A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DIFFERENCES V2500 TO CFM56-5B TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 1 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 TDTI / HAT / ATA 71-80 Austrian Technical Training School Notes - For Training Purposes Only Issue: 06/08 Revision: 18.06.2008 Page 2 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only This document must be used for training purpose only. Under no circumstances should this document be used as a reference. It will not be updated. All rights reserved. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 3 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 4 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DIFFERENCES V2500 TO CFM56-5B ................................ 1 GENERAL........................................................................ 10 INTRODUCTION ............................................................................ 10 POWER PLANT LEVEL 2.................................................................. 14 POWERPLANT DESCRIPTION .......................................................... 16 ENGINE SYSTEM D/O (3)............................................... 20 ENGINE ENGINE ENGINE ENGINE CHARACTERISTICS ........................................................... 20 GENERAL PARAMETERS ..................................................... 22 CONTROL P/B'S AND SWITCHES ........................................ 24 INDICATING PRESENTATION............................................. 26 BORESCOPE PORTS .......................................................................88 ENGINE FUEL SYSTEM D/O (3)...................................... 94 GENERAL .......................................................................................94 FUEL FEED ....................................................................................94 METERED FUEL ..............................................................................94 SERVO FUEL ..................................................................................94 DIVERTED FUEL.............................................................................94 EEC CONTROL ...............................................................................96 INDICATING ..................................................................................98 FUEL DISTRIBUTION COMPONENTS ............................................. 100 HEAT MANAGEMENT SYSTEM D/O (3) ......................... 124 POWER PLANT DRAIN PRESENTATION (3) ................... 28 GENERAL ..................................................................................... 124 COMPONENTS ............................................................................. 124 CONTROL .................................................................................... 126 POWER PLANT INSTALLATION D/O (3) ........................ 34 GENERAL ..................................................................................... 134 COMPRESSOR AIRFLOW CONTROL ............................................... 136 TURBINE CLEARANCE CONTROL AND TURBINE COOLING ............. 148 N°4 BEARING COMPARTMENT COOLING ....................................... 152 NACELLE VENTILATION................................................................ 154 GENERAL ...................................................................................... 28 PYLON DRAINS .............................................................................. 30 ENGINE DRAINS ............................................................................ 32 AIR INTAKE COWL ......................................................................... 34 FAN COWL DOORS (LH & RH) ........................................................ 36 THRUST REVERSER "C" DUCTS ...................................................... 38 FIREWALLS AND ACOUSTIC PANELS ............................................... 40 COMMON NOZZLE ASSEMBLY ......................................................... 42 EXHAUST CONE ............................................................................. 42 FWD MOUNT ................................................................................. 44 AFT MOUNT .................................................................................. 44 FLUID DISCONNECT PANEL ............................................................ 46 FAN ELECTRICAL CONNECTOR PANEL ............................................ 48 CORE ELECTRICAL JUNCTION BOX ................................................. 50 AERODYNAMIC STATIONS ............................................................. 52 ENGINE BEARINGS ........................................................................ 54 ENGINE SEALS .............................................................................. 62 COMPRESSOR................................................................................ 64 COMBUSTION SECTION ................................................................. 74 TURBINE SECTION ........................................................................ 78 TDTI / HAT / ATA 71-80 Issue: 06/08 AIR SYSTEM PRESENTATION (3) ................................. 134 FADEC PRESENTATION (3) .......................................... 158 PURPOSE..................................................................................... 158 FADEC FUNCTIONS ...................................................................... 158 FADEC BENEFITS ......................................................................... 158 POWER SUPPLY ........................................................................... 158 FADEC ARCHITECTURE (3) .......................................... 160 DUAL CHANNEL ........................................................................... 160 DUAL INPUTS .............................................................................. 160 HARDWIRED INPUTS ................................................................... 160 DUAL OUTPUTS ........................................................................... 160 BITE CAPABILITY ......................................................................... 160 FAULT STRATEGY ........................................................................ 160 FAIL-SAFE CONTROL.................................................................... 160 Revision: 18.06.2008 Page 5 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAIN INTERFACES ...................................................................... 166 FADEC PRINCIPLE (3) ................................................. 168 GENERAL .................................................................................... 168 FADEC ........................................................................................ 168 EIU ............................................................................................. 168 POWER MANAGEMENT ................................................................. 168 ENGINE LIMITS ........................................................................... 168 ENGINE SYSTEMS ........................................................................ 168 IGNITION AND STARTING ............................................................ 168 THRUST REVERSER ..................................................................... 170 EEC INTERFACES (3) ................................................... 172 GENERAL .................................................................................... 172 DIGITAL INPUTS ......................................................................... 172 DIGITAL OUTPUTS ...................................................................... 172 DISCRETE/ANALOG SIGNALS ....................................................... 172 BLOCK DIAGRAM ......................................................................... 174 EIU INTERFACES (3) .................................................... 184 GENERAL .................................................................................... 184 EIU COMPOSITION ...................................................................... 184 EIU FUNCTIONS .......................................................................... 184 INPUTS ....................................................................................... 184 OUTPUTS .................................................................................... 184 EEC INTERFACE ........................................................................... 184 ECS INTERFACE ........................................................................... 186 CFDS INTERFACE......................................................................... 186 BMC INTERFACE .......................................................................... 186 OTHER INTERFACES .................................................................... 186 POWER SUPPLY ........................................................................... 186 FMGS .......................................................................................... 188 EIU CFDS DISCRETE OUTPUTS SIMULATION ................................ 190 ENGINE THRUST MANAGEMENT (3) ............................ 196 BASIC INFORMATION .................................................................. 196 AUTOTHRUST CONTROL MODE .................................................... 210 TDTI / HAT / ATA 71-80 Issue: 06/08 MANUAL CONTROL MODE ............................................................ 214 BACK-UP N1 MODE ...................................................................... 216 ENGINE CONTROLS (3) ............................................... 222 THROTTLE CONTROL SYSTEM ...................................................... 222 OIL SYSTEM D/O (3) ................................................... 228 GENERAL ..................................................................................... 228 OIL SUPPLY CIRCUIT ................................................................... 229 OIL SCAVENGE CIRCUIT .............................................................. 230 OIL INDICATING SYSTEM............................................................. 232 VENT CIRCUIT ............................................................................. 234 EEC ELECTRICAL PWR SPLY CONTROL (3) .................. 238 GENERAL ..................................................................................... 238 POWERING N2 < 10% ................................................................. 238 POWERING N2 > 10% ................................................................. 238 AUTO DEPOWERING .................................................................... 238 MANUAL REPOWERING ................................................................ 238 IGNITION & STARTING SYSTEM PRESENTATION (3) . 240 GENERAL ..................................................................................... 240 CONTROL AND INDICATING ......................................................... 240 AUTOMATIC START ..................................................................... 240 MANUAL START ........................................................................... 240 CRANKING ................................................................................... 240 CONTINUOUS IGNITION .............................................................. 240 SAFETY PRECAUTIONS................................................................. 240 STARTING COMPONENTS ............................................................. 242 MAINTENANCE PRACTICES........................................................... 242 IGNITION & STARTING SYSTEM D/O (3) .................... 244 GENERAL ..................................................................................... 244 AUTO START ............................................................................... 246 MANUAL START ........................................................................... 260 ENGINE CRANK ............................................................................ 278 ENGINE INDICATION/ MONITORING D/O (3) ............ 286 POWER INDICATING .................................................................... 288 Revision: 18.06.2008 Page 6 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TEMPERATURE ............................................................................ 294 POWER ....................................................................................... 298 DEDICATED ALTERNATOR (PMA) ................................................. 304 ANALYZERS ................................................................................. 306 ENGINE WARNINGS (3)............................................... 312 THRUST REVERSER SYSTEM PRESENTATION (3) ........ 316 REVERSER DESIGN ...................................................................... 316 HYDRAULIC SUPPLY .................................................................... 318 ACTUATION ................................................................................ 318 REVERSER CONTROL ................................................................... 318 REVERSER INDICATING ............................................................... 318 MAINTENANCE PRACTICES .......................................................... 320 THRUST REVERSER MANAGEMENT (3) ........................ 322 GENERAL .................................................................................... 322 THRUST REVERSER ACTUATION .................................................. 324 THRUST REVERSER CONTROL ...................................................... 324 THRUST REVERSER INDICATION .................................................. 328 CFDS INTERFACE......................................................................... 328 INITIAL CONDITIONS .................................................................. 330 DEPLOY SEQUENCE ..................................................................... 332 STOW SEQUENCE ........................................................................ 334 COMMAND LIMITATION ............................................................... 338 FAN AND THRUST REVERSER COWL DOORS CLOSING .................. 376 THRUST REVERSER COWL DOORS CLOSING ................................. 376 FAN COWL DOORS CLOSING ........................................................ 378 THRUST REVERSER DEACTIVATION AND LOCKOUT ...................... 380 PRECAUTIONS ............................................................................. 382 MANUAL DEPLOYMENT AND STOWAGE PROCEDURE ..................... 384 PRECAUTIONS ............................................................................. 386 ENGINE REMOVAL AND INSTALLATION (3) ................ 388 BOOTSTRAP SYSTEM INSTALLATION ............................................ 388 ENGINE TRANSPORTATION STAND ATTACHMENT POINTS ............ 392 ENGINE REMOVAL ....................................................................... 394 ENGINE INSTALLATION................................................................ 396 FAN COWL DOOR REMOVAL/INSTALLATION ................................. 398 THRUST REVERSER COWL DOOR REMOVAL/INSTALLATION .......... 402 COMMON NOZZLE ASSEMBLY REMOVAL/INSTALLATION ................ 406 AIR INTAKE COWL - REMOVAL/INSTALLATION ............................. 408 FAN BLADE - REMOVAL/INSTALLATION ........................................ 410 FAN MODULE - REMOVAL/INSTALLATION ..................................... 412 ENGINE BORESCOPE - INSPECTION/CHECK .................................. 414 AIR STARTER - REMOVAL/INSTALLATION ..................................... 416 IDG - REMOVAL/INSTALLATION ................................................... 418 IDG - SERVICING ......................................................................... 420 SERVICING, MAINTENANCE AND MEL ITEMS ............. 340 ENGINE OIL SERVICING ............................................................... 340 MASTER CHIP DETECTOR CHECK ................................................. 342 MEL / DEACTIVATION .................................................................. 346 MAINTENANCE TIPS .................................................................... 354 ENVIRONMENTAL PRECAUTIONS ................................................. 356 OPENING & CLOSING OF ENGINE COWL DOORS (3) .. 358 FAN AND THRUST REVERSER COWL DOORS OPENING .................. 358 FAN COWL DOORS OPENING ....................................................... 358 THRUST REVERSER COWL DOORS ............................................... 362 THRUST REVERSER COWL DOORS OPENING ................................ 374 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 7 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 TDTI / HAT / ATA 71-80 Austrian Technical Training School Notes - For Training Purposes Only Issue: 06/08 Revision: 18.06.2008 Page 8 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 9 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL INTRODUCTION It is produced by International Aero Engines (IAE) corporation. This corporation consists of the following companies: JAEC (Japanese Aero Engines Corporation) Rolls Royce Pratt & Whittney MTU ( Motoren & Turbinen Union ) Fiat Avio TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 10 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CORPORATION MEMBERS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 11 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MARK NUMBERS For easy identification of the present and all future variants of the V2500, international Aero Engines has introduced a new engine designation system. All engines will retain V2500 as their generic name. The first three characters of the full designation are V25, identifying each engine as a V2500. The next two figures indicate the engine's rated sea-level takeoff thrust. The following letter shows the aircraft manufacturer. The last figure represents the mechanical standard of the engine. This system will provide a clear designation of a particular engine as well as a simple way of grouping by name, engines with similar characteristics. The designation V2500 - D collectively describes, irrespective of thrust, all engines for McDonnell Douglas applications and V2500 - A all engines for Airbus Industrie. Similarly, V2500 - 5 describes all engines built to the -5 mechanical standard, irrespective of airframe application. For example: The V2500 – A1 engine is used on A320 and has only a 3 stage booster. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 12 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MARK NUMBERS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 13 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWER PLANT LEVEL 2 SYSTEM OVERVIEW The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio turbo fan power engine. The V2500-A5 powers the complete single aisle family of aircraft except the A318. V2500-A5 engines are available in several thrust ratings. All the engines are basically the same. A programming plug on the Electronic Engine Control (EEC) changes the available thrust. The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the reverser assemblies. The pylon connects the engine to the wing structure. The engine is attached to the pylon by FWD and AFT mounts. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 14 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SYSTEM OVERVIEW TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 15 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWERPLANT DESCRIPTION The V2530-A5 engine is a two spool, axial flow, high bypass ratio turbofan engine. • 80% of the thrust is produced by the fan. • 20% of thrust is produced by the engine core. Its compression system features a single stage fan, a four-stage booster, and a ten-stage high pressure compressor. The LP compressor is driven by a five-stage low pressure turbine and the HP compressor by a two stage HP turbine. The HP turbine also drives a gearbox, which in turn, drives the engine and aircraft mounted accessories. The two shafts are supported by five main bearings. The V2500 incorporates a full authority digital Electronic Engine Control (EEC). The control system governs all engine functions, including power management. Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated thrust reverser. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 16 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWERPLANT DESCRIPTION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 17 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER SYSTEM (2) Reverse thrust is controlled by the EEC. Reverse is manually selected by the flight crew by lifting the latching levers on the throttle control levers. The reverse thrust command is sent to the EEC and the EIU. The DEPLOY command from the EEC is routed through the EIU as a second level of protection against inadvertent deployment. According to commands from the EEC and the EIU, a Hydraulic Control Unit (HCU) supplies hydraulic power to operate the thrust reverser. The thrust reverser assembly has 2 hydraulically actuated translating sleeves. The translating sleeves are each powered by 2 actuators. As the translating sleeve moves aft during deployment, it raises blocker doors to redirect the engine fan airflow. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 18 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SYSTEM OVERVIEW - THRUST REVERSER SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 19 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE SYSTEM D/O (3) ENGINE CHARACTERISTICS The Airbus A319/A320/A321 are powered by two International Aero Engines (IAE) V2500- A5 turbofan engines. These engines can produce a thrust ranging from 22,000 lbs (9,980 kg) to 33,000 lbs (14,970 kg) depending on the aircraft version set by the engine data-programming plug. PYLON The engines are attached to the lower surface of the wings by pylons. The pylons supply an interface between the engine and the aircraft for electrics and fluids. NACELLE The engine is enclosed in the nacelle, which supplies aerodynamic airflow around the engine and ensures protection for the accessories. ENGINE CONTROL The engine includes a Full Authority Digital Engine Control (FADEC), which supplies engine control, engine monitoring and help for maintenance and trouble shooting. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 20 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CHARACTERISTICS - PYLON ... ENGINE CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 21 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE GENERAL PARAMETERS There is a different kind of thrust depending on the engine installed on the aircraft. For the A319, 22,000 lbs (9,980 kg) can be achieved during take off conditions with the V2522-A5, and 24,000 lbs (10,890 kg) with V2524-A5 version. For the A320, 27,000 lbs (12,250 kg) can be achieved during take off conditions with the V2527-A5 version. For the A321, 31,400 lbs (14,240 kg) can be achieved during take off conditions with the V2530-A5 and 33,000 lbs (14,970 kg) with the V2533-A5 version. Other general parameters of the power plant are shown in the table too. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 22 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE GENERAL PARAMETERS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 23 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N1 MODE. P/B ENGINE CONTROL P/B'S AND SWITCHES Position ON: • ENGINE MODE SELECTOR switches EEC from EPR Mode to N1 Mode Position CRANK: • selects FADEC power. • allows dry and wet motoring (ignition is not available) Position IGNITION/ START: • selects FADEC power • allows engine starting (manual and auto). Position NORM: • FADEC power selected OFF (Engine not running) ENGINE MASTER LEVER Position OFF: • closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position ON: • • starts the engine in automatic mode (when the mode selector is in IGNITION / START). selects fuel and ignition on during manual start procedure. MANUAL START P/B controls the start valve (when the mode selector is in IGNITION/ START or CRANK position). FADEC GND PWR P/B B POSITION ON : • selects FADEC power TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 24 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CONTROL P/B’S AND SWITCHES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 25 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SECONDARY ENGINE DISPLAY ENGINE INDICATING PRESENTATION The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault: INDICATION GENERAL PRIMARY ENGINE DISPLAY The primary engine parameters listed below are permanently displayed on the Engine and Warning display E/ WD Engine Pressure Ratio EPR Exhaust Gas Temperature (EGT N1 (low rotor speed ) N2 (high rotor speed FF (fuel flow) After 5 min of the power up test the indication is displayed in amber and figures are crossed (XX). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenance panel or by the MODE selector switch on the Engine panel at the pedestal in CRANK or IGN/ START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. TDTI / HAT / ATA 71-80 Issue: 06/08 Total FUEL USED For further info see ATA 73 OIL quantity For further info see ATA 79 OIL pressure For further info see ATA 79 OIL temperature For further info see ATA 79 Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system (ONLY ON ENGINE START PAGE) In case of high nacelle temperature a indication is provided below the engine oil temp. indication. Engine Vibration - of N1 and N2 As warnings by system problems only: Some OIL FILTER CLOG Fuel FILTER CLOG No. 4 BRG SCAV VALVE with valve position engine parameters also displayed on the CRUISE page Revision: 18.06.2008 Page 26 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE PARAMETERS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 27 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWER PLANT DRAIN PRESENTATION (3) GENERAL The power plant drain system collects fluids which can leak from the pylon, the engine accessories and drives. The fluids collected from the power plant can be fuel, oil, hydraulic or water. They are discharged overboard through the pylon drains and the engine drains. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 28 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 29 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PYLON DRAINS The engine pylon is divided into 7 compartments; various systems are routed through these areas. Any leakage from fluid lines is drained overboard through separate lines in the rear of the pylon. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 30 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PYLON DRAINS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 31 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE DRAINS Fluid drained from the oil tank scupper, fuel diverter valve and gear box mounted accessories, is independently routed to the drain mast. The fuel drains from the core engine accessories, are routed through a separate drain line which passes through the bifurcation panel. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 32 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE DRAINS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 33 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWER PLANT INSTALLATION D/O (3) AIR INTAKE COWL The air intake cowl is bolted onto the front of the fan case flange. It includes an anti-ice system, an interphone jack and a P2/ T2 probe. For removal and installation, the components that follow supply the inlet cowl: • • • 4 hoisting points, 36 identical attach fittings, 4 alignment dowels. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 34 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AIR INTAKE COWL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 35 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN COWL DOORS (LH & RH) There are two fan cowl doors to give access to the fan case and gearbox installed accessories. Four hinges hold each door at the pylon. Four latches latch the door assembly along the bottom centerline. Each door is installed with: • • 2 hoisting points, for removal and installation, 2 hold-open struts, to open. Access doors are also installed for the start valve and to service the oil tank. NOTE: THAT AERODYNAMIC STRAKES ARE INSTALLED ON THE INBOARD NACELLE SIDE (A320). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 36 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN COWL DOORS (LH & RH) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 37 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER "C" DUCTS The thrust reverser "C" ducts are in two halves installed with cascades, blocker doors and translating sleeves. Four hinges hold each half at the pylon. 6 latches latch the halves assembly along the bottom centerline. Each half is installed with: • 3 attachment points for handling, • 1 opening actuator operated with a hand pump, • 2 hold-open rods for opening. The latch assembly includes: • • • 1 FWD bumper latch, 3 center latches, with access through a hinged access panel, 1 aft twin latch. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 38 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER "C" DUCTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 39 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FIREWALLS AND ACOUSTIC PANELS The firewalls and fire seals protect from fire (to a fireproof standard) between the power plant designated fire zones. The fire seals divide the space in the engine into compartments. This means isolation limits propagation, if a fire occurs. The aft bulkhead of the intake cowl and the rear of the inner barrel are made of carbon composite sandwich and the two supplies a firewall barrier to the fan case compartment (zone 1). The inner barrel in the air intake cowl is made of carbon fiber composite/Nomex honeycomb for acoustic purpose and is bolted to the engine fan casing front flange. The acoustic panels are structural and transmit air-intake cowl loads. The mixed exhaust system structure has acoustic panels. The engine exhaust cone makes the inner contour of the common nozzle exhaust collector. This exhaust cone is made of a welded inco 625 honeycomb perforated panel for sound attenuation. In the thrust reverser, the translating sleeves are also installed with acoustic panels. The acoustic panels are sandwich panels. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 40 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FIREWALLS AND ACOUSTIC PANELS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 41 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMMON NOZZLE ASSEMBLY The Common Nozzle Assembly (CNA) mixes the exhaust gases from the secondary and primary airflows. It is bolted to the rear flange of the turbine exhaust case. 56 bolts attach the CNA to the LP turbine frame. EXHAUST CONE The exhaust cone supplies the inner contour of the common exhaust stream flow. It is attached to the inner flange of the turbine exhaust case. 13 bolts attach the exhaust cone to the inner LP turbine frame. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 42 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMMON NOZZLE ASSEMBLY & EXHAUST CONE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 43 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FWD MOUNT The FWD mount transmits the engine thrust, vertical and side loads. It is installed on the intermediate case, at the top center of the LP compressor, with the FWD support shaft of the engine. The FWD mount is made of 4 main parts: • • • • two thrust link assemblies, a beam assembly, a cross beam assembly, a support bearing assembly. The FWD mount is made to be fail-safe. 4 bolts and self-locking nuts link it to the pylon FWD part. AFT MOUNT The aft mount transmits the engine torque, vertical and side loads. It is free in FWD and aft directions to let engine thermal expand. It is installed on the case lugs of the turbine exhaust. The aft mount is made of 3 main parts: • • • a beam assembly, two side link assemblies, a center link assembly. The aft mount is made to be fail-safe. 4 bolts link it to the pylon aft part. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 44 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FWD MOUNT & AFT MOUNT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 45 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FLUID DISCONNECT PANEL The fluid disconnect panel supplies the fluid connection between engine and pylon. It is installed on the LH side of the fan-case upper part. The fluid connection lines for the fuel system are: • fuel supply, • fuel return to tank. The fluid connection lines for the hydraulic system are: • • • hydraulic pump suction, hydraulic pump pressure delivery, hydraulic pump case drain. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 46 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FLUID DISCONNECT PANEL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 47 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN ELECTRICAL CONNECTOR PANEL The fan electrical connector panel supplies the interface between the fan electrical harnesses and the pylon. It is installed on the RH side of the fan-case upper part. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 48 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN ELECTRICAL CONNECTOR PANEL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 49 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CORE ELECTRICAL JUNCTION BOX The core electrical junction box supplies the interface between the core electrical harnesses and the pylon. It is installed in the FWD mount zone. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 50 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CORE ELECTRICAL JUNCTION BOX TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 51 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AERODYNAMIC STATIONS Here are the main aerodynamic stations corresponding to the pressure and temperature sensors installed on the engine: • STA 1: intake /engine inlet interfaces, • STA 2: fan inlet, • STA 12.5: fan exit, • STA 2.5: LP compressor exit, • STA 3: HP compressor exit, • STA 4: combustion section exit, • STA 4.5: HP turbine exit, • STA 4.9: LP turbine exit. Here is the compressor stage numbering: • Stage 1.fan, • Stages 1.5 to 2.5: booster (LP compressor), • Stages 3 to 12: HP compressor. Here is the turbine stage numbering: • Stages 1 and 2: HP turbine, • Stages 3 to 7: LP turbine. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 52 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AERODYNAMIC STATIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 53 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE BEARINGS The No.1, 2 and 3 (front) bearing compartment is built into the case module and contains the support bearings for the low spool and high spool stubshafts. The No.4 bearing compartment is part of the diffuser/combustor module and the No 5 is located on the exhaust case. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 54 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE BEARINGS - NO.1 AND NO.2 BEARINGS ... NO.4 AND NO.5 BEARINGS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 55 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FRONT BEARING COMPARTMENT The bearings No. 1, 2 and 3 are located in the front bearing compartment, which is at the center of the intermediate module 32. The compartment is sealed using air supported carbon seals, and oil filled (hydraulic) seal between the two shafts. This seal is supported by 8th stage air. the rods and any radial movement is dampened by oil pressure fed to an annulus around the bearing outer race. The gearbox drive gear is splined onto the HP shaft and retained by No.3 bearing nut. Adequate pressure drops across the seals to ensure satisfactory sealing. This is achieved by venting the compartment, by an external tube, to the de-oiler. GEARBOX DRIVE The HP stubshaft, which is located, axially by No 3 bearing, has at its front end a bevel drive gear, which provides the drive for the main accessory gearbox, through the tower shaft. The HP stubshaft separates from the HP compressor module at the curvic coupling and remains as part of the intermediate case module. DESCRIPTION The drawing below shows details of No.2 and No.3 bearings. A phonic wheel is fitted to the LP stubshaft, this interacts with speed probes to provide LP shaft Speed signals (N1) to the EEC and the Engine Vibration Monitoring Unit (EVMU), which is aircraft mounted. The hydraulic seal prevents oil leakage from the compartment passing rearwards between the HP and LP shafts. No.3 bearing is hydraulically damped. The oil flow to the No.3 bearing damper is maintained at the full oil feed pressure whilst the rest of the flow passes through a restrictor to drop the pressure. This allows larger jet diameters to facilitate flow tolerance control. The outer race is supported by a series of eighteen spring rods which allow some, slight radial movement of the bearing. The bearing is centralised by TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 56 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FWD BEARING COMPARTMENT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 57 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NO.4 BEARING COMPARTMENT The No. 4 bearing compartment is situated in a high temperature, high pressure environment at the centre of the combustion section. The bearing compartment is shielded from radiated heat by a heat shield and air. The No. 4 bearing compartment is cooled by 12th stage air. LOCATED IN THE EXHAUST AT 5 O' CLOCK POSITION (AFT LOOKING FORWARD 12TH STAGE AIR COOLER (BUFFER AIR) The No. 4 bearing compartment air cooler is installed on the turbine casing. The exchanger is held by its coolant air duct flanges. 12TH STAGE AIR ( BUFFER AIR) This supply of cooled 12th stage air (called "buffer) air” is admitted to the space between the chamber and first heat shield. The 12th stage air is cooled by fan air via the buffer air cooler, located on the rear left hand side of the engine. The buffer air is exhausted from the cooling spaces close to the upstream side of the carbon seals, creating an area of cooler air from which the seal leakage is obtained. This results in an acceptable temperature of the air leaking into the bearing compartment. Buffer air flow rates are controlled by restrictors at the outlet from the cooling passages. NOTE: THE BEARING COMPARTMENT INTERNAL PRESSURE LEVEL IS DETERMINED BY THE AREA OF THE VARIABLE SCAVENGE VALVE (CALLED NO 4 BEARING SCAVENGE VALVE AND DESCRIBED IN THE OIL SYSTEM). THIS VALVE ACTS AS A VARIABLE RESTRICTOR IN THE COMPARTMENT VENT/ SCAVENGE LINE. NOTE: A DRAIN HOLE IS PROVIDED TO INDICATE A POSSIBLE LECKAGE AT THE NO.4 BEARING COMPARTMENT. IT IS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 58 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NO. 4 BEARING COMPARTMENT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 59 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only REAR BEARING COMPARTMENT The rear bearing compartment is located at the center of the LP turbine module (module 50 ) and houses No.5 bearing which supports the LP turbine rotor. The compartment is sealed at the front end by an 8th stage air supported carbon seal. At the rear is a simple cover plate, with an Oring and a thermally insulated heat shield, both secured by the same twelve bolts. Inside the LP shaft there is a small disc type plug with an O-ring seal, secured by a spring clip. There are no air or oil flows down the LP shaft. Separate venting is not necessary for this compartment because with only one carbon seal the airflow induced by the scavenge pump gives the required pressure-drop across the seal. The compartment is covered by an insulating heat shield. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 60 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only REAR BEARING COMPARTMENT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 61 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STAGE 2 HPT AIR SEALS ENGINE SEALS The most important seals in this engine are: • • • • • front bearing compartment seals, diffuser case and combustor assembly seal. stage 1 High Pressure Turbine (HPT) air seals (inner and outer). stage 2 HPT air seal, LPT seals. FRONT BEARING COMPARTMENT SEALS The sealing of the compartment is done by the following components: • • • • The stage 2 HPT air seal is located between the stage 1 and 2 turbine rotor assemblies. The stage 2 air seal also acts as a spacer for proper axial positioning of both rotors. LPT SEALS The outer static stages 3, 4, 5 and 7 rotor seals are separated seal segments with braze in honeycombs installed in the LPT case. The bearing No. 5 compartment is sealed from the LPT cavity air by two element radial carbon seals. The carbon elements are contained in a housing assembly and sealed against the No. 5 bearing compartment outer wall and the seal housing walls. No.1 bearing front carbon oil seal, hydraulic seal assembly for center seal, bearing compartment rear brush air seal, and No.3 bearing rear carbon oil seal. DIFFUSER CASE AND COMBUSTOR SEALS A double seal including a brush and knife edge seals is bolted onto the front inner diameter of the case. The seals prevent leakage of HPC discharge air into the diffuser case. A seal is supplied at the transition from the rear of the combustor outer liner to the turbine nozzle guide vanes. The front lip of the combustor inner liner makes a seal with the inner diameter of the combustor hood. STAGE 1 HPT AIR SEALS In the stage 1 turbine rotor assembly, the blades fit into axial slots in the hub and are held in place at the front by the stage 1 air seal (outer). The stage 1 HPT air seal (inner) is located at the front of the stage 1 turbine hub. The stage 1 HPT inner and outer air seals control leakage of stage 1 HPT blade cooling air from the cooling duct. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 62 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE SEALS - FRONT BEARING COMPARTMENT SEALS ... LPT SEALS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 63 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPRESSOR The compressor section includes three modules: • • • LPC (fan) module assembly, LPC/intermediate case module, HPC module. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 64 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPRESSOR TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 65 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only LPC FAN MODULE ASSEMBLY The LPC (fan) module is a rotor assembly, which includes twenty-two blades and a disk. Rotation of the rotor causes air to be ingested into the front of the engine and compressed. A large proportion of the compressed air is delivered through the fan discharge duct to the exhaust nozzle to supply the majority of engine thrust. The remainder of the compressed air goes into the booster section for further compression by the booster. FAN MODULE Module 31 is the complete Fan assembly and comprises: 22 wide-cord titanium shroudless hollow fan blades 22 annulus fillers the titanium fan disc the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. Axial retention is provided by the front and rear blade retaining rings. Blade removal/ replacement is achieved by removing the front blade retaining ring, and sliding the blade along the dovetail slot in the disc. The fan inner annulus is formed by 22 annulus fillers. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 66 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN ASSEMBLY AND ANNULUS FILLER TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 67 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN DISC NOSE CONE The class-fibre cone smoothes the airflow into the fan. It is secured to the front blade retaining ring by 18 bolts. The nose cone is balanced during manufacture by applying weights to its inside surface. The nose cone is unheated. lce protection is provided by a soft rubber cone tip. The nose cone retaining bolt flange is faired by a titanium fairing, which is secured by 6 bolts. NOTE: BE CAREFUL WHEN REMOVING THE NOSE CONE RETAINING BOLTS. BALANCE WEIGHTS MAY BE FITTED TO SOME OF THE BOLTS. THE POSITION, OF THE WEIGHTS MUST BE MARKED BEFORE REMOVAL TO ENSURE THEY ARE REFITTED IN THE SAME POSITION. ANNULUS FILLERS The blades do not have integral platforms to form the gas-path inner annulus boundary. This function is fulfilled by annulus fillers, which are located between neighbouring pairs of blades. The material of the fillers is aluminium. Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at the front. The rear trunnion is inserted in a hole in the rear blade retaining ring. The front pins are inserted in holes in the front blade retaining ring. The fillers are radially located by the front and rear blade retaining rings. Each filler is secured to the front blade retaining ring by a bolt. In order to minimize the leakage of air between the fillers and the aerofoils, there is a rubber seal bonded to each side of each filler. TDTI / HAT / ATA 71-80 Issue: 06/08 The fan disk is driven through a curvic coupling, which attaches it to the LP stub shaft. The curvic coupling radially locates and drives the fan disk. During manufacture of the fan disk, it is dynamically balanced by removal of metal from a land on the disk. INTERMEDIATE CASE FAN CASE The fan case provides a titanium shroud around the fan rotor and forms the outer annulus of the cold stream duct. LP COMPRESSOR OUTLET GUIDE VANES Aerodynamic control air flow within the cold air steam duct is achieved by 60 vanes manufactured in aluminium. The vanes consist of 20 segments, each containing 3 vanes. Both sides of the vanes are attached to the outer and inner platforms. The outer platform is bolted to the fan case and the inner platform is pinned to the outer shroud ring of the LP compressor stage 2.5 stator assembly. BOOSTER STAGE BLEED VALVE (BSBV) The bleed valve mechanism is supported by the intermediate structure and the outer ring of the stage 2.5 vanes. Two actuating rods, which are each motivated by actuators, allow an axial motion to the valve ring via 2 power arms. Revision: 18.06.2008 Page 68 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BOOSTER STAGE BLEED VALVE ACTUATION LPC INTERMEDIATE CASE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 69 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HP COMPRESSOR The HP compressor has 10 stages. It utilises variable inlet guide vanes at the inlet to stage 3 and variable stator vanes at stages 3, 4 and 5. The front casing, which houses stages 3 to 6, is made in two halves which bolt together along horizontal flanges. It is bolted to the intermediate casing (module 32) at the front and to the outer casing at the rear. The rear compressor casing has inner and outer casings as shown. Flanges on the inner case form annular manifolds, which provide 7 and 10 stage air offtakes. NOTE: ON THE V2500-A1 THE INLET GUIDE VANES AND STAGES 3, 4, 5 & 6 ARE VARIABLE. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 70 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HIGH PRESSURE COMPRESSOR TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 71 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPRESSOR OPERATION Rotation of the fan rotor causes air to be ingested into the front of the engine and to be compressed. Compressed air is then divided into two separate airflows: • • a large portion is delivered to the exhaust nozzle, the remainder is compressed in the booster before being compressed again by the HPC. The fan outlet inner vane assembly, compressor stage 1.5, 2, 2.3 and 2.5 assemblies and compressor stage 2.5 vanes compress the air progressively. Then the air is delivered at a suitable pressure to the HPC. Then the HPC accepts air from the LPC and booster system, further compress it, and direct the air to the diffuser/combustion. LPC bleed valve and actuating mechanism are incorporated into the bleed air system. The modulated bleed makes sure that the booster has an adequate surge margin under all operating conditions. Due to the compression ratio that supports each stage, the airflow tries to expand in counter direction. If the entire compressor is not capable to compress the airflow. Stall is a local effect where the airflow is not compressed. Stall effects can bring the compressor to surge. To prevent the compressor surge the stall effects are controlled through the methods of airflow control. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 72 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPRESSOR OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 73 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMBUSTION SECTION The diameter of the diffuser section is larger at the rear than at the front. This diametral difference decreases the speed of the air and changes the energy of the speed into pressure. The combustion section includes primarily the diffuser case, combustor, fuel injector and igniters. The high compressor exit guide vanes, the turbine nozzle assembly and the No.4 bearing compartment are also part of the module. The diffuser case has twenty mounting pads, where the fuel injectors are installed and two mounting pads where the igniter plugs are installed and six borescope bosses located around the case. The combustor is an annular type combustor, which includes an outer liner assembly and an inner liner assembly. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 74 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMBUSTION SECTION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 75 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMBUSTION SECTION OPERATION The combustion section has four primary functions: • • straighten the flow of air from the HPC, change the flow of air characteristics to get the best speed and pressure for combustion, • mix fuel with the air and supply ignition to make the fuel burn, • hold the No.4 bearing in position. In the combustion section the gases increase their energy with a controlled combustion process. These gases release their energy to the turbine nozzles driving the engine rotors. The air is guided and diffused around the combustor through diffuser case inner and outer walls. Air, which surrounds combustor, is used in the combustion process for dilution and in temperature profile control of the combustion gases and for cooling of the combustor walls. TDTI / HAT / ATA 71-80 the the exit the Issue: 06/08 Revision: 18.06.2008 Page 76 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMBUSTION SECTION OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 77 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TURBINE SECTION The turbine section includes the HPT and LPT modules. The HPT is a two stages turbine and drives the HPC and the accessory gearbox. The LPT is a five stages module attached at the rear flange of the HPT module. HP TURBINE 10TH STAGE MAKE UP AIR VALVE The two position stage 10 ON/ OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. PURPOSE The make up air discharges into the area around No 4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine, stage 2. All of the HPT airfoils are cooled by secondary air flow. The first stage HPT blades are cooled by the HPC discharge air, which flows through the fist stage HPT duct assembly. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally. The 10th stage air is supplied through 4 tubes (2 tubes on each engine side). Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage compressor (make up air). This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs. The air then goes into the second blade root and out the cooling holes, TDTI / HAT / ATA 71-80 Issue: 06/08 TURBINE COOLING Revision: 18.06.2008 Page 78 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 79 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only 10TH STAGE "MAKE-UP" AIR SYSTEM INTRODUCTION The make up air discharges into the area around No4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine, stage 2. The cooling air used is taken from the 10th stage manifold, and is controlled by a two position pneumatically operated valve. The valve position is controlled by the E.E.C. as a function of corrected N2 and altitude. OPERATION Signals from the E.E.C. will energize/ deenergize the solenoid control valve. This directs pneumatic servo supplies to position the 10th stage air valve to the open/ close position. In the open position (solenoid deenergized) the valve allows 10th stage air to flow through two outlet tubes down the left and right hand side of the diffuser case and then pass into the engine across the diffuser area. The air then discharges into the area around No 4 bearing housing. NOTE: THE E.E.C. WILL KEEP THE AIR VALVE OPEN AT ALL ENGINE OPERATING PHASES EXCEPT CRUISE. THE VALVE INCORPORATES 2 MICRO SWITCHES FOR TRANSMITTING VALVE POSITION TO THE E.E.C CHANNELS A & B. The "fail safe" position is valve open, solenoid deenergized. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 80 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only 1OTH STAGE AIR SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 81 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ACTIVE CLEARANCE CONTROL SYSTEM (ACC) The ACC system uses air to control the tip clearances of the HPT and LPT blades. Active Clearance Control (ACC) is used to control seal clearances and to supply structural cooling. HPT SECTION The HPT rotor and stator assembly includes stage 1 turbine rotor assembly; a HPT case and vane assembly; a stage 2 HPT airseal; and a stage 2 turbine rotor assembly. LPT CASE, VANES AND STATIC SEALS The LPT case, stator vanes and seals are the static parts of the LPT assembly. This assembly includes five stages of vanes, static air seals, and diffuser of inner and outer segments assembled in a casing. LPT ROTOR The LPT rotor is a bolted configuration including five disks and associated blades and rotating air seals. LPT SHAFT The LPT Shaft joins the LPT assembly with the LPC and the Fan. The shaft is bolted to the LPT at the LPT rotor disk stage 6 and extends forward through the engine. TEC AND Nº5 BEARING ASSEMBLY The Turbine Exhaust Case (TEC) is used to straighten the turbine exhaust gases, and supplies structural support for the No.5 bearing. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 82 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TURBINE SECTION - HPT SECTION ... ACTIVE CLEARANCE CONTROL SYSTEM (ACC) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 83 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TURBINE SECTION OPERATION The HPT rotor and stator assembly supplies the rotational driving force to the HPC and accessory gearbox by extracting energy from the hot combustion gases, and releases a gas stream to the LPT in order to drive the LPC and the fan through the LPT shaft. Exhaust gas from the LPT goes through a nozzle to supply propulsive thrust. Blade tip clearance and LPT case heat expansion are controlled by an external ACC system. Fan discharge air is directed externally to the LPT case via the ACC tubes. This controls the heat expansion of the LPT case and optimizes the blade tip clearances. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 84 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TURBINE SECTION OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 85 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ANGLE AND MAIN GEARBOX The cast aluminium gearbox assembly transmits power from the engine to provide drives for the accessories mounted on the gearbox front and rear faces. During engine starting the gearbox also transmits power from the pneumatic starter motor to the engine. The gearbox also provides a hand cranking for the HP rotor (N2) for maintenance operations. The gearbox is mounted by 4 flexible links to the bottom of the fan case, main gearbox 3 links angle gearbox 1 link FEATURES: FRONT FACE Individually replaceable drive units Magnetic chip detectors Main gearbox 2 magnetic chip detectors Angle gearbox 1 magnetic chip detector De-oiler Pneumatic starter Dedicated generator/ alternator Hydraulic pump Oil Pressure pump REAR FACE Fuel pumps (and Fuel Metering Unit FMU) Oil scavenge pumps unit Integrated Drive Generator System (I.D.G.) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 86 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ANGLE / MAIN GEARBOX TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 87 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BORESCOPE PORTS Several ports are provided on the engine for borescope inspection. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 88 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BORESCOPE PORTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 89 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPONENT ARRANGEMENT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 90 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE R/H SIDE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 91 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 92 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE L/H SIDE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 93 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE FUEL SYSTEM D/O (3) GENERAL The engine fuel system is designed to provide fuel flow into the combustion chamber, servo fuel for actuation of the compressor airflow control and turbine clearance control systems and cooling for engine oil and Integrated Drive Generator (IDG) oil. FUEL FEED The fuel coming from the aircraft tanks supplies the Low Pressure (LP) fuel pump then provides engine oil cooling, through the fuel cooled oil cooler. It then passes through the filter before entering into the High Pressure (HP) pump then into the Fuel Metering Unit (FMU). A fuel Differential Pressure (DELTA P) Switch provides indication to the cockpit if the filter is clogged. A fuel temperature sensor is installed at the fuel filter outlet for the fuel diverter and return valve operation. NOTE: THE LP SOV, PRESSURE RAISING AND SOV CLOSE WHEN THE ENGINE MASTER LEVER IS SET TO OFF. THE PRESSURE RAISING AND SOV COULD BE AUTOMATICALLY CLOSED BY THE EEC, DURING AUTO START ONLY, TO ABORT IN CASE OF AN INCIDENT. SERVO FUEL In the FMU, a servo regulator provides the HP fuel to: • the FMU TM servo valves, • the Air Cooled Oil Cooler (ACOC) actuator, • the booster stage bleed valve actuators, • the Variable Stator Vane (VSV) actuator, • the Active Clearance Control (ACC) actuator. The servo regulator of the FMU regulates a fuel pressure to the compressor airflow control systems, i.e. the booster stage bleed valve and VSV and the pressure of the turbine ACC system. DIVERTED FUEL METERED FUEL The fuel from the fuel pump assembly passes through a fuel metering valve, an overspeed valve and a pressure raising and Shut-Off Valve (SOV) included in the FMU. The fuel flow is then routed to a fuel distribution valve, which supplies 20 nozzles through 10 manifolds. The valves included in the FMU are controlled by the Electronic Engine Control (EEC) through Torque Motors (TMs) to ensure fuel metering, overspeed protection, pressure raising and shut-off functions. A flow adjuster installed below the metering valve is used for the fuel flow adjustment between "high flow" and "normal flow" by a maintenance action. TDTI / HAT / ATA 71-80 Issue: 06/08 Part of the fuel is used to provide adequate cooling of the engine oil and IDG oil, and to maintain engine fuel and oil temperatures within specified limits. These functions are controlled through a fuel diverter and return valve, which incorporates a module to permit fuel to be returned to the aircraft tanks under certain conditions. The EEC processes the operation modes of the fuel diverter and return valve by software logic. The logic is generated around the limiting temperatures of fuel and oil, to provide the heat management system. Revision: 18.06.2008 Page 94 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... EEC CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 95 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EEC CONTROL The EEC controls the operation of the FMU TM servo valves, the fuel diverter and return valve, the ACOC actuator, the actuators of the booster stage bleed valve, VSV and ACC systems. The EEC performs control functions and fault analysis required to regulate the fuel and to maintain the engine operation in all conditions. In the event of loss of control functions on both channels, each servo valve and actuator has a fail-safe position. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 96 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 97 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL FILTER CLOGGING INDICATION INDICATING GENERAL The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. This causes: GENERAL INDICATING The engine fuel system is monitored from: • the ECAM display, • the warning and caution lights. The indications cover all the main engine parameters through the FADEC. The warning and cautions reflect: • • • the engine health and status through the FADEC, the FADEC health & status, the fuel fitter condition through a dedicated hardwired pressure switch. The fuel system is monitored by: • • Triggering of the MASTER CAUT light and single chime. The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. • The associated caution message to come on the upper ECAM DU. When the pressure loss in the filter decreases between 0 and -1.5 psid from the filter clog energizing pressure, the pressure switch is deenergized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC through the hardware. The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form. The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime). Fuel flow indication, Fuel Used: The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the EEC and via the DMCs to the ECAM. The Fuel Used-is calculated in the DMCs . The fuel flow transmitter signal is fed to the FADEC, which processes it and transmits the information to the ECAM system for display. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 98 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 99 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL DIVERTER & RETURN VALVE FUEL DISTRIBUTION COMPONENTS GENERAL FUEL FILTER DESCRIPTION The fuel filter element is a low pressure filter which removes all contamination from fuel to go through it. The filter element is installed in the lower housing of a fuel cooled oil cooler (FCOC). The FCOC includes the following components: A fitter cap, which has a pressure plate to keep the filter element in position once installed. The filter cap of the FCOC also includes a fuel Drain plug to drain the fuel for maintenance purposes. The fuel diverter and return valve (FD & RV) is a primary unit in the heat management system (HMS) of the engine. The FD & RV has two valves in one body. They are a fuel diverter valve (FDV) and a fuel return valve (FRV).The FDV operates to change the direction of the fuel metering unit (FMU) spill flow to: • The fuel cooled oil cooler (FCOC) or, • the fuel filter ( element ) inlet or, • the fuel cooled IDG oil cooler (IDG FCOC). The FRV operates to control fuel flow, which goes back to the aircraft fuel tank acting as a fuel cooler. A filter bypass valve to let the fuel go around the filter element when it be comes clogged. FUEL FILTER DIFF. PRESS, SWITCH The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. When the pressure loss in the filter decreases between 0 and -1.5 psid from the filter clog energizing pressure, the pressure switch is deenergized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC FUEL TEMPERATURE THERMOCOUPLE The measured temperature is transmitted to the EEC (Electronic Engine Control) and used for the Heat Management System. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 100 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL DISTRIBUTION COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 101 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL DISTRIBUTION VALVE GENERAL The fuel distribution valve (FDV) subdivides scheduled engine fuel flow from the fuel metering unit (FMU) equally to ten fuel manifolds, each of which in turn feeds two nozzles. DESCRIPTION The fuel distribution valve is installed at the 4:00 o'clock location, at the front flange of the diffuser case. The fuel distribution valve receives fuel through a fuel line from the fuel metering unit. The fuel goes through a 200 micron strainer, and then into ten internal discharge ports. The ten discharge ports are connected to the ten fuel manifolds. Eight of the ten internal discharge ports in the valve are connected after an engine shutdown. Eight of the fuel manifolds are drained into the engine through the lowest fuel nozzle. The two fuel manifolds, which remain full, held supply fuel for the next engine start. LOCATION FUEL DISTRIBUTION VALVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 102 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL DISTRIBUTION VALVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 103 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only on areas where fuel touches metal. Heatshields installed also prevent formation of coke. FUEL MANIFOLD AND TUBES DESCRIPTION The fuel manifold and fuel tubes consist of several single wall tubes, which carry fuel between components in the fuel system. Fuel supplied to the fuel nozzles is carried by a large tube from the fuel metering unit to the fuel distribution valve. At the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles by ten manifolds. Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various valves is supplied by small tubes from the fuel metering unit mounted on the fuel pump. All the brackets and tubings are fire proof. FUEL NOZZLE GENERAL The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the fuel with air, and send the mixture into the combustion chamber in a controlled pattern. DESCRIPTION/OPERATION There are 20 fuel nozzles equally spaced around the diffuser case assembly. The fuel nozzles are installed through the wall of the case, and each nozzle is held, in position by three bolts. The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by highvelocity air as it enters the combustion chamber. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation. This results in decreased emissions, high combustion efficiency, and good start quality. The high-velocity flow of fuel prevents formation of coke TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 104 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL NOZZLES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 105 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDG FUEL COOLED OIL COOLER The IDG oil cooler is installed at the left hand side on the fan case, near the FCOC. The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is used for the flow of the fuel to or from the fuel diverter and return valve. The other set of ports is used for the flow of oil from and to the IDG. The hot scavenge oil, which has been used to lubricate and cool the IDG, flows from the IDG to the oil cooler. As the oil goes through the oil cooler, the heat in the oil is transmitted to the fuel. The cooled oil then returns to the IDG. Two drain plugs are also installed in the oil cooler, one for the fuel and one for the oil. IDG OIL COOLER TEMP. THERMOCOUPLE This temperature information is send to the EEC and is used for the heat management system. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 106 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDG FUEL COOLED OIL COOLER AND IDG OIL TEMP. THERMOCOUPLE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 107 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL PUMP General The LP 1 HP fuel pumps are housed in a single pump unit, which is driven by a common gearbox output shaft. A low pressure (LP) stage and a high pressure (HP) stage provide fuel at the flows and pressures required for operation of hydromechanical components and for combustion in the burner. The unit consists of a LP centrifugal boost stage which feeds an HP single stage, two gear pump. The housing has provision for mounting the fuel metering unit (FMU) The overspeed valve under the control of the EEC, provides overspeed protection for the LP (N1) and HP (N2) rotors. The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies at engine stop NOTE: THERE ARE NO MECHANICAL INPUTS TO, OR OUTPUTS FROM THE FMU. The LP stage receives fuel from aircraft tanks through the aircraft pumps. The LP pump is designed to provide fuel to the HP gear stage with the aircraft pumps inoperative. After passing through the LP boost stage, fuel proceeds through the fuel filter to the HP gear stage. A coarse mesh strainer is provided at the inlet to the HP gear stage. This stage is protected from overpressure by a relief valve. Exceeding flow from the gearstage pump is recirculated through the FMU bypass loop to the low pressure side of the PUMP. FUEL METERING UNIT The FMU is the interface between the EEC and the fuel system. It is located on the dual fuel pumps unit, on the rear of the main gearbox, and is retained by four bolts as shown below. All the fuel delivered by the HP fuel pumps, which is much more than the engine requires, passes to the F.M.U. The FMU, under the control of the EEC meters the fuel supply to the spray nozzles. It also supplies HP fuel for the operation (muscle) of a number of actuators. Any fuel supplied by the HP pumps, which is not needed for these two uses is returned, from the FMU to the LP side of the fuel system. In addition to the fuel metering function the FMU also houses the: • • Overspeed Valve Pressure Raising and Shut Off Valve TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 108 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FMU FUEL METERING UNIT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 109 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PRESSURE RAISING AND SHUT OFF VALVE OVERSPEED VALVE OPERATION The overspeed valve is spring loaded to the closed position, it is opened by increasing fuel pressure during engine start and during normal engine operation is always fully open. In the event of an overspeed (109,1 % N1, 105,4% N2) the EEC sends a signal to the overspeed valve torque motor which changes position and directs H.P. fuel to the top of the overspeed valve - this fully closing the valve. A small by - pass flow is arranged around the overspeed valve to prevent engine flame out. The overspeed valve is hydraulically latched in the closed position, thus preventing the engine from being reaccelerated. The recommended procedure is for the flight crew to shut down the engine. To shut down the engine is the only way to release the hydraulic latching. The PRSOV torque motor is commanded open by the EEC during AUTO starts. It is commanded open by the MASTER SWITCH in the cockpit during MANUAL starts. The PRSOV can be commanded closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. NOTE: THE EEC'S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT. FAIL SAFE POSITION OF THE PRSOV: " LAST COMMANDED POSITION” The engine fuel supply system has two fuel shut off valves. one PRSOV in the FMU ONE LP - FUEL SHUT OFF VALVE, ON THE FRONT WING SPAR. NOTE: BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO THE CLOSED POSITION, AND OPENED BY FUEL PRESSURE, THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE SHUT DOWN. FAIL SAFE POSITION: " NORMAL FUEL METERING" TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 110 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FMU OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 111 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MASTER LEVER OPENING COMMAND During the start sequence, the EEC controls the opening of the Fuel Metering Valve (FMV), which causes the pressure raising and SOV to open, provided its latching torque motor is de-energized. When the MASTER lever is set to ON, the pressure raising and SOV will only open if fuel pressure from the FMV is available. NOTE: DURING ENGINE START IN AUTOMATIC MODE, THE EEC CAN CLOSE THE PRESSURE RAISING AND SOV TO ABORT THE START SEQUENCE UP TO 50% HIGH PRESSURE ROTOR SPEED (N2). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 112 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL & ENGINE MASTER LEVER OPENING COMMAND TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 113 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MASTER LEVER CLOSURE COMMAND The closure of the pressure raising and SOV is controlled directly from the MASTER lever. When it is set at the OFF position, it energizes the latching torque motor which closes the valve. A time-delay relay automatically de-energizes the pressure raising and SOV latching torque motor 2 minutes after engine shutdown. This device avoids damage due to high temperature induced by a long time power supply on ground. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 114 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MASTER LEVER CLOSURE COMMAND TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 115 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MONITORING The pressure raising and SOV is monitored by two microswitches, which send signals to the EEC and then to the Engine Interface Unit (EIU). In case of disagreement between control and position, an ECAM warning is triggered and the FAULT light comes on. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 116 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MONITORING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 117 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE LP FUEL SHUT-OFF VALVE CONTROL (3) GENERAL The LP fuel - valve 12QM (13QM) is in the fuel supply line to its related engine. The LP fuel - valve is usually open and in this configuration let’s fuel through to its related engine. When one of the LP fuel valves is closed, the fuel is isolated from that LP fuel valve's related engine. The LP fuel - valve is installed between the engine pylon and the front face of the wing front spar (between RIB8 and RIB 9) • a valve spindle • a mounting flange. The LP fuel - valve actuator has two electrical motors, which drive the same differential - gear to turn the ball valve through 90 deg. The limit switches in the actuator control this 90 deg. movement and set the electrical circuit for the next operation. One of the two motors can open or close the valve if the other motor does not operate. The actuator drive shaft has a see/ feel indicator where it goes through the actuator body. The see/ feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve. Each LP valve has an actuator 9QG (10 QG). The interface between the actuator and the LP valve is a valve spindle. When the actuator is energized, it moves the LP valve to the open or closed position. A V band clamp 80QM(81QM) attaches the actuator to the LP valve. Each actuator has two motors, which get their power supply from different sources : • the 28VDC BATT BUS supplies, the motor • the 28VDC BUS 2 supplies the motor 2. If damage occurs to the electrical circuit, it is necessary to make sure that the valve can still operate. Thus the electrical supply to each motor goes through a different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB 6. The actuators send position data to the System Data Acquisition Concentrators (SDAC1 and SDAC2). The SDACs process the data and send it to the ECAM, which shows the information on the FUEL page. COMPONENT DESCRIPTION The LP fuel - valve has: • • a valve body a ball valve TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 118 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 119 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MASTER LEVER CONTROL When the MASTER lever is set to OFF, both electrical motors drive the LP SOV to the closed position. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 120 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE MASTER LEVER CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 121 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE FIRE P/B COMMAND When the ENG FIRE P/B is released out, both electrical motors drive the LP SOV to the closed position. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 122 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE FIRE P/B COMMAND TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 123 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HEAT MANAGEMENT SYSTEM D/O (3) GENERAL Heating and cooling of the fuel, engine oil and Integrated Drive Generator (IDG) oil is performed by the fuel cooled oil cooler, the Air Cooled Oil Cooler (ACOC) and the IDG fuel cooled oil cooler under the control of the Electronic Engine Control (EEC). The EEC acts on the heat management system through the fuel diverter and return to tank valves and the ACOC modulating valve. AIR MODULATING VALVE PURPOSE To govern the flow of cooling (fan) air through the air/ oil heat exchanger (ACOC), as commanded by the Heat Management Control System EEC TYPE Plate type supported at either end by stubshafts. Operated by an Electro - Hydraulic Servo Valve mechanism. LOCATION COMPONENTS Bolted to the outlet face of the air/oil heat exchanger. ACOC MODULATING VALVE Oil heated by the engine passes through the ACOC and then to the fuel cooled oil cooler. The ACOC modulating valve regulates a bleed part of fan airflow crossing the ACOC to maintain both oil and fuel temperatures within acceptable minimum and maximum limits. FUEL DIVERTER AND RETURN TO TANK VALVE The fuel diverter valve and the return to tank valve are enclosed in the same housing. The fuel diverter valve and the return to tank valve maintain fuel, engine oil and IDG oil temperatures within limits by minimizing ACOC cooling air usage. The two-position diverter valve works by managing the fuel recirculation inside the engine fuel system. The return to tank valve will divert a modulated proportion of the LP fuel back to the aircraft tanks. FEATURES • fire seal forms an air tight seal between the unit outlet and the cowling orifices • controlled by either channel A or B of EEC • valve positioned by fuel servo pressure acting on a control piston • valve position feed back signal via LVDT to each channel of EEC • fuel servo pressure directed by the Electro - Hydraulic Servo Valve assembly which incorporates a Torque motor FAIL SAVE POSITION: AIR VALVE SPRING LOADED FULLY OPEN (maximum cooling position) In case of malfunction the warning “ENG 1 (2) AIR EXCHANGER FAULT” is displayed on the ECAM E/ WD. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 124 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... FUEL DIVERTER AND RETURN TO TANK VALVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 125 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL The EEC controls the heat management system through 4 modes of operation taking into account 3 parameters of temperature: • engine fuel, • engine oil, • IDG oil. The temperature of the aircraft fuel tanks and the engine power setting are parameters used for inhibition of fuel return to aircraft tanks. NOTE: THE 4 MODES OF OPERATION ARE MODES 1, 3, 4 AND 5: • MODES 1 AND 4 ARE RETURN TO TANK MODES, • MODES 3 AND 5 ARE NO RETURN TO TANK MODES. MODE 1 Normal return to tank mode: When the engine is not at high power setting, some of the fuel is returned to the tank. The heat is absorbed and dissipated within the tank. The ACOC modulating valve is fully closed. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 126 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL - MODE 1 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 127 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE 4 Mode selected when in normal mode, i.e. mode 1, there is a high engine fuel temperature. In this mode the oil system is used to achieve a supplemental cooling of the fuel. The ACOC modulating valve is fully open. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 128 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL - MODE 4 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 129 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE 3 Engine at high power setting: In this condition all the heat is absorbed by the burned fuel. If however the fuel flow is too low to provide adequate cooling the ACOC valve could be modulated. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 130 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL - MODE 3 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 131 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE 5 Mode selected when system condition demand as in mode 3 but this is not permitted because IDG oil temperature is excessive or return to tank is not permissible due to the high return fuel temperature. The ACOC valve is fully open. NOTE: THIS IS THE FAIL-SAFE MODE OF OPERATION. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 132 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL - MODE 5 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 133 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AIR SYSTEM PRESENTATION (3) GENERAL The engine air system makes sure that the compressor airflow and turbine clearances are controlled. The system also deals with the cooling and pressurizing airflows. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 134 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 135 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HP COMPRESSOR BLEED VALVES COMPRESSOR AIRFLOW CONTROL The 7th and 10th stages bleed valves maintain a more stable operation of the compressor. GENERAL The booster stage bleed valve, the variable stator vane and HP compressor bleed valves systems are controlled by the EEC. The booster stage bleed valve controls the LP compressor airflow. The variable stator vane and the 7th, and 10th stage bleed valves control the HP compressor airflow. COMPRESSOR AND CLEARANCE CONTROL LRU’S: BOOSTER STAGE BLEED VALVE (BSBV) CONTROL The EEC controls the BSBV position. The EEC uses the BSBV feedback signal from the LVDT to adjust the actual BSBV position. At low LP spool speeds the booster provides more air than the core engine can utilize. To match the booster discharge airflow to the core engine requirements at low speed, excess air is bled off through booster stage bleed valves (BSBV) into the fan discharge air stream. At higher engine speeds the BSBV are closed so that all the booster discharge (primary air flow) enters the core engine. BSBV Master Actuator Servo Valve Feedback for EEC BSBV Slave Actuator Servo Valve Feedback for EEC VSV Actuator Servo Valve Feedback for EEC 7th Stage Bleed Valves (3) 7th Stage Solenoids (3) 10th Stage Bleed Valve 10th Stage Solenoid VARIABLE STATOR VANE (VSV) CONTROL The VSV position is controlled by the EEC. The EEC uses the VSV feedback signal from the LVDT's to adjust the actual VSV position. The VSV system maintains a satisfactory compressor performance over a wide range of operating conditions. The system varies the angle of the inlet guide vanes and stator vanes to aerodynamically match the low pressure stages of compression with the high pressure stages. This variation of vane position changes the effective angle at which the air flows across the compressor blades and vanes. The VSV angle determines the compression characteristics (direction and velocity) for any particular stage at compression. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 136 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPRESSOR AIRFLOW CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 137 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BOOSTER BLEED VALVE AND ACTUATING MECHANISM BOOSTER BLEED SYSTEM GENERAL The primary function of the LP compressor airflow control system is to control the airflow thus ensuring compressor stable operation during: Engine start. Engine transient operation. DESCRIPTION GENERAL The airflow control system includes: • Two bleed-valve actuating rods • Piston Jack Fork End • An LPC bleed-master actuator • An LPC bleed-slave actuator • Intermediate Structure • A booster bleed valve and actuating mechanism DESCRIPTION The bleed valve and actuating mechanism is a sub - assembly that includes: The support ring. The ring valve The two upper arms, the lower arms and the eight mid arms. The two actuating rods connect the two upper power arms to the two actuators. The bleed valve and actuating mechanism operates to make each bleed valve synchronized, in relation to the positions of the two actuators. The airflow control system automatically operates to control the air bled from the LP compressor. The two actuators are mechanically attached to each actuating rod and, the bleed - valve and actuating mechanism. The two actuators are connected hydraulically and operate together by command and feedback signals from/ to the EEC. FAIL.SAFE POSITION: “BSBV OPEN" In case of a malfunction “ENG 1 (2) COMPRESSOR VANE” is displayed on the ECAM E/WD. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 138 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BOOSTER BLEED SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 139 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only VSV SYSTEM The four stages of variable incidence stators comprise inlet guide vanes to stage 3 and stages 3, 4 and 5 stator vanes. GENERAL The purpose of this system is to position the Inlet Guide Vanes (IGV) and stator vanes, using a fuel driven hydraulic actuator, in response to electrical signals provided by the EEC. VARIABLE STATOR VANE (VSV) CONTROL The VSV position is controlled by the EEC as a function of N2/ square root of theta T2.6 (synthesised value). The EEC uses the VSV feedback signal from the LVDT's to adjust the actual VSV position. DESCRIPTION VARIABLE STATOR VANE ACTUATOR The stator vane actuator accurately controls vane movement with respect to a torque motor current supplied by the EEC. Operation of the stator vanes in regulated by accurate control of high pressure fuel flow to one or other side of a differential area piston. The piston has an externally adjustable low speed stop at the extended end of its travel. The high speed stop is formed by a collar which limits piston retraction. Provision is made to lock the piston with a rigging pin for setting purposes. LINEAR VARIABLE DIFFERENTIAL TRANSFORMER (LVDT) A Dual Wound Linear Variable Differential Transformer (LVDT) is located in the center of the actuator piston rod. The LVDT completes TDTI / HAT / ATA 71-80 Issue: 06/08 the electronic control loop by providing a signal of actuator position to the Engine Electronic Control. ENGINE LINKAGE WITH THE VSV ACTUATOR The engine IGV and Stator Vane linkage is connected to a fork end on the piston rod of the VSVA unit. The securing pin of link on to fork end. OPERATION OF THE MSV ACTUATOR Dual wound torque motors convert electrically isolated drive signals from each channel of the Electronics Engine Control (EEC) into hydraulic drive signals to position the actuator piston. If power to the stator vane actuator torque motor is lost, the stator vane actuator will go to the full open position. VARIABLE STATOR VANE ACTUATION MECHANISM The variable geometry operating mechanism for the compressor comprises the following elements actuator/crankshaft drag link crankshaft (steel) four crankshaft/unison ring drag links four unison rings spindle levers (titanium) variable IGV’s and stage 3, 4, and 5 variable stators FAIL SAFE POSITION: “VANES OPEN“ In case of a malfunction "ENG 1 (2) COMPRESSOR VANE” is displayed on the ECAM E/ WD. Revision: 18.06.2008 Page 140 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only VSV SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 141 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HANDLING BLEED VALVES Handling bleed valves are fitted to the HP compressor to improve engine starting, and prevent engine surge when the compressor is operating at off-design conditions. A total of four bleed valves are used, three on stage 7 and one on stage 10. The handling bleed valves are two position only - fully open or fully closed, and are operated pneumatically by their respective solenoid control valve. The solenoid control valves are scheduled by the EEC. When the bleed valves are open air bleeds into the fan duct through ports in the inner barrel of the "C" ducts. The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. Silencers are used on some bleed valves. All the bleed valves are spring loaded to the open position and so will always be in the correct position (open) for starting. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 142 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HANDLING BLEED VALVE SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 143 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HANDLING BLEED VALVES FUNKTION Description The bleed valve is a two position valve and is either fully open or fully closed. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position open - for the engine start. When the engine is started the bleed air from the engine will try to close the valve. The valve is kept in the open position by servo air (P3) supplied from the solenoid control valve (solenoid deenergized). The bleed valves will be closed at the correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve, and the bleed valve will move to the closed position, OPENING-SCHEDULE The schedule for one bleed valve - 7C - is shown, in detail, below. During decelerations the valve will be commanded open whenever N2 is below the transient opening speed. The valve remains open until the deceleration ceases and a deceleration time, 2 seconds, expires. NOTE: THE TRANSIENT REGIME IS SLIGHTLY MODIFIED FOR OPERATION ABOVE 15000 FT BUT OPERATES IN THE SAME WAY. SURGE/ REVERSE If the engine is operating in reverse thrust operation is the same as Transient but different speeds apply. In the event of an engine surge the valve will be commanded open, if the speed is below the open speed, and will remain open until the engine restabilizes. During an engine deceleration the reverse operation occurs and the bleed valve opens. STEADY STATE It can be seen that the valve will be commanded closed at stabilised min idle, 8600 N2, and will not be opened again in Steady state. TRANSIENT The valve will be commanded open during engine acceleration whenever N2 is below the transient closing speed. Thus during an acceleration from min “idle to max” speed the valve will be opened and will remain open until the speed passes the transient closing speed. If the acceleration is to a speed below the transient closing speed the valve will remain open until the acceleration timer expires (30 seconds). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 144 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HANDLING BLEED VALVE OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 145 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HANDLING BLEED VALVES (SURGE BLEED) BLEED VALVE OPERATING SCHEDULE The bleed valves and the solenoid control valves all operate in the same manner. Bleed Valve Regime Open (RPM) Close (RPM) 7A Steady State 11400 11800 FAIL SAFE POSITION: "7th and 10th OPEN". (35000Ft&below) 11800 12250 (42000Ft&above) Surge Reverse & 12562 12772 7B Steady State 7650 8000 7C Steady State 6800 7000 Transient 11600 12050 & 12352 12562 Surge Reverse 10 Steady State Surge Reverse IDLE 57% = 8800 RPM 7650 & 10667 8000 10667 (open below) Max. TO 100% = 14950 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 146 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE OPERABILITY (SURGE FREE OPERATION) HANDLING BLEED VALVE MALFUNCTIONS Stuck closed A engineering order (010169) is released to cover this problems. 7TH/ 10TH STAGE HANDLING BLEED VALVES STICKING Hung starts or starting stalls experienced due to 7th and 10th stage handling bleed valves failing to open or close. The consequences of the malfunction of one or more handling bleed valves on: the ground and airstart capability, the engine operability (surge free operation) the engine performance ( EGT, fuel consumption) have been assessed and are summarized in the following tables: NOTE: A BLEED TEST SET IS PROVIDED TO CHECK THE BLEED VALVES AND SOLENOID VALVES FOR PROPER FUNCTION. one or more 7th stage possible surge upon no effect valve(s) fast transient 10th stage valve no effect no effect CLIMB AND CRUISE PARAMETERS The effect of one 7th stage handling bleed valve being stuck opened, has been assessed to be as follows: typical climb typical cruise delta EGT +30 to 40 +20 to 30 delta FF (%) +5 to 6 +3 to 5 GROUND AND AIRSTART CAPABILITY Stuck closed Stuck open 7th stage valve(s) hung start or sub- no effect idle stall/ rol-back 10th stage valve hung stall) start TDTI / HAT / ATA 71-80 (rotating rising EGT Issue: 06/08 Stuck open Revision: 18.06.2008 Page 147 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 TURBINE CLEARANCE COOLING CONTROL Austrian Technical Training School Notes - For Training Purposes Only AND TURBINE The EEC controls the actuation of an Active Clearance Control (ACC) valve for the High Pressure (HP) and LP turbine active clearance control. The ACC system fulfills the blade tip clearances of the turbines for better performance. The EEC controls a dual ACC valve which discharges fan air through manifolds to cool the surfaces of the HP and LP turbine cases during climb and cruise power operations. The continuous flow adapter supplies supplemental air, from the HPC 10th stage, to cool the stage 2 blades and HP 1 turbine disc bore. The HP/ LP Turbine Active Clearance Control (ACC) system uses fan air to cool the HP and LP cases for blade tip clearance control in order to improve engine performance and maximize the turbine cases life time. Fan air is drawn from a common HP/ LP turbine ACC air scoop in the fan duct. This air is divided into HP and LP cooling air and passes through individual short ducts to the Active Clearance Control Valves, which direct air for both HP and LP turbine case cooling. NOTE: THE HP TURBINE CLEARANCE CONTROL VALVE IS EQUIPPED WITH 4 PLUGS IN THE VALVE VANE. THIS PLUGS CAN BE REMOVED ACCORDING TO A SERVICE BULLETIN TO ALLOW A PERMANENT COOLING OF THE HP TURBINE. IN CASE OF A VALVE REMOVAL/ INSTALLATION THE SAME CONFIGURATION MUST BE PROVIDED ON THE NEW VALVE. IF THE PLUGS MUST BE REMOVED, THERE IS A STORAGE BRACKET PROVIDED ON THE ACTUATOR ROD. DO NOT THROW THE PLUGS AWAY! TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 148 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TURBINE CLEARANCE CONTROL AND TURBINE COOLING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 149 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HPT/ LPT ACTIVE CLEARANCE CONTROL (HPT/ LPT ACC). Take - off The active clearance control (ACC) system ensures the blade tip clearances of the turbines for better performance. The HPT/ LPT ACC valve modulates fan air flow to the HP and LP turbine cases. The EEC controls the valve position as a function of thrust level and altitude. The LVDT's transmit the valve position to the EEC. During take - off, the position of the actuator piston is at point C. At this point: HP TURBINE (10TH STAGE) COOLING AIR CONTROL NOTE: THE ACTUATOR POSITION BETWEEN POINT C AND POINT E DEPENDS ON ALTITUDE. The HP turbine cooling air valve (make up air valve) supplies supplemental air (from HP compressor 10th stage) to cool the 2nd stage vanes, hubs and discs of the HP. The, valve operates as a function of high rotor speed and altitude and incorporates a 2 position switch to provide a feedback signal to the EEC (channels A and B). During cruise the valve is closed. OPERATING SCHEDULE The control valve for the HP turbine ACC is closed. The control valve for the LP turbine ACC is not less than 70 per cent opened. FAIL SAFE: When there is no torque motor current or no fuel servo pressure, the actuator piston moves to point A. LP valve will be partially open (-44 deg). The actuator piston remains at this point at all defective conditions. (HP valve closed) The graph shown below shows control valve position, and actuator position related to operation points A to E. Engine Stopped With the engine stopped, the position of the actuator piston is point A. At this point: The control valve for the HP turbine ACC is closed. The control valve for the LP turbine ACC is not less than 44 percent opened. Engine Operation During engine operation, the EEC controls the position of the actuator piston between point B and point E. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 150 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HPT/ LPT ACTIVE CLEARANCE OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 OPERATION SCHEDULE Revision: 18.06.2008 Page 151 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N°4 BEARING COMPARTMENT COOLING The number 4 bearing compartment is cooled by 12th stage air of the HPC. An external line carries this air through an air-cooled air cooler before entering into the Nº4 bearing compartment. The air-cooled air cooler cools the 12th stage air of the HPC with fan air before going into the Nº4 bearing compartment. The fan air is then discharged overboard. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 152 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N°4 BEARING COMPARTMENT COOLING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 153 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NACELLE VENTILATION Ventilation is provided for the fan compartment Zone 1, and the core compartment Zone 2 to: prevent accessory and component overheating prevent the accumulation of flammable vapours. ZONE 1 VENTILATION Ram air enters the zone through an inlet located on the upper L.H. side of the air intake cowl. The air circulates through the fan compartment and exits at the exhaust located an the bottom rear centre line of the fan cowl doors. ZONE 2 VENTILATION The ventilation of Zone 2 is provided by air exhausting from the active clearance control (A.C.C.) system around the turbine area. The air circulates through the core compartment and exits through the lower bifurcation of the “C” ducts. VENTILATION DURING GROUND RUNNING During ground running local pockets of natural convection exist providing some ventilation of the fan case - Zone 2. Zone 2 ventilation is still effected in the same way as when the engine is running. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 154 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN AND CORE VENTILATION ZONES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 155 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NACELLE TEMPERATURE GENERAL The Nacelle Temperature Sensor has a Measurement Range of –54°C to 330°C This Signal is fed to the EIU, which transforms the Information to digital Form. The EW Transmits the Data to the ECAM System. The nacelle temperature is displayed if the system is not in engine starting mode and one of the two temperatures reaches the advisory threshold. A advisory indication will be created on the engine system page when the temperature reaches approx. 300 – 320°C. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 156 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NACELLE TEMPERATURE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 157 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FADEC BENEFITS FADEC PRESENTATION (3) The application of a FADEC system provides multiple benefits: • PURPOSE The Full Authority Digital Engine Control (FADEC) system provides full range engine control throughout all flight and operational phases. It consists of a dual channel Electronic Engine Control (EEC) and its peripheral components and sensors. FADEC FUNCTIONS The FADEC provides the engine system regulation and scheduling to control the thrust and optimize the engine operation. The FADEC provides: • • • • • • • • • • • • • • • it saves weight and fuel by a full range control of the gas generator, it reduces pilot workload and maintenance cost, it allows the optimum adaptation of thrust rating schedules to the A/C needs. POWER SUPPLY The FADEC system is self-powered by a dedicated Permanent Magnet Alternator (PMA) when N2 is greater than 10%. The EEC is powered by the aircraft 28 VDC electrical network for starting, as a backup and for testing with the engine not running. 115 VAC is used for the power supply of the ignition system and the P2/T2 probe heating. power setting with EPR or N1 back-up mode, P2/T2 heating, acceleration and deceleration times, idle speed governing, overspeed limits for N1 and N2, Fuel Flow (FF) control, Variable Stator Vane system (VSV) control, compressor handling bleed valves control, booster stage bleed valve system control, High Pressure (HP)/Low Pressure (LP) turbine Active Clearance Control (ACC), automatic and manual engine starting, thrust reverser control, oil and fuel temperature management through the heat management system. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 158 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PURPOSE ... POWER SUPPLY TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 159 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only motors and solenoids. The other channel calculation is used for crosschecking. FADEC ARCHITECTURE (3) DUAL CHANNEL BITE CAPABILITY The Full Authority Digital Engine Control (FADEC) system is fully redundant and built around two independent control channels. Dual inputs, dual outputs and automatic switchover from one channel to the other eliminate any dormant failure. The Electronic Engine Control (EEC) consists of two channels A and B. Each channel can control the different components of the engine systems. Channels A and B are permanently operational. The channel in control manages the system. FAULT STRATEGY DUAL INPUTS All control inputs to the FADEC system are doubled. Only some secondary parameters used for monitoring and indicating are single. To increase the fault tolerant design, the parameters are exchanged between the two control channels inside the EEC via the cross channel data link. Using the BITE system, the EEC can detect and isolate failures. It also allows the EEC to switch engine control from the faulty channel to the healthy one. Depending on the nature of the failure, the EEC will behave differently in case of: • • • • HARDWIRED INPUTS Most of the information exchanged between the A/C and the EEC is transmitted over digital data buses, some signals over a single line. In addition, some signals are hard-wired directly from the A/C to the EEC. The Throttle Lever Angle (TLA) signal is sent directly from the throttle resolvers to the EEC. DUAL OUTPUTS All the EEC outputs are double, but only the channel in control supplies the engine control signals to the various receptors such as torque TDTI / HAT / ATA 71-80 The EEC is equipped with a BITE system which provides maintenance information and test capabilities via the MCDU. Issue: 06/08 single input signal failure, there is no channel changeover, the channel in control uses the inputs from the other channel through the cross channel data link, dual input signal failure, the system runs on synthesized values of the healthiest channel, single output signal failure, there is an automatic switchover to the standby active channel, complete output signal failure, there is no longer any current to drive the torque motors or solenoids, the related component will go to the "fail-safe" position. FAIL-SAFE CONTROL If a channel is faulty and the channel in control is unable to ensure one engine function, this control is moved to a fail-safe position. Example: if the channel is faulty and the remaining channel in control is unable to control the Variable Stator Vane (VSV) position, the vanes are set to the fail-safe open position. Revision: 18.06.2008 Page 160 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DUAL CHANNEL ... MAIN INTERFACES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 161 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FADEC FAULT STRATEGY The selected channel is one having the least significant failure. GENERAL SINGLE OUTPUT, SIGNAL FAILURE If an output failure occurs, there is an automatic switchover to the standby active channel. The Electronic Engine control (EEC) system is dual, the two channels are equal. Failures are classified as class 1, 2, and 3. According to the failure class, the system can use data from the other channel, or switch to the other channel. Faults are memorized in the system BITE as they occur. INPUT FAULT STRATEGY All sensors and feedback signals are dual. Each parameter sensor as well as feedback sensors used by each channel come from two different sources: T/ S ACTION One Channel - most likely LRU failure. COMPLETE OUTPUT SIGNAL FAILURE In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the “FAIL-SAFE” position. Local or cross-channel through the Cross-channel Data Link NOTE: SOME SENSORS CAN DIRECTLY BE SYNTHESIZED BY THE CORRESPONDING CHANNEL NOTE: IF THE EEC POWER SUPPLY IS LOST, COMPONENTS WILL GO INTO “FAILE-SAFE” POSITION. SINGLE INPUT SIGNAL FAILURE There is no channel changeover for input signal failure, as long as the Cross-Channel Data Link is operativ. NOTE: FAULTS ARE NOT LATCHED. AUTOMATIC RECOVERY IS POSSIBLE. DUAL INPUT SIGNAL FAILURE If dual input signal failure occurs, the system runs on synthesized values of the healthiest channel. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 162 TH E A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 TDTI / HAT / ATA 71-80 Austrian Technical Training School Notes - For Training Purposes Only Issue: 06/08 Revision: 18.06.2008 Page 163 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTROL UNIT COMPONENT FAIL SAFE STATES COMPONENTS: METERING VALVE FAIL SAFE STATE: NOTE: IF THERE IS A FAILURE OF THE THRUST REVERSER HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE WHILE THE REVERSER IS DEPLOYED, THE REVERSER WILL REMAIN DEPLOYED. MIN FLOW VARIABLE STATOR VANES OPEN VANE ACTUATOR 2.6 BLEED ACTUATOR BLEED OPEN (BSBV) 7TH STAGE HANDLING BLEED OPEN BLEED VALVES 10TH STAGE HANDLING BLEED OPEN BLEED VALVE HPT ACC VALVE VALVE CLOSED LPT ACC VALVE VALVE PARTIALLY OPEN - 45% ACOC AIR VALVE OPEN 10TH STAGE "MAKEUP" OPEN AIR VALVE FUEL DIVERTER VALVE RETURN VALVE TO FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5) SOLENOID DE-ENERGIZED TANK CLOSED (MODE 3 OR 4) IGNITION ON STARTER AIR VALVE CLOSED P2/ T2 PROBE HEAT ON THRUST REVERSER REVERSER STOWED TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 164 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 COMPONENTS: EIU SIGNALS Austrian Technical Training School Notes - For Training Purposes Only DISAGREEMENT BETWEEN TRA: FAIL SAFE STATE: NO ENGINE STARTING ON GROUND: SET FORWARD IDLE IN FLIGHT: SELECT LARGER VALUE BUT LIMIT THIS, TO MCT ON REVERSE: SELECT REVERSE IDLE. NO AUTOTHRUST ON BOTH ENGINES NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE CONTINUOUS IGNITION ADC SIGNALS: BOTH TLA: REVERSE: EEC USES ENGINE SENSORS. IN IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID, POWER IS SET TO IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY. ONE TLA: THE EEC SENSOR. USES BOTH 115V AC: NO IGNITION THE REDUNDANT NO P2/T2 PROBE HEATING BOTH 28V DC: NO START RUN ON ALTERNATOR ABOVE 10% N2 TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 165 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAIN INTERFACES To perform all its tasks, the EEC interfaces with A/C computers, either directly or via the Engine Interface Unit (EIU), which is an interface concentrator between the A/C systems and the FADEC system. There is one EIU for each engine, located in the avionics bay. EEC INPUTS The EEC receives inputs from: • • • • • • the Landing Gear Control and Interface Unit (LGCIU), the Air Data Inertial Reference Units (ADIRUs), the Flight Control Unit (FCU), the Environmental Control System (ECS) computers, the Centralized Fault Display Interface Unit (CFDIU), the cockpit engine controls including TLA, fire and anti-ice systems. EEC OUPUTS The EEC sends outputs to: • the Bleed air Monitoring Computers (BMCs), • the Electronic Control Box (ECB), • the Flight Warning Computers (FWCs), • the Display Management Computers (DMCs), • the Flight Management and Guidance Computers (FMGCs), • the CFDIU, • the Data Management Unit (DMU), in option. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 166 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 167 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only • FADEC PRINCIPLE (3) auto thrust mode depending on the auto thrust function generated by the Auto Flight System (AFS). The FADEC also provides two idle mode selections: The Full Authority Digital Engine Control (FADEC) system manages the engine thrust and optimizes the performance. • approach idle, • minimum idle. Approach idle is obtained when the slats are extended. Minimum idle can be modulated up to approach idle depending on air conditioning, engine anti-ice and wing anti-ice demands. GENERAL FADEC The FADEC consists of the Electronic Engine Control (EEC) and its peripheral components and sensors used for control and monitoring. The EEC is in relation with the other A/C systems through the Engine Interface Unit (EIU). The primary parameters exhaust pressure ratio, Low Pressure Rotor Speed (N1), High Pressure Rotor Speed (N2), Exhaust Gas Temperature (EGT), and Fuel Flow (FF) are sent directly by the EEC to the ECAM. The secondary parameters are sent to the ECAM through the EIU. The FADEC provides overspeed protection for N1 and N2, in order to prevent the engine from exceeding limits, and also monitors the EGT and exhaust pressure ratio. ENGINE SYSTEMS The FADEC provides optimal engine operation by controlling the: • • EIU Each EIU, located in the avionics bay, is an interface concentrator between the airframe and the corresponding FADEC located on the engine. There is one EIU for each engine. POWER MANAGEMENT The FADEC provides automatic engine thrust control and thrust parameter limit computation. The thrust is computed according to the exhaust pressure ratio in normal mode or N1 in back-up mode. In fact, when the exhaust pressure ratio mode is no longer operational the FADEC automatically reverts to the N1 alternate control mode. The FADEC manages power according to two thrust modes: • ENGINE LIMITS FF, compressor airflow and turbine clearance. IGNITION AND STARTING The FADEC controls the engine start sequence. It monitors exhaust pressure ratio, N1, N2, and EGT parameters and can abort or recycle an engine start. The FADEC controls the ignition and starting in automatic or manual mode when initiated from the ENGine start or ENGine MANual START panels. manual mode depending on the Throttle Lever Angle (TLA), TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 168 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... THRUST REVERSER TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 169 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER The FADEC supervises the thrust reverser operation entirely. In case of inadvertent deployment, the FADEC will command the automatic restowing sequence. NOTE: DURING REVERSE OPERATION THE CONTROLLED AS A FUNCTION OF N1. TDTI / HAT / ATA 71-80 THRUST IS Issue: 06/08 Revision: 18.06.2008 Page 170 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 171 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DIGITAL OUTPUTS EEC INTERFACES (3) Each channel has 2 output ports and each bus has a separated line driver, i.e. A1, A2, B1, B2, in such a way that propagation of failures is prevented. GENERAL In order to provide a full range of engine control and monitoring, the Electronic Engine Control (EEC) interfaces with the following sub systems: • • • • air data computers, which transmit air data for engine control, Engine Interface Unit (EIU), which concentrates A/C signals and transmits them to the EEC, for cockpit indication and control, and autothrust control, the EEC sends signals to computers, engine sensors and controls. DIGITAL INPUTS Inputs of each channel are isolated in order to prevent failure propagation. Each channel receives inputs for both the Air Data/Inertial Reference Units (ADIRUs) and the EIU. The EEC performs a fault detection on its input parameters by determining if they are valid. This check is made by applying a range of tests to each input. Faults detected by the EEC are annunciated and recorded for maintenance or crew action, if required. The ADIRUs send air data parameters to the EEC for engine control. The EEC performs validation tests and selection logic between air data signals from the ADIRUs and the engine sensors. ADIRU data is preferred over engine data. The air data used to validate Altitude (P0), Total Air Temperature (TAT), TOTal PRESSure, mach for the power management and engine controls are: • • TAT, TOTal PRESSure, P0, mach number, from the ADIRUs, P2, T2 and P0 from engine sensors. TDTI / HAT / ATA 71-80 Issue: 06/08 The EEC output buses provide: • • • • • engine control parameters, engine condition monitoring parameters, EEC status and fault indication, engine rating parameters, Full Authority Digital Engine Control (FADEC) system maintenance data. ´ The EEC transmits outputs continuously on all buses in normal operation, irrespective of whether the given channel is in active control or not. The parameter values on the 2 output buses are normally identical as long as the cross channel data link is functioning. NOTE: CHANNEL SWITCHOVER DOES NOT AFFECT THE OUTPUT DATA OF THE EEC. DISCRETE/ANALOG SIGNALS The EEC receives the Throttle Resolver Angle (TRA) signals, the autothrust instinctive disconnect switch signals and engine sensor signals. They are validated by the EEC. The EEC also sends signals to the engine controls. The resolvers of the Throttle Control Unit (TCU) receive an excitation current from the EEC. The EEC checks the range limits, the rate limits and performs an interface fault detection test. NOTE: 1 DEGREE TLA CORRESPONDS TO 1.9 DEGREE TRA. Revision: 18.06.2008 Page 172 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... DISCRETE/ANALOG SIGNALS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 173 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BLOCK DIAGRAM Here are the interfaces between the EEC and the A/C in the form of a block diagram. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 174 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BLOCK DIAGRAM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 175 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DATA ENTRY PLUG The Data Entry Plug (DEP) provides discrete inputs to the EEC. Located to the Junction 6 of the EEC it provides unique engine data to channel A and B. NOTE: THE PART NUMBER IS WRITTEN ON THE DEP. THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE, WHICH IS LOCATED AT THE LEFT HAND SIDE OF THE FAN CASE. The data transmitted by the DEP is: EPR Modifier (Used for power setting) Engine Rating Engine Serial No. NOTE: IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST, THEN AN AUTOMATIC RE-VISION FROM EPR MODE TO UNRATED N1 MODE OCCURS. DATA ENTRY PLUG MODIFICATION DESCRIPTION The DEP links the coded data inputs through the EEC by the use of shorting jumper leads which are used to select the plug pins in a unique combination. During a life of an engine, it may be necessary to change the DEP configuration either during incorporation of Service Bulletins or after engine overhaul , when the EPR modifier code may need to be changed. This is accomplished by changing the configuration of the jumper leads in accordance with the relevant instructions. During removal/ replacement of the DEP it is necessary to use an EEC Harness Wrench as it is imperative that the connectors are fight. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector. Then using the EEC Harness Wrench torque tighten the DEP connector to 32 lbf in. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 176 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DATA ENTRY PLUG AND EEC PORTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 177 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HARNESS (ELECTRICAL) AND PRESSURE CONNECTIONS Two identical, but separate electrical harnesses provide the input/ output circuits between the E.E.C. and the relevant sensor/control actuator, and the aircraft interface. The harness connectors are “keyed” to prevent misconnection. NOTE: SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE TRANSDUCERS - LOCATED WITHIN THE E.E.C. THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL ELECTRONIC SIGNALS TO CHANNELS A AND B. J11 Engine D211 P Rear Face J5 Engine D205P J6 Data Entry Plug J7 E.B.U. 4000 KS13 J8 Engine D208P J19 Engine D209P J10 Engine D210P The following pressures are sensed: Pamb ambient air pressure (fan case sensor) Pb burner pressure (air pressure) P3/ T3 probe P2 pressure (P2/ T2 fan inlet probe) P2.5 booster stage outlet pressure P5 (P4.9) L.P Turbine exhausts pressure (P5 (P4.9) rake) P12.5 fan outlet pressure (fan rake) ELECTRICAL CONNECTIONS FRONT FACE Harness Connector Plug Identification J1 E.B.U. 4000 KSA J2 Engine D202P J3 Engine D203P J4 Engine D204P TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 178 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EEC CONNECTION PORTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 179 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FADEC SENSORS FADEC LRUS SENSORS T4.9 (EGT) Sensor N1 Sensor N2 Sensor Engine Oil Temperature Sensor P2/T2 Sensor P3/T3 Sensor P4.9 (P5) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 180 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE SENSOR LOCATIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 181 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OVERSPEED FAILURES AND REDUNDANCY Improved reliability is achieved by utilising dual sensors dual feedback. Dual sensors are used to supply all EEC inputs except pressures, (single pressure transducers within the EEC provide signals to each channel -A and B) . The EEC uses identical software in each of the two channels. Each channel has its own power supply, processor, programme memory and input/ output functions. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i.e. if it recognises faulty or suspect inputs. An output fault in one channel will cause switchover to control from the other channel. In the event of faults in both channels a pre-determined hierarchy decides, which channel is more capable of control and utilises that channel. In the event of loss of both channels, or loss of electrical power, the systems are designed to go to their failsafe positions. Overspeed protection logic consists of overspeed limiting loops, for both the low and high speed rotors, which act directly upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC. Trip signals for hardware and software are combined to activate a torque motor, which drives a separate overspeed valve in the fuel metering unit to reduce fuel flow to a minimum value. The engine can be shut down to reset the overspeed system to allow a restart if desired. ENGINE SURGE Engine surge is detected by a rapid decrease, in burner pressure or the value of rate of change of burner pressure, which indicates that surge varies with engine power level. Once detected, the EEC will reset the stator vanes by several degrees in the closed direction, open the booster 7th and 10th stage bleeds, and lower the maximum Wf/ Pb schedule. Recovery of burner pressure to its steady state level or the elapse of a timer will release the resets on the schedules and allow the bleeds to close. ENGINE LIMITS PROTECTION GENERAL The FADEC prevents inadvertent overboosting of the expected rating (EPR limit and EPR target) during power setting. It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure limits. In addition, the FADEC unit monitors EGT and sends an appropriate indication to the cockpit display in case of exceedance of the limit. The FADEC unit also provides surge recovery. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 182 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FALIURES AND REDUNDANCY TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 183 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only • EIU INTERFACES (3) fault detection logic carried out by an internal BITE and transmission of the result to the Centralized Fault Display System (CFDS). GENERAL INPUTS There are 2 Engine Interface Units (EIUs), one for each engine. The EIU is an interface concentrator between the A/C and the Full Authority Digital Engine Control (FADEC) system. The EIU receives the following: The main functions of the EIU are: • • • • to concentrate data from the cockpit panels, to ensure the segregation of the 2 engines, to provide the Electronic Engine Control (EEC) with an electrical power supply, to give the necessary logic and information from the engine to the aircraft systems. EIU COMPOSITION The EIU is composed of 5 main parts: • • • • • discrete and analog inputs, digital inputs, digital outputs, discrete outputs, power supply switching. The EIU performs the following: acquisition of information, transmission of messages, logics for Low Oil Pressure (LOP) and Auxiliary Power Unit (APU) boost, TDTI / HAT / ATA 71-80 • discrete signals which are of the ground/open circuit type, analog inputs which are of the differential type with a working range of 1 to 9 volts, digital inputs on ARINC 429 lines. OUTPUTS The EIU sends the following: • • digital output signals on ARINC 429 buses, discrete signals which are of the 28V DC/open circuit or ground/open circuit types. EEC INTERFACE EIU FUNCTIONS • • • • • Issue: 06/08 The EIU receives 2 ARINC 429 output data buses from EEC channels A and B and it uses data from the channel in control. If some data is not available from the control channel, data from the other channel is used. The EIU looks at particular engine data on the EEC digital data flow to interface this with other aircraft computers and with cockpit panels for control and monitoring. The EIU sends information, coming from all aircraft computers, which have to communicate with the EEC, through an output ARINC 429 data bus. The EIU does not deal with Air Data/Inertial Reference Unit (ADIRU) and thrust lever information as they communicate directly with the EEC. NOTE: THERE IS NO DATA FLOW DURING THE EIU INTERNAL TEST OR INITIALIZATION. Revision: 18.06.2008 Page 184 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... POWER SUPPLY TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 185 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only signal, the BMC closes the pneumatic system Pressure Regulating Valve (PRV). ECS INTERFACE The EIU receives two input buses from the Environmental Control System (ECS) primary and secondary computers of the Zone Controller (ZC). The ECS determines the various air bleed configurations according to logics of the air conditioning, wing anti-ice and nacelle anti-ice. This information is transmitted by the EIU to the EEC to compute the bleed air demand required at the engine customer bleed ports. The EIU receives and generates all starting signals from the cockpit engine panels. Therefore engine starting is not possible in case of EIU failure. The control panels provide the EIU with the following signals: • engine start mode selector position, • master lever position, • manual start P/B. The EIU provides all starting signals to the EEC and to the ENGine start panel FAULT light. OTHER INTERFACES The EIU also receives other signals from various aircraft systems for control and monitoring purposes. The EIU also generates signals for various aircraft systems. POWER SUPPLY The EIU receives the following: • • 28V DC for its own power supply and for the FADEC power supply, 115V AC for engine ignition system power supply. NOTE: IN CASE OF EIU FAILURE, THE POWER SUPPLY FOR FADEC AND IGNITION IS PRESERVED (FAIL SAFE POSITION). CFDS INTERFACE The Centralized Fault Display Interface Unit (CFDIU) communicates with the BITE memory of the EIU and with the BITE memory of the EEC via the EIU. The EIU interfaces with the CFDIU to generate the EIU and the FADEC fault messages on the MCDU. To access the FADEC menu function, the CFDS interrogates the EEC BITE memory through the EIU. BMC INTERFACE There is an interface between the EIU and the pneumatic system Bleed Monitoring Computer (BMC) for engines 1 and 2. During engine start, the EIU generates a ground signal for the BMC when the start valve moves away from the closed position. On receipt of this ground TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 186 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 187 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FMGS The AutoTHRust (A/THR) Management and Guidance sends all command signals Flight Control Unit (FCU) and function is provided by the Flight System (FMGS). Therefore, the FMGS for engine power management via the both EIUs. The FMGS assumes the following functions: • • • • • computation of Engine Pressure Ratio (EPR) target, selection of A/THR modes, alpha floor protection, flexible takeoff, A/THR engagement. FEEDBACK The EEC directly sends specific feedback outputs to the FMGS without going through the EIU. The EIU also receives this data but does not transmit it to FMGS. The EEC feedback output data to Flight Management and Guidance Computer (FMGC) is as follows: • • • • • • • • • • • • Thrust Resolver Angle (TRA), EPR command, EPR actual, EPR target in feedback, EPR limit, EPR max, EPR reference throttle, thrust mode, Fuel Flow (FF), bleed configuration in feedback, engine rating identification, flexible temperature in feedback. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 188 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FMGS - FEEDBACK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 189 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EIU CFDS DISCRETE OUTPUTS SIMULATION The Purpose of this Menu is to Simulate some Engine Interface Unit (EIU). Discrete Outputs by Setting their Status to 0 or 1 SIMULATION: “LOP GND 1” To simulate “OIL LOW PRESS & GND” for the following systems through the MCDU: PHC1, PHC3, WHC1, AEVC, DFDR and CVR. WARNING: CAUTION: The DISCRETE OUTPUT SIMULATION can operate systems and components without special indication on the MCDU. Make always sure that the working areas are clear! For the simulation refer to AMM 73-25-34, (TASK 73-25-34-860-041). REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST. The Discrete Outputs are listed on two Pages, one for the Positive Type and one for the Negative Type. SIMULATION: “APU BOOST” To simulate an APU BOOST command through the MCDU. Push the line key adjacent “APU BOOST” discrete output status: “APU BOOST” becomes “1” and the EIU sends the APU BOOST command to the 59KD ECB. If the line key adjacent to LOP is pushed, LOP GND1 discrete output status becomes GND1 “0”. The PHC1 (3) commands a low probes heating level. The WHC1 commands a low captain windshield heating level. The CVR and DFDR are switched on. NOTE: WHEN "LOP GND1" IS SIMULATED TO "0" THE HORN WILL BE INHIBITED IN CASE OF LOW AVIONIC BAY EXTRACT AIRFLOW. APU. BOOST 1 simulates a not closed starter air valve. The APU is boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. SIMULATION: “FAULT” To simulate a disagree between the position and the command of the HP fuel valve through the WDU the line key adjacent to FAULT discrete output status is must be pushed. The FAULT becomes “1” and the FAULT legend of the 5KS1(2) annunciator light comes on. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 190 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DISCRETE OUTPU SIMULATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 191 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SIMULATION: “LOP GND 2” To simulate "OIL LOW PRESS & GND" for the following systems through the MCDU: Blue/ yellow main hydraulic pressure power warning indicating WHC2, PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2. When the line key adjacent to LOP "LOP GND 2 " discrete output status becomes GND2 "0". “B (Y) ELEC PUMP LO PR” warning message is no longer inhibited. The PHC2 commands a low probes heating level. The WHC2 commands a low windshield (F/O) heating level. The 3DB1 and 3DB2 rain repellent valve opening is authorized NOTE: THE "LOP GND2" DISCRETE IS USED TO INHIBIT THE FLIGHT CONTROL SYSTEM TEST THROUGH THE CFDS. ACCESS TO THIS MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTS MENU. status FUEL PN becomes “1” and the zone controller 8HK will receive the HP FUEL VALVE 1(2) open condition. NOTE: THE ZONE CONTROLLER USES THE HP FUEL VALVE POSITION TO ELABORATE THE BLEED STATUS ON LABEL 061 AND SENDS IT TO THE EEC THROUGH THE EIU (LABEL 030). THE BLEED STATUS CAN ONLY BE MODIFIED BY THIS INPUT IF THE PRV OPENS (ENGINE RUNNING). SIMULATION “PACKS OFF” To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent to “PACKS OFF” discrete output status. PACKS OFF becomes "1" and the PACK FLOW control valve closure solenoid is energized. NOTE: THE PACK FLOW CONTROL VALVE 1(2) REQUIRES A MUSCLE AIR PRESSURE TO OPEN. SIMULATION: “T/R INHIB” To simulate the authorization of the T/R directional control valve solenoid closure (through the 14KS1 (2) relay) through the MCDU. When the line key adjacent to T/R is pushed, "T/R INHIB" discrete output status INHIB becomes “1” and the 14KS1 (2) inhibition relay is energized, authorizing the directional control valve solenoid energisation SIMULATION: “HP FUEL PN” To simulate a HP FUEL VALVE 1(2) in open position through the MCDU. Push the line key adjacent to HP “HP FUEL PN” discrete output TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 192 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DISCRETE OUTPU SIMULATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 193 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SIMULATION OF “N2 > IDLE” To simulate “N2 > IDLE” for the following systems: XMR radio altimeter 25A Blue main hydraulic power WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE/ DEPRESSURIZE A HYDRAULIC SYSTEM. Push the line key adjacent to N2. N2 > IDLE DISCRETE OUTPUT becomes “1”> IDLE. The electric pump of the blue hydraulic system start and the blue hydraulic system is pressurized (approximately 3000PSI) NOTE: THE N2 > IDLE DISCRETE IS USED TO INHIBIT THE "RAMP TEST” OF THE RADIO ALTIMETER 1(2). Access to radio altimeter RAMP TEST menu is prohibited by the CFDS architecture as long as you work on the EIU DISCRETE OUTPUTS menu. SIMULATION OF “TLA > MCT” To simulate “TLA > MCT” for the following systems AEVC, PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. Push the line key adjacent to TLA "TLA > MCT” discrete output status > MCT becomes “1”. On the ECAM PRESS page check that the inlet and extract skin air valves close. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 194 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DISCRETE OUTPU SIMULATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 195 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE THRUST MANAGEMENT (3) BASIC INFORMATION Some basic information about engine thrust management is shown in this module. PREDICTED EPR The predicted Engine Pressure Ratio (EPR) is indicated by a white circle on the EPR indicator and corresponds to the value determined by the Throttle Lever Angle (TLA). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 196 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - PREDICTED EPR TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 197 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR SETTING REQUIREMENTS EPR The EEC uses closed loop control based on EPR or, if EPR is unobtainable, on N1. Under EPR control, the EPR target is compared to the actual EPR to determine the EPR error. The EPR error is converted to a rate controlled Fuel Flow command (FF) which is summed with the measured fuel flow (FF actual) to produce the FF error. The FF error is converted to a current (I), which is sent to the dual torque motor. The torque motor repositions the Fuel Metering Valve (FMV) to change the fuel flow. The inputs required for EPR control are: Ambient temperature (Tamb) Engine air inlet temperature (T2 - Altitude (ALT) Mach number (Mn) Throttle Resolver Angle (TRA) Service Bleeds It is possible to re-select the primary control mode (EPR) through the N1 mode P/B switch following an automatic reversion to rated or unrated N1 mode. If the fault is still present, the EEC will remain in its current thrust setting mode. If the fault is no longer present, the EEC will switch to the primary control mode (EPR). If the fault later reoccurs, reversion back to N1 mode (rated or unrated) will result. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 198 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR SETTING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 199 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST LIMIT MODES The throttle levers are used as thrust limit mode selectors. Depending on the throttle lever position, a thrust limit mode is selected and appears on the upper ECAM display. If the throttle levers are set between two detent points, the upper detent will determine the thrust limit mode. The thrust limit modes are: • • • • • CL: Climb, FLX: Flexible take-off, MCT: Maximum Continuous Thrust, TOGA: Take Off/Go Around. MREV: Maximum Reverser TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 200 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - THRUST LIMIT MODES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 201 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR LIMIT For each thrust limit mode selection, an EPR limit is computed according to the Air Data Reference (ADR) and appears on the upper ECAM display beside the thrust limit mode indication. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 202 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - EPR LIMIT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 203 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR TARGET For its auto thrust function, the Flight Management and Guidance System (FMGS) computes an EPR target according to ADR and engine parameters and sends it to the Electronic Engine Control (EEC). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 204 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - EPR TARGET TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 205 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR COMMAND The EPR command, used to regulate the fuel flow, is the Flight Management and Guidance Computer (FMGC) EPR target when the auto thrust function is active. When the auto thrust function is not active, the EPR command is the EPR corresponding to the TLA. EPR command is either: • • EPR target, EPR corresponding to TLA. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 206 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - EPR COMMAND TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 207 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ACTUAL EPR The actual EPR is the actual value given by the ratio of the LP turbine exhaust pressure (P4.9) to the engine inlet pressure (P2). The actual EPR is displayed in green on the EPR indicator. The actual EPR signal is also compared to the EPR command. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 208 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BASIC INFORMATION - ACTUAL EPR TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 209 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTOTHRUST CONTROL MODE The auto thrust function is engaged when the A/THR P/B is on. The auto thrust engages: • • when the A/THR P/B is pressed in, at take-off power application. AUTOTHRUST ACTIVE When engaged, the auto thrust function becomes active when the throttle levers are set to the Climb detent after take-off. The EPR command is the FMGC EPR target. The auto thrust function is active when the throttle levers are set between IDLE and CL, including CL, with 2 engines running. NOTE: THE AUTO THRUST FUNCTION ACTIVE RANGE IS EXTENDED TO MCT IN THE CASE OF SINGLE ENGINE OPERATION. WHEN THE THROTTLE LEVERS ARE SET BETWEEN TWO DETENT POINTS, THE EPR COMMAND IS LIMITED BY THE THROTTLE LEVER POSITION. NOTE: IN ALPHA FLOOR CONDITION THE AUTO THRUST FUNCTION BECOMES ACTIVE AUTOMATICALLY. THE EPR TARGET IS TOGA. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 210 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTOTHRUST CONTROL MODE - AUTOTHRUST ACTIVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 211 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTOTHRUST NOT ACTIVE When engaged, the auto thrust function becomes inactive when the throttle levers are set above CL with 2 engines running. The EPR command corresponds to the TLA. NOTE: THE AUTO THRUST FUNCTION IS NOT ACTIVE ABOVE MCT IN CASE OF SINGLE ENGINE OPERATION. THE AUTO THRUST FUNCTION IS DISENGAGED WHEN THE THROTTLE LEVERS ARE SET AT THE IDLE STOP. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 212 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 213 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL CONTROL MODE When the auto thrust function is not engaged, the EEC processes the EPR command signal according to the TLA. In manual mode the auto thrust is not engaged. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 214 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL CONTROL MODE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 215 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BACK-UP N1 MODE Here are presented two back-up N1 modes: • • rated N1 mode, unrated N1 mode. RATED N1 MODE In case of EPR sensor failure, i.e. P2 or P4.9, the EEC automatically reverts to the rated N1 mode. On the ECAM, the EPR indicator is crossed amber. The EEC uses TLA, ADR and T2. T2 is used in N1 rated mode to limit the engine thrust. To select N1 mode on both engines, the Engine N1 MODE P/Bs must be pressed in. NOTE: THE AUTO THRUST FUNCTION IS NOT AVAILABLE IN N1 MODE. WHEN THE N1 MODE P/BS ARE PRESSED IN, THE LIGHTS COME ON AND A SIGNAL IS SENT TO THEIR CORRESPONDING FULL AUTHORITY DIGITAL ENGINE CONTROL (FADEC) SYSTEM TO CONFIRM OR TO FORCE THE N1 MODE SELECTION. ON THE ECAM, THE EPR INDICATOR IS CROSSED AMBER AND THE N1 MODE LIMIT IS DISPLAYED INSTEAD OF THE EPR LIMIT. ON THE N1 INDICATOR, THE PREDICTED N1, I.E. THE WHITE CIRCLE, REPLACES THE PREDICTED EPR AND AN AMBER INDEX APPEARS TO INDICATE THE TAKE-OFF N1 LIMIT. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 216 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BACK-UP N1 MODE - RATED N1 MODE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 217 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only UNRATED N1 MODE T2 is no longer available; the EEC reverts from the EPR mode to the unrated N1 mode. In this case the N1 limitation is no longer computed. The N1 command is directly related to the TLA. NOTE: IN UNRATED N1 MODE, THERE IS NO LONGER AN ENGINE PROTECTION AGAINST OVER BOOST, E.G. GOAROUND. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 218 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BACK-UP N1 MODE - UNRATED N1 MODE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 219 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDLE CONTROL Minimum idle (56 % - 60% N2) is corrected for ambient temp >30°C, then N2 will increase. Approach idle (approx. 70% N2) It varies as a function of Total Air Temperature (TAT) and altitude. This idle speed is selected to ensure sufficiently short acceleration time to go around thrust and is set when the aircraft is in an approach configuration. (Flap Lever Position“NOT UP”) Reverse Idle (approx. 70% N2) = Approach Idle + 1000 RPM FADEC sets the engine speed at reverse idle when the throttle is set in the reverse idle detent position Bleed Idle = Bleed demand. Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization wing ant ice and engine ant ice pressurization (P/B-“ON” or valves not closed) HMS Idle (Min Idle - Approach Idle) For conditions where the compensated fuel temperature is greater than 140 deg. C, the heat management control logic calculates raised idle speed. (in flight and on ground!) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 220 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDLE SETTINGS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 221 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only a reverse latching lever. The thrust lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box). ENGINE CONTROLS (3) THROTTLE CONTROL SYSTEM REVERSE THRUST LATCHING LEVER GENERAL To obtain reverse thrust settings, the revers thrust latching lever must be lifted. The throttle control system consist of the throttle control lever the throttle control artificial feet unit (Mechanical Box) the thrust control unit the electrical harness. The design of the throttle control is based upon a fixed throttle concept this means that the throttle control levers are not servo motorized. A mechanical cam design is provided to allow reverse thrust selection when thrust lever is at forward idle position. The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: 0° STOP = FWD IDLE THRUST 20° STOP = FULL REVERSE THRUST 45 STOP = MAX.TAKE OFF THRUST DETENT 1 = (REVERSE) IDLE THRUST DETENT 2 = MAX.CLIMB (ALSO CRUISE SELECTION) DETENT 3 = MAX. CONTINOUS (FLEX TAKE OFF THRUST) THRUST CONTROL UNIT The Thrust Control Unit contains two resolvers, each of whom sends the thrust lever position to the Electronic, Engine Control The extraction current for the resolvers is provided by the EEC. AUTTHRUST DISCONNECT PUSBUTTON The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function. THRUSTLEVERS GENERAL The thrust levers comprises a thrust lever which incorporates stop devices and autothrust instinctive disconnect pushbutton switch a graduated fixed sector TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 222 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THROTTLE CONTROL SYSTEM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 223 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BUMP RATING PUSH BUTTON THIS PUSH BUTTONS ARE OPTIONAL EQUIPMENT. In some cases the throttle control levers are provided with "BUMP" rating push buttons, one per engine. This enables the EEC to be rerated to provide additional thrust capability for use during specific aircraft operations. BUMP RATING DESCRIPTION The takeoff bump ratings can be selected, regardless of the thrust lever angle, only in the EPR mode when the airplane is on the ground. The bump ratings, if available, are selected by a push button located on the thrust lever. Actuation of the switch will generate a digital signal to both EEC’s via the EIU. The maximum take-off rating will then be increased by the pre-programmed delta EPR provided the airplane is on the ground. The bump ratings can be de-selected at anytime by actuating the bump rating push button as long as the airplane is on the ground and the thrust lever is not in the maximum takeoff (TO) detent. In flight, the bump ratings are fully removed when the thrust lever is moved from the TO detent to, or below, the MCT detent. The bump rating is available in flight (EPR or rated N1 mode) under the following conditions. Bump rating initially selected on the ground. TO/GA thrust lever position set. Airplane is within the takeoff envelope. The bump rating is a non-standard rating and is only available on certain designated operator missions. Use of the bump rating must be recorded. This information is for tracking by maintenance personnel. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 224 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PUMP RATING PUSHBUTTON TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 225 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ARTIFICIAL FEEL UNIT (MECANICAL BOX) The Throttle control artificial feet unit is located below the cockpit center pedestal, this artificial feel unit is connected to engine 1(2) throttle control lever and to the engine 1(2) throttle control unit by means of rods. The artificial feel unit is a friction system, which provides a load feedback to the throttle control lever. This artificial feet unit comprises two symmetrical casings, one left and one right. Each casing contains an identical and independent mechanism. Each mechanism is composed of: • a friction brake assembly • a gear assembly • a lever assembly • a bellcrank assembly Throttle lever travel is transmitted to the to the artificial feel unit and to the throttle control unit. The linear movement of the throttle levers is transformed into a rotary movement at the bellcrank, which turns about the friction brake assembly shaft. This movement rotates a toothed quadrant integral with the shaft. This toothed quadrant causes inverse rotation of a gear equipped with a disk, which has four detent notches. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers. THROTTLE CONTROL UNIT a pin device for rigging the resolvers and potentiometers a safety device which leads the resolvers outside the normal operating range in case of failure of the driving device two output electrical connectors. The input lever drives two gear sectors assembled face to face. Each sector drives itself a set of one resolver and three potentiometers. RELATION BETWEEN TRA AND TLA: The relationship between the throttle lever angle and throttle resolver angle (TRA) is linear and: 1 deg. TLA = 1.9 TRA. The accuracy of the throttle control unit (error between the input lever position and the resolver angle) is 0.5 deg. TRA. The maximum discrepancy between the signals generated by the two resolvers is 0.25 deg. TRA. The TLA resolver operates in two quadrants the first quadrant serves for positive angles and the fourth quadrant for negative angles. Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC. The EEC considers a throttle resolver angle value: less than -47.5 deg. TRA or greater than 98.8 deg. TRA as resolver position signal failure. The EEC incorporates a resolver fault accommodation logic. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal. THE THROTTLE CONTROL UNIT COMPRISES: an input lever mechanical stops which limit the angular range 2 resolvers whose signals are dedicated to the EEC (one resolver per channel of the EEC) 6 potentiometers fitted three by three. Their signals are used by the flight control system a device that drives the resolver and the potentiometer TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 226 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ARTIFICIAL FEEL UNIT/ THROTTLE CONTROL UNIT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 227 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only points as the oil pressure sensor. This allows for cockpit monitoring of low oil pressure. The engine oil temperature is measured in the combined scavenge line to the oil tank. OIL SYSTEM D/O (3) GENERAL The lubrication system is self-contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank. These ports are used to refill the oil tank promptly and, precisely by allowing the airlines to quick-connect a pressurized oil line and a drain line. It is a hot tank system that is not pressure regulated. Oil from the oil tank enters the one stage pressure pump and the discharge flow, is sent directly to the oil filter. A coarse cleanable filter is employed. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler which are part of the Heat Management System (HMS) which ensures that engine oiI, IDG oil and fuel temperatures are maintained at acceptable levels, to the bearings. Except for the No.3 bearing damper and the No.4 bearing compartment, the pressure supplied to each location is controlled by a restrictor. There is a "last chance" strainer at the entry of each compartment to prevent blockage by any debris/ carbon flakes in the oil. The scavenge oil is then piped, either directly or through the de-oiler to the 5 stage scavenge pumps. There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank. A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. A differential pressure warning switch set at 12 psi gives cockpit indication of impending scavenge filter bypass. The No.4 bearing two position scavenge valve is operated pneumatically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting. At engine idle power, the valve opens to provide the maximum area for scavenge flow. At higher power, the valve closes to a reduced area, which provides, adequate pressure in the Nobel bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. The scavenge valve pressure transducer senses the pressure present in the scavenge line upstream of the scavenge valve and supplies a signal to the EIU. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. The oil pressure is measured as a differential between the main supply line pressure, upstream of any restrictors, and the pressure in the Nobel bearing compartment scavenge line, upstream of the two position scavenge valve. A low pressure warning switch, which is set for 60 psi, is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 228 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL SUPPLY CIRCUIT The oil from the tank passes through the pressure pump and the pressure filter to lubricate the bearing compartments and also the gearboxes. Between the supply line and the No.4 bearing scavenge line, an oil Low Pressure (LP) switch and an oil pressure transmitter are provided for indication and monitoring. The oil tank content is measured through an oil quantity transmitter. NOTE: THE INSTALLATION OF AN OIL TEMPERATURE SENSOR FOR THE HEAT MANAGEMENT SYSTEM. THERE IS NO PRESSURE REGULATOR, SO THE OIL PRESSURE VARIES WITH N2. A PRESSURE RELIEF VALVE IS PROVIDED TO LIMIT THE PRESSURE DURING COLD STARTS. THE COLD START PRESSURE RELIEF VALVE OPENS AT 450 PSI. NOTE: THAT THE ANTI-SIPHON SYSTEM PREVENTS THE SIPHONING OF THE OIL FROM THE TANK TO THE GEARBOXES WHEN THE ENGINE IS STATIC. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 229 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL SCAVENGE CIRCUIT Six scavenge pumps suck the oil from bearing compartments, and gearboxes. The pumps then return this oil to the tank through the scavenge filter. The main scavenge line is provided with: • • • a master chip detector for inspection, an oil temperature sensor for indication, an oil differential pressure switch for monitoring and warning to the cockpit when the scavenge filter is clogged. If the scavenge filter becomes clogged a differential pressure switch sends a signal to the ECAM and eventually the by-pass valve will open. The ECAM is activated when the differential pressure is greater than 12 PSI. The by-pass valve opens at 20 PSI. • engine oil temperature o MINIMUM STARTING: ..................... -40°C o MIN.PRIOR EXCEEDING IDLE: ......... -10°C o MIN. PRIOR TAKE OFF: .................. 50°C o MAX CONTINIOUS: ........................ 155°C o MAX TRANSIENT. ........................... 165°C • oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions: • • • low oil pressure o RED LINE LIMIT: 60 PSI o AMBER LINE LIMIT: 80 PSI scavenge filter clogged. No. 4 compartment scavenge valve inoperative. NOTE: THE SCAVENGE LINE OF THE NO. 4 BEARING COMPARTMENT IS CONTROLLED BY THE NO. 4 BEARING SCAVENGE VALVE. EACH SCAVENGE LINE IS EQUIPPED WITH A STRAINER AND A MAGNETIC CHIP DETECTOR TO PROTECT THE PUMPS. LUBRICATION SYSTEM COMPONENTS The lubrication system consists of four subsystems: • • • • the the the the lubrication supply system lubrication scavenge system oil seal pressurization system sump venting system. SYSTEM MONITORING AND LIMITATION The operation of the engine oil system may be monitored by the following flight deck indications • engine oil pressure TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 230 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... NO.4 BEARING SCAVENGE VALVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 231 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL INDICATING SYSTEM GENERAL The oil system monitoring is performed by: • indications: oil quantity (quarts) oil temperature (degree celsius) oil pressure (psi) • audio and visual warnings: oil low pressure (LO PRESS) oil filter clogging (OIL FILTER CLOG) ECAM OIL INDICATIONS 1. Oil quantity indication flashes green (Advisory): when QTY<4quarts. 2. Oil pressure indication color turns red (Warning) when press <60 PSI. 3. Oiltemperature indication flashes green (Advisory) when TEMP >156 deq.C turns amber when oil TEMP < 10 deg C or > 165 deg C. 4. Oil fitter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged. Oil HI TEMP is displayed: when oil TEMP >165 deg C or 156 deg C more than 15 min. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 232 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL PARAMETERS INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 233 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only VENT CIRCUIT Air drawn in with the scavenge oil is separated in the tank by a deaerator and is vented to a de-oiler. The No.4 bearing scavenge line is connected to the de-oiler through the scavenge valve. The de-oiler separates the oil still in the air and discharges this air overboard. Oil and air from the No.4 bearing compartment is scavenged through a common line. A pressure transducer, installed on this line, monitors the No.4 bearing scavenge pressure. The No.4 bearing scavenge valve maintains the compartment differential pressure to ensure adequate sealing. As the engine power increases, the P10 pressure rises. When this pressure exceeds 150 psi, the valve moves away from the max flow stop. This is due to the pressure acting on the differential areas of the valve and overcoming the spring load. The valve moves towards the min flow or high power setting. As the valve moves towards the peripheral ports in the seat, totally closing these ports, the flow through the valve is now restricted to one central port in the valve seat. Full travel is achieved at P10 pressure of approximately 210 psi. As the valve moves away from the max flow stop, the influence of the magnets on the reed switch decreases and the reed switch opens. The circuit is broken, indicating that the valve has moved. The No.4 bearing scavenge valve maintains No.4 bearing compartment seal differential pressure by controlling the venting of the de-oiler compartment air/oil mixture. It is a pneumatically operated twoposition valve which uses stage 10 compressor air pressure as servo air. The valve is fully open at low engine speeds and closed to minimum-flow position at high engine speeds. As the engine power decreases, the spring load overcomes the decreasing P10 pressure. The valve moves towards the max flow or low power position, uncovering the ports in the valve seat and restoring maximum flow through the valve. As the valve approaches the maximum flow stop, the influence of the magnets on the reed switch increases. NO.4 BEAR. SCAV. VALVE DESCRIPTION The reed switch closes, completing the circuit and indicating the valve position. OPERATION There are two basic operating positions, low power and high power. In where the compressor 10th stage pressure (P10) is less, than 150 PSI, the valve is held spring loaded in the fully open position the low-power position,. The bearing compartment scavenge flow passes through the valve, restricted only by the porting in the valve seat. The valve operates in the following manner. There are two basic operating positions, low power and high power. In the low-power position, where the compressor 10th stage pressure (P10) is less than 150 PSI, the valve is held spring loaded in the fully open position. The bearing compartment scavenge flow passes through the valve, restricted only by the porting in the valve seat. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 234 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NO.4 BEARING SCAVENGE VALVE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 235 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NO.4 BEARING SCAVENGE VALVE INDICATING The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No.4 bearing carbon - seal failure differential pressure of the oil pressure feed line, and the scavenge line). The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI. Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed. LOW POWER SETTING: At engine low power, the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic. HIGH POWER SETTING: At engine high power, the bearing scavenge valve closes (to maintain the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens. The No.4 bearing internal pressure is measured by the No.4 bearing pressure XMTR in the oil return line to the de-oiler. The transducer supplies a pressure signal to one of the three EIU logics. Two EIU logics provide a warning message to the ECAM: ENG 1 (2) BEARING 4 OIL SYS. (class 2) and a CFDS message, when the valve is not in the correct position according to the sensed burner pressure. One EIU logic provides a message on the lower ECAM: ENG.1 (2) BEARING (class 2) and a fault message is set on the CFDS (EIU menu) when the No. 4 bearing compartment pressure is to high according to the valve position and a high burner press. (possible Carbon seal failure) ENGINE OIL PRESSURE The Oil pressure is directly linked to the opening and closing of the No.4 Bearing, Scavenge Valve. A closing of the valve (at approx. 85% N2) will restrict the return scavenge flow to the de-oiler. This will result in a pressure drop, because the ratio of the pressures will change. (the oil pressure is the TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 236 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL PRESSURE TABLE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 237 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EEC ELECTRICAL PWR SPLY CONTROL (3) AUTO DEPOWERING GENERAL The Electronic Engine Control (EEC) is electrically supplied by: • • the A/C network when High Pressure Rotor Speed (N2) is below 10% or when the dedicated generator has failed, the dedicated generator when N2 is above 10%. POWERING N2 < 10% The EEC is supplied by the A/C electrical power network when N2 is below 10%. Each channel is independently supplied by the A/C 28V DC through the Engine Interface Unit (EIU). • • The FADEC is automatically depowered on the ground, through the EIU, after engine shutdown. EEC automatic depowering occurs on the ground: • • 5 min after A/C power-up, 5 min after engine shutdown. NOTE: AN ACTION ON THE ENGINE FIRE P/B PROVIDES EEC POWER CUT-OFF FROM THE A/C NETWORK. MANUAL REPOWERING The aircraft 28V DC permits: • 28V DC supply and the dedicated generator power supplies is done automatically by the EEC. automatic ground check of the Full Authority Digital Engine Control (FADEC) system before the engine is running, that is to say FADEC GrouND PoWeR ON, engine starting: MASTER lever ON or mode selector on IGNition or CRANK, powering the EEC while the engine reaches 10% of N2. NOTE: THE EIU TAKES ITS POWER FROM THE SAME BUS BAR AS THE EEC. For maintenance purposes and MCDU engine tests, the ENGine FADEC GrouND PoWeR panel permits FADEC power supply to be restored on the ground with engines shut down. When the corresponding ENGine FADEC GrouND PoWeR P/B is pressed ON the EEC recovers its power supply. NOTE: THE FADEC IS ALSO REPOWERED AS SOON AS THE ENGINE START SELECTOR IS IN IGNITION/START OR CRANK POSITION, OR THE MASTER LEVER IS SELECTED ON. POWERING N2 > 10% As soon as the engine is running above 10% of N2, the dedicated generator directly supplies the EEC. The dedicated generator supplies each channel with three-phase AC. Two transformer rectifiers provide 28V DC power supply to channels A and B. Switching between the A/C TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 238 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... MANUAL REPOWERING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 239 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IGNITION & STARTING SYSTEM PRESENTATION (3) GENERAL The ignition system provides the electrical spark needed to start or continue engine combustion. The ignition system is made up of two independent subsystems energized by a relay box. Each subsystem includes an ignition exciter, a coaxial shield ignition lead and an igniter plug. The pneumatic starting system drives the engine High Pressure (HP) rotor at a speed high enough for a ground or in flight start to be initiated. The start system is made up of the start valve and the starter. MANUAL START During a manual start, the start valve opens when the engine MANual START P/B is pressed in, then the ignition system is energized when the MASTER control lever is set to the ON position. NOTE: THERE IS NO AUTOMATIC SHUTDOWN FUNCTION IN MANUAL MODE. CRANKING Engine motoring could be performed for dry cranking or wet cranking sequences. NOTE: DURING CRANKING IGNITION IS INHIBITED. CONTROL AND INDICATING The Electronic Engine Control (EEC) controls the ignition through the relay box and starting through the start valve, either in automatic or manual mode. The operation of the start valve and of the ignition system is displayed on the ENGINE ECAM page. CONTINUOUS IGNITION AUTOMATIC START SAFETY PRECAUTIONS During an automatic start, the EEC opens the start valve, then the ignition exciter is energized when the HP rotor speed is nominal. The EEC provides full protection during the start sequence. When the automatic start is completed, the EEC closes the start valve and cuts off the ignition. In case of an incident during the automatic start the EEC aborts the start procedure. Safety precautions have to be taken prior to working in this area. TDTI / HAT / ATA 71-80 Issue: 06/08 With engine running, continuous ignition can be selected via the EEC either manually using the rotary selector or automatically by the Full Authority Digital Engine Control (FADEC). WARNING: THE EEC AND THE RELAY BOX SEND 115 VOLTS TO THE IGNITION BOXES, WHICH CONVERT IT AND SEND HIGH ENERGY PULSES THROUGH THE IGNITION LEADS TO THE IGNITERS PLUGS. Revision: 18.06.2008 Page 240 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... MAINTENANCE PRACTICES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 241 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STARTING COMPONENTS STARTER MOTOR The pneumatic starter motor is mounted on the forward face of the external gearbox and provides the drive to rotate the H.P. compressor to a speed at which light up can occur. A V-clamp adaptor does attachment to the gearbox. Ducting to the aircraft pneumatic system connects the starter motor. The starter motor gears and bearings are lubricated by an integral lubrication system. When the air supply to the starter is cut off, the pawls overrun the gear train hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P. turbine compressor assembly and, therefore, the external gearbox and starter output drive shaft continue to rotate. When the starter output drive shaft rotational speed increases above a predetermined r.p.m., centrifugal force overcomes the tension of the clutch leaf springs, allowing the pawls to be pulled clear of the MAINTENANCE PRACTICES To increase A/C dispatch, the start valve is equipped with a manual override. For this manual operation, the mechanic has to be aware of the engine safety zones. Servicing features include: oil level sight glass oil fill plug oil drain plug with magnetic chip detector STARTER MOTOR - OPERATION The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor to the required speed for engine starting. The unit is mounted on the front face of the external gearbox. The starter, shown below, comprises a single stage turbine, a reduction gear train, a clutch and an output drive shaft - all housed within a case incorporating an air inlet and exhaust. Compressed air enters the starter, impinges on the turbine blades to rotate the turbine, and leaves through the air exhaust. The reduction gear train converts the high speed, low torque rotation of the turbine to low speed, high torque rotation of the gear train hub. The ratchet teeth of the gear hub engage the pawls of the output drive shaft to transmit drive to the external gearbox, which in turn accelerates the engine H.R compressor rotor assembly. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 242 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STARTER SYSTEM COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 243 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IGNITION & STARTING SYSTEM D/O (3) GENERAL The Electronic Engine Control (EEC) controls and monitors the start sequence either in automatic or in manual mode. The start sequence is aborted below 50% N2 in case of: • starter valve failure, • ignition failure, • pressure raising Shut-Off Valve (SOV) failure, • hot start, • hung start, The system consists of a starter valve, a pneumatic starter, a relay box, two ignition exciters and igniters A and B. The starter valve is fitted with a manual override for mechanic operation on ground. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 244 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 245 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START In aircraft configuration, the APU is running and APU bleed air is available. When the MODE selector is set to IGNition START, the EEC is armed for the start sequence. After checking indications and obtaining Ground Clearance, set the ENG/MASTER control switch to ON. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 246 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 247 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER SWITCH ON As soon as the MASTER switch is set to ON, the Low Pressure (LP) fuel SOV opens and the EEC opens the starter valve: • • N2 increases, the pressure raising and SOV solenoid is de-energized because the MASTER switch is ON. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 248 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - MASTER SWITCH ON TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 249 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DURING ENGINE START When the MASTER switch is set to ON, the starter air valve will open, the engine will dry crank for 30 seconds. Then the EEC provides ignition, which is automatically selected by the EEC and displayed on the ECAM ENGINE page. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 250 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - DURING ENGINE START TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 251 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AFTER 30 SECONDS After 30 seconds and together with the ignition, the EEC opens the Fuel Metering Valve (FMV) and the resulting fuel flow opens the pressure raising and SOV. In case of malfunction, the EEC automatically shuts down the engine and performs a dry motoring sequence. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 252 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - AFTER 30 SECONDS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 253 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N2 AT 43% When N2 reaches 43%, the EEC closes the starter valve and cuts off the ignition. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 254 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - N2 AT 43% TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 255 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE SELECTOR SET TO NORM Engine 2 is now stabilized at minimum idle. NOTE: TO START THE SECOND ENGINE, YOU LEAVE THE MODE SELECTOR IN THE IGN START POSITION, AND SET THE MASTER LEVER 1 TO ON. After engine start the MODE selector is set to NORMal with the engine running. WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS RELIGHT FUNCTION IS INITIATED ON THE RUNNING ENGINE(S). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 256 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - MODE SELECTOR SET TO NORM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 257 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER LEVER OFF At any time, if the MASTER lever is set to OFF, the start sequence or engine operation is stopped because the MASTER lever directly energizes the pressure raising and SOV solenoid. With the MASTER lever to OFF, the LP and pressure raising SOVs close. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 258 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AUTO START - MASTER LEVER OFF TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 259 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START In aircraft configuration, the APU is running and APU bleed air is available. When the MODE selector is set to IGN START, the EEC is armed for the start sequence. Action on the ENG MANual START P/B opens the starter valve, via the EEC. After 30 seconds dry crank, set the ENG/MASTER control switch to ON. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 260 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 261 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AFTER 30 SECONDS START MAN P/B PRESSED As soon as the MASTER lever is in the ON position, both ignition systems are energized, LP and pressure raising SOVs open and the fuel flow increases. A dual ignition and a fuel flow start. The MAN START P/B stays latched and is normally left alone during the start sequence. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 262 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START - N2 AT 18% TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 263 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAN START P/B RELEASED Action on the MAN START P/B has no effect on the start sequence as long as the MASTER lever is set in the ON position. The MAN START P/B is normally released at the end when the engine parameters are stabilized. In case of malfunction, set the MASTER lever in the OFF position to abort the start. Start for up to 2 minutes maximum. NOTE: THERE IS NO AUTOMATIC SHUTDOWN FUNCTION IN MANUAL START. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 264 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START - MAN START P/B RELEASED TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 265 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N2 AT 43% When N2 reaches 43%, the EEC closes the starter valve and cuts off the ignition. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 266 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START - N2 AT 43% TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 267 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE SELECTOR SET TO NORM Engine 2 is now stabilized at minimum idle. NOTE: TO START THE SECOND ENGINE, YOU LEAVE THE MODE SELECTOR IN THE IGN START POSITION, AND SET THE MAN START P/B TO ON, AND THEN WHEN N2 REACHES 18% SET THE MASTER LEVER TO ON. After engine start the MODE selector is set to NORM with the engine running. WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS RELIGHT FUNCTION IS INITIATED ON THE RUNNING ENGINE(S). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 268 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL START - MODE SELECTOR SET TO NORM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 269 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IGNITION STARTING- OPERATION DESCRIPTION The ignition circuit is supplied with 115VAC - 400Hz. The electrical power is supplied via the EEC and EIU, which controls the ignition of the igniter plugs. A dormant failure of an ignition exciter is not possible for more than one flight because: the two ignition systems are independent the EEC selects alternately ignition system A or B. CONTINUOUS IGNITION SELECTION MANUAL SELECTION When the engines are running on the ground or in flight the continuous ignition is obtained by positioning the ENG/MODE selector switch in IGN/START position. FAIL SAFE POSITION: “IGN RELAYS, IGN ON” IGNITION DURING AUTOMATIC START SEQUENCE When an automatic start sequence has been activated by the EEC (ENG/ MODE selector switch in IGN/START position and MASTER control switch to ON), the EEC energizes automatically the appropriate ignition exciter when N2 reaches between 10%-16% depending on TAT and keeps it energized until N2 reaches 43%. For inflight restart the EEC selects simultaneously both ignition exciters, on the ground, after engine start, the selector must be placed in NORM position, then back to IGN/START to select continuous ignition (both igniters). In flight after engine restart, if the selector is maintained in IGN/START position, the EEC selects the continuous ignition on the corresponding engine. In case of a fault during an automatic starting on the ground, the EEC aborts automatically the sequence by closing the starter shutoff valve and the HP fuel shut-off valve and deenergizing the igniters. IGNITION DURING ALTERNATE START SEQUENCE (MANUAL START PROCEDURE) When a manual start sequence has been activated by the EEC (ENG/MODE selector switch in IGN/START position and the ENG/MAN TDTI / HAT / ATA 71-80 START pushbutton switch selected to ON) the EEC energizes both ignition exciters. The deenergization of the ignition exciters is automatically commanded by the EEC when engine N2 speed teaches 43% (Starter cut-out). Positioning of the MASTER control switch to ”OFF”, during that starting sequence, results in ignition exciter deenergization. Issue: 06/08 AUTOMATIC SELECTION The EEC selects automatically the continuous ignition in some specific conditions: engine running and air intake cowl anti-icing is selected to ON EIU failed. take-off or during flexible take off approach idle selected. In flight, when there is an engine flameout or stall Reverse IGNITER PLUG TEST The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC or manually (Manual Start without air) IGNITION SYSTEM CIRCUIT BREAKERS There are 5 ignition CB's installed in the cockpit. 49VU and 121 VU Revision: 18.06.2008 Page 270 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTINUOUS RELIGHT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 271 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IGN START SELECTION IF IGNition START is reselected with an engine running, the corresponding EEC supplies the 2 igniters together, to provide continuous ignition. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 272 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTINUOUS RELIGHT - IGN START SELECTION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 273 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NORM SELECTION When NORM is restored, the continuous relight is cut off. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 274 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTINUOUS RELIGHT - NORM SELECTION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 275 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER LEVER OFF When the MASTER lever is set to OFF, the LP and pressure raising SOVs close and the EEC functions are reset. Engine 2 is shut down. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 276 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only CONTINUOUS RELIGHT - MASTER LEVER OFF TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 277 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CRANK In aircraft configuration: • the APU is running and APU bleed air is available, • both engines are shut down. When CRANK is selected on the ground, the ignition is inhibited. Action on the ENG MAN START P/B provides opening of the starter valve via the EEC. During the crank sequence, the starter limitations should be observed. If the starter operation time is exceeded, a warning message is displayed on the ECAM, but there is no automatic abort. The starter limitations when performing a dry crank are: • • a maximum of 3 consecutive cycles; 2 minutes on, 15 seconds off up 2 times and one minute on, then 30 minutes off for cooling, or 4 continuous minutes on, then 30 minutes off for cooling. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 278 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CRANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 279 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER LEVER ON To perform a wet crank, allow N2 to increase to 20% RPM before setting the MASTER lever to ON. When the MASTER lever is set in the ON position, the LP and pressure raising SOVs open. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 280 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CRANK - MASTER LEVER ON TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 281 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DRY CRANK After wet cranking, the MASTER lever should be set to OFF, and dry cranking will continue to eliminate fuel vapors from the engine. The pressure raising and SOV is closed. Continue to dry crank for at least 60 seconds. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 282 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CRANK - DRY CRANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 283 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MODE SELECTOR SET TO NORM When the MAN START P/B is released out, the starter valve closes and the engine shuts down. To complete the crank sequence the MODE selector is set in the NORM position. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 284 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE CRANK - MODE SELECTOR SET TO NORM TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 285 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE INDICATION/ MONITORING D/O (3) SECONDARY ENGINE DISPLAY The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault: INDICATION GENERAL PRIMARY ENGINE DISPLAY The, primary engine parameters listed below are permanently displayed or, the Engine and Warning display (E/ WD) Engine Pressure Ratio (EPR) Exhaust Gas Temperature (EGT) N1 (low rotor speed) N2 (high rotor speed) FF (fuel flow) After 5 min of the power up test the indication is displayed in amber and figures are crossed (XX). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenance panel or by the MODE selector switch on the Engine panel at the pedestal in CRANK or IGN/ START position for both engine. If a failure occurs on any indication displayed, amber crosses replace the indication, the analog indicator and the marks on the circle disappear, the circle becomes amber. Some Total FUEL USED For further info see ATA 73 OIL quantity For further info see ATA 79 OIL pressure For further info see ATA 79 OIL temperature For further info see ATA 79 Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system (ONLY ON ENGINE START PAGE) In case of high nacelle temperature a indication is provided below the engine oil temp. indication. Engine Vibration - of N1 and N2 As warnings by system problems only: o OIL FILTER CLOG o Fuel FILTER CLOG No. 4 BRG SCAV VALVE with valve position engine parameters also displayed on the CRUISE page Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 286 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE PARAMETERS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 287 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only POWER INDICATING Thrust limit mode is displayed in digital form, it indicates the mode which the EPR limit value will be computed. EPR INDICATION • EPR - ENGINE PRESSURE RATIO The Engine Pressure Ratio indicating system consists of one combined P2/ T2 sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. The pressure from these sensors are routed to the EEC pressure transducer. The EEC converts the signal to a digital format and process the pressure to form actual ERP (P 4.9/ P 2 ) and transmits the EPR value to the ECAM. Each of the two channels performs this operation independently. 1) Actual EPR Actual EPR is green. 2) Cyan EPR command arc (transient) from current EPR pointer to EPR command value is only displayed with A/ THR engaged. 3) EPR TLA (white circle) Predicted EPR corresponding to the thrust lever position. 4) EPR max (thicker amber mark) It is the limit value of EPR corresponding to the full forward thrust lever position. 5) REV indication Appears in amber when one reverser is unstowed or unlocked or, inadvertently deployed. In flight, the indication first flashes for 9 sec. and then remains steady. It changes to green when the reverser is fully deployed. 6) Thrust limit mode, EPR rating limit TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the associated EPR rating is displayed in blue. In MREV no EPR value is displayed. TDTI / HAT / ATA 71-80 Issue: 06/08 In flight (or on ground with ENG stopped): o The selected mode corresponds to the detent of the most advanced thrust lever position o Rating limit is computed by the EEC receiving the highest actual EPR value (except on ground with ENG stopped where it is computed by the EEC receiving the most advanced thrust lever position). NOTES: 1 - WHEN A THRUST LEVER IS SET BETWEEN TWO POSITIONS THE EEC SELECTS THE RATING LIMIT CORRESPONDING TO TH E HIGHEST MODE. 2 - WHEN IDLE IS SELECTED THE EEC SELECTS CL 3 - WHEN MREV IS SELECTED, THE EPR RATING LIMIT VALUE IS RE PLACED BY AMBER CROSSES ( MREV MODE IS LIMITED BY N1) • On ground (with engines running) o With engines running, on ground, whatever the lever position is, this limit corresponds to: TO GA thrust limit. o With engine running, on ground, if FLX mode is selected, FLX EPR is displayed whatever the thrust lever position between IDLE and FLX/ MCT. If FLX mode is selected, the flexible take off temperature in °C, selected through the FMS MCDU's, is displayed. For FLX mode indication the ADIRU’s must be switched on. The temperature value is displayed in green and the °C is displayed in blue. If a failure occurs on any indication displayed, amber crosses replace the analog indication, the analog indicator and the marks on the circle disappear, and the circle becomes amber. Revision: 18.06.2008 Page 288 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR INDICATION SYMBOLS EPR INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 289 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR SYSTEM COMPONENTS P2/ T2 SENSOR The P2/ T2 sensor is located near the 12 o'clock position of the inlet cowl. It measures total pressure and temperature in the inlet air stream of the engine forward of the engine front flange. The dual output total temperature measurement is accomplished by two resistance-sensing elements housed in the P2/ T2 sensor body. Each channel of the Electronic Engine Control (EEC) monitors one of these resistance elements and converts the resistance measurement to a temperature equivalent. The total air pressure is carried via pressure tubing to the pressure sensor located in channel A of the EEC. The P2/ T2 sensor has an anti-icing function accomplished by a single heating element internally bonded to the sensor. The heater is a thermetically seated, coaxial resistance element brazed internally to the sensor casting. Aircraft power, which is used for the heater, is switched on and off by the EEC depending on TAT (< 7,2°C heater “ON”) via the relay box. manifold is connected to the Electronic Engine Control (EEC channel A). A pressure transducer located within the EEC converts the average pressure at station 4.9 into a useable electronic signal (proportional to pressure) that can be processed and used by the EEC to control the engine. NOTE: IN CASE OF LOSS OF P2/ T2 HEATING, AN AUTOMATIC REVERSION FROM EPR MODE TO UNRATED N1 MODE OCCURS. P4.9 SENSORS The P4.9 sensor and manifold has three probes, which measure the total pressure of the exhaust gas stream. Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point contains eight radial pressure sensing ports which are combined to yield an average pressure. The resulting average radial pressure value from each strut is then plumbed into a manifold which provides an overall turbine exhaust pressure average (P4.9). A tube from this TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 290 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR INDICATION COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 291 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only P2/ T2 HEATER Aircraft Power which is used for the heater, is switched on and off by the EEC, via the relay box. The heater and the heating Circuit can be tested using the FADEC WDS Test menu. NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS. FAIL SAFE POSITION: PROBE HEATER ON TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 292 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only P2/T2 HEATING – RELAY BOX TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 293 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only TEMPERATURE EGT INDICATION EGT INDICATOR ACTUAL EGT Normally displayed in green. Pulses amber up to MCT when EGT ≥ 610°C. Pulses red when EGT ≥ 650°C. NOTE: EGT INDEX PULSING AMBER MUST BE DISREGARDED WHEN USING TO OR FLX THRUST. MAX EGT Thicker amber mark is set at ≥ 610°C, it is the max EGT value up to MCT thrust. It is not displayed during: Engine start up, instead a amber mark is placed at 635°C Take Off sequence. MAX PERMISSIBLE EGT Goes up to 650°C. A red band begins at the point of over temperature and a red cross line appears at the max value achieved. RED CROSS LINE is set at the max EGT over temperature achieved during the last leg. The red cross line will disappear through corresponding DMC's - MCDU action or by the next T/ O. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 294 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EGT INDICATION SYMBOLS EGT INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 295 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only The EGT probes are located at engine station 4.95 (LPT exhaust case strut), at 9.5, 7.5, 4.5 and 2 o'Clock. EGT PROBES The measurement channel for the exhaust gas temperature consist of: Four probe assemblies, each comprizing 2 thermocouples. four thermocouples (one from each probe assembly) are used to form an averaged signal send to the channel "A" of the EEC. the remaining four thermocouples (one from each probe assembly) are used to form an averaged signal, send to channel "B" of the EEC. The EEC uses the Exhaust Gas Temperature in the engine start control logic and also transmits the EGT signal to the ECAM. The thermocouples are connected, in parallel, to the junction box for each channel, from where two independent signals are send to the EEC. Each signal is an average of the four probes. EGT PROBES LOCATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 296 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EGT INDICATION COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 297 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only • • POWER N1, AND N2 INDICATION N1 INDICATION • N1 MODE switches ON: - Thrust control reverts from EPR mode to N1 rated mode. Following an automatic reversion to N1 rated or unrated mode, pressing the P/B switch to confirm the mode. ON, it illuminates blue OFF: - If available, EPR mode is selected The low pressure rotor speed signal is used in the EEC for engine control computation and for ECAM visual display. • Actual N1 Displayed normally in green. Pulses red if N1 exceeds 100%. Pulses amber when N1 exceeds the N1 rating limit, in N1 MODE. • Max permissible N1 is 100 %. At 100 % a red band begins. If the RPM exceeds 100 % index and numeric value pulses red. • Red cross line is set at the max N1 over speed value achieved during the last leg. • White circle N1 command corresponding to the thrust lever (angle) position (predict N1) appears when in rated N1 mode. N1 rated MODE can activated automatically or by switching the N1 MODE switch at the overhead panel (close to the ENG MAN START switches). Both engine just-be in the same MODE, rated or unrated. Not displayed in unrated N1 MODE. Auto thrust is not active in rated N1 mode. General: A failure title will be displayed on E/ WD in the MEMO display. • CHECK appears for EPR, EGT, N1, N2 and FF, if the displayed value compared by the DMC' s with the actual value from the EEC differs and the last digit from the value shown will be XX ed. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 298 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N1 CONTROLS AND INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 299 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N2 INDICATION The signal fore the HP rotor speed is originated from the dedicated alternator to the EEC for use in engine control computation and to the ECAM for visual display on ECAM. A separate signal goes to the engine vibration monitoring unit (EVMU) for use in processing engine vibration data. • Actual N2 Digital indication normally green. It is overbrightness and grey boxed during engine start sequence up to 43% (starter cut out). Turns red if N2 exceeds 100 % and a red “X” appears. The red “X” will disappear through corresponding DMC's - MCDU action or by the next T/ O. General: A failure title will be displayed on E/ WD on the MEMO display. If a failure occurs on any indication displayed amber crosses replace the analog indication, the analog indicator and the marks on the circle disappear, the circle becomes amber. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 300 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N2 INDICATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 301 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only • N1 SENSOR The fan speed (N1) indication system has four sensors: • • • • • • Two of them are used to provide EEC channels “A” and “B” with N1 rotational speed signal. One sensor acts as a spare fore either EEC channel (it can be activated by changeover connectors at the junction box). This sensor cannot be used in place of the N1 sensor dedicated to the Engine Vibration Monitoring Unit with N1 analog signals (trim balance sensor), see below. One sensor provides the Engine Vibration Monitoring Unit with N1 analog signals (trim balance sensor). The N1 electrical harness tube goes through the inner strut of the No. 3 strut of the intermediate structure and to the terminal block. The electrical leads from each sensor goes through the N1 tube and is connected to the terminal block. For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the phonic wheel to pass its sensor. For the trimbalance sensor, one slot in the phonic wheel passes the sensor one time for one turn. The EEC speed sensors have two pole pieces compared to the trimbalance sensor that has only one pole piece. If, the fan speed sensor No. 3 is unserviceable, disconnect the harness leads No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the harness leads to the spare speed sensor as described above. INTERCHANGE OF N1 SPEED SENSORS Task 77-11-00-860-010 • If the fan speed sensor No. 1 is unserviceable, disconnect the harness leads No. 1 and No. 2 from their terminals No. 1 and No. 2. Reconnect the harness lead No. 1 to the terminal No. 3 and the harness lead No. 2 to the terminal No. 4 of the spare speed sensor. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 302 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N1 INDICATION COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 303 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DEDICATED ALTERNATOR (PMA) The alternator function are: • • the primary power source for the Electronic Engine Control (EEC) N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU) and the cockpit DESCRIPTION The unit is designed for maximum reliability by the elimination of splines, bearings or similar parts which can deteriorate or fail. The rotor is mounted directly on the gearbox output shaft and the stator is bolted to the gearbox housing. The alternator provides two identical and independent power outputs, one for each channel of the EEC. • • • It comprises two stators (one power and one speed) and a rotor. Is driven from the main accessory gearbox Consists of a magnetic rotor running in a stator the stator has four independing windings, two of which provide three phase frequency AC electric power to respectively channel “A” and “B”. The third winding provides a single phase AC analog signal proportional to N2 for the Engine Vibration Monitoring System. The forth winging provides a dedicated N2 signal to Channel “A” of the EEC. • The N2 windings gives an analog signal through the cockpit for ECAM indication. A shaft seal seals the stator and rotor from the gearbox. If a shaft seal failure occurs and the alternator fills with engine oil, the alternator will continue to function normally. To maintain the temperature of the dedicated alternator at an acceptable level the alternator incorporate an integral cooling air manifold using fan air. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 304 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only N2 INDICATION COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 305 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only INTERFACES ANALYZERS DUAL ACCELEROMETER A dual accelerometer is installed on each engine. It provides the analog signals of N1 and N2 vibration frequencies. Only one sensor, A or B, of the dual accelerometer is used at a time and during one flight. It is automatically selected by the Engine Vibration Monitoring Unit (EVMU) at each flight, the second one is in back-up mode in case of failure. These accelerometers are also used for fan trim balance. The EVMU interfaces with the ECAM, with the Centralized Fault Display System (CFDS) and the Aircraft Integrated Data System (AIDS). CFDS interface: maintenance fault messages and vibration data analysis. AIDS interface: performance data reports. NOTE: THERE IS NO INTERFACE WITH THE ELECTRONIC ENGINE CONTROL (EEC). NOTE: IN CASE OF SENSOR FAILURE, THE TRANSFER TO THE SECOND SENSOR IS CARRIED OUT ON THE GROUND THROUGH THE MCDU. EVMU An EVMU monitors the N1 and N2 vibration levels of both engines. The EVMU determines for each engine, the N1 and N2 vibration levels by analyzing: • N1 and N2 speeds, • dual accelerometer frequency signals. The EVMU also computes the position and amplitude of the unbalance and is capable of on-board fan trim balancing. VIBRATION INDICATION The N1 and N2 vibrations of the left and right engines are displayed on the ENGINE and CRUISE pages. The maximum value that can be displayed is of 10 units. 1 unit for N1 or N2 rotor corresponds to 0.3IPS (Inch Per Second). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 306 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL ... INTERFACES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 307 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE VIBRATION MONITORING UNIT (EVMU) DESCRIPTION the CFDIU the DMU and printer (if installed) for maintenance purposes. The signal conditioner is composed of: POWER SUPPLY MODULE 2 channel modules 1 balancing module 1 data processing module 1 power supply module. These modules are removable parts from the signal conditioner and are repairable subassemblies. The power supply module receives the 115 VAC/400Hz power. It provides the other modules with the necessary voltages. CHANNEL MODULES Each channel module processes the signals from the two engine accelerometers and from the two speed signals N1 and N2: this enables the extraction from the overall vibration signal of a component due to rotor first order unbalance. The N1 and N2 signals are used to: drive the tracking filters, and slave their center frequencies at the shaft rotational speed. The accelerometer signals pass through these tracking filters, which extract the N1 and N2, related fundamental vibration. The acceleration signal is then integrated in order to express the vibration in velocity terms. The EVMU receives analog signals from: the 2 engine accelerometers (1 per engine) and the N1 and N2 speed sensors of each engine. It also receives digital input from CFDS through ARINC 429 data bus. The EVMU sends signals through the digital ARINC 429 data bus to: SDAC1 and 2 for cockpit indication TDTI / HAT / ATA 71-80 Issue: 06/08 POWER SUPPLY The EVMU is supplied with 115W400Hz by the busbar 101 XPA, through the circuit breaker 1EV. BUILT IN TEST EQUIPMENT (BITE) MAINTENANCE AND FAULT INFORMATION The equipment contains a BITE system to detect internal and external failure. During the execution of the cyclic BITE sequence, the following parts of the EVMU are checked: the non-volatile memory the timers the analog-to-digital converter the ARINC 429 transmitter and receivers the tacho generators. During the power-up sequence of the BITE, the following parts of the EVMU system are checked: N1 and N2 NB velocity unbalance data N1 and N2 tacho frequencies accelerometer signals. Any detected failure is stored in the non-volatile memory with GMT, the date and other reference parameters. Revision: 18.06.2008 Page 308 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EVMU TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 309 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMPONENTS The vibration transducer including two indipendent channels is installed on the fan case at the top left side of the engine. The EVMU is located in the Avionics compartment 86VU. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 310 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ANALYZER SYSTEM COMPONENTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 311 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FUEL FILTER CLOG ENGINE WARNINGS (3) In case of FUEL FILTER CLOG, the failure is shown amber on the EWD. This warning appears when the pressure loss across the fuel filter is excessive, i.e. the differential pressure is greater than 5 PSI. OIL LO PR In case of OIL LOw Pressure (OIL LO PR), the MASTER WARNing flashes and the aural warning sounds, i.e. a Continuous Repetitive Chime (CRC). The failure is shown red on the EWD. This warning appears when the oil pressure is lower than 60 PSI. OIL HI TEMP In case of OIL HIgh TEMPerature (OIL HI TEMP), the MASTER CAUTion comes on and the aural warning sounds, i.e. Single Chime (SC). The failure is shown amber on the EWD. Firstly the oil temperature indication flashes green when the temperature is higher or equal to 155ºC and the warning appears amber when the engine oil temperature is between 155°C and 165°C for more than 15 minutes, or if the oil temperature is greater than 165°C. OIL LO TEMP In case of OIL LO TEMP, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The value of the corresponding parameter is displayed amber on the ECAM page. This warning appears when the oil temperature is below -10ºC. OIL FILTER CLOG In case of OIL FILTER CLOG, the failure is shown amber on the ECAM displays. This warning appears when the pressure loss across the main scavenge oil filter is excessive, i.e. the differential pressure is greater than 12 PSI. TDTI / HAT / ATA 71-80 Issue: 06/08 FUEL VALVE FAULT In case of FUEL VALVE FAULT, the MASTER CAUT corresponding engine panel FAULT light come on and warning sounds i.e. an SC. This warning appears when the (pressure regulating and shut-off valve) fails open or closed of fuel valve switch position failure. and the the aural fuel valve or in case EGT OVER LIMIT In case of N1, N2 or EGT OVER LIMIT, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The failure message appears amber on the EWD. The failure indications appear in the following cases: • • • • • N1 100%: flashes red, N2 100%: steady red, EGT 610ºC: flashes amber, EGT 635ºC: flashes red for A319/A320, EGT 650ºC: flashes red for A321. THR LEVER DISAGREE In case of THRust LEVER DISAGREE, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The failure is shown amber on the EWD. This warning appears when there is a disagreement between both resolvers of a throttle lever. In case of THR LEVER ANGLE FAULT, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The failure is shown amber on the EWD. This warning appears when both resolvers on one throttle lever are faulty. Revision: 18.06.2008 Page 312 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL LO PR ... FADEC FAULT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 313 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only EPR MODE FAULT In case of EPR MODE FAULT, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The EPR indication is no longer available. This warning appears when the Full Authority Digital Engine Control (FADEC) is unable to sense or calculate EPR. The engine automatically reverts to N1 MODE. Selection of the N1 MODE P/Bs on the overhead panel will display: • • the N1 MODE window, the throttle lever reference, i.e. the white circle, and N1 max limit, i.e. the amber index, on the N1 indicator. FADEC FAULT In case of FADEC FAULT, the MASTER CAUT comes on and the aural warning sounds, i.e. an SC. The failure is shown amber on the EWD. This warning appears when both Electronic Engine Control (EEC) channels are faulty. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 314 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL LO PR ... FADEC FAULT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 315 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER SYSTEM PRESENTATION (3) REVERSER DESIGN The thrust reverser system is of the aerodynamic blockage type. It consists of two translating sleeves, blocker doors and cascade vanes to redirect fan discharge airflow. The thrust reverser system is designed for use on the ground only to reduce aircraft landing roll. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 316 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only REVERSER DESIGN TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 317 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only (EPR) dial. The signals come from the lock sensor and the Linear Variable Differential Transducer (LVDT). HYDRAULIC SUPPLY The thrust reverser system is hydraulically actuated utilizing the aircraft hydraulic pressure from the corresponding engine. The thrust reverser system is isolated from the hydraulic supply by a Shut-Off Valve (SOV). ACTUATION Each translating sleeve is operated by two hydraulic actuators. The actuators receive fluid from the Hydraulic Control Unit (HCU), which is controlled by the Electronic Engine Control (EEC). When the deploy sequence is commanded the pressure in the lower actuators releases the locks as the four actuator pistons move rearward to deploy the reverser. The actuators are linked together by a synchronizing system. REVERSER CONTROL Basically the thrust reverser system is controlled through the EEC from the two reverser latching levers located on the throttle control levers. The HCU has an isolation valve and a directional valve to select deploy or stow mode. The directional valve is operated to deploy only. For third defense line purposes, the Spoiler Elevator Computers (SECs) have previously opened the SOV and the hydraulic pressure is supplied to the HCU. Then, the Engine Interface Unit (EIU) permits reverser deployment by energizing of the inhibition relay, so the directional valve can be opened by the EEC. To command the thrust reverser, the EEC needs an "aircraft on ground" signal supplied by the Landing Gear Control and Interface Units (LGCIUs). REVERSER INDICATING The actual state of the thrust reverser is shown on the upper ECAM, REV indication appears in the middle of the Engine Pressure Ratio TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 318 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only HYDRAULIC SUPPLY ... REVERSER INDICATING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 319 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAINTENANCE PRACTICES To help trouble shooting, a reverser test can be performed through the MCDU. For maintenance purposes or to increase aircraft dispatch, the HCU is fitted with a manual deactivation lever to inhibit the thrust reverser system. In case of an inoperative thrust reverser, lockout pins stowed on the translating sleeves have to be installed to complete the deactivation procedure. WARNING: THE THRUST REVERSER SYSTEM SHOULD BE INHIBITED USING THE HCU DEACTIVATION LEVER BEFORE WORKING ON THE SYSTEM OR ON THE ENGINE. THE SYSTEM MUST BE DEACTIVATED IN ORDER TO PREVENT THE THRUST REVERSER FROM OPERATING ACCIDENTALLY AND CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR DAMAGE TO THE REVERSER. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 320 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAINTENANCE PRACTICES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 321 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER MANAGEMENT (3) GENERAL The thrust reverser system is controlled independently for each engine by the associated Full Authority Digital Engine Control (FADEC) system. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 322 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only GENERAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 323 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER ACTUATION The hydraulic power required for the actuators is supplied by the normal aircraft hydraulic system: the EEC controls the thrust reverser operation through the HCU. The lock sensors and the Linear Variable Differential Transducers (LVDTs) are used to monitor the thrust reverser position and for EEC control. • green system for engine 1, • yellow system for engine 2. A Shut-Off Valve (SOV) located upstream of the Hydraulic Control Unit (HCU) make up an independent locking system. Each channel of the Electronic Engine Control (EEC) controls and monitors solenoid valves included in the HCU, which provides the deployment and stowage of two translating sleeves. Internal locks in the lower actuators are hydraulically operated. The operation of the actuators is synchronized by flexible drive shafts inside the deploy hydraulic lines, i.e. the synchronizing system. The HCU includes an isolation valve, a pressure switch and a directional valve, which is controlled through the inhibition relay. THRUST REVERSER CONTROL When the reverse thrust is selected in the cockpit, the following sequence occurs: • when the potentiometers detect a Throttle Lever Angle (TLA) lower than -3°, the SOV opens if the altitude is less than 10 ft and if high forward thrust, i.e. TLA < 30°, is not selected on the opposite engine. Then the HCU is supplied hydraulically. The SOV is controlled energized open by the Spoiler Elevator Computers (SECs) through the static and power relays. When the aircraft on ground signals from LGCIU and TLA reverse signal from TCU are sent to EIU, the EIU energize the inhibition relay. • when the aircraft is on ground with the engine running, i.e. in N2 condition, and the resolvers detect a TLA lower than -4.3°, TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 324 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER ACTUATION & THRUST REVERSER CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 325 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER ACTUATION & THRUST REVERSER CONTROL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 326 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 327 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER INDICATION The thrust reverser operating sequences are displayed in the cockpit on the EWD. An amber REVerse indication appears when the translating sleeves are in transit (10% deployed) and then becomes green (95% deployed)when the sleeves are deployed. If this occurs in flight, REV will flash first for 9 sec then it will remain steady. This indication will change to green color when the translating sleeves are fully deployed and the reverse thrust can be applied. In stowage, the indication changes to amber when one sleeve at least is less than 95 % deployed and disappears when both sleeves are stowed. CFDS INTERFACE The Centralized Fault Display System (CFDS) interfaces with the EIU to provide thrust reverser fault diagnostics. For maintenance purposes, a thrust reverser test can be performed through the MCDU menus. In this case the Centralized Fault Display Unit (CFDIU) simulates an engine running, i.e. the N2 condition, to permit the thrust reverser deployment. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 328 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER INDICATION & CFDS INTERFACE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 329 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only INITIAL CONDITIONS Hydraulic pressure is available upstream of the Shut-Off Valve (SOV) to isolate the Hydraulic Control Unit (HCU). Inside the HCU, the isolation valve is in the closed position. The control solenoids are deenergized. The directional control valve is in the stow position. The control solenoids are de-energized. The thrust reverser is maintained in the FWD thrust position by mechanical locks, which are an integral part of the lower actuators. The actuators are not yet pressurized. Hydraulic supply: • • green system for engine 1, yellow system for engine 2. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 330 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only INITIAL CONDITIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 331 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DEPLOY SEQUENCE The selection of reverse thrust will provide signals to open the SOV independently following the third defense line logic and through the Electronic Engine Control (EEC), to energize the isolation valve so that it moves to the open position. The EEC then energizes the directional valve through the inhibition relay so that it moves to the deploy position. The pressure switch provides signals to the EEC to indicate that the hydraulic pressure downstream of the isolation valve is sufficient. Hydraulic pressure is then applied on both sides of the actuators but, due to differential piston areas, the actuators will extend to move the translating sleeves to the deploy position. Tine locks within the lower actuators are hydraulically released before translating sleeve movement occurs. NOTE: THE SIGNAL FROM THE EEC TO THE DIRECTIONAL CONTROL VALVE IS ROUTED VIA AN INHIBITION RELAY WHICH IS CLOSED BY THE ENGINE INTERFACE UNIT (EIU). TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 332 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DEPLOY SEQUENCE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 333 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STOW SEQUENCE Selection of FWD thrust will de-energize the directional control valve, through the EEC, to allow the valve to move to the stow position. The isolation valve remains energized providing hydraulic pressure to the stow side of the actuators. The extend side of the actuators is opened via the directional control valve to the hydraulic return. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 334 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STOW SEQUENCE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 335 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only The EEC will de-energize the isolation valve 5 seconds after the translating sleeves reach the fully stowed position to ensure full lock engagement. Then the SOV is independently closed following the third defense line logic. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 336 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only STOW SEQUENCE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 337 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMMAND LIMITATION If the Linear Variable Differential Transducers (LVDTs) sense an uncommanded movement of the thrust reverser: From the stowed position, the EEC commands an automatic stowage From the full deployed position, the EEC commands an automatic deployment. AUTO-RESTOW In FWD thrust, if the EEC detects any uncommanded movement greater than 10% from stow, it commands an auto-re stow of the thrust reverser. Following auto-re stow, the isolation valve in the HCU remains energized for the rest of the flight. In FWD thrust, if the EEC detects any uncommanded movement greater than 15% from stow, it commands engine idle power. AUTO-REDEPLOY In reverse thrust, if the EEC detects any un commanded movement greater than 10% from full deploy, it commands an auto-re deploy of the thrust reverser. When auto-re deploy is initiated to counteract inadvertent stow, the EEC will command the isolation valve to close and maintain it closed until FWD thrust has been reselected. The air aerodynamic load on the translating sleeves will normally be sufficient to redeploy the thrust reverser. In reverse thrust, if the EEC detects any un commanded movement greater than 22% from full deploy, it commands engine idle power. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 338 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only COMMAND LIMITATION - AUTO-RESTOW & AUTO-REDEPLOY TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 339 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only SERVICING, MAINTENANCE AND MEL ITEMS • CHECK OIL LEVEL ON THE SIGHT GAGE ON THE OIL TANK, • RAISE FILLER CAP HANDLE TO VERTICAL (UNLOCKED POSITION), • TURN THE OIL FILLER CAP TO REMOVE, • ADD OIL AS NECESSARY UP TO THE FULL MARK ON THE SIGHT GAGE, • INSTALL OIL FILLER CAP - MAKE SURE TO LOCK THE CAP. ENGINE OIL SERVICING CAUTION: THE ENGINE SHOULD BE SHUT DOWN FOR AT LEAST 5 MINUTES PRIOR TO OIL SERVICING. THIS ALLOWS THE RESIDUAL PRESSURE IN THE OIL TANK TO DECREASE. IF YOU OPEN THE FILLER CAP WHEN THERE IS PRESSURE IN THE TANK THE HOT OIL CAN SPRAY OUT AND BURN YOU. NOTE: IF POSSIBLE, THE ENGINE OIL SHOULD BE CHECKED AND SERVICED WITHIN 5 TO 60 MINUTES AFTER SHUTDOWN. NOTE: IF THE ENGINE HAS BEEN SHUTDOWN MORE 1 HOUR BUT LESS THAN 10 HOURS, START THE ENGINE AND RUN AT IDLE FOR 3 MINUTES PRIOR TO SERVICING. NOTE: IT IS ALSO POSSIBLE TO PRESSURE FILL THE ENGINE OIL. TWO PORTS ARE INSTALLED ON THE OIL TANK, ONE FOR PRESSURE AND ONE FOR OVERFLOW. SEE AMM FOR PROCEDURE. NOTE: IF THE ENGINE HAS BEEN SHUT DOWN FOR 10 HOURS OR MORE, YOU MUST DRY CRANK THE ENGINE FOLLOWED BY AN ENGINE START AND IDLE RUN OF AT LEAST 3 MINUTES DURATION. THIS IS TO ENSURE THAT THE OIL LEVEL SHOWN IN THE TANK IS CORRECT BEFORE OIL IS ADDED. • OPEN ENGINE OIL SERVICE DOOR ON LEFT FAN COWL, TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 340 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE OIL SERVICING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 341 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER CHIP DETECTOR CHECK The Master Magnetic Chip Detector (MCD) is located on the oil scavenge filter housing attached to the oil tank. The probe will collect any magnetic particles in the oil system. To check for contamination, remove the Master MCD first: • • • open the left fan cowl, push in and turn the MCD plug counterclockwise, check the AMM for examples of NORMAL and ABNORMAL contamination NOTE: NO CONTAMINATION ON MASTER MCD • NO MAINTENANCE REQUIRED. NOTE: CONTAMINATION ON MASTER MCD • INSPECT ALL OTHER MCD'S. • CLEAN THE MCD, • REPLACE SEAL RING AND RE-INSTALL • CHECK THAT THE RED MARKS ARE ALIGNED. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 342 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER CHIP DETECTOR CHECK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 343 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ADDITIONAL CHIP DETECTORS Additional magnetic chip detectors are installed in the oil system to isolate the source of metallic debris. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 344 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MASTER CHIP DETECTOR CHECK - ADDITIONAL CHIP DETECTORS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 345 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MEL / DEACTIVATION FUEL FILTER CLOGGING In case of a failure of the FUEL CLOG warning on ECAM, the aircraft may be dispatched per MEL as long as the fuel filter is changed once each day. The filter housing is part of the fuel cooled oil cooler on the fan case LH side. Procedure: • • • • • • • FADEC GND PWR selected OFF, open LH fan cowl, drain residual fuel using drain plug, open filter cover to remove and replace fuel filter element and o-rings, replace filter cover. Check AMM for correct torque value for filter cover bolts, perform minimum idle check for leaks, close fan cowl. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 346 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MEL / DEACTIVATION - FUEL FILTER CLOGGING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 347 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only T/R DEACTIVATION AND LOCKOUT Per the MEL, one or both Thrust Reversers may be deactivated in the STOWED position for dispatch. The deactivation procedure has two parts. First, the Hydraulic Control Unit (HCU) is deactivated. Moving the deactivation lever to the inhibit position prevents the pressurizing valve from supplying hydraulic pressure to the reverser actuators. In the second part of the deactivation procedure each translating sleeve is secured (bolted) to the reverser structure preventing any movement. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 348 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MEL / DEACTIVATION - T/R DEACTIVATION AND LOCKOUT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 349 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OIL FILTER CLOGGING In case of a failure of the OIL CLOG warning on ECAM, the aircraft may be dispatched per MEL as long as the scavenge filter is changed once each day. The filter housing is attached to the oil tank on the fan case LH side. Procedure: • • • • • • • • FADEC GND PWR selected OFF, open LH fan cowl, drain residual oil using drain plug, open filter cover to remove and replace the oil scavenge filter element and o-rings, replace filter cover. Check AMM/MEL for correct torque value for filter cover bolts, check Master MCD for contamination, perform minimum idle check for leaks, close fan cowl. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 350 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 TDTI / HAT / ATA 71-80 Austrian Technical Training School Notes - For Training Purposes Only Issue: 06/08 Revision: 18.06.2008 Page 351 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MEL / DEACTIVATION - OIL FILTER CLOGGING START VALVE MANUAL OPERATION In case of an electrical failure of the start valve, the valve may be operated manually to start the engine. The aircraft may be dispatched per the MEL with the valve INOP closed. • MAKE SURE THAT THE START VALVE IS FULLY CLOSED. NOTE: DO NOT OPERATE THE VALVE UNLESS THE STARTER SYSTEM IS PRESSURIZED. DAMAGE TO THE VALVE CAN OCCUR. • OPEN THE START VALVE ACCESS DOOR ON THE RH COWL, • ESTABLISH COMMUNICATIONS WITH THE COCKPIT (INTERPHONE JACK ON ENGINE INLET COWL), • ON COMMAND FROM THE COCKPIT, USE A 3/8" SQUARE DRIVE TO MOVE THE START VALVE MANUAL HANDLE TO THE OPEN POSITION. NOTE: MAKE SURE YOU MAINTAIN PRESSURE AGAINST THE SPRING TENSION TO KEEP THE VALVE OPEN. • AFTER ENGINE START, ON COMMAND FROM THE COCKPIT, MOVE START VALVE MANUAL HANDLE TO CLOSED. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 352 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MEL / DEACTIVATION - START VALVE MANUAL OPERATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 353 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAINTENANCE TIPS The engine and pylon drain system is designed to collect fuel, oil, water and hydraulic fluid from engine systems and accessories and discharge them overboard through the engine drain mast and the pylon drain tubes. For troubleshooting and leak isolation the drain mast body has separate drains identified and visible with the cowls closed. The pylon drain tubes collect fluids from individual pylon chambers, also for leak isolation. If fluid leaks are found during transit operations, run the engine at idle for 5 minutes. If the leak stops, the aircraft may be dispatched without maintenance action. If leaks continue after 5 minutes, consult the AMM (ATA 71-70) for maximum permitted leakage limits for all of the drains. There are 2 limits for each drain. If the first limit is exceeded, the aircraft may be dispatched and can continue to operate for a maximum of 25 hours or 10 flights as long as the second limit is not exceeded. Here are some examples of engine drains with both leakage limits. See the AMM for complete list. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 354 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MAINTENANCE TIPS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 355 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENVIRONMENTAL PRECAUTIONS Do not discharge products such as oil, fuel, solvent, lubricant either in trash bins, soil or into the water network (drains, gutters, rain water, waste water, etc...). Sort waste fluids and use specific waste disposal containers. Each product must be stored in an appropriate and specific cabinet or room such as a fire-resistant and sealed cupboard. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 356 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENVIRONMENTAL PRECAUTIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 357 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only OPENING & CLOSING OF ENGINE COWL DOORS (3) FAN AND OPENING THRUST REVERSER COWL DOORS WARNING: DO NOT OPEN THE FAN COWL DOORS IF THE WIND SPEED IS MORE THAN 60 MPH (96 KM/H). BE CAREFUL IF YOU OPEN THE FAN COWL DOORS IF THE WIND SPEED IS MORE THAN 30 MPH (48 KM/H), INJURY OR DAMAGE TO THE ENGINE CAN OCCUR IF THE WIND MOVES THE FAN COWL DOORS. MAKE SURE THAT THE HOLD OPEN RODS OF THE FAN COWL DOORS ARE IN THE EXTENDED POSITION AND ARE ATTACHED CORRECTLY. IF NOT, THE COWL DOORS CAN CLOSE ACCIDENTALLY. WARNING: MAKE SURE THAT THE TAKE-UP DEVICE IS CORRECTLY ENGAGED BEFORE YOU RELEASE THE LATCHES. FAILURE TO DO SO CAN CAUSE THE LATCHES TO OPEN FAST AND CAUSE INJURY TO PERSONS. FAN COWL DOORS OPENING Before working on the engine, initial precautions have to be taken in the cockpit. On the engine START panel, check that the MASTER lever is at OFF position and install a warning notice stating not to start the engine. On the maintenance panel, make sure that the ON legend of the engine Full Authority Digital Engine Control (FADEC) GrouND PoWeR switch is extinguished and install a warning notice. Then, install a warning notice on the SLATS control lever, prohibiting use of the slats. For maintenance operations, the fan and thrust reverser cowl doors can be opened, but also, access panels are provided on the nacelle. On the left fan cowl door, there are accesses to the oil tank filler cap for servicing, and to the oil scavenge master chip detector for inspection. On the right fan cowl door, an access is provided for the start valve manual operation, to an override square drive. Let us now see the opening of the fan cowl doors. First, unlock the four tension latches on the engine centerline. For each latch, push the latch snap to release the latch handle. Manually lift and support the door at the lower edge. Release the front hold-open rod from its storage bracket and attach it to its support on the fan case. Open the door sufficiently to engage the rod, the rear hold-open rod is then extended and attached to its support. Make sure that it is correctly engaged. The second fan cowl door is opened in the same way. CAUTION: DO NOT OPEN THE INBOARD THRUST REVERSER "C" DUCT IF THE WING LEADING EDGE SLATS ARE EXTENDED. DAMAGE TO THE THRUST REVERSER, WING LEADING EDGE SLATS AND WING CAN OCCUR. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 358 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN COWL/ THRUST REVERSER DOORS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 359 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FANCOWL DOORS LOCKS TDTI / HAT / ATA 71-80 HOLD OPEN RODS Issue: 06/08 Revision: 18.06.2008 Page 360 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Opening of Fan Cowl Doors.wmv FAN AND THRUST REVERSER COWL DOORS OPENING - FAN COWL DOORS OPENING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 361 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER COWL DOORS T/R COWLING ("C-DUCT") OPENING/ CLOSING CAUTION: BEFORE OPENING: 1. WING SLATS MUST BE RETRACTED AND DEACTIVATED. 2. ALL 6 LATCHES & TAKE - UP DEVICES MUST BE RELEASED. 3. IF REVERSER IS DEPLOYED, PYLON FAIRING MUST BE REMOVED. 4. DEACTIVATE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) 5. FADEC POWER "OFF" 6. PUT WARNING NOTICES IN THE COCKPIT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 362 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C-DUCT DOORS OPENING WITH DEPLOYED THRUST REVERSER TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 363 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER HALF LATCHES 6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located: • 1 Front latch (access through the left fan cowl) • 3, Bifurcation latches (access through a panel under the C-Duct halves) • 2 latches on the reverser translating sleeve (Double Latch) TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 364 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER DOORS LATCHES TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 365 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only LATCH ACCESS PANEL & TAKE UP DEVICE An access panel as shown below, is provided to gain access to the three BIFURCATION "C" duct latches and the "C" duct take up device (also called, Auxiliary Latch Assembly ). The take up device is "turnbuckle" arrangement, which is used to draw the two "C" ducts together. This is necessary to compress the "C" duct seals far enough to enable the latch hooks to engage with the latch keepers. The take up device is used both when closing and opening the "C" ducts. The take up device must be disengaged and returned to its stowage bracket, inside the L/H "C" duct, when not in use. NOTE: RED OPEN FLAGS INSTALLED ON THE C-DUCT INDICATE THAT THE BIFURCATION LATCHES ARE OPEN. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 366 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C-DUCT LATCHES/ TAKE UP DEVICE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 367 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FRONT LATCH AND OPEN INDICATOR Access to the front latch is gained through the left hand fan cowl. The latch is equipped with a red open indicator. The open-indicator gets in view through a gap in the cowling (also when the thrust reverser halfs, are closed ) to indicate a not proper closed reverser cowl. CAUTION: MAKE SURE THAT YOU POSITION THE FRONT LATCH CORRECTLY AGAINST THE FRONT LATCH OPEN INDICATOR WHILE YOU PULL THE THRUST REVERSER HALVES TOGETHER WITH THE AUXILIARY LATCH ASSEMBLY (TAKE UP DEVICE). IF YOU DO NOT DO THIS THE FRONT LATCH CAN GET CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 368 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FRONT LATCH INDICATOR TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 369 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C - DUCT OPENING/ CLOSING SYSTEM On each “C” duct a single acting hydraulic actuator is provided for opening. A hydraulic hand pump must be connected to a self sealing/ quick release hydraulic connection for opening. NOTE: THE HYDRAULIC FLUID USED IN THE SYSTEM IS ENGINE LUBRICATING OIL. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 370 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C-DUCT OPENING ACTUATORS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 371 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C - DUCT HOLD OPEN STRUTS Two hold open struts are provided on each C - duct to support the C ducts in the open position. The struts engage with anchorage, points located on the engine as shown below. When, not in use the struts are located in stowage brackets provided inside the C – duct. The front strut is a fixed length strut. The rear strut is a telescopic strut and must be extended before use. The, arrangement for the L.H. “C” duct is shown below, the R.H. V duct is similar. WARNING BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE “C” DUCTS IN THE OPEN POSITION. THE V DUCTS WEIGH APPROX 578 LBS EACH. SERIOUS INJURY TO PERSONNEL WORKING UNDER THE “C” DUCTS CAN OCCUR IF THE V DUCT IS SUDDENLY RELEASED. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 372 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only C-DUCT HOLD OPEN RODS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 373 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER COWL DOORS OPENING First, gain access to the hydraulic control unit lever, and deactivate the thrust reverser system. Before unlocking the latches, open the latch access panel. Engage the thrust reverser take-up device on its bracket, and turn the adjustment nut to push the two halves together and to relieve the tension on the latches. Once the tension is relieved, release the five latches at all positions, aft, center and forward. Now the adjustment nut of the take-up device is loosened to disengage the take-up device which is then stored on its storage bracket. Before opening the thrust reverser cowl doors, make certain that the slats are retracted and the translating sleeves stowed. The thrust reverser cowl doors are opened using a hydraulic hand pump. Remove the dust cover from the quick disconnect and connect the hand pump. Open the hand pump valve, and pump to pressurize the opening actuator until the reverser half reaches the fully open position. When the door is opened, unstow the hold open rods from their storage brackets and attach them on their supports on the engine core. Unload the hand pump until the rods hold the weight of that half. Disconnect the hand pump manifold and put the cap on the quick disconnect. The second half is opened in the same way. Once all doors are opened, the engine is accessible for maintenance operations. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 374 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Opening of Thrust Reverser Doors.wmv FAN AND THRUST REVERSER COWL DOORS OPENING - THRUST REVERSER COWL DOORS OPENING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 375 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 FAN AND CLOSING THRUST REVERSER Austrian Technical Training School Notes - For Training Purposes Only COWL DOORS CAUTION: MAKE SURE THAT THE ENGINE AREA IS CLEAR OF TOOLS AND EQUIPMENT BEFORE CLOSING THE FAN COWL DOORS. THRUST REVERSER COWL DOORS CLOSING Let us now see the cowls closing sequence. The thrust reverser doors are closed first. Pressurize the opening actuator to release the load from the hold-open rods. Disengage the rods from their supports and store them. Slowly open the hand pump relief valve, the actual door closing rate should be controlled by the hand pump. However, as a safety device, the actuator ensures a minimum door closing time. When the door is fully closed, disconnect the hand pump and replace the cap on the quick disconnect. The left thrust reverser cowl door is then closed. On the engine centerline, engage the take-up device, and turn the adjustment nut to push the halves together. Then, engage and lock all the latches. Do not forget to release and restore the takeup device before closing the latch access panel. On the Hydraulic Control Unit (HCU), remove the inhibition pin to reactivate the thrust reverser system. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 376 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Closing of Thrust Reverser Doors.wmv FAN AND THRUST REVERSER COWL DOORS CLOSING - THRUST REVERSER COWL DOORS CLOSING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 377 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN COWL DOORS CLOSING Now close the fan cowl doors. Remove the aft and forward hold-open rods from their support on the fan case and store them on the fan cowl door. The second fan cowl door is closed in the same way. Push the doors together to lock the latches. Check that the hooks are correctly engaged and close the latches. Finally, in the cockpit, remove the warning notices from the panels, and the SLATS control lever. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 378 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Closing of Fan Doors.wmv FAN AND THRUST REVERSER COWL DOORS CLOSING - FAN COWL DOORS CLOSING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 379 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THRUST REVERSER DEACTIVATION AND LOCKOUT INDICATING THAT THE CORRESPONDING REVERSER IS INOPERATIVE AND NOTE IT IN THE LOGBOOK. WARNING: THE THRUST REVERSER SYSTEM SHOULD BE DEACTIVATED USING THE HYDRAULIC CONTROL UNIT (HCU) LEVER, BEFORE WORKING ON THE SYSTEM OR ON THE ENGINE. IF NOT THE THRUST REVERSER CAN ACCIDENTALLY OPERATE AND CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR DAMAGE TO THE REVERSER. This procedure is carried out when a fault occurs on a thrust reverser, which cannot be repaired for the next flight. Deactivation and lockout are therefore provided to secure the translating sleeves in the stowed position when the aircraft has to be dispatched with an inoperative thrust reverser. First, on the ENGine START panel, check that the MASTER lever is at OFF position and install a warning notice stating not to start the engine. On the maintenance panel, make sure the engine Full Authority Digital Engine Control (FADEC) GrouND PoWeR switch is OFF, and install a warning notice. On the engine, open the left fan cowl door. Gain access to the hydraulic control unit, move the lever to deactivate the thrust reverser and install the safety pin to hold the lever in the OFF position. Make certain that the translating sleeves are in the retracted position. Lock out each translating sleeve by using lock pins. For each translating sleeve, remove the thrust reverser lock pin from the lower lock pin receptacle and the dummy pin from the upper lock pin receptacle then, interchange them. NOTE: THE RED HEAD OF THE LOCK PIN WHICH EXTENDS ABOVE THE SURFACE OF THE SLEEVE TO INDICATE THE LOCKOUT. CLOSE THE FAN COWL DOOR AND MAKE SURE THAT THE WORKING AREA IS CLEAN AND CLEAR OF THE TOOLS AND OTHER ITEMS. FINALLY, IN THE COCKPIT, REMOVE THE WARNING NOTICES, AND INSTALL A PLACARD TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 380 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Thrust Reverser deactivation and Lockout.wmv THRUST REVERSER DEACTIVATION AND LOCKOUT TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 381 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PRECAUTIONS CAUTION: DO NOT EXTEND AND STOW THE TRANSLATING SLEEVES WITH THE THRUST REVERSER "C" DUCTS OPEN. DAMAGE TO THE TRANSLATING SLEEVES, SYNCHRONIZING SYSTEM AND THE HINGE ACCESS PANELS COULD OCCUR. DO NOT USE POWER TOOLS IN THE MANUAL DRIVE SOCKETS. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 382 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PRECAUTIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 383 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only MANUAL DEPLOYMENT AND STOWAGE PROCEDURE WARNING: THE THRUST REVERSER SYSTEM SHOULD BE DEACTIVATED USING THE HYDRAULIC CONTROL UNIT (HCU) LEVER, BEFORE WORKING ON THE SYSTEM OR ON THE ENGINE. IF NOT THE THRUST REVERSER CAN ACCIDENTLY OPERATE AND CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR DAMAGE TO THE REVERSER. NOTE: BOTH TRANSLATING SLEEVES MOVE TOGETHER DUE TO THE SYNCHRONIZING SYSTEM. Make sure that the A/C is in the same configuration as for the manual deploying task. Before the manual deployment of the translating sleeves some precautions have to be taken in the cockpit. On the ENGine START panel, check that the MASTER lever is at OFF position and install a warning notice. On the maintenance panel, make sure that the ENGine FADEC GrouND PoWeR SWitch is OFF and install a warning notice. Gain access to the HCU, move the lever to the OFF position to deactivate the thrust reverser system and install the safety pin. Gain access to the manually by-passable non-return valve by removing the corresponding pylon access panel. Now, move the non-return valve lever to the bypass position. After that, on the lower actuator move the lock lever to the unlocked position, this releases the actuator and permits manual deployment. Before operating, check that the flexible shaft is correctly engaged inside the manual drive, then insert a speed wrench into the manual drive shaft and deploy the translating sleeves. When looking FWD, you can see the blocker doors moving. With the translating sleeves deployed the cascades are accessible. To stow the translating sleeves, reverse the procedure. When the translating sleeves reach the fully stowed position the lock lever on the lower actuator automatically engages. Then return the manually by-passable non-return valve lever to the normal position and reactivate the thrust reverser system through the HCU lever. Finally, in the cockpit remove the warning notices. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 384 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Manual Deploying and Stowing of Thrust Reverser Translating Sleeves.wmv MANUAL DEPLOYMENT AND STOWAGE PROCEDURE TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 385 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PRECAUTIONS WARNING: MAKE SURE THAT YOU HAVE THE CORRECT FIRE FIGHTING EQUIPMENT AVAILABLE BEFORE YOU START ANY TASK ON THE FUEL SYSTEM. MAKE SURE THAT THE L/G SAFETY-LOCKS AND THE WHEEL CHOCKS ARE IN POSITION. PUT THE SAFETY DEVICES AND THE WARNING NOTICES IN POSITION BEFORE YOU START ANY TASK ON OR NEAR: • THE FLIGHT CONTROLS, • THE FLIGHT CONTROL SURFACES, • THE L/G AND THE ASSOCIATED DOORS, • ANY COMPONENT THAT MOVES. MAKE SURE THAT ALL THE CIRCUITS IN MAINTENANCE ARE ISOLATED BEFORE YOU SUPPLY ELECTRICAL POWER TO THE A/C. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 386 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only PRECAUTIONS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 387 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE REMOVAL AND INSTALLATION (3) BOOTSTRAP SYSTEM INSTALLATION The removal and installation of the engine requires the installation of a bootstrap system on the aircraft pylon. The bootstrap system is composed of two elements, to be installed at the front and at the rear of the pylon. Each element permits to attach at its ends the chain pulley blocks assembly and dynamometers that are used to lower or to lift the transportation stand attached to the engine. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 388 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BOOTSTRAP SYSTEM INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 389 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only BOOTSTRAP SYSTEM INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 390 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 391 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE TRANSPORTATION STAND ATTACHMENT POINTS The engine transportation stand, which is used for engine removal and installation, can be fixed to the engine by means of four trunnions: • • two front trunnions fixed on the LP compressor case, LH side and RH side, two rear trunnions fixed on the LP turbine case, LH side and RH side. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 392 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE TRANSPORTATION STAND ATTACHMENT POINTS TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 393 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE REMOVAL Before the removal operation the engine systems must be deactivated and isolated from the aircraft, and all the connections disconnected from the pylon interfaces. To support the cowl doors during the operation hold-open braces are installed. Then the engine trolley and cradle are placed under the engine. To support the engine during removal and transportation fixtures are installed at handling points on the fan case and also on the turbine rear frame. On the FWD engine mount, each bolt is loosened and retorqued to the maximum force an operator using a standard wrench can apply. The center hinge clamp of the FWD bootstrap is then fixed on the pyramid where hinge arms will be installed. The rear beam of the bootstrap equipment is fixed on the pylon lower part, then the dynamometers and chain pulley blocks are installed. Disconnect the engine cradle from the trolley and raise the cradle to the engine using the four chain pulley blocks. When the cradle reaches the engine handling points secure the supports on the front and on the rear parts. Loosen and remove the bolts of the FWD mount, then the bolts of the aft mount through an access provided when the hinge access panel is removed. Make sure that no lines or unions remain connected to the pylon and lower the engine using the four chain pulley blocks, also check that the engine mounts disengage correctly from their attaches. Slowly continue the descent until the cradle touches the trolley. Then secure and lock it. Remove the chain hoists and the FWD hinge arms, then the chain pulley blocks and dynamometers from the rear beam. Now push forward the engine from under the pylon, making sure that nothing catches. With the engine removed it is now possible to see the aft and FWD mounts in more detail and also the front hinge clamp and the rear beam installation. Notice the hold-open brace which holds the thrust reverser cowl door in the open position. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 394 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Engine Removal.wmv ENGINE REMOVAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 395 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE INSTALLATION All the equipment is re-installed to provide the engine lifting. Start the lifting using the pulley levers and check that the dynamometers show the correct load. Raise the engine cradle gradually. As the engine reaches the pylon take care that the FWD and rear mounts engage correctly. Then install the bolts to both mounts and tighten them. Note that you never use the same bolts. Always change them for new or inspected ones. When the engine cradle is on the trolley remove the four chain pulley blocks and dynamometers, then the bootstrap equipment. Reconnect all lines and electrical harnesses to the pylon interfaces. Finally lock the cradle to the trolley. Push the trolley out from under the engine and remove the hold-open braces from the cowls. The engine can now be put back in serviceable condition. NOTE: AVOID ANY DYNAMIC EFFECT DURING DESCENT. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 396 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Engine Installation.wmv ENGINE INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 397 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN COWL DOOR REMOVAL/INSTALLATION WARNING: DO NOT OPEN THE FAN COWL DOOR(S) WHEN THE WIND SPEED IS 60 MPH (96 KPH) OR MORE. INJURY AND/OR DAMAGE TO THE ENGINE CAN OCCUR IF THE WIND MOVES THE FAN COWL DOOR(S). REMOVAL Make sure that the A/C is prepared for the removal task. First open the fan cowl door and install the hoisting sling. Disengage and store the hold-open rods. Lift the door with the hoist and gain access to the hinges. Remove the four hinge bolts and nuts. Make a note of the position of the bolts because they must be put at the same place during the installation. Finally remove and lift the door over to the transit stand. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 398 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Fan Cowl Door Removal.wmv FAN COWL DOOR REMOVAL/INSTALLATION - REMOVAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 399 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only INSTALLATION We will now see a fan cowl door installation. First of all, prepare the A/C for maintenance tasks on the engine. On the transit stand attach the hoisting sling to the lower part of the fan cowl door and secure it. Then on the opposite side attach the sling to the upper hoisting points and secure it. Remove the fan cowl door from the fan cowl transit stand with the sling and the hoist and carefully install the door. Examine the fan cowl hinges and the pylon hinges and make sure that they are not damaged before aligning them. Install the bolts and nuts. Make sure that the bolts are installed in the same positions noted during removal. Deploy the hold-open rods and engage them on their attach brackets on the fan case. Finally remove the sling and return to the initial A/C configuration as defined in the close-up subtasks. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 400 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Fan Cowl Door Installation.wmv FAN COWL DOOR REMOVAL/INSTALLATION - INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 401 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 THRUST REVERSER REMOVAL/INSTALLATION Austrian Technical Training School Notes - For Training Purposes Only COWL DOOR WARNING: DO NOT GET HYDRAULIC FLUID ON YOUR SKIN, IN YOUR MOUTH OR IN YOUR EYES. HYDRAULIC FLUID IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. FLUSH HYDRAULIC FLUID FROM YOUR MOUTH OR YOUR EYES AND GET MEDICAL AID. BE CAREFUL DURING THE REMOVAL OR INSTALLATION OF THE THRUST REVERSER "C" DUCT, IT WEIGHS 580 LBS (263 KG). the weight of the thrust reverser cowl door, and after having removed the hinge access panel from the pylon, attach the last hoisting fixture to the thrust reverser hinge upper beam. Next, disconnect the hydraulic manifold from the thrust reverser cowl door opening actuator. Install the protective caps, and remove the actuator. On the thrust reverser system disconnect the electrical connector from the electrical receptacle, and disconnect the deploy and retract hoses from the upper actuator, then gain access to the pylon hinges and remove the four hinge bolts and nuts. Carefully lift and disengage the thrust reverser cowl door from the pylon hinges. Remove the cowl door taking care that it does not hit against the slat surfaces. Finally lower it onto its dolly. CAUTION: DO NOT OPEN OR REMOVE THE THRUST REVERSER "C" DUCTS IF THE WING LEADING EDGE SLATS ARE EXTENDED. THIS WILL CAUSE DAMAGE TO THE THRUST REVERSER, THE WING LEADING EDGE SLATS AND THE WING. WARNING: MAKE SURE THAT THE HYDRAULIC HAND PUMP HOSE IS CORRECTLY CONNECTED TO THE THRUST REVERSER "C" DUCT OPENING ACTUATOR, IF NOT THE THRUST REVERSER "C" DUCT CAN CLOSE QUICKLY AND CAUSE INJURY TO PERSONS BETWEEN THE THRUST REVERSER "C" DUCT AND THE ENGINE. MAKE SURE THAT ALL THE TRAPPED AIR IS BLED FROM THE SYSTEM, IF NOT TRAPPED AIR WILL CAUSE AN IRREGULAR CLOSE RATE OF THE THRUST REVERSER "C" DUCT. REMOVAL First of all prepare the A/C for the removal task and deactivate the thrust reverser system. Install the thrust reverser sling to the sling points. First at the two lower hoisting points. Using the hoist hold up TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 402 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Thrust Reverser Door Removal.wmv THRUST REVERSER COWL DOOR REMOVAL/INSTALLATION - REMOVAL TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 403 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only INSTALLATION Make sure that the A/C is in same configuration as for the removal task with the thrust reverser system deactivated. On the dolly, attach the thrust reverser hoisting sling to the three sling points on the thrust reverser half. First, attach the sling to the hoisting fixture provided on the thrust reverser hinge upper beam. Then attach the sling to the lower hoisting points of the cowl door. Lift the cowl door from the dolly, and carefully position the cowl door onto the pylon. Align the thrust reverser cowl door hinges with the hinges on the crossover beams of the pylon, and install the four hinge bolts, first at position four, then at positions one, two and three. Next, remove the hoisting fixture from the hinge upper beam and keep the lower two sling points attached. Using the hoist, lift the door to the maximum open position. Extend the rear and FWD hold-open rods and make sure that they are correctly engaged. Remove the thrust reverser sling from the lower hoisting points. After that, remove the dust cover from the quick disconnect and connect the hydraulic hose from a hand pump or service unit. Inside the thrust reverser half gain access to the mounting bracket of the thrust reverser cowl door opening actuator. Position the cowl door opening actuator, and attach it to its mounting bracket on the thrust reverser cowl door. Then remove the protective cap from the opening actuator hydraulic connector, and connect the hydraulic manifolds. Using the hydraulic service units or hand pump pressurize the actuator to bleed the air. When finished, tighten and torque the hydraulic manifold connector. Then reinstall the protective shroud. On the opposite side of the engine, gain access to the opening actuator hinge beam on the pylon, and using the hydraulic service units, extend the opening actuator rod to the hinge beam. Align and attach it. Next close the thrust reverser cowl door by operating the hydraulic service unit. On the engine bottom centerline, engage and latch correctly both thrust reverser halves together. On the pylon area, finish tightening the hinge bolts and torque them at all positions. On the thrust reverser system, remove the dust cover of the hydraulic TDTI / HAT / ATA 71-80 Issue: 06/08 deploy hose. Use a container to collect the drained hydraulic fluid, then insert the reverser flexible shaft into the deploy hose, and connect the deploy hose to the thrust reverser upper actuator. In the same way, connect the thrust reverser retract hose. On the thrust reverser system electrical receptacle, reconnect the electrical connector. On the pylon area, reinstall the hinge access panel, and the pylon fairings. Finally, return the A/C to the initial configuration as defined in the close-up subtasks. Revision: 18.06.2008 Page 404 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Thrust Reverser Cowl Door Installation.wmv THRUST REVERSER COWL DOOR REMOVAL/INSTALLATION - INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 405 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 COMMON NOZZLE REMOVAL/INSTALLATION Austrian Technical Training School Notes - For Training Purposes Only ASSEMBLY The Common Nozzle Assembly or CNA can be removed easily. Place the special dolly in position, and raise the support up to the CNA, loosen and remove the 56 bolts which fix the CNA to the engine flange. Disconnect it. Then lower the assembly and move it away from the engine. For transportation, it is recommended to attach the CNA to its support. With the CNA removed it is now possible to see the exhaust plug in detail. The installation is the reverse procedure. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 406 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Common Nozzle Assembly Removal and Installation.wmv COMMON NOZZLE ASSEMBLY - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 407 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AIR INTAKE COWL - REMOVAL/INSTALLATION WARNING: BE CAREFUL DURING THE REMOVAL AND INSTALLATION OF THE AIR INTAKE COWL, IT WEIGHS 238 LBS (108 KG). DO NOT GET THE CLEANING FLUID ON YOUR SKIN, IN YOUR EYES OR IN YOUR MOUTH, THE CLEANING FLUID IS POISONOUS. FLUSH CLEANING FLUID FROM YOUR EYES, MOUTH OR SKIN WITH WATER. USE ONLY IN AN AREA OPEN TO THE AIR. To remove the air inlet cowl, the fan cowl doors must be opened. Connect the special sling to a hoist, and attach the sling to the air inlet cowl hoisting points. Using the hoist, hold up the weight of the cowl and remove the bolts, then disconnect the pressure tube and electrical connectors of the P2/T2 sensor and remove the coupling at the antiice duct connection. Move the air inlet cowl FWD to disengage it. Then carry up and lower it on to its support. The air inlet cowl installation is the reverse procedure. During the installation take care that the inlet cowl locating pins engage correctly to the front engine flange. Then install and tighten the bolts. Finally, reconnect everything up and remove the sling equipment. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 408 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Air Inlet Cowl Removal and Installation.wmv AIR INTAKE COWL - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 409 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only NOTE: THAT THE MOMENT WEIGHT OF THE FAN BLADE IS IDENTIFIED ON FAN BLADE - REMOVAL/INSTALLATION CAUTION: DO NOT LET TOOLS, PARTS OR UNWANTED MATERIALS FALL ON THE AIR INTAKE COWL SURFACE WHEN YOU USE THE WORK MAT. TO PREVENT THIS, SEAL THE EDGES OF THE WORK MAT WITH TAPE BEFORE YOU USE IT. BE CAREFUL DURING THE REMOVAL OF THE FRONT BLADE RETAINING RING AND THE STAGE 1 FAN BLADE, THEY EACH WEIGH APPROXIMATELY 10 LBS (4.5 KG). DO NOT PUT ANY TOOLS OR PARTS THAT ARE REMOVED IN THE STAGE 1 FAN DISK INNER SURFACE. BE CAREFUL DURING THE INSTALLATION OF THE FRONT BLADE RETAINING RING AND THE STAGE 1 FAN B LA D E , THEY EACH WEIGH APPROXIMATELY 10 LBS (4.5 KG). the bottom face of the blade root. For the installation, align the replacement blade with the disk dovetail and install the two annulus fillers to their initial position. Reinstall the front blade retaining ring and secure it. Next install the 22 bolts which fix the annulus filler. Finally, reinstall the inlet cone and leave the work area making certain that it is clean and clear of tools and other items. WARNING: DO NOT LET ENGINE OIL STAY ON YOUR SKIN A LONG TIME, IT IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. An individual fan blade can be changed easily if it is damaged, in this case, the fan blade must be changed with the same moment weight. First, remove the inlet cone. With the inlet cone removed, the front blade retaining ring is now accessible to remove it. Remove the 22 bolts which secure the annulus fillers between the fan blades and the 36 bolts which maintain the front blade retaining ring. Next, install puller bolts at six hole positions, and tighten them. Using these puller bolts, release the front blade retaining ring from the stage one fan disk. Turn the fan so that the blade to be removed is at twelve o'clock position. Then remove the two annulus fillers of the corresponding blade. Pull the blade forward along the dovetail slot and remove it. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 410 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Fan Blade Removal and Installation.wmv FAN BLADE - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 411 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only FAN MODULE - REMOVAL/INSTALLATION WARNING: BE CAREFUL DURING THE REMOVAL AND INSTALLATION OF THE FAN MODULE, IT WEIGHS APPROXIMATELY 395 LBS (179 KG). PUT APPROVED GLOVES ON YOUR HANDS BEFORE YOU HOLD THE FAN BLADES. THE LEADING EDGES OF THE FAN BLADES CAN CAUSE INJURY TO YOUR HANDS. BE CAREFUL DURING THE ASSEMBLY OF THE CANTILEVER SLING AND THE SLING ADAPTER, THE SLING WEIGHS 165 LBS (75 KG) AND THE ADAPTER WEIGHS 74 LBS (34 KG). DO NOT GET ENGINE OIL ON YOUR SKIN FOR A LONG TIME, THE OIL IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. CAUTION: DO NOT TOUCH THE STAGE 1 FAN DISK WITH TOOLS WHEN YOU LOOSEN OR REMOVE THE CURVIC COUPLING BOLTS. THERE ARE TWENTY-FOUR CURVIC COUPLING BOLTS WHICH ATTACH THE FAN MODULE TO THE LP COMPRESSOR/INTERMEDIATE CASE MODULE. DURING REMOVAL OF THE FAN MODULE, KEEP THREE OF THE BOLTS IN POSITION UNTIL AFTER THE INSTALLATION OF THE SUPPORT AND SLINGING TOOLS. OBSERVE THE CORRECT UNTORQUE PROCEDURE AND PLACE THE HUB PROTECTOR. MAKE SURE THAT THE QUICK-RELEASE PIN IS INSTALLED IN THE INNER HOLES IN THE CANTILEVER SLING BRACKET BEFORE MOVING THE FAN MODULE/SLINGING ASSEMBLY. PUT TWO PERSONS ON EACH SIDE OF THE FAN MODULE BEFORE MOVING THE FAN MODULE/SLING TOOL ASSEMBLY. MAKE SURE THAT THE QUICK-RELEASE PIN IS INSTALLED IN THE INNER HOLES IN THE CANTILEVER SLING BRACKET BEFORE MOVING THE FAN MODULE/SLINGING TOOL TDTI / HAT / ATA 71-80 Issue: 06/08 ASSEMBLY. DO NOT TOUCH THE STAGE 1 FAN DISK WITH TOOLS WHEN YOU INSTALL OR TIGHTEN THE CURVIC COUPLING BOLTS. DO NOT USE A POWER WRENCH TO TIGHTEN THE BOLTS. THE USE OF A POWER WRENCH CAN CAUSE DAMAGE TO THE BOLTS. WHEN YOU TORQUE THE CURVIC COUPLING BOLTS, IT IS IMPORTANT THAT THE TORQUE VALUE IS ON THE INCREASE. A NEW BOLT MUST BE INSTALLED IF THE TORQUE VALUE IS CONSTANT OR DECREASES. For this operation, the air inlet cowl must be removed first, then remove the inlet cone and its fairing. There are 25 curvic bolts which attach the fan module. Put hub protectors and remove 21 out of 24 bolts observing the unscrew procedure. The three bolts adjacent to the guide pins of the stub shaft remain in position. Next, the hub protectors are removed to install the sling adapter. Then the sling adapter is fixed. Using the hoist, connect the cantilever sling to the sling adapter. Secure the sling adapter with a quick-release pin. Using the adjustment handle, align the hoisting plate to the witness mark. Remove the remaining three curvic bolts and carefully move FWD the fan assembly making sure that nothing hits against the fan case. The fan module is reinstalled with the same precautions. Use the correlation mark and the U slot of the stub shaft to align the fan disk. Make sure that the fan module is correctly engaged and secure it with the curvic bolts at two, four, eight and ten o'clock position. Then remove the sling adapter with the cantilever sling. Install and tighten the other curvic bolts. Finally, reinstall the air inlet cowl and the inlet cone. When leaving the work area, make sure that the air intake is clear and clean of tools. Revision: 18.06.2008 Page 412 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Fan Module Removal and Installation.wmv FAN MODULE - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 413 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only ENGINE BORESCOPE - INSPECTION/CHECK WARNING: IF YOU GET FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH CLEAN WATER AND GET MEDICAL AID. MAKE SURE THAT THE BLANKING PLUG IS SUFFICIENTLY COOL BEFORE REMOVAL, THE TEMPERATURE STAYS HIGH FOR A SHORT TIME AFTER ENGINE SHUTDOWN. IF YOU GET FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH CLEAN WATER AND GET MEDICAL AID. damages. Here the operator is inspecting the HP turbine first stage vanes through an igniter port, and here we can see the leading edge of the HP turbine first stage blades. In fact, it is through this unit and an optic fiber that the pictures can be picked up and transmitted. CAUTION: BE CAREFUL DURING INSTALLATION AND REMOVAL OF THE GUIDE TUBE NOT TO CAUSE DAMAGE TO THE OUTER OR INNER OUTLET GUIDE VANES. THE LIMITS WHICH FOLLOW ARE APPLICABLE ON A CONTINUING SERVICE BASIS ONLY. EACH LIMIT IS BASED ON WHAT THE STRUCTURE OF THE VANE MUST BE AND DOES NOT INDICATE THAT THERE WILL NOT BE DETERIORATION OF THE ENGINE PERFORMANCE, STABILITY, OPERATING LIMITS OR PART REPAIRABILITY. MAKE SURE THAT THE BORESCOPE TIP IS NOT IN THE PATH OF THE STAGE 1 HIGH PRESSURE TURBINE (HPT) BLADES BEFORE ROTATING THE ENGINE. We will now see a presentation of the borescope equipment. First of all a rotator kit is installed on the cranking pad near the starter for manual drive of the High Pressure (HP) rotor, then to inspect the affected sections, the corresponding borescope port covers have to be removed. Here are the borescope port covers removed from the HP compressor stage 3, stage 4, stage 7 and 8, stage 9 and 10, stage 11 and 12, and the HP turbine stage 1 and 2, stage 2 and LP turbine, the borescope inspection requires skill and competence. When inserting the borescope probe, we can examine the blades, and by turning the compressor we can detect if there are some cracks, nicks or tip TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 414 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Engine Borescope Inspection.wmv ENGINE BORESCOPE - INSPECTION/CHECK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 415 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only AIR STARTER - REMOVAL/INSTALLATION WARNING: DO NOT LET ENGINE OIL STAY ON YOUR SKIN FOR A LONG TIME, THE OIL IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. BE CAREFUL DURING REMOVAL OR INSTALLATION OF THE STARTER, IT WEIGHS 33 LBS (15 KG). CAUTION: DURING INSTALLATION OF THE AIR DUCT, DO NOT PUT MORE STRESS THAN IS NECESSARY ON THE DUCT. IN CASE OF MECHANICAL RUPTURE OR FAILURE, THE AIR STARTER CAN BE EASILY REMOVED ON LINE. FIRST RELEASE THE CLAMP OF THE LOWER AIR DUCT AT THE AIR STARTER INLET JUNCTION AND DISCARD THE GASKET. HOLD THE AIR DUCT AND RELEASE THE CLAMP AT THE START VALVE OUTLET JUNCTION THEN REMOVE THE AIR DUCT AND THE CLAMPS. RELEASE THE QUICK-DETACH CLAMP AND DISCONNECT THE STARTER FROM ITS ADAPTER HOUSING. WITH THE STARTER REMOVED, IT IS POSSIBLE TO SEE THE DRIVE PAD AND THE SPLINES OF THE ADAPTER WHERE THE STARTER IS ENGAGED. ALSO ON THE STARTER YOU CAN SEE THE TURBINE ROTOR SECTION, THE ENGAGEMENT SPLINES AND DRIVE SHAFT. THE INSTALLATION OF THE STARTER IS THE REVERSE PROCEDURE. NOTE: DURING INSTALLED. THIS TASK, NEW TDTI / HAT / ATA 71-80 GASKETS MUST BE Issue: 06/08 Revision: 18.06.2008 Page 416 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only Air Starter Removal and Installation.wmv AIR STARTER - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 417 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDG - REMOVAL/INSTALLATION WARNING: BE CAREFUL DURING THE REMOVAL OR THE INSTALLATION OF THE INTEGRATED DRIVE GENERATOR (IDG), IT WEIGHS 124 LBS (60 KG). DO NOT LET ENGINE OIL ON YOUR SKIN FOR A LONG TIME, THE OIL IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. DO NOT TOUCH THE FUEL OR OIL SYSTEM COMPONENTS FOR A SHORT TIME AFTER THE ENGINE SHUTDOWN, THE ENGINE COMPONENTS STAY HOT FOR SOME TIME AND CAN CAUSE INJURY. Before removing the IDG, the engine must be shut down for at least 5 minutes to prevent burns because the oil stays hot for a few minutes. First of all, the IDG must be drained and the oil tubes disconnected and removed. Also remove the banjo couplings and note their initial positions. Then disconnect the three electrical connectors from the IDG. Remove the cover plate of the IDG terminal box and disconnect the output cables. Next place the special dolly in position and raise it up to the IDG. When the IDG is on the dolly, release the quickattach/detach coupling then pull the IDG FWD to disengage it. Let's now see the IDG installation. Using the dolly, lift the IDG up to its position and align the open marks on the quick-attach/detach coupling. When the IDG is engaged, tighten the coupling sufficiently to secure it, then remove the dolly, reconnect the electrical connectors and reinstall the oil tubes. CAUTION: DO NOT LET ENGINE OIL FALL ON THE ENGINE, UNWANTED OIL MUST BE REMOVED IMMEDIATELY. THE OIL CAN CAUSE DAMAGE TO THE SURFACE PROTECTION AND TO SOME PARTS. HELP THE IDG OUT IN A STRAIGHT LINE, THE INPUT SHAFT CAN CATCH AND CAUSE DAMAGE TO THE INPUT SEAL. DO NOT USE EXTERNAL PARTS OR TOOLS TO PULL THE IDG FROM THE GEARBOX, THEY CAN CAUSE DAMAGE. DO NOT APPLY SIDE LOADS WHICH COULD BEND THE SPLINED DRIVE SHAFT DURING THE INSTALLATION OF THE IDG. A BENT SPLINED DRIVE SHAFT WILL PREVENT CORRECT INSTALLATION OF THE IDG AND DAMAGE IT IN OPERATION. MAKE SURE THAT YOU DO NOT DAMAGE THE INPUT SEAL DURING THE INSTALLATION OF THE IDG. MAKE SURE THAT THE TUBES ARE NOT STRESSED, THIS CAN CAUSE DAMAGE. THE SQUARE WASHERS MUST BE INSTALLED BETWEEN THE PHASE CABLES AND THE TERMINAL BLOCK ON THE IDG TO PREVENT THE TERMINAL BLOCK BECOMING HOT AND CAUSING DAMAGE TO THE IDG. TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 418 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDG Removal and Installation.wmv IDG - REMOVAL/INSTALLATION TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 419 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only DECREASE TO 120°F (48,8°C) OR LESS BEFORE YOU DRAIN THE OIL. IDG - SERVICING WARNING: DO NOT LET ENGINE OIL STAY ON YOUR SKIN FOR A LONG TIME, THE OIL IS POISONOUS AND CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY. YOU MUST PUT THE DRAIN HOSE INTO A CONTAINER BEFORE YOU CONNECT THE DRAIN HOSE TO THE OVERFLOW DRAIN VALVE. MAKE SURE THAT THE DRAIN HOSE HANGS DOWN VERTICALLY AND THE END OF THE HOSE IS ABOVE THE OIL LEVEL IN THE CONTAINER. WHEN YOU CONNECT THE DRAIN HOSE TO THE IDG, YOU RELEASE THE OIL PRESSURE AND OIL WILL SPRAY FROM THE DRAIN HOSE. YOU MUST PUT THE DRAIN HOSE ON THE OVERFLOW DRAIN VALVE BEFORE YOU REMOVE THE CASE DRAIN PLUG. THE INSTALLATION OF THE DRAIN HOSE RELEASES THE PRESSURE IN THE IDG OIL SYSTEM. YOU MUST PUT THE DRAIN HOSE ONTO THE OVERFLOW DRAIN VALVE BEFORE YOU REMOVE THE CASE DRAIN PLUG. THE INSTALLATION OF THE DRAIN HOSE RELEASES THE PRESSURE IN THE IDG OIL SYSTEM. Do not touch the IDG system components for a short time after the engine is shut down. The engine components stay hot for some time and can cause injury. If the oil is below the minimum level, the green band, add oil to the IDG. Now prepare the IDG for servicing. Remove the caps from the overflow drain and pressure fill valves. First connect a drain hose to the overflow drain valve then connect the pressure fill hose from a service unit to the pressure fill valve. Using the service units, add oil, until the level reaches the full mark and the oil overflows through the drain hose. Drain oil until the oil level moves down to the green band. Remove the drain and pressure fill hoses from connectors and reinstall the caps. Finally perform a leak test. Do another check of the oil level 5 minutes later. NOTE: THIS PROCEDURE IS TO LET THE AIR ESCAPE FROM THE IDG OIL SYSTEM AND TO LET THE OIL FLOW AROUND THE SYSTEM. CAUTION: DO NOT LET ENGINE OIL FALL ON THE ENGINE, UNWANTED OIL MUST BE REMOVED IMMEDIATELY. THE OIL CAN CAUSE DAMAGE TO THE SURFACE PROTECTION AND TO SOME PARTS. THE DRAIN HOSE MUST BE CONNECTED TO LET THE OIL IN THE IDG DRAIN TO THE CORRECT LEVEL. THE IDG CAN BECOME TOO HOT IF IT CONTAINS TOO MUCH OIL. DO NOT OPERATE THE IDG WITHOUT SUFFICIENT OR WITH TOO MUCH OIL, THIS WILL CAUSE DAMAGE TO THE IDG. WHEN YOU SERVICE THE IDG OIL SYSTEM, DO NOT MIX TYPES OR BRANDS OF OIL. LET THE TEMPERATURE OF THE IDG TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 420 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only IDG Servicing.wmv IDG - SERVICING TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 421 A318/A319/A320/A321 DIFF IAE V2500 / Cat B1 Austrian Technical Training School Notes - For Training Purposes Only THIS PAGE INTENTIONALLY LEFT BLANK TDTI / HAT / ATA 71-80 Issue: 06/08 Revision: 18.06.2008 Page 422
