF MAX CONTINOUS
NAMEPLATE NAMEPLATE
THRUST THRUST
lbf daN lbf daN

EGT LEVEL
32160 14305 31690 14096
RATING: LEAP-1A 35A

AMBIENT TEMP TAKE OFF FLAT MAX CONT FLAT
RATE POINT TEMP RATE POINT TEMP
AT SEA LEVEL AT SEA LEVEL
F C F C
THRUST
86 30 77 25
AMBIENT TEMP
FOR TRAINING ONLY

Engine Basic.
Borescope Ports
Borescope ports are located on the engine external cases.
Borescope Inspection ports (BSI)are located on the right side of

the engine, and one on the left side for the combustion chamber.
There are 26 BSI ports, all ports are fitted with self-locking plugs,
except two ports A and B.
The borescope ports give access to the engine internal parts to

check their condition during scheduled and "on-condition"
inspections. They are named from A to Z.
FOR TRAINING ONLY

N Q
H I J T
A B
C D E F G K L M R S U V W X Y Z
O P
Borescope Points
FOR TRAINING ONLY

Engine Basic.
The LEAP engine consists of:

- the Low Pressure (LP) rotating system (N1 speed),
- the High Pressure (HP) rotating system (N2 speed),
- 5 bearings,
- 3 sumps,
- 3 structural frames,
- the accessory drives.
The LEAP-1A engine is a modular-concept engine.

There are 3 Major Modules (MM):
- the fan major module,
- the core engine major module,
- the Low Pressure Turbine (LPT) major module,
and the accessory drives.
The 3 Major Modules and the accessory drives are divided into 19
Minor modules .
With this modular concept, it is possible and easier to replace a
damaged minor or major module.
This allows a more efficient maintenance of the engine and
improves Turn Around Time.
FOR TRAINING ONLY

Fan
Frame
Turbine Center Frame TCF
Combustor Chamber
LPT rotor & Stator
LP Shaft HPT Stage 2 Turbine Rear Frame
HP Rotor
Fan & Booster
Sump A
B C
#1 & #2 Bearing
support Combuster Defuser
Nozzle Assembly
Stage #1 HPT
Nozzle Assembly
LPT Stage 1
FWD compressor
stator
Inlet Gearbox(IGB)
And #3 bearing
Accessory
gearbox Transfer Gearbox
Engine Oil Sumps
FOR TRAINING ONLY

Engine Basic.
Engine sump and bearings
The engine bearings permit to handle engine rotors' axial and Sump A is sealed by two carbon seals & one air seal. Sump B is
radial loads and their location in sumps allows permanent oil not pressurized and is sealed by a carbon seal and an air/oil seal.
lubrication. Sump C is not pressurized and is sealed by a carbon seal and an
The LP rotor is supported by bearings 1R, 2B and 5R. The HP air/oil seal.
rotor is supported by bearings 3B, 3R and 4R.
At the Forward Sump A the Nbr 1 Roller Bearing provides radial To reduce rotor vibration level, roller bearings No.1, No. 3R and
support to the Fan and Booster Module. No. 5 are Squeeze-Film Damped (SFD) bearings.
In the rear, the Nbr 2 Ball Bearing provides radial and axial Ball bearing No. 3B is installed on a spring-design support.
support to the Fan and Booster Module rotor.
The vented A sump front sealing is realized with a Segmented
The HPC Rotor is supported through the Front Shaft by the Nbr 3 Radial Seal(SRS) composed of a Carbon and a labyrinth seal, an
Thrust Ball Bearing and Nbr 3 Cylindrical Roller Bearing located in intermediate classic abradable/seal tooth seal is located upstream
the Forward Sump aft of the IGB. the N°3 bearing and downstream a SRS ensures the aft sealing.
The Nrb 4 Roller Bearing in the rear sump B handles radial loads The non vented B sump sealing is done by an abradable/seal
from the rear end of HP rotor. tooth seal upstream and a SRS downstream.
In the rear Sump C, Nrb 5 bearing provides radial support to the The non vented C sump sealing is done by an abradable/seal
LPT Rotor and the TRF module. tooth seal upstream and a SRS downstream.
Two roller bearings and one ball bearing are installed on each
TGB gear assembly.
Two roller bearings are installed on each spur gear assembly
located in the AGB.
FOR TRAINING ONLY

2B
3B
3R
Sump B
Sump A
Sump C
IGB
5R
1R 4R
TGB
AGB
FOR TRAINING ONLY

Garter Spring
Seal Houseing Assembly
Compression Spring
Retaining ring
Carbon seal assenbly
Engine Sump Seals
FOR TRAINING ONLY

Engine Fan and Booster Stage

Fan and Booster Stage
The Fan and Booster module consists of a front stage, a fan stage The air is accelerated by the three rows of rotating blades, and
and a 3-stage axial booster, mounted behind of the fan disk. then diffused by a row of vanes which converts the velocity
The Fan and Booster module contains the Fan Case Module and increase to a pressure rise.
Fan Frame Module. Through the Fan disk, it is attached to and
supported by the Compressor Shaft, attached to the LP shaft and
driven by the LPT.
Through the Booster outer shroud it is attached to and supported
by the Fan Frame Module.
FANSTAGE
The Fan Stage consists of the Fan Disk, 18 Fan Blades and Fan
Blade Platforms, Fan Blade Spacers, Fan Blade Locks and Fan
DiskShields.The fan disk is titanium alloy and has 18 dovetail slots
for installation of fan blades. The compressor shaft supports the
Fan Disk which drives the Fan Blades. The wide chord Fan Blades
are made of 3D woven composite material with leading edge in
Titanium.
The composite Fan Blade Platforms are mounted between the Fan
Blades to form the flow path of the Fan Hub and to make the
airflow smooth.
BOOSTER
The Booster is a three-stage axial flow compressor, consisting
of three-stage rotor spool and blades and four-stage stator
vanes. The axial-flow air compressor compresses air by
accelerating the air and then diffusing the air to obtain a
pressure increase.
FOR TRAINING ONLY

Inlet Gearbox & No3

Bearing Assembly
-Extracts Torque
from HP Rotor
Fan & Booster Module

-Provides 1th &2th
Airflows
Fan Frame Module

-Supports AGB, TGB
and Core Engine
-Transmits Thrust to
the A/C Through the
Engine Thrust Bars
Fan Case Module

-Ducts Fan Airflow
-Minimizes Fan Area
Noise Levels
No1 & No2 Bearing support
- Supports the Fan & Booster Module
Air Inlet Section
FOR TRAINING ONLY

Platform front
Shroud
(Balance weights)
Fan Blade
Platform
Spinner
Spacer
Fan Blade
18 ea
Fan blade locks
FOR TRAINING ONLY

Engine Basic.
Fan Frame Shroud Fan Hub
The fan hub is the central part of the fan frame section. It consist
The fan frame shroud is the outer case of the fan frame module of eight integrated struts:
and it is supported by the OGV which are attached to the fan · The strut 2 hosts the No. 1 vibration sensor.
frame hub. It is made up of titanium.
· The strut No 4 hosts the No. 1 speed sensor.
OGV · The strut 5 hosts the oil scavenge tube which is connected to
The OGV set features 41 hollow aluminum OGVs and three OGV the oil scavenge cavity in the fan hub at 6 o'clock.
struts of titanium material. There are nine different OGV profiles · The strut 6 hosts the TGB radial drive shaft which connects
depending on their radial position around the fan hub. the IGB to the TGB.
· The strut 8 hosts the two oil supply tubes for the lubrication of
OGV Struts the front sump.
In addition to 41 OGVs, there are three structural OGV struts.
The three OGV struts are made up of titanium. They are located at
Central Shroud
12 o'clock for OGV strut 1, 6 o'clock for OGV strut 5 and 8 o'clock
The central shroud features five segment shrouds fitted with eight
for OGV strut 6:
VBV ducts and one Low Pressure Turbine (LPT)/High Pressure
· The OGV strut 1 at 12 o'clock does not have any servitude. Turbine (HPT) Active Clearance Control (ACC) duct at 9 o'clock.
· The OGV strut 5 at 6 o'clock consist of the oil scavenge tube,
which is connected to the oil scavenge cavity (at 6 o'clock
located in the fan hub) and to the lubrication unit.
· The OGV strut 6 at 8 o'clock consist of the TGB radial drive
shaft which connects the Inlet Gearbox (IGB) and the TGB.
FOR TRAINING ONLY

Struts and Shrouds Segments
FOR TRAINING ONLY

Engine Basic:
High Stage Compressor:
The High Pressure Compressor (HPC) module assembly is a ten-

stage axial flow compressor and is composed of the following
parts:
· HPC rotor assembly
· Forward compressor stator and Inlet Guide Vanes (IGVs)
· HPC extension case.
The HPC rotor flowpath consists of 3D-aero blisks (bladed

disks) at stages one-through-five and individual stage 6-10
blades are secured in dovetail slots of the 6-10 spool.
The 30 IGVs, at the inlet of the HPC, are used to convert air
velocity increase into a pressure rise and to direct air from the
Booster to the Stage 1 HPC Rotor Blades for the optimum
incidence angle and converts air velocity to air pressure.
The Variable Stator Vanes (VSVs) are used to direct the air to the
next higher HPC stage. The IGVs and the VSVs are mechanically
interconnected with linkage, external to the Forward Compressor
Stator Case controlled by the EEC based on HPC rotor speed and
HPC inlet temperature.
As the speed of the HPC Rotor increases, IGVs and VSVs will
open; when the speed decreases, IGVs and VSVs will tend to
close.
FOR TRAINING ONLY

HPC Forward & Rear

Stator Assembly
HPC Rotor
Assembly
NOTE:
1. INCREASES THE PRESSURE OF THE BOOSTER
DISCHARGE AIR FOR COMBUSTION.
2. PROVIDES AIR FOR COOLING AND CUSTOMER BLEED.
3. PROVIDES TORQUE TO THE ACCESSORY DRIVES.
FOR TRAINING ONLY

Fan Frame Module
Combustor Diffuser
Nozzle (CDN) Assembly
Variable Stator
Inlet Guide Vanes Vanes (VSV´s)
(IGV)
From Booster Module To Combustion

Section
HPT Rotor HPT Rotor

Inlet Gear Box Assembly
Assembly
High Pressure Compressor Module
FOR TRAINING ONLY

Engine Basic:
The Combustion Section
The Combustion Section consists of the Combustion Case

Assembly and the Combustion Chamber Assembly.
The Combustion Section mixes fuel and HPC air for efficient and
uniform combustion.
The Combustor Diffuser Nozzle Case supports the Combustion
Chamber Assembly Inner and Outer Liners and provides a
mounting location for 19 Fuel Nozzles and the 2 igniters. The
combustor diffuser nozzle case provides the structural load path
between the rear HPC stator case and High Pressure Turbine
(HPT) stator case.
The twin annular premixing swirler fuel nozzles provides fuel to the
combustion chamber and the radial mixers that mix the fuel and
air required for combustion. The combustion chamber assembly is
designed to reduce NOX emissions while providing a shorter
combustion chamber length as compared to other kind of
combustion chambers.
FOR TRAINING ONLY

10th stage air HPT Exhaust
Combustion Section
FOR TRAINING ONLY

Engine Basic:
TURBINES
The High-Pressure Turbine (HPT) is located between the
combustion section and the Turbine Center Frame (TCF)
assembly. The two stage HPT blades extract the energy from the
hot gases from the combustion chamber, to drive the HPC and the
Inlet Gearbox (IGB).
The HPT stage 1 nozzle assembly is connected to the combustion
case assembly. It directs the air from the combustion chamber to
the HPT rotor blades at an optimal angle.
The HPT stage 2 nozzle assembly is connected to the front flange
of the Turbine Center Frame (TCF) by a bolted joint.
The Low-Pressure Turbine (LPT) is a 7 stage turbine. It is located
between the TCF assembly and the Turbine Rear Frame (TRF)
module. The LPT extracts the energy from the hot gases exiting
the HPT, to drive the Fan and Booster rotor.
8 EGT sensors are installed around the Turbine Center Frame
TCF at the Inlet of the LPT. The TRF Turbine Rear Frame bolted
to the rear of the LPT case, directs a smooth aerodynamic primary
airflow via the exhaust nozzle and plug.
The outer casing is equipped with mounts for rear engine
installation. Some of TRF struts allow the passage of oil tubes for
the rear sump C.
FOR TRAINING ONLY

LPT Rotor & Stator Module
LPT Stage 1 Nozzle Module

HPT Stage 2 Nozzle
Assembly & HPT Stator Case EGT sensor Turbine Rear
Mont pad Frame (TRF)
HPT Stage 1 Module
Nozzle Assembly
Low Pressure
Turbine (LPT)
Sharft
Turbine Center
Sump B
Frame Assembly
Scavenge pipe
High Pressure Turbine

Rotor Assembly
Turbine Section
FOR TRAINING ONLY

Aircraft Pylon
Mounts
Combustion Section
Flange
To Exhaust section
HPT Rotor
LPT Rotor
HPC Shaft
LPC Shaft
HP Rotor 10th Stage

HPC Air
LP Rotor HPT Exhaust
Turbine Section - Operation
FOR TRAINING ONLY

Engine Basic:
Turbine Rear Frame:
The rear flanges of the Turbine Rear Frame (TRF) are connected
by bolts to the exhaust components:
- the exhaust nozzle,
- the exhaust plug,
- the cental ventilation tube (CVT).
The TRF supports the rear end of the LPT rotor through roller
bearing No. 5. It is also mounting point for the rear engine mount
instalation.
The TRF is also connected to the oil system for the roller bearing
No. 5 lubrication, the A sump depressurization (through the
eductor valve) and the drain system.
FOR TRAINING ONLY

Exhaust Air Tube
FOR TRAINING ONLY

Engine Basic:
Accessory Drives:
The Accessory Drives section consists of the Inlet Gearbox (IGB)

module, the Transfer Gearbox (TGB) Module and the Accessory
Gearbox (AGB) Module.
The IGB and the nbr 3 bearing is located in the forward sump of
the engine.
TGB and AGB are located on the fan frame at 8 o'clock position.
During engine start, the pneumatic starter drives the spur gear
assemblies of the AGB which will transfer rotational energy to the
IGB via the transfer shaft of the TGB and the Radial Drive Shaft
(RDS) to drive the core engine.
When the engine runs, the core engine drives the IGB which, in
turn, drives the TGB and the AGB.
The TGB consists of a housing including a bevel gear connected
to the RDS and a bevel gear connected to the TS.
The TS is an alloy steel part and the TS transmits the torque
through the splines at each end.
The AGB consists of a housing including a series of spur gears
that distribute the torque to the engine and aircraft accessories.
The crank pad to turn the HP rotor is located on the front of the
AGB.
The N2 sensor is installed on the transfer tube between the TGB
and the
AGB.
FOR TRAINING ONLY

Accessory Gearbox (AGB)

-Supports and drives
both A/C and Engine
accessories
Trransfer Gearbox (TGB)

-Redirects the torque
from IGB to AGB
Accessory Drive System
FOR TRAINING ONLY

Self Locking
Insert
AGB Self Locking

Insert
Central Damper
Front Cover
Man Control
Cover
Transfer Shaft
Assembly
TGB Rear Cover
FOR TRAINING ONLY

PMA
LU TGB FP
IDG PAS EDP
FOR TRAINING ONLY

ATA 73 Engine Fuel & Control

Functional Description
The engine fuel distribution components are:
- the Main Fuel Pump (MFP),
- the Main Fuel Filter (MFF) and cartridge assembly,
- the Servo Fuel Heater (SFH),
- the Fuel Return Valve (FRV),
- the Integrated Drive Generator (IDG) oil cooler,
- the fuel manifold,
- the fuel nozzles.
The engine fuel control components are:
- the Fuel Metering Unit (FMU),
- the Split Control Unit / Servo Valve Assembly(SCU/SVA)
- the fan inlet temperature (T12) sensor,
- the compressor inlet temperature (T25) sensor,
- the compressor discharge temperature (T3) sensor,
- the fuel temperature sensor,
- the fuel manifold pressure transducer,
- the Permanent Magnet Alternator (PMA),
- the Pressure Sub-System (PSS) box,
- the rating plug,
- the Electronic Engine Control (EEC) composed of two units,
one for each channel (A & B),
- the engine wiring harnesses.
The engine fuel indicating components are:
- the fuel filter delta pressure sensor,
- the fuel flow transmitter,
- the Fuel Strainer Delta Pressure (FSDP) sensor.
FOR TRAINING ONLY

Engine Fuel
Fuel Feed
The fuel is supplied to the Engine from the A/C inner tanks Then the high-pressure fuel enter the Main Fuel Filter (MFF)
through a Low Pressure Shut-Off Valve (LPSOV). The LPSOV is where the fuel is filtered, a Fuel Filter Differential Pressure
controlled open/closed by the Master SW or closed by the Fire SW transducer (FFDP) monitors the pressure drop across the filter
(the Fire SW has priority over the Master SW). element. Downstream of the main fuel filter element, a small
amount of fuel is routed through self cleaning wash screen
Downstream of the LPSOV the fuel enter the LP stage of the Main towards the Servo Fuel Heater (SFH).
Fuel Pump (MFP). The heated servo fuel is routed as a control pressure to:
The pressurized fuel from the LP stage exits the MFP and a small - the FMU.
amount of the fuel are routed to the Fuel Return Valve (FRV)
- the Split Control Unit / Servo-Valve Assembly (SCU/SVA).
upstream of the IDG Oil Cooler for terminal relief. The rest of the
fuel flows directly to the IDG Oil Cooler to lower the temperature of - the FRV.
the IDG Oil before entering the Fuel Metering Unit (FMU). Downstream of the MFF the fuel enter the FMU. Inside the FMU
the Fuel Metering Valve (FMV) will regulate fuel flow required for
Inside the FMU the fuel enter a jet pump to increases the boost combustion. Downstream of the FMV the fuel will pars the High
circuit fuel pressure (the jet pump is operated by return fuel from Pressure Shut-Off Valve (PRSOV). The fuel then passes through
the by-pass valve inside the FMU). The fuel then enters a strainer the fuel flow meter and is monitored by the fuel temperature
before exits the FMU. The Fuel Strainer Differential sensor. The fuel then enters the Split Control Unit/Servo-Valve
Pressure transducer (FSDP) monitors the differential pressure (SCU/SVA), where it is divided into three legs with specific ratios
over the strainer. for distribution to the combustor:
- the pilot secondary (Psec),
Between the FMU and the MHX some of the fuel can be sent to - the pilot Primary Main Enriched (PPMe),
the FRV for heat management. The remaining fuel flows through
- the pilot Primary Main Non-Enriched (PPMne).
the Main Heat Exchanger(MHX).
The fuel then enter the MFP High-Pressure gear stage (HP
Stage). There is a pressure relief valve over the HP stage for
protection.
FOR TRAINING ONLY

Fuel and Control System
FOR TRAINING ONLY

Engine Fuel
Location of components
The Main Fuel Pump (MFP) is located on the aft side of the
Accessory Gear Box (AGB).
The Main Fuel Filter (MFF) assembly is located at left side of the
fan frame, just behind the Integrated Drive Generator (IDG) oil
cooler.
The 19 fuel nozzles are equally distributed all around the

Combustion Diffuser Nozzle (CDN) case. Number 1 fuel nozzle is
located at 12 o'clock, with number 2 at the right-hand side of
number 1 (Aft Looking Forward).
Operation
The MFP pressurizes the fuel coming from the aircraft fuel tanks
and delivers it to the various engine fuel/oil heat exchangers, the
Fuel Metering Unit (FMU) and the Split Control Unit / Servo Valve
Assembly (SCU/SVA).
In the main fuel filter assembly, a filter element (cartridge)

filters and collects any contaminant from the fuel to protect the
downstream components.
The 19 fuel nozzles distribute and atomize the metered fuel

into the combustion chamber in a specific fuel spray pattern.
FOR TRAINING ONLY

Fuel Distribution Components Location
FOR TRAINING ONLY

Engine Fuel
Location of Components
The Servo Fuel Heater (SFH) is mounted on the fan frame,

just above the Main Heat Exchanger (MHX).
The Fuel Return Valve (FRV) is mounted on the fan frame just
behind the Servo Fuel Heater (SFH).
The Integrated Drive Generator (IDG) oil cooler is mounted on the

fan frame just above the Fuel Metering Unit (FMU)
Operation
The SFH uses hot engine oil to heat the fuel, thus ensuring
positive fuel temperature at the inlet of the FMU and Split Control
Unit / Servo Valve Assembly (SCU/SVA) in cold conditions.
The FRV and the IDG oil cooler are used to control the IDG oil
temperature:
- the FRV allows a mix of hot and cold fuel return to be

returned to the aircraft tanks.
- the IDG oil cooler provides cooling of the hot IDG oil by using
cold fuel.
FOR TRAINING ONLY

FOR TRAINING ONLY

Engine Fuel
Main Fuel Pump
The Main Fuel Pump (MFP) is connected to the aft face of the
AGB. by a gear shaft. The MFP consists of two stages, The
Centrifugal boost stage and the High stage boost stage.
Fuel interfaces:
- the centrifugal boost stage inlet is connected to the aircraft
fuel system on the LH side of the Engine.
- the centrifugal boost stage outlet is connected to the
Integrated Drive Generator (IDG) oil cooler,
- the high pressure gear stage inlet is connected to the Main
Heat Exchanger (MHX),
- the high pressure gear stage outlet is connected to the
Main Fuel Filter (MFF).
Operation
The centrifugal boost stage of the Main Fuel Pump receives fuel
from the aircraft inder tank through the LPSOV and supplies
pressurized fuel to the Integrated Drive Generator (IDG) oil cooler.
The high pressure gear stage receives the fuel from the Main
Head Exchanger (MHX), and supplies high pressure fuel to the
Main Fuel Filter (MFF). If an overpressure occurs in the high
pressure circuit, the bypass valve will open to release some of the
fuel flow from the high pressure gear element into the boost circuit.
FOR TRAINING ONLY

From A/C Tanks
From FMU
via MHX
To Main To IDG Centrifugal

Fuel Filter Boost Stage
From A/C
Fuel system To IDG Oil
O-Rings Cooler
High Pressure
Gear Stage
Gasket for seal From MHX
MFP
Gear
Shaft Main Fuel Punp
Mounting Flange
AGB
Drain Plug To MFF
Pb3 MHX Discharge Pressure
Ps MFP Discharge Pressure
Pin MFP Inlet Pressure
Pb MFP Boost Discharge Pressure
Main Fuel Pump
FOR TRAINING ONLY

Engine Fuel
Main Fuel Filter & Cartridge Assembly Operation
Fuel interfaces: The high pressure fuel flow passes through the cartridge assembly
- the fuel inlet is connected to the Main Fuel Pump (MFP), and goes out towards the Fuel Metering Unit (FMU) and the Servo
- the fuel outlet is connected to the Fuel Metering Unit (FMU), Fuel Heater (SFH). The fuel filter also includes a servo wash
- the servo outlet is connected to the Servo Fuel Heater (SFH), screen, which is located downstream of the main fuel filter
- the fuel filter differential Pressure (dP) transducer is element. The fuel flows across the wash screen to the SFH. The
fuel filter and the wash screen include bypass valves, which will
connected before and after the filter element, the differential
open if clogging occurs.
Pressure (dP) measure the pressure over the filter, if there is
a diff. pressure over the filter it will give a ECAM MSG.
All fuel line connections feature a gasket seal.
Mechanical interfaces:
- the Main Fuel Filter (MFF) is connected to the fan frame by
mounting brackets.
The main components of the MFF are:

- the filter housing which houses the fuel filter dP transducer
and the servo wash screen,
- the filter bowl which has an anti-rotation lock tab (by alatch)
and a drain plug,
- the cartridge assembly, with o-rings.
- the filter bowl locking system by a ratchet lever.
There are two bypass valves:
- one for the cartridge assembly,
- one for the servo wash screen.
FOR TRAINING ONLY

To Servo Fuel Heater

Filter Housing
To FMU
Fuel Filter Delta
From MFP
Pressure Transduser
Fan Frame
Bracket
Wear
Servo
Gasket Seal Wash
Cartridge Screen
From
Ratchet Lever To FMU
MFP
Cartridge Assenbly
To SFH
MFF
FFDP
High Pressure Fuel
Main Fuel Filter and Cartridge Assembly
FOR TRAINING ONLY

Engine Fuel
Fuel Nozzles
The fuel nozzles interfaces with the fuel system as follows: Within the fuel nozzles, the primary/main flows are split into
pilot primary and main circuit.
Fuel: - the pilot primary tip uses a dual orifice atomizer that nsprays
fuel into the pilot air swirler flow.
- one of the two inlets is connected to the Pilot Primary and
Main (PPMe or PPMne) manifold, - the main circuit consists of twelve radially oriented orifices
- the other inlet is connected to the Pilot secondary (Psec) that inject fuel into the main air premixer flow.
manifold.
Mechanical
- each fuel nozzle is connected to the Combustor
Diffuser Nozzle (CDN) assembly by a mounting flange.
Operation
During operation, the fuel nozzles distribute and atomize fuel into
the combustion chamber with different flows and through spray
tips located inside the combustor:
- inject fuel into the main air premixer flow via main manifold,
- spray fuel into the pilot air swirler flow via pilot primary
manifold.
The control system is designed to enrich the four fuel nozzles

located on either side of the igniter plugs. The fuel nozzle is a Twin
Annular Premixing Swirled (TAPS) design that is fed by two fuel
manifolds:
- the pilot primary/main manifolds
- the pilot secondary manifolds.
FOR TRAINING ONLY

Fuel from Pilot

Secondary Manifold
Fuel from
Primary Main Manifold
Combustor Deffuser
Nozzles Assembly
Fuel Main Circiut
Fuel Pilot
Fuel Pilot Primary Circuit
Secondary Cirduit
From Pilot Primary
Main Air Primixer
And Main Manifold Flow(fuel injected)
From Secondary
Manifold
Combustion
Valve Chamber
Fittings Housing
Stem Housing
With mount
interface
Heat
shield
Nozzle Fuel Pressure
Nozzle Tip
With Orifices Spray Tip
Fuel Nozzles
FOR TRAINING ONLY

Engine Fuel
IDG Generator Oil Cooler
The IDG oil cooler has four connectinos. Two connectinos for Fuel
and two connections for Oil.
The fuel inlet is connected to the Main Fuel Pump (MFP) and the
fuel outlet is connected to the Fuel Metering Unit (FMU).
The oil inlet is connected to the Integrated Drive Generator (IDG)

through the supply line of the oil cooling lines and the oil outlet is
connected to the IDG through the return line of the oil cooling
lines.
Physically the IDG oil cooler is connected to the fan frame by four
mounting brackets.
Operation
The oil-to-fuel heat transfer is done through the exchanger:

The fuel coming from the Main Fuel Pump (MFP) flows through
cold passages and then exits to feed the low pressure fuel inlet of
the Fuel Metering Unit (FMU).
The oil coming from the Integrated Drive Generator (IDG )flows
through hot passages and then exits to return to the IDG.
If clogging occurs, the bypass valves decrease the fuel or oil
overpressure, providing a continuous flow towards the fuel or oil
outlet.
An oil thermostatic bypass valve is installed in the IDG oil
circuit for bypass the IDG oil cooler if the IDG oil is very cold .
FOR TRAINING ONLY

From To
IDG IDG
Termostatic bypass valve
From
IDG
To
From
To FMU FMP From MFP To FMU
IDG Oil Cooler
Integrated Drive Generator Oil Cooler
FOR TRAINING ONLY

Engine Fuel
Servo Fuel Heater
Fuel connections to the Servo Fuel Heater is:
- Inlet: Main Fuel Filter (MFF)

-Outlet: Fuel Metering Unit and Split Control Unit/ Servo Valve
Assembly.
Oil Connections are:

- Oil inlet is connected to the Non Return Valve
(NRV),
- Oil outlet is connected to the engine Surface Air
Cooling Oil Cooler (SACOC)
. Operation.
The oil-to-fuel heat transfer is done through the exchanger: The
servo fuel coming from the Main Fuel Filter (MFF), flows through
the tubes of the matrix and then the hot servo fuel exits the Servo
Fuel Heater (SFH) to the Fuel Metering Unit(FMU) and the Split
Control Unit/Servo Valve Assembly(SCU/SVA).
The oil coming from the oil lubrication unit flows around the tubes
of the matrix and is routed by interior baffles (four oil passages). It
exits to feed the Surface Air Cooling Oil Cooler (SACOC).
If the oil circuit is clogged, a pressure relief valve bypasses the
oil through the exchanger.
FOR TRAINING ONLY

Oil Pass 2 Oil Pass 3

Oil Pass 1 Oil Pass 4
From MFF To FMU & SCU/SVA
To Engine
From Lubrication Unit Surface Air Cooling
Oil Cooler
SFH
To SACOC
Servo Fuel Heater
Fan Frame
Bracket
From Oil
To FMU and Lubrication Unit
SCU/SVA From Main
Fuel Filter
Servo Fuel Heater
FOR TRAINING ONLY

Engine Fuel
Fuel Return Valve Operation
The Fuel Return Valve is connected to: The function of the Fuel Return Valve (FRV) is to return hot fuel
flow to the tank. Depending on engine oil and fuel temperature and
- the cold fuel inlet is connected to the Main Fuel Pump (MFP) on fuel flow, the Fuel Level Sensing Control Units (FLSCUs) shut
off signal.
boost stage,
The FRV has 3 positions:
- the hot fuel inlet is connected to the Fuel Metering Unit
(FMU) - zero flow,
- the fuel outlet is connected to the aircraft fuel tank, - low flow,
- the Electro-Hydraulic Servo-Valve (EHSV) inlet is connected - high flow.
to the Servo Fuel Heater (SFH),
- the EHSV outlet is connected to the FMU. The hot fuel is coming downstream of the FMU and the cold fuel
coming downstream of the MFP. is mix inside the Fuel Return
Electrical connections are: Valve (FRV) to limit Fuel Temperature to reduce the terminal
stress.
- the Fuel Return Valve (FRV) is connected to the Electronic
Engine Control (EEC) units through two electrical connectors
(channel A and channel B).
- the FRV is connected to the LH side of the fan frame by four
bolts.
FOR TRAINING ONLY

To A/C Fuel Tank

From Main
Fuel Pump Low Fuel Pressure
From FMU
Intermediate Fuel Press
Fuel
Return EEC CH A High Press Servo Fuel
Valve
CCDL
EEC CH B
Electro Hydraulic
Servo Valve
From SFH
TM
LVDT
EEC B To FMU
To A/C
Fuel Tanks
EEC A
To
From From
FMU
Main Fuel FMU
Pumps
Fuel Return Valve
FOR TRAINING ONLY

Engine Fuel
Component Location
The Fuel Metering Unit (FMU) is mounted on the fan frame LH

side, just above the Accessory Gear Box (AGB).
The purpose of the FMU is to meter the fuel flow to the combustor.
The Split Control Unit / Servo Valve Assembly (SCU/SVA) is

mounted on the engine core LH side.
The purpose of the SCU/SVA is splits the fuel flow to the fuel
nozzles, and transmits fuel to the various servo valves and
Actuators.
The Permanent Magnet Alternator (PMA) is mounted on the

aft side of the AGB.
The purpose of the PMA is to provide electrical power to the
EECs when the ENG speed is above 8% N2 and to provide N2
speed signal from one (1) of the alternator phases for the
electronic over speed function.
FOR TRAINING ONLY

Split Control Unit/Servo Valve Assy

SCU/SVA
Modulates fuel to the Combustion
Chamber & supplies fuel to
Actuators and valves
Fuel Metering Unit

FMU
Meters Fuel flow
To the Combustion
Chamber
Permanent Magnet
Alternator PMA
Provides power
to the EEC units
FOR TRAINING ONLY

Engine Fuel
Fuel Metering Unit
The Fuel Metering unit connections to the fuel system is as The fuel exits the the FMU at two locations which is the jet pump
follows: exit to the Main Heat exchanger (MHX)and the metered flow exit
to the fuel flow transmitter and then to the Split Control Unit/ Servo
- the low pressure fuel inlet is connected to the Integrated Valve Assembly (SCU/SVA).
Drive Generator (IDG) oil cooler,
The low pressure fuel enters a jet pump integrated to the FMU, to
- the main fuel inlet is connected to the Main Fuel Filter (MFF), be combined with the main inlet bypass flow to form an
- the heated servo inlet is connected to the Servo Fuel Heater intermediate pressure flow.
(SFH), Next, the fuel flows through an inter-stage strainer and exits the
FMU at the jet pump exit.
- the jet pump outlet is connected to the Main Heat exchanger
The inter-stage strainer protects the gear stage of the fuel pump
(MHX), from gross contamination. It is monitored by a dual channel
- the metered flow outlet is connected to the fuel flow pressure transducer.
transmitter,
The main inlet flow passes through the Fuel Metering Valve (FMV)
- the fuel filter differential Pressure (dP) transducer is
which controls the flow to the combustor. The FMV torque motor
connected before and after the filter element. receives the electrical command from the Electronic Engine
Control (EEC) system and translates the electrical input into a
Electrical the Fuel Metering Unit is connected to the EEC through corresponding fuel pressure to operate the Fuel Metering Valve
two electrical connectors (Channel A & B) (FMV).
The feed-back position of the FMV is send by a dual LVDT to
Operation: the EEC. The metered fuel passes through the High Pressure
Shut Off Valve (HPSOV) before exiting at the metered flow exit.
The fuel enters the FMU in three locations. It is the low pressure
fuel inlet from the IDG oil cooler, the main fuel inlet, from the Main The HPSOV provides sufficient fuel pressure at low power
Fuel Filter (MFF) and heated servo inlet from the Servo Fuel conditions to maintain force margins on the internal FMU valves
Heater (SFH). and external fuel actuated parts and systems.
FOR TRAINING ONLY

Engine Fuel
Operation cont. SHUTDOWN
The HPSOV receives an electrical input from the aircraft master NORMAL SHUTDOWN:
lever located in the flight deck via the FADEC system. During a normal engine shutdown on ground, the Master Lever
When the Master Lever is in the ON position, the HPSOV is controls the LPSOV to close and sends a shutdown signal to the
opened and allows the FMV to regulate fuel to the combustor. EEC.
When the Master Lever is in the OFF position, the HPSOV is As a consequence, the EEC first initiates a Thrust Control
closed and the fuel flow to the combustor is shut-off. Malfunction Accommodation (TCMA)/OS Fuel Shutoff test and then
The Thrust Control Malfunction Accommodation (TCMA) identifies activates the SO function to control the HPSOV to close.
if the engine is not responding to the throttle command and takes The EEC commands the FMV to close -1.5 seconds after the Master
mitigating action if necessary. Lever transitions to OFF.
OVERSPEED SHUTDOWN:
Functional Description Each EEC has two independent switches that monitor the N2 speed.
One switch uses the speed signal form the Permanent Magnet
The FMU is an electro-hydraulic unit with five main Alternator (PMA), while the other switch uses the speed signal from
components: the N2 sensor.
- a jet pump and strainer, Both switches must close to shut down the engine. The overspeed
system in both EEC is always active regardless of which EEC is in
- a Fuel Metering Valve (FMV) with an Electro-Hydraulic Servo
control.
Valve (EHSV) and Linear Variable Differential Transducer When an OS condition is detected, both switches are simultaneously
(LVDT), activated and lead to a TCMA/OS Fuel Shutoff command causing the
- a bypass valve, HPSOV to close and be hydraulically latched.
- a High Pressure Shut Off Valve (HPSOV),
- a Thrust Control Malfunction Accommodation (TCMA) EHSV.
FOR TRAINING ONLY

Fuel Metering Unit
FOR TRAINING ONLY

To Main HX From MFF
EEC CH A
P
LVDT EEC CH B
By-Pass To CCDL
FMV HPSOV
Valve SCU/SVA
TM
From IDG
Jet Pump SOSV
Oil Cooler
TCMA
Valve
EOS
TM
PC Valve
Reg
TM
From SFH
Fuel Metering Unit
FOR TRAINING ONLY

Engine Fuel
Fuel Temperature Transduser
The temperature sensor is immersed in the fuel flow.
The fuel temperature transducer is connected to the Electronic

Engine Control (EEC) units through one single electrical connector
(for both channel A and channel B) .The fuel temperature
transducer mounting flange is bolted to the fuel line.
Operation
The fuel temperature transducer measures the main fuel

temperature at the Split Control Unit / Servo Valve Assembly
(SCU/SVA) inlet.
The temperature expands the sensing material and modifies its
Resistance. The signal passing through the material is thus
Also modified.
The fuel temperature transducer sends two independent signals:
one signal to EEC channel A and one signal to EEC channel B.
The fuel temperature transducer is a dual-channel Resistive

Thermal Device (RTD) that consists of a temperature sensor with
2 sensing elements, a housing with a mounting flange and an
electrical connector.
The mounting flange is located outside of the fuel flow and is
equipped with an electrical connector.
FOR TRAINING ONLY

CCDL
Fuel Temperature Sensor
FOR TRAINING ONLY

Engine Fuel
The Split Control Unit / Servo Valve Assembly (SCU/SVA) Operation:
The Split Control Unit / Servo Valve Assembly connections to the The Split Control Unit / Servo Valve Assembly (SCU/SVA) converts
fuel system is as follows: the Electronic Engine Control (EEC) "channel in control" electrical
signals to hydraulic flows via an internal Electro-Hydraulic Servo
- the main metered flow inlet is connected to the fuel flow Valve (EHSV).
transmitter,
The servo valve modulates the fuel flow to specific fuel nozzles by
- the heated servo inlet is connected to the Servo Fuel Heater positioning the Pilot Metering Valve (PMV) within the SCU/SVA.
(SFH), A dual channel Linear Variable Differential Transducer (LVDT)
- the low pressure outlet is connected to the Fuel Metering Unit provides the PMV position feedback to both EEC units (channel A
and channel B).
(FMU),
- the pilot secondary manifold is connected to the fuel nozzles,
- the pilot primary/main enriched manifold is connected to the The fuel enters the SCU/SVA at two locations:
fuel nozzles, - the main metered flow inlet (P23),
- the pilot primary/main non-enriched manifold is connected to - The heated servo inlet (Phs).
the fuel nozzles,
The fuel exits the SCU/SVA at four primary locations:
- the fuel manifold pressure transducer is connected to the
- The low pressure return (Pb),
Electronic Engine Control (EEC) units channels A and B
- The pilot secondary manifold (Psec),
- inlets and outlets are connected to ten external actuators.
- The pilot primary/main enriched manifold (PPMe),
Electrical interfaces: - The pilot primary/main non-enriched manifold (PPMne). In
addition, there are flows to and from ten external actuators.
- the Split Control Unit / Servo Valve Assembly (SCU/SVA) is
connected to the Electronic Engine Control (EEC) through two The main metered flow first passes through the pilot metering
valve, which meters flow to the Psec manifold. Remaining flow
electrical connectors (channel A and channel B).
not going to the Psec manifold exits the SCU/SVA to the pilot
primary/main (PPMe and PPMne) manifolds.
FOR TRAINING ONLY

Engine Fuel
Operation cont.
The SCU/SVA contains seven servo valves for external fuel

actuated components. These external functions include:
- the variable stator vane actuators,
- the variable bypass valve actuators,
- the modulated turbine cooling actuator,
- the high pressure turbine active clearance control valve,
- the low pressure turbine active clearance control valve,
- the transient bleed valve,
- the start bleed/booster anti ice valve.
Functional Description.
The SCU/SVA is an electro-hydraulic unit with two main

components:
- a Pilot Metering Valve (PMV) and LVDT,
- an EHSV.
The SCU/SVA also contains seven servo valves for external

fuel operated components.These external functions include:
- the variable stator vane actuators,

- the variable bypass valve actuators,
- the transient bleed valve,
- the modulated turbine cooling actuator,
- the high pressure turbine active clearance control valve,
- the low pressure turbine active clearance control valve,
- the start bleed/booster anti-ice valve.
FOR TRAINING ONLY

Split Control Unit / Servo Valve Assembly
FOR TRAINING ONLY

Engine Control
Electronic Engine Control (EEC) Operation
Functional Decription The Electronic Engine Control (EEC) units control the operation,
performance, and efficiency of the engine through seven sub-
Each Electronic Engine Control (EEC) unit consists of: systems:
- the housing, - fuel control,
- 9 connectors, - variable geometry control,
- the vibration isolators for the connection with the mounting - active clearance control,
brackets. - Fuel Return To Tank (FRTT) control,
- engine starting and ignition,
The functions of the connectors are: - thrust reverser control,
- connector J1 is not used on the LEAP-1A, - engine vibration / health monitoring.
- connectors J2 and J4 are used for data exchange with the
aircraft, Each EEC unit constantly monitors the inputs provided by the
Pressure Sub-System (PSS) box, engine sensors, probes, position
- connector J3 is used for the electrical supply from the
feedbacks, thrust reverser and aircraft computers,switches and
Permanent Magnet Alternator (PMA), controls.
- connectors J5 to J8 are used for data exchange with the Each EEC unit processes this information and performs
engine equipment, calculations, and comparisons to information stored in its memory.
- connector J9 is the test and ground support interface. It is
Each EEC unit also monitors its own outputs and internal operation
capped during normal engine operation. to ensure that it is operating correctly.
Each EEC unit checks that these inputs and outputs are valid.
The EEC units are located on the right side of the fan case and If the information is invalid for a certain period of time, one or both
connected to cooling system used on ground only. EEC unit(s) will record the fault in its memory and inform the
aircraft computers of the status.
FOR TRAINING ONLY

Electronic Engine Control
FOR TRAINING ONLY

Engine Control
Operation cont
Each EEC unit also provides engine indicating parameters, The EEC units perform these functions without exceeding the rotor
warnings, cautions, advisories, and status messages for the flight speed limits and provide for surge/stall-free engine operation.
deck.
The EEC units exchange data through an external Cross-Channel The EEC units alternate the “channel in control” every other flight,
Data Link (CCDL). as long as they are equally healthy as determined during engine
start.
Both EEC units are fully capable of operating the engine systems,
but only one EEC unit will operate them at a time.
This EEC unit is called the “channel in control” or “active channel”.
The other EEC unit is the “standby” or “inactive” channel.
There is one exception to the EEC units “active/standby” channel

architecture: the Thrust Control Malfunction Accommodation
(TCMA). This function is designed so that the channel architecture
is “active/active,” and either EEC units can automatically:
- shut off fuel to the engine if an overspeed is detected,
- reduce the engine fuel flow if an overthrust is detected.
The “channel in control” adjusts the engine systems (valves,

actuators and solenoids) in order to provide the fuel and air
needed to produce the thrust requested and the engine airflow
necessary for cooling.
The position feedback from the engine air valves, fuel metering
valve, and actuators allows the “channel in control” to close the
loop by verifying that the correct position was reached.
FOR TRAINING ONLY

Aircraft
Power Data Command
Electrical Power
Digital signal
CCDL
Active Standby
Analog Signal
EEC CH A EEC CH B
PSS
Engine
All Systems
Electronic Engine Control
FOR TRAINING ONLY

Engine Control
PSS Box and Sensor.
The Pressure Sub-System box has several electrical and Air Finally, the PSS box can act as a backup of the Cross- Channel
connections. It is connected electrical to the EEC unit to: Data Link (CCDL) between the two EEC units if the primary one
- receive electrical power supply, fails.
- send the pressure data,
Functional Description.
- act as a backup Cross-Channel Data Link (CCDL) if
necessary.
The PSS box and sensor is a dual channel electronic unit.
- the PSS box supports the rating plug. The PSS box and sensor consists of:
Pneumatic connections are used for: - a housing with three mounting brackets,
: - two electrical connectors for the connection with the EEC
- the ambient air pressure (P0),
units,
- the compressor bleed pressure (P3B),
- a connector for the connection of the rating plug,
- the compressor discharge pressure (PS3),
- three pneumatic connectors,
- the fan inlet pressure (PS12).
- a P0 intake.
The PSS box is connected to the Right side of the fan case
through Vibration isolatores.
Operation:
The Pressure Sub-System (PSS) box and sensor receives

pneumatic pressure inputs from ambient air pressure,
compressor bleed pressure, compressor discharge air pressure
and fan inlet pressure.
The internal pressure sensors convert these pressures into
electrical signals sent to the Electronic Engine Control (EEC)
units.
The PSS box also transmits the engine ratings from the rating
plug to the EEC units.
FOR TRAINING ONLY

Rating Plug
Inlet Airflow pressure (PS12)

EEC CH A
Ambient Airpress (P0)

CCDL Back
up Sensors Compressor Bleed(P3B)
Compressor Discharge (PS3)
EEC CH B
Rating
Plug
PSS Box & Sensors
FOR TRAINING ONLY

Engine Control
Rating Plug:
The rating plug is connected to the PSS box. The plug is secured
to the engine fan frame with a safety cable.
The rating plug consists of:

- permanent fused links,
- push-pull changeable switches.
These elements are set to define the engine rating, the N1

level trims and the thrust bump if used.
FOR TRAINING ONLY

Data Plate Referance
Data Rating Plug
FOR TRAINING ONLY

N1 Trim Pin Configuration
Hardware Configuration
Data Rating Plug
FOR TRAINING ONLY

Engine Control
Permanent Magnet Alternator.
The Permanent Magnet Alternator (PMA) is connected to the

Electronic Engine Control (EEC) through two electrical connectors
(channel A and channel B).
The static part of the PMA is bolted to the Accessory GearBox
(AGB) and the rotating part of the PMA is connected to the AGB by
a cantilevered drive shaft and held with a nut.
Operation
Each Electronic Engine Control (EEC) unit (channel A and channel

B) has a dedicated input from the engine Permanent Magnet
Alternator (PMA).
When the engine speed is 8% N2 and above, the dedicated engine
PMA has the capability to provide all electrical power for the EEC.
During normal alternator operation at 8% N2 and above, neither
EEC unit uses power from the aircraft 28 VDC inputs. Switching
between aircraft 28VDC and PMA power will occur automatically
within the EEC.
This switching is performed to achieve isolation between the
aircraft and EEC power.
The PMA consists of a rotor and a stator.The PMA is a high-speed

machine with two identical electrically isolated three-phase, Y-
connected windings.
The alternator produces two separate electrical power sources, one
for each EEC (channel A and channel B).
FOR TRAINING ONLY

Permanent Magnet Alternator
FOR TRAINING ONLY

Rotor
Two sets of
Windings inside
To EEC A
To EEC B
Permanent Magnet Alternator
FOR TRAINING ONLY

Engine Control
T12/T25 Sensors
The T12 sensor is located on the inlet cowl in the 12 o’clock

position, just before the engine fan case.
The T25 sensor is located in the 3 o'clock position in the fan

frame hub.
Purpose
The total air temperature (T12) sensor measures the total air
temperature at the engine inlet. T12 sensor information is sent
to the Electronic Engine Control (EEC) units and used in the
engine comtrol algorithms for engine power management.
The compressor inlet temperature (T25) sensor is a resistive

thermal device (RTD) designed to measure the total gas
temperature at the inlet of the High Pressure Compressor
(HPC). T25 sensor information is sent to the EEC units and
used in the engine control algorithms for engine power
management.
FOR TRAINING ONLY

T12 Access
Panel
Air Inlet Cowl
FOR TRAINING ONLY

Engine Control
T12 Sensor
The houseing for the P12 sensor is placed in the inlet flow path
and the T12 sensor is mounted there with bolts.
The T12 sensor is connected to the Electronic Engine Control
(EEC) units through two electrical connectors (one for channel
A and one for channel B).
Operation
The T12 sensor measures the total air temperature at the engine
inlet by means of two sensing elements.
The temperature expands the sensing material, modifying its
resistance. The signal passing through the material is thus also
modified.
The T12 sensor sends two independent signals: one signal to
EEC channel A and one signal to EEC channel B.
The T12 sensor is a Resistive Thermal Device (RTD) that

consists of a housing with two electrically independent sensing
elements, a mounting flange, for connection, two electrical
connectors (one per channel) and a flexible cable.
FOR TRAINING ONLY

CCDL
EEC CH A EEC CH B
2 Sensing
T12
Elements
From To Secondary
Ambient air Airflow
T12 Sensor
FOR TRAINING ONLY

Engine Control
T25 Sensor
The sensing elements are located in the High Pressure

Compressor (HPC) inlet air flow and is connected to the fan hub
by bolts . The T25 sensor is connected to the Electronic Engine
Control (EEC) units through two electrical connectors (one for
channel A and one for channel B).
Operation
The T25 sensor measures the total air temperature at the inlet of
the HPC by means of two sensing elements.
The temperature expands the sensing material, modifying its
resistance. The signal passing through the material is thus also
modified.
The T25 sensor sends two independent signals: one signal to
EEC channel A and one signal to EEC channel B.
The T25 sensor is a Resistive Thermal Device (RTD) that consists
of a housing, two electrically independent sensing elements, two
electrical connectors (one per channel) and the sensor housing
with the mounting flange.
FOR TRAINING ONLY

CCDL
EEC CH A EEC CH B
T25
From LPC TO HPC
FOR TRAINING ONLY

Engine Control
Identify and Locate
The T3 sensor is mounted on the forward High Pressure

Compressor (HPC) case in the 10 o'clock position.
The fuel manifold pressure sensor is attached to the Split Control
Unit / Servo Valve Assembly (SCU/SVA) housing.
Note: The SCU/SVA is mounted on the core engine in the 8

o'clock position.
Operation:
The compressor discharge temperature (T3) sensor provides the

temperature of the compressor discharge airflow to the EEC units
and is used in the engine control algorithms.
The fuel manifold pressure sensor transmits the primary/main

enriched manifold (PPMe) pressure at the exit of the Split
Control Unit (SCU) for Twin Annular Premixing Swirler (TAPS)
combustor control.
The fuel manifold pressure sensor measurement of the fuel

pressure is also used as a fuel shut-off signal for start system
logic control.
FOR TRAINING ONLY

CCDL
EEC CH A EEC CH B
Sensing
T3
elements
To Combusten
From HPC Chamber
T3 Sensor
FOR TRAINING ONLY

Engine Control
EEC Elec. Pwr Sply Control Auto De-Powering
The Electronic Engine Control (EEC) can be supplied from the The FADEC is automatically de-powered on the ground,
aircraft electrical power system when the engine is shut down or through the EIU, after engine shutdown.
when N2<8%. The Permanent Magnet Alternator (PMA), which is EEC automatic de-powering on the ground by the EIU after five
also called Control Alternator supplies the EEC and when the minutes after aircraft power up or five minutes after engine shut
engine is running at N2>8%. down (M/S to OFF) to be able get continued engine maintenance
The Pressure Sub-System (PSS) is electrical power by the EECs. data transmission.
Note that releasing the ENG. FIRE P/B out provides EEC
Powering N2<8%
power-cut off from the aircraft network.
Each EEC is independently supplied by the aircraft 28 VDC
through the Engine Interface Unit (EIU). At initial A/C power-up, FADEC Ground Power Panel
both engine EECs are supplied with aircraft power for 5 minutes.
Aircraft 28 VDC is used for power-up check of the Full Authority For maintenance purposes and MCDU engine tests, the ENG.
Digital Engine Control (FADEC) before engine start, engine FADEC GrouND PoWeR P/B on the MAINTenance panel
starting and powering the EEC while the engine is running below (50VU) permits FADEC power supply to be restored on the
8% N2. ground with engine shut down.
Note that the EIU takes its power from the same bus bar as
the EEC.
The EIU supplies power to the FADEC as long as the GND
Powering N2>8% PWR P/B is in the ON position.
As soon as the engine is running above 8% of N2, the Control Also note that the FADEC is repowered as soon as the engine
Alternator supplies the EEC. start selector is selected to CRANK or IGNition START or the
The PMA supplies each EECs with three-phase AC power. MASTER switch is selected ON.
Two transformer rectifiers inside each EEC provide 28 VDC
power.
Above 8% of N2, the EEC logic automatically switches to the
control alternator supply. In case of control alternator failure, the
EEC will automatically switch over the 28VDC power supply from
the aircraft network, available as a back-up through the EIU.
FOR TRAINING ONLY

401 PP DC ESS BUS

For ENG1 & 2
101 PP DC BUS 1
202 PP DC DUS 2
Eng Fire PNL
ENG 1
Maintance Panel
FOR TRAINING ONLY

Engine Control (FADEC Architecture)

The Full Authority Digital Engine Control (FADEC) system is

designed with a dual redundant architecture.
It consists of:
- two fault-tolerant Electronic Engine Control (EEC) units
(Channel A and Channel B) with a Cross Channel Data Link
(CCDL),
- dual control sensors for critical input and feedback,
- dual harnesses and connectors for critical signals,
- dual coils on critical solenoids and torque motors,
- single hydro-mechanical parts: pumps, valves and actuators,
- two single airframe Air Data Computers (ADCs) inputs each
connected to both EEC units,
- a single Engine Interface Unit (EIU) data input directly
connected to EEC channel A and connected to EEC channel
B
through the CCDL,
- single airframe discrete inputs connected to both EEC units,
with the exception of dual discretes (master lever, Thrust
Control Malfunction Accomodation (TCMA) and Nacelle Anti-
Ice (NAI),
- quad ARINC-429 data (two per channel) output to the
aircraft,
- dual ethernet test bus input for
FOR TRAINING ONLY

Single EEC CH B
sensors
ADC
2
C
Hydro mech C Thrust
Components Dual EIU
D Levers
(T/M) sensors
L
ADC
1
Single
sensors EEC CH A
FADEC Architecture
FOR TRAINING ONLY

Engine Control
EEC Units Functional Description
The common Full Authority Digital Engine Control (FADEC)

system includes two redundant Electronic Engine Control (EEC)
channels. Both channels are capable of controlling the engine.
The dual redundant architecture minimizes the effects of control
system faults on engine operation.
The two channels are identical and permanently operational, but

they operate independently from each other.
Each channel has a full set of sensors, interfaces with the engine
and aircraft, central processor and output drivers. They are as well
as continuously checking and processing their own inputs. The
EEC channels compare their data via a Cross Channel Data Link
(CCDL) to ensure that there are no anomalies.
The Pressure Sub-System (PSS) performs signal conversion of

the pressure inputs. It provides a common interface to the rating
plug and communicates with each EEC (channel A and
channel B) via serial data buses.
The PSS also provides a backup CCDL by communicating
cross-channel health information between both EEC units
(channel A and channel B) if the primary CCDL is lost.
Each EEC channel will determine if the EEC will be in active

status or standby status based on a comparison of its health
with the health of the cross channel.
The channel with the best health status will become the active
channel.
A hierarchy is assigned to the list of possible faults that could
lead to a channel switch.
FOR TRAINING ONLY

Activ or Standby Activ or Standby
Fault Channel Fault Channel

Detection State Health Detection State Health
Determination Calculation Determination Calculation
Channel Health word
Exchange via Prim CCDL
Channel Channel
Selection Parallel Descretes Selection
(OS) Activ /standby sensing (OS)
EEC A EEC B
PSS
Channel Health word and

Parallel Discrete Exhange
Via Back-up CCDL
EEC Units High Level Channel Architecture
FOR TRAINING ONLY

Engine Control
EEC System connection
Many aircraft (A/C) computers and systems interface with the The discrete inputs from the A/C to the EEC units include:
Electronic Engine Control (EEC) units. - the autothrust engagement and disconnect,
Digital communication is either direct to the EEC units or - the engine position,
indirect through the Engine Interface Unit (EIU). - the Thrust Control Malfunction Accomodation (TCMA)
- the Thrust Reverser (T/R) control,
The equipment directly connected to the EEC units is:
- the Display Management Computers (DMCs), - the Nacelle Anti-Ice (NAI)
- the Flight Management and Guidance Computer (FMGC), - a master lever reset to each EEC channel.
- the Flight Warning Computers (FWCs),
The power inputs through the EIU include:
- the Generator Control Unit (GCU),
- 28 VDC A/C power source,
- the EIU,
- the Air Data Computers parts of the ADIRUs - 115 VAC for ignition exciter power.
.
The equipment connected through the EIU is:
- the Landing Gear Control and Interface Units (LGCIUs),
- the Bleed Monitoring Computers (BMCs),
- the Flight Control Unit (FCU),
- the System Data Acquisition Concentrators (SDACs),
- the Flight Data Interface and Management Unit (FDIMU),
- the Centralized Fault Display Interface Unit (CFDIU),
- the Data Loading Routing Box (DRLB),
- the Air Conditioning System Controllers (ACSCs),
The analog signal input from the A/C to the EEC units is the
Throttle Lever Angle (TLA).
FOR TRAINING ONLY

Thrust Lever
Control
ADC 1 PSS ADC 2
EEC CH B EEC CH A
GCU’s
FCU
LGCIU’s
CFDIU
EIU
DMC’s FWC 1+2 ACSC’s
DLRB
BMC’s
FMGC’s FDIMU
FOR TRAINING ONLY

Thrust Lever
Control Unit
FWC’S FDIMU
DMC’s
ADIRU 1 EEC
FMGC’s
CH A FCU
LGCIU’s
CFDIU
PSS
EIU
ACSC’s
ADIRU 2 DLRB
EEC
FWC’s BMC’s
CH B
DMC’S
FMGC’s
Thrust Lever
Control Unit
FOR TRAINING ONLY

Engine Control
EEC Connections to A/C
Aircraft (A/C) electrical interfaces with the Electronic Engine HJ4A and HJ4B harnesses include:
Control (EEC) units are connectors J2 and J4, via:
- the TRAS, including the Isolation Control Valve (ICV),
- HJ2A and HJ4A harnesses to channel A, - the Thrust Resolver Angle (TRA),
- HJ2B and HJ4B harnesses to channel B - the Engine Interface Unit (EIU), the Display Management
Computers (DMCs), the Flight Management and Guidance
HJ2A and HJ2B harnesses include:
Computer (FMGC), the Flight Warning Computers (FWCs),
- the 28 VDC A/C power source input, and the Generator Control Unit (GCU),
- the 115 VAC ignition exciter power, - the Air Data Computers (ADCs),
- the Thrust Reverser Actuation System (TRAS) Directional - the Pressure Simulation Interface (PSI),
Control Valve (DCV), - the engine locations 1 and 2,
- the A/C discrete EEC units cooling fan blowers feedback. - the Auto-Thrust,
- the Nacelle Anti-Ice (NAI) command,
- the Thrust Control Malfunction (TCM) ground enable,
- the master lever reset,
- the Electrical Tertiary Lock (ETL),
- the left actuator,
- the right actuator.
FOR TRAINING ONLY

Master Lever Reset
EEC CH A EEC CH B TRA
Engine Locations
Auto Thrust
EIU – DMC’s – FMGC’s – FWC’s
28 VDC ESS BUS ADC’s
GCU
115 VAC AC BUS 1-2
PMA 2
PMA 1 Electrical Tertiary Lock
NAI Command
TRAS DCV
Right Actuator
Left Actuator
Cooling Fan Blower 2
Thrust Control Malfunction
Copoling Fan Blower 1
TRAS & ICV
Pylon / Fan Interface
Aircraft Electrical Interfaces with EEC’s
FOR TRAINING ONLY

Engine Control
Engine Electrical Interfaces with EEC units. J6 are connection for:
Engine electrical interfaces with the Electronic Engine Control - the Pressure Sub-System (PSS) box,
(EEC) units are connectors J3, J5, J6, J7, and J8. - the N2 Speed Sensor,
Connection points J3,J5 J6 and J8 are connections for harnesses to - the T12 sensor,
channel A and B. Connection J7 is for CCDL link between the
- the Oil Pressure and Temperature Sensor (OPTS),
EEC’s.
- the Oil Filter Delta Pressure Sensor (OFDPS),
J3 is connection for: - the Oil Level Sensor (OLS),
- Permanent Magnetic Alternator. - the fuel filter differential pressure transducer,
- the FMU strainer differential pressure transducer,
J5 are connection for: - the Starter Air Valve (SAV),
- the NAI pressure transducer (downstream),
- the Fuel Metering Unit (FMU),
- the Oil Debris Monitoring System (ODMS) unit - channel B
- the Split Control Unit/Servo Valve Assembly (SCU/SVA),
only.
- the N1 Speed Sensor,
- the Fuel Flow Meter (FFM), J7 harness ensures CCDL connection between channel A and B of
- the T25 sensor, the EEC units and J8 are connected to:
- the fuel temperature transducer,
- the Start Bleed/Booster Anti-Ice (SB/BAI) valve
- the fuel manifold pressure transducer,
position feedback,
- the Variable Bleed Valve (VBV) actuators position feedback,
- the Transient Bleed Valve (TBV) position feedback,
- the Variable Stator Vane (VSV) actuators position feedback, - the Low Pressure Turbine Active Clearance Control (LPTACC)
- the Modulated Turbine Cooling (MTC) actuators position valve position feedback,
feedback, - the High Pressure Turbine Active Clearance Control (HPTACC)
- the Nacelle Anti-Ice (NAI) Pressure Regulating Shut-Off valve position feedback,
valves (PROSVs), (PRSOV1–channel A/PRSOV2-channel B). - the Fuel Return Valve (FRV),
- the NAI pressure transducer (upstream)
Cont->
FOR TRAINING ONLY

Engine Control
EEC Connections cont.
J8 are connected to: (Cont)
- the accelerometer (channel A for the Turbine Center Frame

and channel B for bearing No. 1)
- the T3 sensor,
- the EGT sensors (channel A for No. 1, 8, 7 and 6 and
channel B for No. 2, 3, 4 and 5),
- the fan compartment temperature sensors,
- the Core Compartment Temperature (CCT) sensor channel
A only.
FOR TRAINING ONLY

EEC Channel B
EEC Channel A
N1 Sensor Oil level Sens TCF Accelerometer

T25 Sensor Starter Air Valve CCT Sensor
FMU FMU dP Transduser SB/BAI Valve
SCU / SVA TBV
Fuel filter dP Transduser
Fuel Flow Meter HPTACC
Oil Filter dP Sensor
Fuel Temp Transduser LPTACC
NAI Press Transduser
(downstream) PT2 FRV
Fuel Manifold Press PSS T3 Sensor
VSV 1 VSV 2 T12 Sensor Fan Comp Sensors
VBV 1 VBV 2 Oil Press&Temp sensor EGT EGT
1-6-7-8 2-3-4-5
MTC 1 MTC 2 N2 Sensor
NAI Press Transduser
NAI PRSOV 1 NAI PRSOV 2 Oil Debris&Mont Sensor (Upstream) PT1
Bearing no.1
Accelerometer
= Cross-over Connector
FOR TRAINING ONLY

ATA 74-80 Engine Start & Ignition

Ignition System
General
The engine ignition system consists of two ignition exciters, two

ignition leads, two igniters, exciter shroud base and an air rubber
manifold. The ignition system is a high voltage/high energy system,
which gives the electrical spark to start the engine combustion.
There are two separate redundant ignition systems on the engine.
Each system consists of the items:
- Ignition exciter (housed in the exciter shroud box)
- Ignition lead
- Igniter.
System Description
The channel used by the Electronic Engine Control (EEC) activates

the ignition system. 115V AC power for the ignition system comes
from two different AC buses. EEC channel A connects AC ESS
BUS 115V AC to the ignition exciter 1 and EEC channel B connects
AC BUS 1 or 2 (for left or right engine) 115V AC to the ignition
exciter 2.
The ignition exciters converts the 115V AC source and sends high
energy pulses through the ignition leads to the igniters.
The Ignition exciter, Ignition lead and the Igniter is cooled with VBV
Air.
FOR TRAINING ONLY

Igniter
Igniter Box
FOR TRAINING ONLY

Ignitinon Lead
115 VAC
PWR Supply
115 VAC Exciter 1
ESS BUS EEC CH A
Engine 1(2)
System 1 To Ambient Air
115 VAC
AC BUS 1(2) EEC CH B Exciter 2
Engine 1(2) Processing

Fire 115 VAC
System B
PWR Supply Ignitinon Lead
EIU 1(2) Engine 1(2)
Air Cooling From VBV Duct High Engergy Pulse
FOR TRAINING ONLY

Engine Air Start
General
The Engine Air Starter is an Electrical controlled and Pneumatic

operated Starter. The Starter is controlled and monitored (speed)
by the EEC in charge by a dual pressure sensor.
Pressurized air source from ground cart, auxiliary power unit, or
cross-bleed air from the opposite engine is used by the starter to
start engines
The main function of the engine starter is to convert pressurized
air to a driving torque necessary to rotate the engine core to a self-
sustained speed through combustor ignition.
The engine starting system is also used for the motoring of the
engine necessary for maintenance.
FOR TRAINING ONLY

Starter
Starter Valve
Engine Air Starter
FOR TRAINING ONLY

Engine Air Start Oil
The Engine Starter has an independent oil sump but the oil is
coming from the Accessory Gearbox (AGB).
The Engine Starter is equipped with a magnetic plug at the lower

part of the starter and a filling point for oil fill.
NOTE: After installing of an Engine Air Starter. Fill the starter with
0.45 to 0.55 Liter of engine oil, for lubricating of the starter for the
first starter run. This will prevent damage to the new starter.
FOR TRAINING ONLY

Oil Outlet
To Gearbox
Oil Inlet
From Gearbox
Gear Oil
Pneumatic Air Starter Magnetic Plug
FOR TRAINING ONLY

Starter Valve
The starter air valve is controlled by electrical signals from the
Electronic Engine Control (EEC) The position of the valve is
monitored by the EEC from a dual pressure SW.
The ground start sequence includes additional pre-start motoring

to avoid/minimizes potential rotor bow due to thermal differences
in the engine. The EEC modulates VSV position to maintain lower
core speed during the pre-start motoring. If the air supply pressure
goes above a certain limit during the pre-start motoring, the EEC
can hold the starter air valve to an intermediate position to limit the
engine core speed.
If the starter air valve does not respond to cockpit input, the valve
may be manually operated in order to start the engine. For a
manual starter air valve override start, only APU air may be used
to supply the pneumatic pressure for engine starting. The EEC will
automatically perform the pre-start motoring while the valve is held
open by the maintenance technician.
FOR TRAINING ONLY

Pneumatic Starter and Valve
FOR TRAINING ONLY

Ignition/Starting
General
Ground start Procedure Automatic mode In the automatic mode the adaptive start feature of the EEC varies
In the automatic mode the EEC provides automatic sequencing of the fuel schedule in an attempt to correct such conditions as hot
the starter, ignition and fuel. start, sub-idle start, failure to ignite and core speed hang-up.
If the engine has not successfully started after three total start
The starter valve opens at the initiation of the start and, attempts the EEC will abort the ground auto start.
- Ignition sequence on at 15% N2.
- Fuel sequence is on from 20% N2. Ground mode start procedure Manual mode
- Ignition cuts off at 55% N2 and the In the manual mode, the flight crew selects the sequence for
starter, ignition and fuel on within the certified start envelope.
- Starter valve is commanded closed at 60% N2.
Starter cut out and ignition off is controlled by the EEC in the
In the ground auto start mode the EEC will automatically take same manner as auto start with exception of :
corrective action for
- bowed rotor logic,
- bowed rotor (cooling), - dual N2 sensor failure,
- hot start, - starter shaft shear,
- sub-idle start,
- start stall,
- failure to ignite,
- hot start,
- started valve stuck closed,
- EGT over temperature (750C)
- low started air pressure,
- started shaft shear, The automatic abort and adaptive start is disabled in manual start
- starter duty exceedance, mode. The EEC monitors engine parameters and provides flight
- locked fan rotor (no N1, rotation N1 below 5% at 57% N2), deck advisories for an abnormal start sequence but the flight crew
- dual N2 speed sensor failure, must take the necessary corrective action to prevent exceeding
- EGT sensing failure, and limits. Start re-engagement speed limits must be observed by the
- EGT exceedance. flight crew.
FOR TRAINING ONLY

Cooling
Cooling (bowed rotor protection) from 0-60 sec at 30% N2.
After cooling, starter valve is closed until speed is under 10% N2

before new starting sequence. Starter valve will be pulsing and
VSV will be fully open (max compression) during cooling to keep
speed at 30% N2. EEC input parameters for cooling are Vibration
sensors and EGT.
Normal shut down:
- Near idle -3 minutes cool down period -

- High power -10 minutes cool down period
If starter valve is operated manually during start, minimum 20%

N2, before master switch on, and cooling is necessary manual
starter valve operation is not allowed.
Start sequence is aborted by:
- The EEC using FMV

- Overspeed on ground by EEC using the HPSOV .
- TCMA (Thrust Control Malfunction Accommodation)
in flight the EEC bypasses fuel over FMV
- Master switch off- EEC close HPSOV
FOR TRAINING ONLY

M
115 VAC ESS
M
EIU 115 VAC AC BUS 1(2)
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Automatic Start
FOR TRAINING ONLY

IGNITION & STARTING SYSTEM D/O

AUTOMATIC START
Start sequence in automatic mode. The EEC monitors the Exhaust Gas Temperature (EGT) and N2
according to their schedules to provide the correct fuel flow.
The aircraft configuration in this case is the following: NOTE: The maximum EGT during start sequence is 750º C.
- APU running and APU BLEED on, Normal Standard parameters after start is:
- Full Authority Digital Engine Control (FADEC) 1 and powered.
- N1 – 19%
When IGNition START is selected the SD(System Display) ENG - N2 – 60%
page - EGT – 440 C
is displayed automatically. During engine start, the ENG page you - FF 227 kg/h
will see IGN indication, starter valve position and bleeds pressure.
In case of malfunction the EEC automatically shuts down the
NOTE: During this time the pack valves are automatically closed. engine and performs a dry motoring sequence.
If, after 30 seconds, the ENGine MASTER control switch is not Up to 50% N2, the automatic fuel flow regulation is performed.
switched to ON position, the pack valves will re-open. At 55% N2 cuts off the ignition. At 60% N2 the starter air valve is
closed by the EEC.
When ENGine MASTER Control switch is set to ON position, the The pack valves re-open if the other engine is not started within
Low Pressure (LP) fuel SOV opens and the EEC command the 30 seconds. First engine is now stabilized at minimum idle.
starter valve open. The position of the valve is confirmed on the To start the second engine, you set the MASTER control switch
ENG page and the N2 begins to increase. 1(2) to ON keeping the selector in the IGNition START position.
When N2 reaches 15% the EEC provides ignition. The selection of To complete this start sequence, the selector is set back to
the igniter system is a function of the EEC and at each start the MODE NORMal position
igniter selection will be changed.
NOTE: With the selector in this position and at least one engine
running, the WHEEL page appears instead of the ENGINE page.
At 15% N2, on the ENG page, the igniter system in use (A or B)
chosen by the EEC is displayed. When N2 reaches 20% the EEC NOTE: If IGNition START is re-selected, continuous ignition is
commands the Fuel Metering Valve (FMV),and the HP fuel SOV to initiated on the running engines.
start opening and fuel flow will be indicated on SD ENG page.
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Automatic Start
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
S
* FFM EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Automatic Start
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
A HPSOV
Fuel
Metering
Valve
Automatic Start
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Automatic Start
FOR TRAINING ONLY

MANUAL START In case of malfunction, set the MASTER control switch to OFF to
perform a start abort sequence.
The aircraft configuration:
In manual starts there is no automatic shutdown function.
- APU running and APU BLEED on
- FADEC 1 and 2 powered Up to 50% of N2, the automatic fuel flow regulation is performed.
Sequence for MANUAL start: - When N2 reaches 55%, the EEC automatically cuts off the
ignition.
When IGNition START is selected the ENGINE page is called - At 60% the starter air valve is closed.
automatically. During start the ENGINE page displays IGN
- The pack valves re-open after 30 seconds.
indication, starter SAV position and bleeds pressure.
To start the other engine,
NOTE: During this time the pack valves are automatically closed.
- Set the ENGine 1(2) MANual START P/B to ON,
If, after 30 seconds, the ENGine MANual START P/B is not
switched ON, the pack valves will re-open. - Keep the selector in the IGNition START position
- When N2 reaches 20%, set the MASTER control switch 1 to
Selecting the ENGine MANual START P/B opens the starter air ON.
vlv. After that, the N2 begins to increase and, when N2 is above - After engine start, the ENG Mode Selector is set back to
20%, the MASTER control switch must be set to the ON position. NORMal position.
When MASTER control switch is set to the ON position, both
ignition systems are energized, LP and HP SOV are opened and With the selector in this position and one or two engine(s) running,
fuel flow increases. the WHEEL page appears instead of the ENGINE page.
If IGNition START is re-selected, continuous ignition is initiated on
The EEC monitors the EGT and N2, according to their schedules, the running engine(s).
to provide the correct fuel flow. The maximum EGT during start To complete the start sequence, the MANual START P/B is
sequence is 750º C. released out.
There will be NO automatic limit protection for the EGT.
NOTE: Before the MASTER control switch is set to ON, it is NOTE: MANual START P/B selected off has no effect on the
starter vlv. It is already been automatically closed at 50% N2, - it is
possible to interrupt the sequence by selecting the MANual
only done to complete the manual start procedure.
START P/B switch to OFF.
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Manual Start
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Manual Start
FOR TRAINING ONLY

ON
M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Manual Start
FOR TRAINING ONLY

ON
M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
AB HPSOV
Fuel
Metering
Valve
Manual Start
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Manual Start
FOR TRAINING ONLY

CONTINOUS RELIGHT
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,

- Engine 2 running
Continuous ignition is manually selected or automatically controlled

by the FADEC.
Manual:
- If IGNition START is re-selected with an engine running, the

corresponding EEC supplies the two igniters together, to provide a
permanent ignition.
Automatic - selected by FADEC when:
- Engine Interface Unit (EIU) failed

- Engine flame-out detected
- Ignition delay is sensed during start
- In flight restart
The continuous relight is cut off when rotary selector sw is set back
to MODE NORMal.
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Continuous Re-Light
FOR TRAINING ONLY

IGNITION & STARTING SYSTEM
ENGINE DRY CRANK
Engine CRANK modes: During the crank sequence the starter limitations have to be
observed. Make sure that you do not exceed the limits. An
acceptable duty cycle can be performed with the following
- Dry CRANK procedure:
- Wet CRANK
The aircraft configuration in this case is the following:

- Maximum 3 Consecutive start attempts (2 minutes each)
Cooling between each attempts 60 sec or,
- APU running and APU BLEED on
- 5 minutes maximum of continuous cranking
- FADEC 1 and 2 powered
- Both engines shut down Cooling after maximum start attempts or maximum motoring
- C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry crank only) cycles is 15 min.
to open the LP SOV. Fuel inlet pressure has to be positive
(dry crank and wet crank).
When CRANK is selected on the ground, the ENG page appears

automatically on SD.
When MANual START P/B is pushed the ECU initiates a motoring

sequence.
With CRANK selected, ignition is inhibited. When ENGine MANual

START P/B is pushed the starter valve opens.
FOR TRAINING ONLY

ON
M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
S
* FFM EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve
Dry Crank
FOR TRAINING ONLY

IGNITION & STARTING SYSTEM
ENGINE WET CRANK
Wet crank procedure is normally used to check fuel system for

leaks and for specific tests of fuel operated actuators.
When the MASTER control switch is set to the ON position, the LP

and HP fuel SOV are opened.
For a wet crank, the MASTER control switch is normally set to ON
between 15 and 20% of N2.
CAUTION: - DO NOT MOTOR THE ENGINE FOR MORE THAN

15 SECONDS WITH THE MASTER CONTROL SWITCH IN THE
ON POSITION.
After a wet crank of 15 seconds maximum, when MASTER control

switch is set to the OFF position, the fuel is cut off and the starter
valve closes followed by the reset of the EEC.
After the reset of the ECU, the ECU will command the starter SOV
to open when N2 speed is less than 10%. The dry CRANK
procedure will now be initiated. Now continue to dry crank the
engine for 60 second, this will dry the combustor for any remaining
of fuel.
After 60 seconds, release the MANual START P/B switch to
interrupt the crank sequence and set the selector back to MODE
NORMal position.
When the MANual START P/B is released out, the starter SOV
closes. With the selector in the MODE NORM position and
engines shut down, the DOOR/OXYgen page is displayed on the
ECAM.
FOR TRAINING ONLY

ON
M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
S
* FFM EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering
Valve Auto Re-Start in case of
-No Lite-up
-Possible Hot-Start
Wet Crank
FOR TRAINING ONLY


AUTO RESTART
The Electronic Engine Control will abort an automatic start for two
reasons:
- No Light Up, low EGT or,

- Possible Hot Start, EGT reaching near start limit(750 -10C)
After abort, the EEC will dry motor the engine and try to restart the
engine.
NO LIGHT UP
The EEC in use detects and takes care of a NO LIGHT UP

condition at all times during automatic engine start.
When the EEC detects a NO LIGHT UP condition on ground it will
do as follow:
- Interrupt fuel flow and ignition’

- Increase the sub idle fuel flow schedule
- Motoring the engine for 30 seconds and
- Restart using both igniter systems.
If first auto restart fails due to a second “NO LIGHT UP” condition
the EEC will try to du a second AUTO RESTART.
If the second restart fails, the start is aborted and the EEC will
send information to FWS to generate ENG 1(2) START FAULT –
ENG 1(2) IGNITION FAULT on ECAM.
FOR TRAINING ONLY

M
115 VAC ESS
M
Ignition
Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
A HPSOV
Fuel
Metering
Auto Re-Start in case of
Valve
-No Lite-up
-Possible Hot-Start
Auto Re-Start
FOR TRAINING ONLY

M
115 VAC ESS
M
ENG 1 START FAULT Ignition

ENG 1 IGN FAULT Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
No Lite-up
Fuel
- Fuel &Ingniter(s) off
Metering
Valve
-SAV Closed
Auto Restart
- Fuel & Igniters on
No Lite-up
FOR TRAINING ONLY

POSSIBLE HOT START
The Electronic Engine Control in use detects and handles a

possible hot start condition if, EGT reach start limit minus 10
degrees C. EGT start limit on ground is 750 degrees C.
The EEC will perform the following:
- Stop ignition and fuel flow for 1 second

- Decrease the sub idle fuel flow schedule
- Restart fuel flow schedule and ignition to restart the engine.
If a possible hot start occur, the EEC will dry crank the engine if :
- A stall is detected
- Manual start or,
- Restart of engine in flight assisted by the starter.
If the restart fails the EEC will abort the start sequence and send
information to FWS to generate: ENG 1(2) START FAULT HOT
START on ECAM.
FOR TRAINING ONLY

910
M
115 VAC ESS
M
ENG 1 START FAULT Ignition

HOT START Exciter
A N1
A
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV POSSIBLE HOT-START
Fuel - INTERRUPT BOTH FUEL
Metering FLOW & IGNITION
Valve - GRADUALLY LOWER THE
SUB IDLE FUEL FLOW
SCHEDULE
- ADD FUEL FLOW & IGNITION
Possible Hot Start IN ORDER TO RESTART ENGINE
FOR TRAINING ONLY

STARTER TIME EXCEEDED
The EEC in charge will monitor the Starter Duty Cycle time for any
exceedance. It is done by monitoring the Starter Air Valve “open
time” with sufficient air pressure. (Maximum of 5 minutes)
If Starter Duty Cycle time exceeds during auto ground start or

crank, the start will abort and the EEC will send information to
FWS to generate:
ENG 1(2) START FAULT – STARTER TIME EXCEEDED.
If Starter Duty Cycle time exceeds during manual ground start or

in flight (man or auto) it will only trigger the ECAM caution.
FOR TRAINING ONLY

M
115 VAC ESS
M
ENG 1 START FAULT
Ignition
STARTER TIME Exciter
EXCEEDED A
A N1
N2
*
EEC A Press
* FFM S EGT
* FF
B
Ignition
Exciter
B Same
EEC B as
A
Starter
HPSOV
Fuel
Metering STARTER TIME EXCEEDED
Valve - AUTOMATIC SEQUENCE
ABORTED ON GROUND
FOR TRAINING ONLY

Engine Warning Display System Display
Engine start-up Sequence Movie
FOR TRAINING ONLY

ATA 75 Engine Bleed

Air system presentation

Compressed Air Flow Control
The engine air system consists of The cooling system will cool the EEC, the ignition exciters and
Airflow control, ventilate the fan and core compartment.
Turbine active clearance control, There is also a cooling system for the high pressure turbine HPT,
Cooling and Ventilation. internally passive as well as a modulated turbine system MTC.
Air flow control includes variable bleed valves, variable stator
vanes, transient bleed valve and the start bleed.
The purpose of the airflow control system is to increase stall
margin and prevent compressor surge at off-design and transient
speeds.
The active clearance control cools the high and low pressure
turbine case to accomplish minimum tip clearance between the
case and the turbine blades. This will increase efficiency and
lower fuel consumption.
The transient bleed valve increases stall margin during engine

start and transient acceleration and during deceleration. It opens
to let some air pressure out from stage 10 of the high pressure
compressor. The air is expelled into the turbine exhaust.
The start bleed/ booster anti ice valve is a combined valve taking
7th stage air from the HP compressor.
For start bleed the 7th air will be vented through a “pepper pot”
into the core area under the cowlings. It will unload the HP
compressor during start.
For Booster Anti Ice the BAI will use the 7th stage air to heat the
splitter between by-pass air and air into the low pressure (booster)
compressor.
FOR TRAINING ONLY

Turbine
Compressor Clearance
Airflow Control
Control and
Transit
Bleed
FOR TRAINING ONLY

Variable Bleed Valves

The function of the variable bleed valves VBV is to avoid surge in

the booster/ low pressure compressor and match the pressure into
the high pressure compressor at lower and transient speed.
The inputs used by the EEC for controlling the VBV´s are N1 and
N2.
The system includes two fuel operated actuators, one actuating

ring and 8 VBV doors (scoops).
The two actuators uses fuel as muscle pressure which has been
regulated by its Torque Motor TM inside the split control unit /
servo valve assembly (SCU/SVA).
The TM is electrically controlled by the EEC and the actuator

position is monitored by two single LVDT´s for feedback signal to
the EEC´s.
Both channels of the EEC receive input from one actuator LVDT,
the other one is shared through Cross Channel Data Link CCDL.
The actuators push on the actuating ring which operates the 8

VBV doors through operating rods. The VBV doors intrude into the
primary airflow and let some air out into the fan air flow through
VBV ducts.
The fail safe position of the VBV´s is fully open.
FOR TRAINING ONLY

VBV Actuator
VBV Door
VBV Door
Compressor Control VBV System
FOR TRAINING ONLY

EEC A
To Fan Airflow
SCU/SVA From LPC

C To HPC
C To FMU
D VBV Door
L From servo
Fuel heater To HPC
From LPC
To Fan Airflow
EEC B Link
Compressor Control - Operation of VBV System Schematic
FOR TRAINING ONLY

Variable Stator Vanes

The variable stator vanes system (VSV) is used to prevent stall, Feedback from one LVDT (actuator position) goes to both
surge and optimize the airflow through the high pressure (HP) channels of the EEC; the second LVDT feedback signal is
compressor by varying the angle of the first row of inlet guide exchanged through the Cross Channel Data Link (CCDL) to both
vanes and the four following rows of variable stator vanes. EEC’s
NOTE:VSV is closed in fail safe position.
At lower speeds the VSV´s will reduce the angle of attack which
gives less compression in the forward part of the high pressure
compressor. This position is also known as more closed position.
The VSV operation is also in use during transient and steady state
of the engine.
There are five rows of VSV´s. The first row is called inlet guide
vane IGV and the next four rows called variable stator vane stage
1 to 4.
The system consists of two actuators, two bell cranks, five

actuation rings and five set of pivoting VSV´s including lever arms.
The linear movement of the actuators will be converted into a

rotating motion through the bell cranks and finally the pivoting
vanes.
The two VSV actuators are operated by fuel pressure regulated
and modulating by a Torque Motor (TM) inside the Split Control
Unit/Servo Valve Assembly (SCU/SVA).
Control of the TM is performed by the EEC by use of N2, T25 and

P0 as control parameters.
FOR TRAINING ONLY

VSV Mechanism VSV Actuator
Compressor Control – VSV System
FOR TRAINING ONLY

From LPC
To HPC Stage 5
C
C To FMU
D
From servo
L Fuel heater To HPC Stage 5
From LPC
VSV Kinematic
Compressor Control – VSV System Schematic
FOR TRAINING ONLY

Start bleed and booster anti ice system

The function of the Start Bleed/Booster Anti Ice System (SB/BAI)

is to improve start-up of the engine and to protect against ice of
the booster by 7th stage air from the high pressure compressor.
The Start Bleed/Booster Anti Ice Valve (SB/BAIV) has one inlet
and two outlets. Inside the unit there is at mechanism which direct
the 7 stage air to the two outlets depending of the function. One
will go to the flow splitter for anti-ice of the Booster function and
the other will go to the core compartment for start bleed function.
It is controlled by the EEC, actuated by fuel servo pressure from a

Torque Motor (TM) inside the SCU / SVA and is monitored by a
dual RVDT located inside the SB/BAI valve for feedback to the
EEC’s.
The valve as four positions, the fail safe position is fully open.
 For the start bleed function the valve will guide air through
the “Pepper pot device” into the core area to increase start
performance. For start bleed the flow can be 50 or 100%
open.
 Booster anti ice is controlled by the EEC and the valve can
be fully open or closed. The 7th stage air is routed through
several ducts to the flow splitter and the air is then
evacuated into the outer surface through notches.
FOR TRAINING ONLY

SB/BAI Valve
FOR TRAINING ONLY

SB/BAI CLOSED POSITION

BAI OPEN POSITION
To Booster
To From Flow Splitter
SCU/SVA SCU/SVA SCU/SVA
From Servo
EEC A
Fuel Heater
To FMU
From HPC
Stage 7
EEC B
Valve
To From To Booster
SCU/SVA SCU/SVA Flow Splitter From HPC
Stage 7
From
From HPC Start Bleed
HPC
Stage 7 Exhaust Port
Stage
7
Compressor Control – VSV System Schematic
FOR TRAINING ONLY

Transient Bleed System

The transient bleed valve unloads the HP compressor during start

and deceleration for increased stall margin by expelling some air
from 10th stage of the HP compressor into the Turbine exhaust.
The system includes the transient bleed valve TBV, manifolds and
six exhaust ducts, three on either side of the engine.
The TBV includes a fuel pressure operated actuator. The fuel

pressure comes from its dedicated Torque Motor(TM) inside the
SCU/SVA.
The torque motor is controlled electrically by the EEC and
feedback signals from a dual RVDT inside the TBV is send back to
both EEC’s for valve position.
FOR TRAINING ONLY

TBV Ducts
Transit Bleed Valve
Transit Bleed System
FOR TRAINING ONLY

SCU/SVA
EEC A From Servo
Fuel Heater
To FMU
EEC B
Valve
From HPC To Turbine Rear Frame (TRF)

Stage 10 through 6 Ports
Compressor Control – Transit Bleed System Schematic
FOR TRAINING ONLY

HPT and LPT Active Clearance Control

Cooling
The active clearance control for the High Pressure and Low
Pressure Turbine will achieve minimum tip clearance between the
turbines tips and the surrounding case. This will increase
performance and lower fuel burn.
Fan air is drawn from a duct and is split up into two parts to be
metered and modulated through two butterfly valves.
The valves are separate but identical, operated by fuel muscle
pressure and modulated through its dedicated Torque Motor inside
the SCU/SVA.
The EEC in command controls the TM and position feedback is

performed by dual LVDT´s inside each fuel actuator.
The cooling airflow will vary depending on conditions and engine

parameters.
The modulated fan air from the valves will enter piccolo tubes
placed outside around the HPT and LPT area and cool the case
around the turbines.
The active clearance control system can be locked in closed
position.
NOTE: Fail safe position of the valves is closed.
In this position it will maintain safe operating condition for the

engine but will be less effective and more fuelburning.
FOR TRAINING ONLY

ACC FWD Y-duct

(secondary airflow)
To Drain Pipe
To EEC’S
HPT VLV
LPT VLV
Cooling – HPTACC & LPTACC Valves
FOR TRAINING ONLY

SCU/SVA
EEC A From Servo

Fuel Heater
To FMU
EEC B
To HPTACC
Air Manifold
From Active Clearence
Control Inlet
To LPTACC
Air Manifold
Cooling – HPT ACC & LPTACC Schematic
FOR TRAINING ONLY

Modulated Turbine Cooling System (MTC)

Cooling
Some of the air from 10th stage high pressure compressor

bypasses the combustion chamber and are internally directed to
the HPT stage 1 blades for cooling.
At lower rpm, when less cooling is needed, this flow will be
restricted by 2 plunger valves operated by two actuators, placed
on each side of the outer casing (2 o’clock and 8 o’clock position)
This will lower fuel consumption and limit air leaks.
The two actuators are independent but work simultaneously.
At higher speeds the flow and the cooling will increase. Maximum
cooling will be used at take-off/ climb-out and reduced cooling flow
will be used during cruise, decent/landing and ground operation.
The actuators uses fuel as operating pressure and are controlled

by the EEC´s trough one dedicated Torque Motor (TM) inside the
SCU/ SVA according to preset parameters.
Position feedback to the EEC´s is accomplished by a LVDT inside
each one of the actuators. The left actuator is connected to the
EEC channel A and the right actuator to the channel B.
The EEC Channel in use will receive the opposite actuator signal
through the cross channel data link CCDL.
The control signals are based on N1, weight on wheels, altitude
and approach.
It is not possible to lock the actuators in open or closed position for

flight according to MEL but it is possible to disconnect the actuator
from the valve and lock it in fully open position which will give max
cooling of the HPT.
NOTE: The fails safe position of the actuators is fully open.
FOR TRAINING ONLY

MTC Actuator
Actuator
Valve
Modulated Turbine Cooling
FOR TRAINING ONLY

MCT
Valve
Fuel Manifold
Push Rod Tubes
Connector
Insert
Right MTC
Actuator
Fuel-Hydraulic
Manifold
Electrical
Connector
Drain
Tube
FOR TRAINING ONLY

Open Position Closed Position
Right MTC
Remove bolt from Valve
here and fasten Lockout
MTC Valve below to activate position
Link Control Arm
Pushrod clevis
safety cable
hole location
Bolt
Normal
Position
Install Bolt MTC valve safety

here to Activate Bolt
cable hole location
FOR TRAINING ONLY

EEC
To FMU
EEC
From FMU
SCU/SVA
Regulated Fuel Pressure
To HPT Stage 1
Cooling Circuit
From HPC
Stage 10
To HPT Stage 1
Cooling Circuit
Modulated Turbine Cooling Schematic
FOR TRAINING ONLY

EEC Cooling Turbine Cooling

Cooling Cooling
The EEC cooling system is a dedicated additional cooling system The turbine center frame (TCF) and the TCF struts are cooled by
to both the EEC´s using two electrical blower fans which draw air 4th stage air from the HPC.
from a static grid on the inlet fan cowl and guide it to the EEC’s. The system includes four ducts placed on the engine left and right
The system is only used when temperature inside the EEC´s are hand side.
too high, normally the ventilation of the fan compartment is The air is split up in three separate branches attached to four bolt
enough. flange ports at the TCF for cooling.
The two blowers are connected in parallel and provide air to the The 7th stage High Pressure Compressor (HPC) air is used to for
EEC´s plenums. If one of the temperature sensors inside the cooling of the High Pressure Turbine (HPT). The system includes
EEC´s detects too high temperature (over70℃) on ground the four ducts located around the engine. The ducts are mounted on
signal is sent to the EIU. The EIU then controls an independent the aft compressor case for air pick-up and the other end of the
power relay placed in the avionics compartment which provides duct at High pressure turbine case for discharge.
the blowers with 115 VAC 3 phases. Each EEC receives a speed
signal from the blowers to confirm they operation.
.
Each blowers include an electronic control system, thermal
protection and an outlet check valves. If one blower fails the other
one will be enough to cool both EEC´s.
FOR TRAINING ONLY

Fan Compartment and Accessory Cooling Core Compartment Cooling

Cooling and Ventilation Cooling and Ventilation
The fan compartment is passively cooled by ventilating external The core compartment cooling system (CCC) provides dedicated
air. During flight air will flow from the top ventilation scoop and cooling to some components in the core area subjected to high
circulate the compartment and evacuate through the grids at the temperatures.
bottom of the fan cowl.
The CCC uses some air discharged by three of the VBV´s through
The fans overheat detection system monitors excessive three ducts blowing on dedicated components.
temperature due to a rupture of a bleed air duct and the signals The bottom manifold and duct is used to cool the two exciter boxes
are sent to the EEC´s. and the ignition leads.
The right manifold is used to cool :
There are two dual temperature sensors, one at the 12 o´clock - SBV/ BAIV and
position next to the starter air duct and the other at 6 o´clock near
- TBV,
the nose anti icing (NAI) duct.
The left one cools
Core Compartment Ventilation - NAIVs,
- LPTACCV and
The core compartment ventilation system removes hot are and - HPTACCV.
vapors and expels it to the outside.
The system is only supplied with air from the VBV´s at lower rpm up
The system is passive, redirecting a small flow of air from the fan to accelerated N1.
stream through six holes in the Fan Extension Ring (FER). The air The VBV´s are fully closed above 80% N1.
is evacuated through a annular gap at the rear of the engine
between the inner fixed structure (EFS) and the exhaust nozzle.
FOR TRAINING ONLY

EEC A
Blowers
EEC B
EEC Cooling Blowers
FOR TRAINING ONLY

AC Power
Check Valve
EEC A To Ambient Air
To A/C
From Ambient Ait
EEC B To Ambient Air
To A/C
Blower
EEC Cooling Blower Schematic
FOR TRAINING ONLY

ATA 76 Engine Control

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

ECAM Engine Warning Display
Thrust Rating Mode

and
Thrust Limit Value
CH B
Thrust Levers N1 Rating Limit
EEC CH A
Basic Information – Predicted N1
FOR TRAINING ONLY

Engine Control
Engine Thrust Management (cont.)
Thrust Limit Mode

The thrust levers are used as thrust limit mode selectors.
Depending on the thrust lever position, a thrust limit mode is
selected and appears on the upper ECAM display.
If the thrust levers are set between two detent points, the upper
detent will determine the thrust limit mode.
NOTE: On the ground with the engines running the displayed N1

rate limit corresponds to the TO/GA thrust limit no matter the
thrust lever position.
On ground with engines running and if FLEX mode is selected,

FLEX N1 is displayed whenever the thrust lever position is
between IDLE and FLX/MCT.
The thrust limit modes are: Climb (CL), Flexible Take-Off or

Maximum Continuous Thrust (FLX/MCT) Take-Off Go Around
(TOGA), Reverse mode limit (MREV).
FOR TRAINING ONLY

Thrust Rating Mode

and
Thrust Limit Value
CH B
TLA Thrust Limit Mode

FLEX MODE
EEC CH A
Basic Information – Thrust Limit Mode
FOR TRAINING ONLY

Engine Control
N1 LIMIT
For each thrust limit mode selection, a N1 rating limit is computed
by the EEC according to Thrust Lever Angle (TLA) and the air data
parameters from the Air Data Reference (ADR). This indication is
displayed in green on the upper ECAM display near the thrust limit
mode indication.
FOR TRAINING ONLY

Thrust Rating Mode

and
Thrust Limit Value
CH B
TLA N1 Limit
N1 Limit
EEC CH A
Air Data
Computers
FOR TRAINING ONLY

Engine Control
N1 TARGET
When Autothrust (A/THR) function is activ, the Flight Management
and Guidance System (FMGC) computes an N1 target according to
air data and engine parameters and sends the information to the
Electronic Engine Control (EEC).
Transient N1 (arc) symbolizes the difference between the N1
command and the actual N1. It is NOT displayed if A/THR selected
OFF.
FOR TRAINING ONLY

FMGC’
s
N1 Target
EIU
CH B
EEC CH A
N1 Target
TLA – Perdicted N1
N1 Command- Actual N1
N1 Limit –N1 feedback
Thrust Limit Mode
Fuel Flow
Air Data
Computers
Basic Information – N1 Target
FOR TRAINING ONLY

Engine Control
N1 COMMAND
The N1 command, used to regulate the fuel flow, is the FMGC N1
target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1

corresponding to the TLA.
FOR TRAINING ONLY

FMGC’s Part of FCU
N1 Target
EIU
FMU (FMV)
CH B
EEC CH A
N1 Target
ON
N1
A/THR
Command
OFF
TLA N1 Thrust Lever
Basic Information – N1 Command
FOR TRAINING ONLY

Engine Control
ACTUAL N1
The actual N1 is the actual value given by the N1 speed sensor.
This actual N1 is displayed in green on the N1 indicator and this
signal is also compared to the N1 command.
FOR TRAINING ONLY

CH B 3
2
DMC 1
EEC CH A
N1 Command
Actual N1
FMU (FMV)
Basic Information – N1 Command
FOR TRAINING ONLY

Engine Control
Engine Thrust Management
Auto Thrust Control Mode:
The A/THR function is engaged manually when the A/THR P/B is

selected or automatically at take off power application.
Autothrust Active:
When engaged, the A/THR function becomes active when the

thrust levers are set to CLimb detent after take off.
The N1 command is the FMGC N1 target.
A/THR function is normally active when the thrust levers are set
between IDLE and CLimb (including Climb detent).
The A/THR active range is extended to MCT in the case of single

engine operation.
When the thrust levers are set between two detent points as
decribed above, the N1 command is limited by the thrust lever
position.
Note: In Alpha Floor condition the A/THR function becomes

engaged and active automatically. The N1 target is TOGA
FOR TRAINING ONLY

FMGC’s ADR’s
N1 Target
Auto Thrust Control

Mode –A/THR Active
N1 Target
EIU
DMC 1-2-3
Part of FCU
FMU
CH B (FMV)
Feedback
EEC CH A
N1 Target
ON
TLA N1
A/THR
N1 Limit Command
OFF
N1 Thr Lever
Actual N1
N1 Speed
Autothrust Control mode – Autothrust Active
FOR TRAINING ONLY

Engine Control
Auto Thrust Control Mode cont.
AUTOTHRUST NOT ACTIVE

When engaged, the A/THR function becomes inactive when the
thrust levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is not

active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set
at IDLE stop.
FOR TRAINING ONLY

FMGC’s ADR’s
N1 Target
Auto Thrust Control

Mode –A/THR Active
N1 Target
EIU
DMC 1-2-3
Part of FCU
FMU
CH B (FMV)
Feedback
EEC CH A
N1 Target
ON
TLA N1
A/THR
N1 Limit Command
OFF
N1 Thr Lever
Actual N1
N1 Speed
Autothrust Control mode – Autothrust NOT Active
FOR TRAINING ONLY

Engine Control
Manual control mode
Manual mode is difined as A/THR not engaged.

The EEC processes the N1 command signal according to the TLA.
FOR TRAINING ONLY

FMGC’s ADR’s
N1 Target
N1 Target
EIU
DMC 1-2-3
Part of FCU
FMU
CH B (FMV)
Feedback
EEC CH A
N1 Target
ON
TLA N1
A/THR
N1 Limit Command
OFF
N1 Thr/ Lever
Actual N1
N1 Speed
Autothrust Control mode – Autothrust Active
FOR TRAINING ONLY

Engine Control
THRUST CONTROL MALFUNCTION ACCOMMODATION

A fuel cutback is achieved by a fuel flow reduction via the TCMA
Torque Motor (TM) that opens the Bypass valve in order to
The intent of Thrust Control Malfunction Accommodation (TCMA)
decrease the fuel flow and the engine thrust to a pre-set value.
logic is to identify if the engine is not responding the throttle
command and take mitigating action if required.
A fuel shutdown is achieved by the control of the Hugh Pressure
In flight, mainly during flare and landing phases, if the engine
Shut-Off Valve (HPSOV) via the Engine Over Speed (EOS)
control is affected ( engine thrust is higher than the throttle
shutdown hardware (EOSV TM and Shut Off Solenoid Valve
command), a TCMA cutback sequence is applied.
(SOSV)) to the close position in order to stop the fuel flow and
On ground, if the engine control is affected ( engine thrust does
shut down the engine.
not response to throttle command, for instance when idle is
requested during a rejected take-off), a TCMA shutdown sequence
is applied.
The EEC shall enable the fuel cutback function when:
- Fan speed (Nl) is greater than Thrust Control Malfunction
(TCM) threshold,
- Pressure altitude below 15,000 ft,
- Mach number less than 0.40.
NOTE: The EECs use TCMA logic data from FMGCs to Flight
Control Unit (FCU) to automatically reduce engine thrust (cutback)
during flare.
The EEC shall enable the fuel shutoff function when:
- Fan speed (N1) is greater than TCMA threshold or TCMA
cutback already applied,
- Pressure altitude below 15,000 ft,
- Mach number less than 0.40,
- The EEC receives a valid "aircraft on-ground" signal,
- Throttle is at or below idle.
FOR TRAINING ONLY

TM: Torque Motor
EOS: Engone OverSpeed
SOSV: Shut-Off Soleniod Valve
HPSOV: High Pressure Shut Of Valve
SEC 1 TCMA: Thrust Control Manfunction Accommodation
HP Fuel
N1 Speed Pressure
OR Muscle
Pressure
TCMA
SEC 2 Valve
TM
A/C Permission signal EEC Ch A

for SHUTDOWN
3
2
Return to
Fuel Pump
ADIRU 1
EEC Ch B
To Fuel
Nozzles
EIU
TM
FMGC 1 N1 Speed HPSOV

EOS
Valve SOSV
FCU
Fuel Metering Valve (FMU)

FMGC 2 A/C Permission signal
for CUTBACK
Thrust Control Malfunction Accommodation
FOR TRAINING ONLY

Engine Control
Thrust Control Levers
In the middle thrust range (0deg. To 35 deg.TLA), the autothrust
The Thrust control handle comprises: function can be active if engaged. This range agrees with the
- a thrust control lever which incorporates stop devices, selection of MAX CLIMB or MAX CONTINUOUS thrust limit mode
autothrust instinctive disconnect pushbutton switches (in single operation).
- a graduated fixed sector
If the autothrust is not engaged, the engine control is manual. In
- a reverse latching lever.
the forward range (35 deg. to 45 deg.TLA), the autothrust function
cannot be activated (except in alpha floor condition).This range
The thrust control lever is linked to a mechanical rod. This rod agrees with the selection of FLEX TAKE-OFF/MAX TAKE-OFF
drives the input lever of the thrust control artificial feel unit. Mode.
The thrust control lever moves over a range from -20 deg. TLA
(Reverser Full Throttle stop) to +45 deg. TLA:
- - 20 degrees TLA corresponds to Reverser Full Thrust lever
stop
- + 45 degrees TLA corresponds to Forward Full Thrust lever
stop
An intermediate mechanical stop is set to 0 deg.TLA. This stop is

overridden when the reverse latching lever is pulled up for
selection of the reverse power. This stop is reset as soon as the
thrust control lever is selected back to forward thrust area.
In the forward thrust area, there are two detent points, the MAX
CLIMB detent point set to 25 deg.TLA and the MAX
CONTINUOUS/FLEX TAKE-OFF detent point set to 35 deg.TLA.
In the reverse thrust range, there is one detent point at – 6

deg.TLA. This position agrees with the selection of the thrust
reverser command and the Reverse Idle setting.
FOR TRAINING ONLY

Autothrust
Reverse latching
Instinctive
Lever Disconnect
Pushbuttons
Thrust
Control Lever
Stop
Rod
Mechanical
box
Rod
Thrust Lever
Control Unit
Thrust Control Levers
FOR TRAINING ONLY

Engine Control
Thrust Lever Control Unit
A mechanical rod transmits the thrust lever control movement. It The EECs consider, as a resolver position signal failure, a throttle
connects the thrust levers artificial feel unit to the input lever of the resolver angle value less than -47.5 deg. or greater than 98.8 deg.
Thrust lever control unit. The thrust lever control unit includes: They include a resolver fault accommodation logic. This logic
- An input lever allows engine operation after a failure or a complete loss of the
throttle resolver position signal.
- Mechanical stops, which limit the angular range
- 2 resolvers (one resolver per FADEC EEC )
- 6 potentiometers installed three by three to the tree SEC
- A device, which drives the resolver and the potentiometer
- A pin device for rigging the resolver and potentiometers
- 1 switch whose signal is dedicated to the EIU
- 2 output electrical connectors
The input lever drives two gear sectors assembled face to face.
Each sector drives a set of resolvers and three potentiometers.
The relationship between the thrust lever angle and thrust lever
resolver angle (TRA) is linear and 1 DEG.TLA = 1.9 TRA. The
accuracy of the throttle control unit (error between the input lever
position and the resolver angle) is 0.5 deg.TRA. The maximum
discrepancy between the signals generated by two resolvers is
0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is

used for positive angles and the second quadrant for negative
angles. Each resolver is dedicated to one EEC and receives its
electrical excitation current ( 6V AC) from the related EEC.
FOR TRAINING ONLY

Thrust Control
Levers
Reverse Latching
Levers
Autothrust
Instinctive
Disconnect
Pushbuttons
Adjustment
Nuts
Engine
Interfase
Unit Rods
Mechanical
(EIU) Box
3
2
SEC 1 Rigging
Hole
Adjustment
Nut
Thrust Lever
Control Unit
ENG 1(2) ENG 1(2)
Rigging Hole
EEC A EEC B
Thrust Control Unit
FOR TRAINING ONLY

ATA 77 Engine Indication

Engine Indication
Indicating
The engine indicating system has sensors that measure some

engine parameters. These parameters are sent to the Electronic
Engine Control (EEC) A and B for cross-check, computation and
transmission. They are sent to the Electronic Instrument System
(EIS) for display on the EWD (primary parameters) and on the SD-
ENGINE page (secondary parameters).
Some parameters are also used, in conjunction with inputs from
the ADIRS, to control and monitor the engine thrust with:
- the Throttle Lever Angle (TLA) position in manual thrust

control mode
or
- the Auto Flight System (AFS) inputs via the Engine Interface
Unit (EIU)in auto thrust control mode.
Components
The engine indicating system consists of:

- the power indicating system (N1 and N2 sensors),
- the Exhaust Gas Temperature (EGT) sensors,
- the Core Compartment Temperature (CCT) sensor,
- the vibration analyzers (bearing No.1, Turbine Center
Frame (TCF)).
FOR TRAINING ONLY

THRUST LEVER
EEC A & B
CONTROL
Eng 1 (2)
Sensors
EEC A
N1
N2
Nacelle Temp
EGT
Oil QTY
TCF VIB
EIU NOB VIB
Low Oil Press
Fuel Flow
Fuel Filter Glogged
Oil Temp
Oil Press
EEC B ODM System
AFS Oil Filter Glogged
EEC A & B ADIRS

Indicating
Only one side shown
Similar for other Engine
FOR TRAINING ONLY
Engine Indication
General
The function of the fan speed sensor (N1) is to transmit a redundant

Low Pressure (LP) rotor speed (N1) signal to the two Electronic
Engine Control (EEC) units.
The function of the core speed sensor (N2) is to transmit a
redundant High Pressure (HP) rotor speed (N2) signal to the two
EEC units.
These two rotor speeds are used for engine control, vibration
monitoring and flight deck indication. The indication is shown in the
ECAM EWD, for N1 by a needle and a digital indication and for N2
speed is indicated in the ECAM EWD by digits.
Location
The fan speed sensor (N1) is located within the 4 o'clock strut of the
fan frame.
The core speed sensor (N2) is located on the Transfer Shaft (TS)
housing, between the Accessory Gearbox (AGB) and the Transfer
Gearbox (TGB).
FOR TRAINING ONLY

Core Speed N2 Sensor

-Transmits HP Rotor Speed
to the EEC´s
Fan Speed N1 Sensor
-Transmit LP Rotor Speed
to the EEC´s
Primary Parameter Components - Speed
FOR TRAINING ONLY

Engine Indication
Operation
Both the NI and N2 speed sensors are dual channel magnetic

speed sensors and transmit the corresponding signals to the EEC
A and B for engine thrust control and vibration monitoring. The N1
once-per-revolution signal (angular position) is also used for the
fan trim balancing during maintenance.
The N1 and N2 sensors are Line Replaceable Units (LRU).
Decription
The N1 sensor is a dual-channel magnetic reluctance sensor.

The N1 sensor consists of:
- a sensor with two independent sensing elements,

- a tube with two dampers,
- a connector end that includes the connector housing
with a mounting flange, two connectors and a spring.
N2 sensor is a dual-channel magnetic reluctance sensor. It is

bolted to the Transfer Tube (TT) of the accessory drives.
N2 sensor consists of:

- a sensor with two independent sensing elements,
- a housing with a mounting flange,
- two connectors.
FOR TRAINING ONLY

EEC CH A EEC CH B
EEC CH A EEC CH B
N1
N2
Pick-up
Pick-up Sensor
sensor
Phonic Phonic
Wheel Wheel
Primary Parameters - Speed
FOR TRAINING ONLY

Engine Indication
EGT Indication Core CompartmentTemperature (CTT)
The calculated EGT value is displayed on the ECAM EWD by a The CCT sensor transmits the under cowl temperature to enable
needle and an EGT digital indication. air leak detection in the air ducts and air valves. It is placed near
The EGT sensors are also used to monitor the engine start, relight the engine Environmental Control System (ECS) bleed ducting.
and operation and to determinate the EGT margin. It is mounted with brackets on the forward High Pressure
The EGT sensors (also named T48 sensors) are LRUs and are Compressor (HPC) case in the 2 o'clock position.
equally spaced around the Turbine Center Frame (TCF) at the
inlet of the Low Pressure Turbine (LPT). They are identical and The thermocouple probe of the CCT sensor generates a voltage in
fully interchangeable. relation with the temperature of the core compartment air.
The thermocouple probe of each EGT sensor generates a voltage Then, the voltage is carried to EEC channel A.
in relation with the temperature of the exhaust gas flow.
The function of T48 harnesses No. 1 and No. 2 is to connect the

EGT sensors to the two Electronic Engine Control (EEC)
harnesses channel A (No. 2) and channel B (No. 1).
Each EGT sensor contains a spring which pushes the sensor

against the Low Pressure (LP) stage 1 nozzle in order to be
sealed with the internal engine casing.
FOR TRAINING ONLY

EGT Sensors(8ea)
-Transmits the EGT
signal to both EEC´s
EGT Harness (2ea)
-Connects the EGT sensors
-With the Engine harness
Core Compartment
Temperature (CCT)
Sensor
- Measures Core Compartment
Temperature (EEC A)
EGT Sensor ( 8ea)
EGT Harness
Primary Parameters - EGT
FOR TRAINING ONLY

EEC CH A
EEC CH B
CCDL EGT
Sensor 1 EGT
Sensor 8 EGT harness 1
EGT
Sensor 7
EGT
Sensor 6
EGT
harness 2
EGT Harness Connections
FOR TRAINING ONLY

Engine Indication
FUEL PARAMETERS DESCRIPTION
The Fuel Flow Meter (FFM) is installed in line between the Fuel
Metering Unit (FMU) discharge and the Split Control Unit/Servo
Valve Assembly (SCU/SVA). The FFM is a passive, time-based
pulse output transmitter and it is installed on the engine core at the
5 o'clock position.
It measures the flow rate of metered fuel supplied to the combustor
and sends it to the EECs.
The fuel used value is computed by the EIU from the fuel flow
value sent by the EECs. For each engine it is computed from the
engine start to the engine shutdown.
The FWC monitors both engine Fuel Flow (FF) and trigger the alert
in case of one engine showing abnormally high value compared to
the other engine. The FFM is an LRU.
FOR TRAINING ONLY

Fuel filter
GLOGGED
Fuel
Transmitter
Elec
Connector
Primary Parameters – Fuel Flow
FOR TRAINING ONLY

Engine Indications
OIL PARAMETERS DESCRIPTION
The Oil Level Sensor (OLS) is mounted on top of the oil tank
located on the right-hand side of the Fan Case at the 4 o'clock
position. It is a single channel sensor of reed switches type.
The EEC A receives the information and shares it with EEC B for
display on ECAM SD ENGINE page.
The OLS is an LRU.item.
The OPT sensor is mounted on the oil supply line at the AGB inlet.
It is a dual channel sensor which sends the signals to both EECs
for monitoring and display on ECAM SD ENGINE page.
The OPT sensor is an LRU.
The OFDP sensor is an LRU.
The LOP switch is an LRU.
The ODM sensor and ODMU are LRUs.
FOR TRAINING ONLY

System Display
Oil Pressure & Temp SW
Oil Pressure and Oil Filter Delta Pressure

Temperature Sensor(OPTS) Sensor (OFDPS)
-Transmits Engine Oil -Transmits Oi Filter Impending
temperature and Pressure to Bypass Indication to EEC´s
EEC units
Oil Indication
FOR TRAINING ONLY

Oil Debris Sensor To

EIU/FWC
Oil Filter Delta

Pressure Sw
Oil Tank
Oil Filter
ODM Sensor ODM Unit EEC B ECAM
GLOG
ODM Unit
Oil Indication control
FOR TRAINING ONLY

Engine Indication
VIBRATION PARAMETERS DESCRIPTION
It is installed internally on the N° 1 Bearing support at 8 o'clock

position and its lead cable goes through the Fan Hub Strut 2 for
the external connection.
The NOB accelerometer is not a LRU.
The TCF Accelerometer is installed on the Turbine Center Frame
at11 o'clock position and is a LRU.
The No.1 bearing accelerometer transmits signals to Electronic

Engine Control (EEC) unit channel B that are used to indicate the
N1 rotor vibration condition.
The TCF accelerometer converts the vibration accelerations

sensed in its sensitive axis (engine radial axis) into a proportional
electrical signal and transmits this signals to EEC unit channel A
that are used to indicate the N2 rotor vibration condition.
The two vibration sensors can act as a back to each

other in the event one fails.
FOR TRAINING ONLY

No 1 Bearing Accelerometer
-Transmits Engine Vibration
signal to EEC unit CH B
Turbine Central Frame

(TCF) Accelerometer
-Transmit Engine Vibration
Signals to the EEC unit CH A
Engine Vibration
FOR TRAINING ONLY

1
2
3
FOR TRAINING ONLY

EWD Indications notes:

1. Indicates the thrust limit value and the associated thrust rating 3. AVAIL INDICATION
mode based on: The engine is started, and at or above idle.
- The position of the thrust levers,
- Aircraft on ground or in flight, On ground, appears steady during 10 s after a successful start. In
flight, pulses during 1 min after a successful relight.
- The engine status, i.e. running or not running,
- The data entered in the T.O and CLB panels of the FMS The AVAIL Indication disappears when the flight crew moves the
ACTIVE/PERF page. thrust lever forward the idle
detent.
4. N1 INDICATOR
2. BLEED AIR CONFIGURATION
- PACKS : The engine bleeds supply the air conditioning

packs.
- NAI : The engine nacelle anti-ice is on.
- WAI : The wing anti-ice is on.
They appear: Green : The current N1 is in normal range.

- On ground, when at least one engine is running Amber : The current N1 exceeds the N1 limit.
- During takeoff or go-around phase, until thrust lever Red : The current N1 exceeds the N1 red limit.
reduction to the CL detent N1 red limit is 101 %.
- In flight, when thrust rating mode is MCT. Dashed : The accuracy of the N1 measurement is
degraded.
Two amber dashes appear over the last digit.
FOR TRAINING ONLY

4. N1 INDICATOR N1 LIMIT
The amber mark indicates the N1 limit.
This corresponds to the maximum N1 value when the thrust levers
are in TO/GA detent.
N1 EXCEEDANCE
The N1 exceedance is the highest value that the N1 reached.
The N1 exceedance appears when the current N1 exceeds the N1
red limit.
. The N1 exceedance remains even if the N1 value decreases
below the N1 red limit.
The red mark no longer appears at the next engine start sequence
N1 TREND on ground, or after a
The green triangle indicates the direction of the N1 trend, when maintenance action.
the A/THR mode is active.
N1 RED LINE
N1 COMMAND The N1 red line appears between the N1 red limit and the end of
Indicates the N1 target, when the A/THR mode is active. the scale.
The N1 red limit is 101 %.
TRANSIENT N1
The four green arcs indicate the difference between the N1
command and the current N1, when the
A/THR is active.
THRUST LEVER POSITION

The blue circle indicates the position of the thrust lever.
In manual mode, the blue circle corresponds to the N1 value
reached after the stabilization of the
engine parameters.
FOR TRAINING ONLY

EWD Indications notes:

5. EGT INDICATOR EGT RED LINE
The EGT red line appears between the EGT red limit and the end
of the scale.
The EGT red limit is 1 060 °C.
6. N2
In a grey box : The engine start sequence or the crank process is

in progress.
CURRENT EGT
Green: : N2 is in normal range.
Green : The current EGT is in normal range.
The scale goes from 0 °C to 1 200 °C. Red : N2 exceeds the N2 red limit.
Amber : The current EGT exceeds the EGT amber limit. N2 red limit is 116.5 %.
A red cross appears.
Red : The current EGT exceeds the EGT red limit. The red cross no longer appears at the next engine start sequence
on ground,
EGT LIMIT or after a maintenance action.
The amber line indicates the maximum EGT (i.e. the EGT limit).
The maximum EGT is: Dashed : The accuracy of the N2 measurement is degraded.
Two amber dashes appear over the last digit.
- 750 °C, during the engine start sequence on ground, or
- 1 025 °C, in all other cases.
The EGT limit does not appear:

- When a takeoff or a go-around mode is selected, or
- When the thrust reversers are selected, or
- If the alpha floor protection is activated.
FOR TRAINING ONLY

FOR TRAINING ONLY

SD INDICATIONS:
1. FUEL USED INDICATION CONT.
Green : Indicates the fuel used by each engine. Pulses green : The oil pressure is:
This value automatically resets on ground, at the next engine start.
Appears in multiples of 10 kg (20 lb). - Above the upper advisory limit, or
-Below the lower advisory limit, when N2 is above 75 %.
Dashed : The value accuracy is degraded.
Two amber dashes appear over all five digits. -Red : The oil pressure is in the red range.
This occurs when the Fuel Flow is not valid in flight, for more than
1 min. 6. OIL TEMPERATURE
2. FUEL FILTER CLOG INDICATION Green : The oil temperature is in normal range.
Indicates that the pressure loss across the fuel filter is excessive. Pulses green : The oil temperature is between the advisory and
caution thresholds for less than
3. OIL QUANTITY 15 min.
Green : The oil quantity is in normal range. Amber : The oil temperature is:
The scale goes from 0 to 24.25 QT. - Between the advisory and caution thresholds for more than 15
min, or
Pulses green : The oil quantity goes below the oil advisory limit, -Above the caution threshold.
that corresponds to the amber mark.
The needle and the oil quantity value pulse green. 7. N1, N2 VIBRATIONS
The advisory limit is 1.35 QT.
Green : The vibration of the LP(HP) rotor is in normal range.
4. OIL PRESSURE
Pulses green : The level of LP(HP) rotor vibration is high
Green : The oil pressure is in normal range. .
The scale goes from 0 to 130 PSI. Amber : The level of LP(HP) rotor vibration is excessive.
FOR TRAINING ONLY

ATA 78 Engine Exhaust System

Engine Exhaust
Thrust Reverser System Cont.
The thrust reverser system is of the aerodynamic blockade type The directional control unit DCU receives hydraulic pressure from
and is performed by two translating cowls operated by four the ICU and is opened by a dual solenoid controlled valve to
hydraulic actuators, two per thrust reverser. pressurize the deploy side if the actuators.
Four actuators, two per side which are synchronized through flex
The translating cowls are placed in the thrust reverser C- ducts, shafts inside the hydraulic deploy lines and worm drives inside the
when moving rearwards they mechanically move ten blocker actuators.
doors which stops the by-pass air and redirects it forwards through
20 cascade vanes. The synchronizing system is also used for manual deployment of
the thrust reversers by Manual Drive Units (MDU) on the lower
The thrust reverser actuation system (TRAS) is powered by its on- actuators.
side hydraulic source; green system for engine 1 and yellow
system for engine 2. The upper actuators on each side are Synchronized Locking
Feedback Actuators SLFA.
Each system contains: They are used to move the translating cowls and include the
primary locking system (PLS). The upper actuators also have the
A self washed metal filter on the supply line. proximity sensors and LVDT´s for position feedback and
lock/unlock information.
One isolation control unit (ICU) and one directional control unit
(DCU) The left hand lower actuator is a Synchronized Non-Locking
Actuator (SNLA) used for operation of the left TR cowl
The isolation unit ICU supplies the system with hydraulic power
The right hand lower actuator is a Synchronized Manual Locking
through a dual solenoid controlled valve during stow and deploy. A
Actuator (SMLA)
by-pass handle on the ICU will manually inhibit the ICU valve from
opening. It is used for operation of TR cowl and manually locking the
system through a handle on the actuator for maintenance on the
A dual pressure switch monitors available pressure and valve engine,
position. the other three actuators are locked through the synchronizing flex
shaft.
FOR TRAINING ONLY

Engine Exhaust
Cont
An Electric Tertiary Locking (ETL) is used as third line defense by

locking the left hand TR cowl door and through the synchronizing
system all the other actuators. It is located at the latch beam under
the left TR cowl door.
It consists of a solenoid which moves a locking hock that connects

to a roller on the TR cowl. The solenoid is powered by AC through
one connector. When the ETL is unlocked the hook releases the
roller on the TR door.
Position indicating of the ETL is performed by two proximity

sensors, one for each EEC.
The ETL can be unlocked by a deactivation lever which is used

during manual deployment of the thrust reverser doors.
FOR TRAINING ONLY

EWD Sync Locking Feedback Actuator (SLFA) DCU

ICU(Pylon L/H)
B LVDT x2
EEC CH A
Lock Sensors
3
2
EIU
SEC 1 2
Sync Man
LGCIU 1 Directional Cont VLV Locking Actuator
Return Deploy
Green HYD Supply

Stow
(Yellow HYD Supply)
Isolation Cont VLV Electrical Teriary Lock (ETL)
Thrust Reverser System Layout
FOR TRAINING ONLY

OTT DCU
DCU: Directional Control Unit

SMLA: Sync Manual Locking Actuator
SNLA: Sync Non Locking Actuator
ICU: Isolation Control Valve
SLFA: Sync Locking feedback Actuator
MDU: Manual Drive Unit
SLFA
SLFA
ICU
FLEX SHAFT AND

SYNC TUBE
ASSEMBLY FLEX SHAFT AND
SYNC TUBE
ASSEMBLY
TLS
SMLA
AND
MDU
TRANSCOWL
SNLA
AND
MDU
FOR TRAINING ONLY

Hook TLS Solenoid Manual override Lever
Roller Transcowl Proximity

sensors
Tertiary Lock
FOR TRAINING ONLY

EEC CH B
Electrical
Harness
Tertiary EEC CH A
Lock
Solenoid
Connector
CH A (4135KS)
Connector
CH A (4134KS)
Manual override Lever
TLS
NOTE: Electrical pwr on Tertiary System

relaese latch
FOR TRAINING ONLY

Engine Exhaust
Deactivation of the Electrical Tertiary Lock System B. Get Access
WARNING: (1) Open the fan cowl doors (Ref. AMM TASK 71-13-00-010-803) :
BE CAREFUL WHEN YOU DO WORK ON THE ENGINE PARTS (a) FOR 4020KM1 (POWER PLANT-DEMOUNTABLE, ENGINE 1)
AFTER THE ENGINE SHUTDOWN. THE ENGINE PARTS CAN 437AL, 438AR
STAY HOT FOR A LONG TIME AFTER SHUTDOWN AND (b) FOR 4020KM2 (POWER PLANT-DEMOUNTABLE, ENGINE 2)
CAN BURN YOU. 447AL, 448AR
Thrust Reverser Door Tertiary Lock C. Deactivation of the Thrust Reverser System for Maintenance
A. This procedure gives the instructions to do a deactivation of the
tertiary lock system. This procedure sets WARNING:
the tertiary lock system in the UNLOCKED condition. YOU MUST DEACTIVATE THE THRUST REVERSER BEFORE
B. Do this procedure only during nacelle maintenance, and only YOU DO WORK ON OR
when specified by another AROUND IT. IF YOU DO NOT, THE THRUST REVERSER CAN
This procedure also includes MMEL 78-30-04B OPERATE ACCIDENTALLY
AND CAUSE AN INJURY AND/OR DAMAGE.
Job Set-up
(1) Do the deactivation of the thrust reverser system for nacelle
A. Safety Precautions maintenance
(1) On the center pedestal, on ENG panel 115VU:
(a) Make sure that the ENG/MODE selector switch is in the D. Open the thrust reverser 6 o'clock aft access door
NORM position.
(b) Make sure that the ENG/MASTER 1(2) control switch was Procedure
in the OFF position not less than five
A. Deactivation of the Electrical Tertiary Lock System
minutes before you do this procedure.
(1) Push and hold the tertiary lock system lever (2) in the
(c) Put a WARNING NOTICE(S) in position to tell persons not direction of the tertiary lock system (1). This
to operate:
puts the lever (2) in the retracted position which permits the
· The ENG/MODE selector switch lever (2) to turn.
· The ENG/MASTER 1(2) control switch.
FOR TRAINING ONLY

Engine Exhaust
Cont.
(2) Turn the lever to the UNLOCKED position.
(3) Release the lever. A spring in the tertiary lock system (1) will
move the lever (2) back to the extended position.
(4) Do a check to make sure that the lever (2) aligns with the
UNLOCKED position written on the tertiary lock system. Do not let
the lever stay in a position between UNLOCKED and ACTIVE.
Close-up
FOR TRAINING ONLY

Lever
TLS
FOR TRAINING ONLY

Engine Exhaust
Safety features: Cont.
The TR system includes three lines of defenses to avoid accidental When the thrust levers are moved rearwards from forward idle:
deployment in flight.
The throttle levers at -3 ° sensed by the potentiometers inside the
- First line is the throttle control unit (TCU) resolvers+ ground throttle control unit (TCU) together with altitude from radio
altimeter (RA) under 6ft the spoiler elevator computers (SEC`s)
- Second is the TCU switch+ ground will energize will energize a relay supplying the ETL with power for
40 seconds. The hook of the ETL will release the roller of the left
thrust reverser door.
- Third is the TCU potentiometers+ Radio altitude RA
Deploy Sequence
When the switch inside the throttle control unit (TCU) signals -3,8 º
Initial conditions: to the EIU together with aircraft on ground, from the landing gear
control and interface units (LGCIU´s), the EIU closed the relays
The EEC confirms that the engine is running (N1, N2, PB) and that powering the ICU and DCU with 28V DC.
the thrust reversers are stowed, locked and not inhibited.
The EEC will receive TLA -4,3 º from the resolvers in the TCU it
The ICU, DCU and ETL are de energized, the ICU valve is spring will close an internal relay which will power the ICU valve to open.
loaded in the closed position and the DCU in stowed position. Hydraulic pressure is then sent to the rod (stow) side of the
actuators which move to “over stow”. This will release the internal
Three dual proximity sensors indicate locked.
friction of the primary locks before unlocking.
The pressure switch in the ICU indicates no pressure.
The EEC receives a pressure signal from the ICU and unlocked
LVDT´s in the upper actuators indicate that the thrust reversers are from the ETL proximity sensor it will close an internal relay to open
stowed. the DCU valve. The pressure will be sent to the deploy side (jack
heads) which first will unlock the primary locks inside the upper
ICU inhibition lever sensor indicates that the thrust reversers are actuators and due to large surface area of the jack heads the
not inhibited. thrust reversers moves towards deploy.
cont.
FOR TRAINING ONLY

Engine Exhaust
Cont.
The EEC receives a pressure signal from the ICU and unlocked
from the ETL proximity sensor it will close an internal relay to open
the DCU valve. The pressure will be sent to the deploy side (jack
heads) which first will unlock the primary locks inside the upper
actuators and due to large surface area of the jack heads the
thrust reversers moves towards deploy.
One second after the LVDT´s of the upper actuators (SLFA) sense
85% deployed the EEC commands the engine to accelerate to the
selected reverse thrust.
At 97% of travel the EEC de-energizes the ICU and the thrust
reverser actuation system (TRAS) will be de-pressurized.
For manual deployment of the reverser ref to AMM.
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1 No ”REV” LT
28 VDC Amber ”REV” LT
3 Green ”REV” LT
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION
SWITCH CH A TR LOCKED LOWER

ETL LOCKED
TLA< -4,3
RESOLVERS RH
POTENTIO TLA < -3 (SAME
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ICU
LOWER
MDU
RETURN
A/C HYD ETL
Unless otherwise POWER FILTER
SUPPLY
specified all signals
are dual from/to
EEC
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
28 VDC
3
2
FWC 1
TR LOCKED MDU
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ON 40 SEC ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
28 VDC
3
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ON 40 SEC ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
28 VDC
3
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
Relay ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
28 VDC
3
2
FWC 1
TR LOCKED MDU
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
ALT < 6 FT
S
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
Relay ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
28 VDC
3
2
FWC 1
TR LOCKED MDU
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
ALT < 6 FT
S
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ON 40 SEC ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
FOR TRAINING ONLY

Engine Exhaust
Stow sequence:
Throttle levers set to stow position:
The TCU sends stow position to the EEC and the EIU, the DCU is
de-energized and the EEC energizes and opens the ICU valve.
The ICU pressurizes the stow side (rod end) of the actuators.
The EEC will limit the thrust level to forward idle until the thrust
reversers are confirmed stowed and locked.
At the end of retraction the ETL looking hook will lock the
translating sleeves by the roller of the left sleeve.
The two primary looks inside the upper actuators will look when
they reach overstow position.
Two seconds after the over stow is detected by the LVDT´s the
EEC will close the ICU valve and remove pressure from the
stow side of the actuators and the EIU will de-energize the
powering relay for the ICU and DCU.
To manual stow the reverser, ref to AMM.
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
DMC 1
No ”REV” LT
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
Relay ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
Stow Sequence
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION

ETL LOCKED
TLA< -4,3
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
Stow Sequence
FOR TRAINING ONLY

Engine Exhaust
Ground assisted stow sequence (GASS):
The EEC will use a ground assisted stow sequence only on

ground to lock the thrust reverser system if:
At least one of the primary locks are detected as unlocked after

the stow sequence or after engine start.
The GASS will energize the ICU and pressurize the actuators to
over stow when these criteria are fulfilled:
- Aircraft is on ground
- The throttle levers are above forward idle and below climb
detent
- No stow sequence is commanded
- Engine is running
- At least one primary lock is detected to be unlocked

- The translating sleeve is at less than 11% percent of travel
- The thrust reversers have not been inhibited by handle on the
ICU
- Fire p/b has not been pushed
The GASS is only used for one cycle, after that the system must
be reset by the master switch.
If the thrust reversers still are unlocked after a ground assisted
stow sequence the amber REV indication and REV fault
Warning on EWD will appear.
FOR TRAINING ONLY

TR MCDU 1/2
TEST
2
A/C ON GRD
LGCIU 1 EIU
CFDIU EWD (N1)
TLA < -3,8
THRUST LEVERS
2
FWC 1
MDU
TR LOCKED
EEC TR POSITION

TLA< -4,3 ETL LOCKED
RESOLVERS RH
METERS FOR A
UPPER
CH B) DCU
S
ALT < 6 FT
RA 3
2
SEC1 PRESS B UPPER
INHIBIT
LH
115 VAC S
ICU
LOWER
MDU
RETURN
A/C HYD ETL
SUPPLY
are dual from/to
EEC
Ground Assisted tow Sequence (GASS)
FOR TRAINING ONLY

Sync Locking
Right Feedback Actuators Left
Prox Sensor
SMLA Right
Upper Actuator SLFA Prox Target(Locked)

Sensor
Sycronized Locking Feedback
MDU
ActuatorSMLA
MDU Sync NON-Locking

Actuator Left
Bumper
Lever
MDU MDU
R/H
Thrust Reverser Components

Square Drive
FOR TRAINING ONLY

Target Locked
Prox Sensor
Prox Sensor
Prox Sensor
Target LOCKED
Upper Actuator SLFA Prox Sensor Target (Locked)
Turn this
direction
to unlock
HEX
HEX
NOTE
Allow the target
When the actuator is in the
lever to automatically
locked condition there is an
turn this direction to
overlap of the target and the
lock (do not apply manual torque)
Target Locked ends of the prox sensors
Target Unlocked
Thrust Reverser Components
FOR TRAINING ONLY

Engine Exhaust
Thrust Reverser De-activation for flight: B. Get Access:
Open the fan cowl doors
NOTE: Follow the instructions given in the AMM.
TASK 78-30-00-040-808-A 4. Procedure
WARNING: BE CAREFUL WHEN YOU DO WORK ON THE A. Deactivation of the Thrust Reverser
ENGINE PARTS AFTER THE ENGINE SHUTDOWN.
THE ENGINE PARTS CAN STAY HOT FOR A LONG TIME (1) Hydraulic inhibition:
AFTER SHUTDOWN AND (Ref. Fig. Hydraulic Deactivation of the Isolation Control Unit
CAN BURN YOU.
(ICU))
3. Job Set-up (a) Remove the tethered pin (3) from the aft hole (5) of the
inhibition lever (1).
A. Safety Precautions (b) Move the inhibit lever (1) against the inhibit plunger (4).
(1) On the center pedestal, on ENG panel : (c) Check that "ICU INHIBITED" is now visible.
(a) Make sure that the ENG/MODE selector switch is in the (d) Install the tethered pin (3) through the forward hole (6) in
NORM position. the ICU (2) and the inhibit lever (1).
(b) Make sure that the ENG/MASTER 1(2) control switch was
in the OFF position not less than five minutes before you do (2) Mechanical inhibition:
this procedure.
(a) Installation of the inhibition secure pin (1).
(c) Put WARNING NOTICE(S) in position to tell persons not to
operate: (Ref. Fig. Mechanical Pin from Storage Bracket)
· The ENG/MODE selector switch 1. Removal of the inhibition secure pin (1) from the storage
bracket:
(2) On the ENG section of maintenance panel : a Remove the screw (2), the cover (3) and the inhibition
secure pin (1).
(a) Make sure that the ON legend of the FADEC GND
PWR/1(2) pushbutton switch is off. b Put the cover (3) back in position.
(b) Put a WARNING NOTICE(S) in position to tell persons not c Install the screw (2).
to energize FADEC 1(2).
FOR TRAINING ONLY

Engine Exhaust
Cont
d TORQUE the screw (2) to between 0.306 and 0.374 m.daN
(27.08 and 33.10 lbf.in).
(b) Installation of the inhibition secure pin (1) in the inhibition
hole on the lower beam (4).
(Ref. Fig. Mechanical Pin on the Lower Beam)
1. Remove the screw (2) and the inhibition cover (3).

2. Install the inhibition secure pin (1) in the hole on the lower
beam (4).
3. Put the inhibition cover (3) back in position.
4 .Install the screw (2).
5 .TORQUE the screw (2) to between 0.306 and 0.374
m.daN (27.08 and 33.10 lbf.in).
FOR TRAINING ONLY

B
ICU in Activated Pos. ICU in De-activated mode
T/R Deactivation Procedure
FOR TRAINING ONLY

T/R De-activation pin
FOR TRAINING ONLY

Engine Exhaust
Opening of the Thrust Reverser Cowl Doors
B. Get Access
NOTE: Follow the instructions given in the AMM.
(1) Make sure that the fan cowl doors are open
TASK 78-36-00-010-806
C. Deactivation of the Thrust Reverser System for Nacelle
WARNING: Maintenance
BE CAREFUL WHEN YOU DO WORK ON THE ENGINE PARTS
AFTER THE ENGINE SHUTDOWN. (1) Make sure that you did the deactivation of the thrust reverser
THE ENGINE PARTS CAN STAY HOT FOR A LONG TIME system for nacelle maintenance
AFTER SHUTDOWN AND
CAN BURN YOU. 4. Procedure
3. Job Set-up
(Ref. Fig. Opening of the Thrust Reverser Cowl Doors) (Ref. Figures
A. Safety Precautions and obey Warning and Cautions.
(1) On the center pedestal, on ENG panel:
A. Opening of the Thrust Reverser Cowl Doors
(a) Make sure that the ENG/MODE selector switch is in the
NORM position.
NOTE: You can open each thrust reverser cowl independently.
(b) Make sure that the ENG/MASTER 1(2) control switch was
in the OFF position not less than five minutes before you do
this procedure. (1) Opening of the 6 o'clock rear latch access door (1):
(c) Make sure that the WARNING NOTICE(S) are in position (a) Push the door latches (3) on the latch access door (1).
to tell persons not to operate: (b) Carefully open the 6 o'clock rear latch access door (1).
· The ENG/MODE selector switch
(2) Opening of the 6 o'clock forward latch access door (2):
(a) Push the door latches (3) on the latch access door (2).
(2) On the ENG section of maintenance panel:
(b) Carefully open the 6 o'clock forward latch access door (2).
(a) Make sure that the ON legend of the FADEC GND
PWR/1(2) pushbutton switch is off.
(b) Make sure that the WARNING NOTICE(S) is in position to
tell persons not to energize FADEC 1(2). Cont.
FOR TRAINING ONLY

Engine Exhaust
Cont. (5) Opening of the thrust reverser half:
(3) Opening of the latches:
(a) Make sure that the hose on the THRUST REVERSER OPEN
(a) Open latch L1. PUMP. is correctly connected to the opening actuator manifold
(b) Open latch L2. (6).
(c) Open latch L3.1. (b) Close the valve on the THRUST REVERSER OPEN PUMP.
(d) Open latch L3.2. (c) Operate the THRUST REVERSER OPEN PUMP until the
thrust reverser half is open to 35 degrees.
(e) Open latch L4 and LACC.
(d) Disconnect the HOR (4) from the forward frame storage fitting
(5).
CAUTION: DO NOT FORGET TO RELEASE THE LATCHES L4
(LATCH OF THE TRANSCOWL) AND LACC (LATCH OF THE (e) Move the HOR (4) to the engine fitting.
AFT CORE COWL). RISK OF BUCKLING IN THE ACCESS (f) Connection of the HOR (4) on the engine fitting
SKIN LOWER AREA ON LEFT AND RIGHT SIDES. (g) Operate the THRUST REVERSER OPEN PUMP until the
IF BUCKLING, THE AEROLINE DEVIATION ACCEPTANCE IS HOR (4) is autolocked.
LESS THAN 3 MM (0.12 IN.). IF YOU DO NOT OBEY THIS
(h) Make sure that the green strip indicator of the HOR (4) is
INSTRUCTION, DAMAGE TO THE EQUIPMENT CAN OCCUR.
shown to make sure that the HOR (4) is completely extended
and locked.
1 Open latch L4.1.
2 Open latch L4.2. (i) Open the valve on the THRUST REVERSER OPEN PUMP
3 Open latch LACC-1. to load the HOR (4).
4 Open latch LACC-2.
(6) Disconnection of the THRUST REVERSER OPEN PUMP.
(4) Connection of the THRUST REVERSER OPEN PUMP.
Stow sequence not shown. To stow ref AMM.
Connect the hose of the THRUST REVERSER OPEN PUMP to
the opening actuator manifold (6) on the thrust reverser half.
FOR TRAINING ONLY

FOR TRAINING ONLY

Thrust Reverser Doors
FOR TRAINING ONLY

Latch –L3.1
Latch – L4.2
Latch – LACC 2
Latch – L1
Latch – L2
Latch – LACC1
Latch – L4.1
Latch – L3.2
Cowl Latches
FOR TRAINING ONLY

POP OUT
Pop-out NOT Retracted
POP OUT
Green Strip Indicator

For hold-open-rod locked pos.
Pop-out Retracted
Cowl Opening
FOR TRAINING ONLY

Engine Exhaust
Identtify
The engine exhaust nozzle is installed at the rear of the engine. The nozzle pads are interfase between the exhaust nozzle and the
thrust reverser structure. They make a clearance between the
The exhaust plug is two components. exhaust nozzle and the T/R structure for engine core ventilation.
- The front plug

- The rear Plug
The nozzle finger seal are installed at the front of the exhaust
nozzle between the 11 and 2 o’clock position.
The 10 nozzles pads are installed at the front of the exhaust

nozzle between 2 and 10 o’clock position.
Purpose
The exhaust nozzle is an aerodynamic structure:
- Its inner skin ducts the primary airflow and

- The outer skin ducts the secondary airflow.
The outer skin of the exhaust plug ducts the primary airflow and
contains the Central Ventilation Tube (CTV)
The nozzle finger seal are protection against fire for the pylon.
They also prevents too much airflow to go in the cavity between
the aft pylon fairing and the exhaust nozzle outer-skin. This
increases the aerodynamic performance.
FOR TRAINING ONLY

Finger Seal
- Protection against for the pylon
- Limit airflow between pylon fairing
and exhaust nozzle for aerodynamic
performance
Inner skin
Hot Engine
Flow
Cold Engine
Flow
Exhaust Nozzle
Its inner skin ducts the Outer skin
primary airflow. Outer skin
Ducts secondary airflow Rear Plug
Front Plug
Outer skin ducts
primary airflow
FOR TRAINING ONLY

ATA 79 Engine Oil

Oil System
The Oil system lubricates and cools the engine bearings, transfer The supply oil filter is equipped with a by-pass valve and an oil
gearbox (TGB) and main gearbox (MGB) also known as filter differential pressure sensor (OFDP). At an oil temperature of
accessory gearbox (AGB). 70 º C it will give Approaching By-Pass at 19,5 PSID, Impending
By-Pass at 22 PSID and Actual By-Pass at 43,5 PSID.
The oil is cooled and temperature managed with main fuel/oil heat
exchanger (MHX) and the surface air cooling air cooler The oil will be cooled passing the servo fuel heat exchanger
(SACOC).The engine servo fuel is heated using the servo fuel (SFH), surface air cooling oil cooler SACOC and the main
heater (SFH).Hot oil is scavenged back to the oil reservoir. heat exchanger (MHX).
Excess of sealing air from the bearing compartments is vented
overboard. The SACOC uses fan air to cool the oil through two segments
fitted with a pressure relief valve in case of overpressure
Supply of Oil caused by clogging or when the oil temperature is too low.
The oil tank is fitted with an oil cap, flapper valve and oil level The SFH and the MHX are fuel cooled heat exchangers and both
sensor. The full level is 21,3 qts and the total volume is 23,7 qts. are fitted with by-pass valves.
The oil from the tank is pressured to a maximum of 10 PSI by the The oil pressurizing valve (OPV) will create a higher pressure for
tank pressurizing valve (TPV), if pressure is higher it is by-passed vibration dampening at bearing number 1, 3 and 5. An oil film
by the TPV and led to the assessor gear box (AGB).The oil then around the outer casing of the bearings will lower engine vibration
goes to the dual lube pump inside the lubrication unit. and needs higher pressure than used for the bearing
At the inlet of the lubrication unit is an anti leakage valve (ALV) to compartments, TBG and AGB.
avoid oil flowing from the tank further on to the accessory gearbox
(AGB) by gravity when engine is not running.
The pressurized oil then goes through a supply oil filter and further
on to the heat exchangers passing a non return valve(NRV).
The function of the NRV is to prevent siphoning of the oil from the
heat exchangers back to the lube unit and the AGB when the
engine is not running.
FOR TRAINING ONLY

Oil System
Scavenge and Venting Pressurizing of the Bearing Sumps
The scavenge system will return the hot oil to the tank through the Sealing of the sumps is accomplished by contact carbon seals and
lubrication unit. pressurization of the sumps using air from the LPC exit stage 25.
Both are needed to avoid oil leakage.
Five gerotor type scavenge pumps inside the lubrication unit draw
oil from the A, B and C sumps as well as from the TBG and AGB At lower rpm´s the pressure of the stage 25 air is too low. To
The pumps are driver by the same shaft as the supply pump. ensure correct differential pressure in and outside of the sump an
eductor valve (EV) will use stage 7 air of the HPC to create more
To protect the pumps from larger debris strainers are placed under pressure in sump A through a tube insidethe center vent
upstream of each pump. As an option a magnetic chip detectors tube (CVT).
can be installed and will then be included in the strainers.
The EV is controlled by HPC 7th stage air; altitude controlled and
Before the scavenge line reaches the oil tank, air will be removed is of the poppet type shut off valve. It will be open at low pressure
from the oil using a static air/oil separator. It includes a tank and close as the pressure increases.
pressurizing valve (TPV) which keeps a maximum pressure in the
tank of 10 PSI and an oil debris monitoring unit (ODMU).
Vanes inside the air/oil separator spins the oil and by centrifugal
force the air is separated. The oil is directed towards the ODMU
and then to the tank. The excess air from the TPV is vented to the
AGB.
The ODMU has a passive, magnetic, inductive sensor. It will

magnetically attract ferrous particles and generate an electrical
signal; the amplitude of the signal will vary depending on the size
of the particle.
The signal is then processed by the ODMU and sent to the EEC B.
FOR TRAINING ONLY

Oil System
Monitoring and Indicating
The oil system monitoring consists of:

- Oil level indication
- Oil debris monitoring
- Oil pressure and temperature indicating
- Oil filter differential pressure
- Low oil pressure indicating
The oil level sensor (OLS) is located at the top of the oil reservoir
and is a magnetic float and reed switch type. The output signal
varies with the oil level and sent to EEC A.
The oil debris monitoring unit is placed in the deaerator on the

tank. It will sense magnetic debris and send a signal to
EEC B; the signal amplitude will be proportional to the size of the
debris.
The oil pressure and temperature sensor (OPTS) is located at the
AGB and measure pressure at the supply line to the AGB. The
temperature sensor is dual and measures the scavenge oil
temperature. The OPTS sends information of temperature and
pressure to both EEC A and B.
The low oil pressure sensor (LOPS) is located at the supply line to
the AGB and gives LOP at less than 23 PSI oil
pressure.
The oil filter differential pressure sensor (OFDP) is located on the
lubrication unit and sends delta press signals to both
EEC A and B.
FOR TRAINING ONLY

Engine Fuel
System
To Damped
SACOC Bearings
OPV
MHX
OLS
ODMS
SUMP A SUMP B
To Ambient
LOP Air
SUMP C
Engine OPT
Fuel
System
SFH
NRV
EEC
Oil
OFDP
AGB A B TGB C
Filter
AGB
Drive
ALV Lubrication Unit
Oil System
FOR TRAINING ONLY

Oil System
Oil Tank Operation
When the engine is running, oil from the scavenge pumps will
The Oil tank interfaces with vent lines, lubrication lines and return
enter the oil tank through the air/oil separator and the Oil Debris
lines.It is connected to the fan frame via 3 brackets.
Monitoring System(ODMS).
Located on the top of the oil tank you will see the air/oil seperator,
the Oil Debries Monitoring unit (ODMU) and the oil level sensor.
The Accessory GearBox (AGB) vents the air extracted from the oil
through the ODMS Tank Pressurizing Valve(TPV) connected to
The oil tank have a capasity of 22,4 L (23,7US quarts) . Minimum
the vent line.
will be 20,2 L(21,3 Quarts) and below 18,8L(19,9 quarts) it will be
usable.
The TPV pressurizes the oil tank at high altitude to make sure that
the oil lubrication unit oil pump always is fed with the correct oil
There is a sight glass on the side of the oil tank which could be
pre-pressure.
inspected when opening the service panel door. At the same spot
you would be able to refill oil to the engine.
FOR TRAINING ONLY

Oil Storage – Oil Tank
FOR TRAINING ONLY

Vent Line
Air/Oil Separator Scavenge Line
Oil Level Sensor
Strainer
Scupper
Oil Tank
Drain Connector
Remote filling and

Sight Glass
Overflow connections
Oil Tank
FOR TRAINING ONLY

To Angle Gear Box (AGB)
Oil Debris Monitoring Sensor (ODM) Oil Level Sensor (EEC)
Oil Refill Port
From Oil Lubrication Unit

NOTE: The oil must be added
not less than 5 minutes
and not more than 60 minutes
after engine shutdown
Oil Level Sight Glass while the oil in the oil tank is
still warm. This will prevent
the over-servicing of the
engine.
Outlet oil Strainer

To Oil Lubrication Unit
FOR TRAINING ONLY

Oil System
Oil Lubrication Unit
The lubrication unit is installed on the Accessory Gearbox (AGB)

rear face at 7 O'clock aft looking forward. The unit is driven by a
shaft with splines engaged into the AGB and is fixed on the AGB
pad by seven screws. A rotational seal is installed on the AGB to
prevent oil leakage between AGB and lubrication unit.
The lubrication unit has a single aluminum cast housing that

contains the items that follow:
· Six gerotor pumps (one double supply pump and five

scavenge pumps)
· One filter cartridge after the supply pumps
· Two scavenge screen plugs for scavenge pumps (one
double stage strainer and one triple stage strainer)
· One anti-leak valve to prevent oil tank drainage and
siphoning when engine is shutdown.
· One pressure relief valve to limit the internal pressure of the
lubrication unit
· One bypass valve to bypass the filter to allow oil supply when
the filter is clogged
· A driven gear and a shaft pinion to transmit torque from AGB.
FOR TRAINING ONLY

Magnetic Bar
used to collect magnetic particles
in the scavenge oil for T/S
Oil filter
Diff Press sw
Oil Filter
Oíl System Components – Lubrication Unit
FOR TRAINING ONLY

Lubrication Unit
Plugs
Oil Lubrication Unit – Scavenge screen Plug
FOR TRAINING ONLY

Triple Stage Strainer
From Oil Tank From AGB
To Air/Oil Separator Sump A

To Supply Lines
Sump B
To Supply Lines
From TGB
Sump C
Double Stage Strainer
Oil Lubrication Unit
FOR TRAINING ONLY

Oil System
Eductor Valve
The function of the eductor valve is to control engine forward sump At high engine speed, the DP is high and the eductorvalve is
pressurization by providing primary air to an eductor tube in the closed.
center vent in order to increase delta pressure across engine The open/close threshold (induced by the DP) decreases when
forward A-sump seals at low engine speed. It is mounted at 8 the altitude increases.
O'clock aft looking forward, on a bracket fixed to the combustion
case and the High Pressure Turbine(HPT) case.
The eductor valve is an inlet pressure controlled, altitude

compensated poppet style shutoff valve. The eductor is composed
of:
· A housing with 3 mounting lugs and inlet and outlet fittings

· A piston with a poppet
· A pilot servo
· An evacuated bellow
· A visual position indication.
The eductor valve controls the Delta Pressure (DP = P outside A-

sump - P inside A-sump) of A-sumps seals (#1 and #3 bearing
carbon seals) to avoid oil leakage of the A-sump. When DP is too
low, the carbon seals do not function properly and they may leak.
In this condition, the eductor valve opens, forcing the ventilation of
the A-sump, decreasing the pressure inside the sump.
The DP comes back to a value allowing the good functioning of
the carbon seals.
FOR TRAINING ONLY

7th Stage Air

Manifold
Eductor Valve
Bolt
Eductor Valve
Support
Bracket
Tube
Eductor Valve
FOR TRAINING ONLY

Oil System
Non Return Valve
The non-return valve function is to prevent the engine oil drainage

and siphoning in the AGB when engine is shutdown.
It is installed in the oil supply line downstream the Lube Unit, at 9

O'clock aft looking forward.
The non return valve is composed of a housing, a valve and a

spring. When oil pressure applies, the valve opens to allow oil
flow. When no pressure applies, the valve closes, preventing oil
from being siphoned in the AGB at engine shutdown.
FOR TRAINING ONLY

To Servo Fuel Heater
From Lubrication unit
No Return Valve
FOR TRAINING ONLY

Oil System
Surface Air Cooling Oil Cooler (SACOC)
The engine Surface Air-Cooling Oil-Cooler (SACOC), cools the oil

by using air. It is made of 2 parts(segments) symmetrically
installed on the inner surface of the fan frame.
The cooler is configured as 2 flow paths. Each sub-assembly is

designed to operate in parallel to provide the cooling required.
Each sub-assembly is designed to provide cooling for half of the
oil flow. The flow will be balanced between panels by pressure
drop. The panels are mounted in parallel.
FOR TRAINING ONLY

Oil connections
Element
Bolt
Engine Surface Air Cooled Oil Cooler
FOR TRAINING ONLY

Oil System
Main Heat Exchanger
The Main Heat Exchanger (MHX) cools the oil by using fuel as a Oil from the lubrication unit, through the Servo Fuel Heater (SFH)
cooling source. The MHX is installed on the fan frame at 10 and the SACOC, enters the case oil inlet. The oil flows around the
o'clock. fuel tubes of the matrix, routed by interior baffles, and exits at the
case oil outlet to feed sumps and AGB/TGB.
The MHX is an aluminum shell and tube fuel/oil heat exchanger.
The oil portion of the exchanger is equipped with a pressure relief
The primary components of the MHX are: valve which bypasses oil through the exchanger in case of
clogging.
· Tubular U tube heat exchanger matrix
The oil pressurizing valve at the oil outlet of the MHX, pressurized
· Cast aluminum case and end cover
oil to feed the engine oil dampers.
· Oil Pressurize Valve
· Oil bypass valve The oil to fuel heat transfer is achieved through conduction and
· Fuel bypass valve convection within the exchanger where both fluids are circulated.
· Oil and fuel ports
· Mounting feet.
Fuel from the boost pump stage of the fuel pump and from Fuel
Metering Unit (FMU) enters the end cover inlet. It flows through
the tubes of the matrix and exits at the end cover outlet to feed the
main pump stage of the fuel pump.
The fuel portion of the exchanger is equipped with a pressure

relief valve which bypasses fuel around the exchanger in case of
clogging.
FOR TRAINING ONLY

Main Heat Exchanger
SACOC
Main Heat Exchanger
FOR TRAINING ONLY

FOR TRAINING ONLY

Oil System
Oil Level Sensor
System Description
The OLS function is to measure the remaining oil level in the oil
tank.
The OLS is installed on the oil tank, located on the right-hand side
of the fan case at the 4 o'clock aft looking forward position. An O-
ring is installed on the OLS to prevent oil leakage.
The OLS is a single channel sensor made of :
· A flange equipped with a connector

· An aluminum body
· A magnetic float
· An electronic board with a series of reed switches and
resistances.
Reed switches are installed regularly along the electronic board.

Those switches are closed depending on the position of the oil
surface by the magnetic float.
When a reed switch closes, it connects a specific resistance into
the electronic board. The resistance value is proportional to the oil
level.
NOTE: The electrical signal is sent to Electronic Engine Control

(EEC)
Channel A.
FOR TRAINING ONLY

EEC A
Oil Level Sensor
Resistance
Value
Oil Level Sensor
FOR TRAINING ONLY

Oil System
Oil Pressure / Temperature indication system
The Oil-Pressure Temperature sensor (OPT) is part of the

indicating system. Its function is to measure:
· The differential pressure between the Accessory Gearbox

(AGB) oil supply and the oil-air mixture within AGB
Sump.
-The oil temperature at engine oil inlet.
The OPT is a dual channel sensor composed of a body including:

· A dual differential-pressure measurement-system (strain
gauge)
· A dual temperature measurement-system
· Two electrical connectors
· A mounting flange with intrusive pressure ports.
The dual temperature sensing-elements are made of platinum,

which resistance varies as function of the
temperature.
The dual-differential pressure-measurement system is composed
of a membrane which will change in depending on the pressure
applied on both sides.
One side of the membrane is set at the pressure upstream the
AGB inlet, the other side at the AGB internal air
pressure.
The change in shape of the menbran messured will result in a
electrcal output used for indication.
FOR TRAINING ONLY

Lubrication
Unit
Oil Pressure & Temperature Sensor

Values to EEC Units)
Oil Filter Delta Press Sensor(OFDPS)
(Input to EEC Units)
Oil Pressure & Temperature – Oil Filter Delta Press Sensor
FOR TRAINING ONLY

Oil System
Oil Debris Monitoring System
The Oil Debris Monitoring System (ODMS) contains the

subsystems that follow:
· Oil Debris Monitoring (ODM) separator
· Oil Debris Monitoring (ODM) sensor
· Oil Debris Monitoring (ODM) unit.
System Description:
To detect metallic particles contamination of the oil, made by the
Separator, Sensor and monitoring unit.
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 proportionate to the amount of particles accumulated on
the sensor.
When reaching a defined threshold, the ODM unit sends an
electrical signal to Electronic Engine Control (EEC) unit
channel B.
FOR TRAINING ONLY

ODMS Harness
Connection between
Sensor and Unit
Oil Debris Monitoring Unit

Condition signal before sending
it to the EEC Units.
ODMS Sensor
Retain magnetic particles
and sends signal to ODMS Unit
Air/Oil Seperator
Remove air from the scavenge oil.
Oil Debris Monitoring System
FOR TRAINING ONLY

Oil System
Oil Debris Reset via MCDU
This option will be used to clear the count of the number of

metallic chips that have been detected by the oil debris monitoring
system on the last flight and the cumulative count over all flights.
This function will only be available on channel B.
FOR TRAINING ONLY

Press 2R Press 3L
Press 5R
Oil Debris Reset via MCDU
FOR TRAINING ONLY

Oil System
Air/Oil Separator
The Air/Oil Separator is mounted on top of the oil tank.
The oil inlet of the air/oil separator is connected to the oil

scavenge line and the oil outlet of the air/oil separator is
connected to the oil tank.
The air outlet of the air/oil separator is connected to the Accessory

GearBox (AGB) by a vent line trough the Tank Pressurizing Valve
(TPV). .
Air and oil coming from the scavenge line of the oil lubrication unit
are separated within the air/oil separator.
The air is guided to the Accessory GearBox (AGB) through the
vent line and the oil goes to the oil tank through the oil outlet.
To optimize the oil system operation the Tank

Pressurizing Valve (TPV) creates a small pressure drop between
the oil tank and the AGB.
Potential magnetic particles are centrifuged inside the air/oil

separator and directed by the debris ring to the Oil Debris
Monitoring (ODM) sensor.
When the ODM sensor is not mounted (during maintenance

operations), a self-closing valve prevents oil leakage.
FOR TRAINING ONLY

O - Rings
ODM Sensor
Gasket
Tank Pressurizing Valve
Air Oil Separator
FOR TRAINING ONLY

Oil System
Oil Low Press
The Low Press sw is located between the Main Heat Exchanger

and the AGB.
It indicates a LOW PRESSURE level in the AGB oil Supply line for
the flight crew on EWD.
FOR TRAINING ONLY

LO Press SW
Engine Low Oil Press SW
FOR TRAINING ONLY

A320 Neo Combined

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A320 Neo Combined

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QSA Aeronautical Engineering Services AIRBUS A320 Series NEO

Airbus A319/A320/A321 (CFM LEAP-1A) Difference Course

• ATA 26 Fire Protection

NOV 2017 FOR TRAINING ONLY

ATA 26 Fire Protection

NOV 2017 FOR TRAINING ONLY

Minor Difference From V2500 / CFM56.

One more fire Detector element on CFM LEAP Engine at the

FOR TRAINING ONLY

Engine Fire Protection – Detection & Extinguishing

FOR TRAINING ONLY

ATA 28 Fuel System

NOV 2017 FOR TRAINING ONLY

FOR TRAINING ONLY

FOR TRAINING ONLY

IDG SHUT-OFF SENSOR

FOR TRAINING ONLY

FQIC: Fuel Quantity Indicating Computer

FOR TRAINING ONLY

The auto mode will cover the following steps:

FOR TRAINING ONLY

FOR TRAINING ONLY

- full load of fuel,

The center tank transfer valves indications are green when in

NOTE: Left and right center tank transfer valves control is

At engine start, the fuel used indication is reset. The engine

FOR TRAINING ONLY

Auto Mode – Normal Operation

FOR TRAINING ONLY

Each center tank transfer valve is controlled independently

NOTE: This sequence can be initiated on ground depending upon

The transfer sequence is terminated; the center tank transfer

FOR TRAINING ONLY

Auto Mode – Transfer Sequence

FOR TRAINING ONLY

FOR TRAINING ONLY

FOR TRAINING ONLY

- fuel mass/temperature measurement and display, Ultracomp.

FOR TRAINING ONLY

L/G Control Lever

FOR TRAINING ONLY

FOR TRAINING ONLY

Control and Indicating – ECAM FUEL Page

FOR TRAINING ONLY

ATA 30 Ice & Rain Protection

NOV 2017 FOR TRAINING ONLY

Both PRSOV´s may also be manually locked and deactivated

FOR TRAINING ONLY

7th Stage HPC

FAIL SAFE OPEN

FOR TRAINING ONLY

Dual Temp Sensor

To Air Intake Cowl

Engine Anti-ice Schematic

FOR TRAINING ONLY

FOR TRAINING ONLY

FOR TRAINING ONLY

Manual Block (Closed/Open)

NAI Pressure Regulating and Shut-off Valve 1

FOR TRAINING ONLY

NAI Pressure Regulating and Shut Off Valve 2

FOR TRAINING ONLY

NAI Press Sensor 1

NAI Press Sensor 2