CFM LEAP - 1A
NEO differences from CEO
0835/TA34-LEAPSTD-R1
26Jan2018
Viewing of these notes are a pre-requisite to completing
the P E R book to extend your A3 or A4 Authority
to the Airbus Single Aisle New Engine Option (CFM LEAP 1A)
aircraft.
0835/TA34-LEAPSTD-R1
A319/A320/A321
TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM
LEAP
POWER PLANT (LEVEL1)
0835/TA34-LEAPSTD-R1
This document must be used for training purposes only.
Under no circumstances should this document be used as a reference.
It will not be updated.
All rights reserved
No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of AIRBUS S.A.S.
AIRBUS Environmental Recommendation.
Please consider your environmental responsability before printing this document.
A319/A320/A321
TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
INTRODUCTION
The CFM LEAP-1A engine is an axial flow, dual-rotor, variable stator,
high bypass ratio power plant. These engines power the A319, A320 and
A321 aircraft of the Single Aisle (SA) New Engine Option (NEO) family.
These engines reduce fuel consumption, air pollution and noise.
CFM International is a joint venture of GE and Safran Group's Snecma.
CFM LEAP-1A engines are available in several thrust ratings from 23000
lbs (10400 kg) to 33000 lbs (14900 kg).
For each model, the basic thrust ratings are referred with "1", reduced
thrust ratings are referred with "2", increased thrust ratings are referred
with "3".
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INTRODUCTION
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POWER PLANT CFM LEAP-1A PRESENTATION
INSTALLATION
The engine is attached to the pylon by forward and aft mounts to transmit
the engine and thrust loads.
The pylon connects the engine to the wing structure.
The engine nacelle:
- Ensures smooth airflow both around and into the engine,
- Protects the engine and the engine accessories,
- Provides engine noise attenuation,
- Permits access to the engine & its components for servicing.
The Powerplant major components are:
- Air Intake (or inlet) Cowl,
- Fan Cowl Doors with 3 latches,
- Thrust Reverser Cowl Doors with 8 latches,
- Engine Build up,
- Exhaust Nozzle and Plug.
NOTE: A Fan Cowl loss prevention system is installed:
- Mechanically with a flag,
- Electrically monitored by proximity switches.
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INSTALLATION
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INSTALLATION
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THIS PAGE INTENTIONALLY LEFT BLANK
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POWER PLANT CFM LEAP-1A PRESENTATION
ENGINE
LP SHAFT
The CFM LEAP-1A is a high bypass ratio (BPR 11:1) dual spool
turbofan.
The Low Pressure system is a direct drive architecture including:
- 18 blades
-3
- -D woven carbon fiber composite fan (and composite fan case).
The fan supplies most of the engine thrust. The air produced by the
fan is known as secondary or bypass airflow.
- A 3 stage booster supplies air to the engine core. This is primary
airflow.
- 7 stage Low Pressure Turbine (LPT).
The speed of the LP rotor is indicated on the ECAM as N1.
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ENGINE - LP SHAFT
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TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
ENGINE (continued)
HP SHAFT AND COMBUSTION CHAMBER
The High Pressure (HP) rotor is made up of 10 stages HP Compressor
(HPC) driven by two stages HP Turbine (HPT). The speed of the HP
rotor is indicated on the ECAM as N2.
The annular combustion chamber is installed between the HPC and
HPT.
It has ports for 19 fuel nozzles and 2 igniter plugs.
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TECHNICAL TRAINING MANUAL
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ENGINE - HP SHAFT AND COMBUSTION CHAMBER
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POWER PLANT CFM LEAP-1A PRESENTATION
ENGINE (continued)
TRANSFER & ACCESSORY GEARBOXES
During starting, the pneumatic Starter provides torque to the Internal
Gearbox (IGB) through the Transfer gearbox (TGB).
When engine runs, the HPC shaft drives the Accessory Gearbox (AGB)
accessories through the IGB and the TGB.
The fuel pump, lubrication unit, hydraulic pump, Integrated Drive
Generator (IDG) and FADEC Permanent Magnetic Alternator (PMA)
are all driven by AGB.
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TECHNICAL TRAINING MANUAL
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POWER PLANT (LEVEL1)
TP REV 6
ENGINE - TRANSFER & ACCESSORY GEARBOXES
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POWER PLANT CFM LEAP-1A PRESENTATION
FUEL AND STARTING
Fuel from the Aircraft tanks is pressurized, filtered, metered and supplied
at the pressure and flow rate necessary to enable stable engine operations
during all the phases.
The metered Fuel Flow is sent to the fuel nozzles for combustion and the
Servo Fuel is supplies fuel-operated components.
The engine fuel system comprises:
- Main Fuel Pump (MFP),
- Fuel Filter,
- Fuel/Oil Heat exchangers (FOHX),
- Fuel Metering Unit (FMU),
- Split Control Unit/Servo Valve Assembly (SCU/SVA),
- 19 Fuel nozzles,
- Fuel Return Valve (FRV).
The Aircraft Pneumatic system supplies the bleed air for Engine starting
via a bleed duct on the LH side, a Starter Air Valve (SAV) and the Air
Turbine Starter (ATS).
Two igniters can produce sparks within the combustion chamber to ignite
the air/fuel mixture.
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TP REV 6
FUEL AND STARTING
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TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
AIR SYSTEMS
The Compressor Airflow Control is done via the following:
- Variable Bleed Valves (VBVs) modulate primary airflow,
- Variable Stator Vane (VSV) system controls the amount of airflow in
HPC,
- Start Bleed/Booster Anti Ice (SB/BAI) system eases starting and avoid
icing on booster inlet using 7th HPC air discharge,
- Transient Bleed Valve (TBV) system discharges part of the HPC 10th
stage air to unload the compressor.
The HP Turbine blades are internally cooled.
The HP and LP Turbines' cases are externally cooled by fan air.
The Engine core compartment and accessories are ventilated.
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TECHNICAL TRAINING MANUAL
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AIR SYSTEMS
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TECHNICAL TRAINING MANUAL
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POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
OIL SYSTEM
The oil system lubricates the engine bearings and gears.
The oil is supplied by the lubrication unit, cooled, filtered and scavenge
back to the storage oil tank.
A vent circuit balances the internal air pressures.
The supply oil, cooled oil and the return oil parameters are monitored
for ECAM warnings and indications.
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OIL SYSTEM
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TECHNICAL TRAINING MANUAL
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POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
PROPULSION CONTROL SYSTEM (PCS) - FADEC
The Propulsion Control System (PCS) regroups the:
- FADEC system consists of 2 Electronic Engine Control (EEC) units
and a Pressure Sub-System (PSS) box.
- Engine Interface Unit (EIU).
In order to increase engine reliability and efficiency, the FADEC gives
the full range of engine control to achieve steady state and transient engine
performances when operated in combination with aircraft subsystems.
The EEC controls the operation of the following:
- Engine control for thrust setting in Manual and Auto thrust Modes,
- Thrust Control Malfunction (TCM) protection,
- Engine airflow control,
- Combustor fuel metering valve,
- Control and monitoring sensing,
- Ignition and starting systems,
- Command and monitoring of the thrust reverser system,
- Fault detection, isolation, annunciation and transmission to the A/C
(BITE).
When the engine is running, power for FADEC operation is supplied by
a Permanent Magnet Alternator driven by the gearbox.
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TECHNICAL TRAINING MANUAL
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PROPULSION CONTROL SYSTEM (PCS) - FADEC
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TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
PROPULSION CONTROL SYSTEM (PCS) - FADEC
(continued)
PROPULSION CONTROL SYSTEM - EIU
The EIU is an interface concentrator between the airframe and the
corresponding engine. Two EIUs are installed in the A/C.
EIU-1 interfaces with Engine 1 and EIU-2 interfaces with Engine 2.
The main functions of the EIU are:
- To concentrate data from cockpit panels and different aircraft systems
to the associated EECs on each engine,
- To ensure the segregation of the two engines,
- To give to the airframe the necessary logic and information from
engine and to other systems (APU, ECS, Bleed Air, Maintenance),
- To give to the FADEC system some necessary logic and information
from systems (example: flight/ground status).
The Fan Cowl latches of the A320 NEO are monitored by proximity
switches which send their position signals to the EIU.
The EIU transfers signals to the Flight Warning Computer (FWC) for
associated cockpit warnings based on specific logic conditions.
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A319/A320/A321
TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
POWER PLANT (LEVEL1)
TP REV 6
PROPULSION CONTROL SYSTEM (PCS) - FADEC - PROPULSION CONTROL SYSTEM - EIU
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
THRUST REVERSER SYSTEM
The flight crew manually selects reverse thrust by lifting the latching
levers on the throttle control levers on ground only.
The thrust reverser system operates 2 synchronized and mechanically
linked translating sleeves, 10 blocker doors with cascade vanes per engine.
Isolation Control Unit (ICU) supplies hydraulic power to operate thrust
reverser actuators.
The EEC in accordance with the EIU control the ICU and Directional
Control Unit (DCU) for deploy and stow sequences with 4 actuators.
The Spoiler Elevator Computers (SECs) authorize unlocking of Electrical
Tertiary Locks (ETLs).
For maintenance or dispatch the reverser system can be inhibited.
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TECHNICAL TRAINING MANUAL
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THRUST REVERSER SYSTEM
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TECHNICAL TRAINING MANUAL
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POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
CONTROL AND INDICATING
This section will highlight the control panels and indications for the
engines.
CONTROL PANELS
The engines are controlled by throttle control levers which are installed
on the center pedestal. They can only be moved manually.
For reverse thrust operation, two latching levers let the throttle control
levers move rearward into the reverse thrust section.
The A320 family aircraft normally operate in the auto thrust mode,
when in flight.
The autothrust can be disconnected with an instinctive disconnect
pushbutton (2 red buttons are installed on the outside of the lever).
This lets the engines be controlled in manual thrust mode.
The controls for engine starting and shutdown are installed on the
center pedestal immediately below the throttle control levers.
The engine MAN START switches are installed on the overhead
panel. These switches are used to start an engine during a manual start
procedure. They are also used during a dry or wet motoring procedure.
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TECHNICAL TRAINING MANUAL
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CONTROL AND INDICATING - CONTROL PANELS
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POWER PLANT CFM LEAP-1A PRESENTATION
CONTROL AND INDICATING (continued)
ECAM ENGINE
The engine primary parameters are permanently displayed on the
upper ECAM.
The engine secondary parameters are presented on the lower ECAM
ENGINE page when selected or displayed automatically during engine
start or a fault.
Some engine parameters are permanently displayed on the CRUISE
page in flight.
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CONTROL AND INDICATING - ECAM ENGINE
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POWER PLANT CFM LEAP-1A PRESENTATION
MAINTENANCE/TEST FACILITIES
On the maintenance panel, the ENG FADEC GND PWR permits to
supply the FADEC system for maintenance tasks, when the engines are
not running.
The Multipurpose Control and Display Unit (MCDU) is used to do PCS
tests and for trouble shooting monitored components (computers, sensors,
actuators).
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MAINTENANCE/TEST FACILITIES
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POWER PLANT (LEVEL1)
TP REV 6
POWER PLANT CFM LEAP-1A PRESENTATION
SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is
an overview of main safety precautions related to the engines.
Make sure that all engine danger areas are as clear as possible to prevent
damage to the engine, the aircraft or persons in the area.
Be careful: The entry corridor will be closed when the engine power is
above the minimum.
Make sure that you have fire-fighting equipment available.
Do not try to stop the fan from turning by hand.
After engine shutdown, let the oil tank pressure bleed off for a minimum
of 5 minutes before you remove the tank filler cap. If you do not,
pressurized oil can flow out of the tank and cause dangerous burns.
The engine ignition system is an electrical system with high energy. You
must be careful to prevent electrical shock. Injury or death can occur. Do
not do maintenance on the ignition system while the engine operates.
Make sure that the engine shutdown occurred more than 5 minutes ago
before you continue with the maintenance procedure.
Make sure that the thrust reverser is deactivated during maintenance. If
not, the thrust reverser can operate accidentally and cause injury to
personnel and/or damage to the reverser.
When opening the engine cowls:
- Respect the wind limitations and the opening/closing sequence,
- Always secure cowls with the hold-open rods,
- Make sure that the slats are retracted and install a warning notice to
prevent slat operation.
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SAFETY PRECAUTIONS
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POWER PLANT CFM LEAP-1A PRESENTATION
STORAGE AND PRESERVATION
Storage and preservation procedures must be applied to engines which
are not operated. The preservation procedures protect the engine against
corrosion, liquid and debris entering the engine, and atmospheric
conditions during period of inactivity.
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STORAGE AND PRESERVATION
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PNEUMATIC SYSTEM PRESENTATION
SYSTEM INTRODUCTION
The Airbus Single Aisle family pneumatic system supplies High Pressure
(HP) air for:
- Air conditioning,
- Wing ice protection,
- Water Tank pressurization,
- Hydraulic reservoir pressurization,
- Engine starting,
- Fuel tank inerting system.
High Pressure air can be supplied from three sources:
- The Engine Bleed system,
- The APU,
- A HP Ground Air source.
The pneumatic system operates electro-pneumatically and is controlled
and monitored by 2 Bleed Monitoring Computers (BMC 1 & 2).
There is one BMC for each engine bleed system.
Both BMCs exchange data.
In this NEO configuration, one BMC can control & monitor both sides
when the other BMC fails.
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SYSTEM INTRODUCTION
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PNEUMATIC SYSTEM PRESENTATION
SYSTEM INTRODUCTION (continued)
ENGINE BLEED
The Engine Bleed Air is pressure and temperature regulated before it
supplies the pneumatic system.
Air is bled from an Intermediate Pressure (IP) stage (HP4) or the HP10
stage with the High Pressure Valve (HPV) which is used for the
pneumatic regulation.
The IP check valve gives protection to the IP stage from reverse flow
when the HP valve is open.
APU BLEED/EXTERNAL AIR
The left and right bleed systems are connected by a crossbleed duct.
A Crossbleed Valve is used for their interconnection or isolation.
The APU is mainly used for bleed air supply on the ground for air
conditioning and for engine start.
But APU BLEED air can also be used in flight, but limited in altitude.
The APU bleed supply is connected to the left side of the crossbleed
duct.
On the ground, an HP Ground cart can be connected to the left side
pneumatic system. The Crossbleed valve has to be opened to supply
the right side.
NOTE: Note: The Engine Bleed Air System (EBAS) uses
electro-pneumatic valves.
The HP bleed is only used when the engines are at low power and for
engine efficiency the High Pressure Valve (HPV) is kept closed during
cruise.
The Pressure Regulating Valve (PRV) regulates the bleed air pressure.
The PRV is used as a protective shut off valve when the parameters
are abnormal. In case of EBAS electrical failure, the PRV operates
in back-up pneumatic mode.
An Overpressure Valve (OPV) is installed downstream of the bleed
valve to give protection to the system if an overpressure condition
occurs. On this CFM Leap Engine the OPV is installed in the pylon.
The Fan Air Valve (FAV) modulates Fan discharge air through an
air-to-air heat exchanger called "Precooler" to reduce the Bleed
temperature.
BMCs are Dual Channel computers. Each BMC channel A is a full
digital channel embedding all the control and monitoring functions.
Channel B is a hardware part and back-up channel able to detect
system overtemperature.
For the monitoring, the BMCs read pressure transducers (upstream /
downstream of the PRV), Precooler Differential Pressure and
downstream temperature with the Bleed Temperature Sensor (BTS).
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SYSTEM INTRODUCTION - ENGINE BLEED & APU BLEED/EXTERNAL AIR
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PNEUMATIC SYSTEM PRESENTATION
SYSTEM INTRODUCTION (continued)
LEAK DETECTION
Leak detection loops are installed along the hot air supply ducts of
the pneumatic system. The loops are made of multiple sensing
elements connected in series to the BMCs Overheat Detection System
(OHDS).
If a leak is detected, a signal is sent to the BMC 1 or 2 which
automatically isolates the affected area by closing the crossbleed valve
and shutting off the engine bleed on the affected side.
The leak detection system is organized into three loops. Here are the
loops and the protected areas: - Pylon: dual loop from the precooler
to the wing leading edge.
- Wing: dual loop from wing leading edge, including the wing air inlet
supply, and belly fairing (cross bleed duct, pack supply ducts and
APU forward supply duct).
- APU: single loop at APU aft supply duct (left hand side of the
fuselage) from APU firewall to wheel well area.
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SYSTEM INTRODUCTION - LEAK DETECTION
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PNEUMATIC SYSTEM PRESENTATION
CONTROL & INDICATING
This section is related to the control panels and indications for the
pneumatic system.
CONTROL PANEL
Controls for the pneumatic system are part of the AIR COND panel
and are operated from the overhead panel.
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CONTROL & INDICATING - CONTROL PANEL
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PNEUMATIC SYSTEM PRESENTATION
CONTROL & INDICATING (continued)
ECAM INDICATION
The pneumatic system indications are displayed on the lower part of
the ECAM BLEED page:
- HPV, PRV positions with delivered bleed pressure and temperature,
- APU bleed and crossbleed status.
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CONTROL & INDICATING - ECAM INDICATION
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PNEUMATIC SYSTEM PRESENTATION
MAINTENANCE/TEST FACILITIES
Using the Multipurpose Control and Display Unit (MCDU), you can
have access to the Centralized Fault Display System (CFDS) fault
messages of the PNEUMATIC system. BMC1 and BMC2 Built-In Test
Equipment (BITE) is standard type 1.
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MAINTENANCE/TEST FACILITIES
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PNEUMATIC SYSTEM PRESENTATION
SAFETY PRECAUTIONS
When you do work on the aircraft, make sure that you obey all the Aircraft
Maintenance Manual (AMM) safety procedures. This will prevent injury
to people and / or damage to the aircraft. Here is an overview of the main
safety precautions related to the pneumatic system.
Make sure that the pneumatic system is depressurized before you start
the work. HP air can cause unwanted pressurization of the aircraft, and
injury to personnel. Be careful when you do work on the engine
components immediately after the engine shutdown. The engine
components can stay hot for one hour.
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SAFETY PRECAUTIONS
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47 FUEL TANK INERTING SYSTEM PRESENTATION
GENERAL
The Fuel Tank Inerting System (FTIS) decreases the amount of oxygen
in the air in the center tank.
The FTIS is divided into:
- The Inert Gas Generation System (IGGS),
- The Conditioned Service Air System (CSAS),
- The maintenance/test facilities.
The FTIS interfaces with the systems that follow:
- Fuel System,
- Bleed air supply system,
- Environmental Control Systems,
- Centralized Fault Display System (CFDS) / ECAM.
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GENERAL
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47 FUEL TANK INERTING SYSTEM PRESENTATION
FUEL TANK INERTING SYSTEM FUNCTIONS
Fuel tank flammability is only possible if these three elements are found
together: fuel vapor, an ignition source and oxygen.
To prevent the risk of fuel tank flammability, the fuel tank inerting system
decreases the oxygen concentration (by percentage), in the center tank
only.
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FUEL TANK INERTING SYSTEM FUNCTIONS
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47 FUEL TANK INERTING SYSTEM PRESENTATION
SYSTEM INSTALLATION REQUIREMENTS
The picture shows the timetable for system installation as required by
the FAA and EASA regulations. The system will be part of the fleet in
the next years (i.e.: directly installed on new aircrafts or by retrofit).
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SYSTEM INSTALLATION REQUIREMENTS
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47 FUEL TANK INERTING SYSTEM PRESENTATION
FUEL TANK INERTING SYSTEM GENERAL VIEW
The Fuel Tank Inerting System (FTIS) has two sub-systems:
- The Conditioned Service Air System (CSAS),
- The Inert Gas Generation System (IGGS).
The CSAS uses hot air from the bleed air system and decreases the air
temperature to a level compatible with the IGGS sub-system.
The CSAS includes:
- The Conditioned service air system Controller Unit (CCU), which does
the system control and health monitoring BITE and interfaces with the
FWS and CFDS,
- A CSAS isolation valve, which gives protection to the system if there
is low pressure, over pressure or over temperature,
- A heat exchanger to decrease the air temperature.
The IGGS uses an Air Separation Module (ASM) to remove oxygen from
the conditioned air stream. The ASM makes and separates the Nitrogen
Enriched Air (NEA) and Oxygen Enriched Air (OEA). The OEA is then
sent overboard.
The Dual Flow Shut Off Valve (DFSOV) controls the NEA flow to the
center tank and lets the system switch between low/middle/high NEA
flows and isolates the IGGS from the fuel tank.
The IGGS controller does system control and health monitoring/BITE.
The IGGS isolation valve is a solenoid valve. It is spring-loaded closed.
During operation the IGGS Controller Unit (ICU) controls the valve to
open, to let conditioned air come from the CSAS to the IGGS.
It closes if too low pressure and/or overtemperature air come from the
heat exchanger.
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FUEL TANK INERTING SYSTEM GENERAL VIEW
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47 FUEL TANK INERTING SYSTEM PRESENTATION
MAINTENANCE/TEST FACILITIES
The CCU interfaces with the ICU.
The two controllers monitor the operational conditions independently.
The CSAS receives temperature data from the ICU and, if necessary,
adjusts the temperature.
The Centralized Fault Display Interface Unit (CFDIU) gives test functions
of the CCU, available through the MCDU in the cockpit.
The CCU also has BITE functions of the ICU.
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MAINTENANCE/TEST FACILITIES
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30 ICE AND RAIN PROT SYSTEMS PRESENTATION
NACELLE/ENGINE AIR INTAKE ICE PROTECTION
Engine anti-ice is manually selected by the crew and is available in flight
or on the ground with the engine in operation. After its circulation around
the inlet, the air is sent overboard.
NOTE: Note: With an electrical power supply failure, valves
automatically open when the engine operates.
When engine anti-ice is selected, the engine idle speed is increased and
the TOGA limit (max thrust) is decreased by the FADEC. This signal is
sent to the FADEC through the EIU. The ignition system is automatically
set to on for the PW6000 and V2500 engines. This is not applicable to
the CFM engine.
Each engine air intake is protected from ice by an independent air bleed
supply from the High Pressure (HP) compressor of that engine.
The air is supplied through the engine air intake anti-ice valve.
Nacelle anti-ice is manually selected by the crew and is available in flight
or on ground with the engine in operation. After its circulation around
the inlet, the air is sent overboard.
NOTE: Note: With an electrical power supply failure, valves
automatically open when the engine operates.
When the ENG ANTI ICE P/B is selected to ON, a signal to Electronic
Engine Computer (EEC) is sent to open both the Nacelle Anti Ice Valves.
The position of the P/B and the valve is monitored by the EIU to compute
the bleed decrements.
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NACELLE/ENGINE AIR INTAKE ICE PROTECTION
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NACELLE/ENGINE AIR INTAKE ICE PROTECTION
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OXYGEN PRESENTATION
GENERAL
The oxygen system supplies crew and passengers with oxygen in case
of cabin depressurization.
The oxygen system has three different subsystems:
- cockpit Crew Oxygen System: the oxygen is supplied from a high
pressure oxygen cylinder to quick donning masks in the cockpit (For
NEO aircraft, two segregated oxygen systems supplied by a high-pressure
oxygen cylinder for each),
- passenger Oxygen System: the passenger and cabin attendant oxygen
system is supplied by chemical oxygen generator units,
- portable Oxygen System: it has a high pressure portable cylinders with
continuous flow type masks and smoke hoods.
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GENERAL
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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM
The cockpit crew oxygen system supplies oxygen to the flight crew, in
case of a sudden decrease in cabin pressurization or if there are smoke
or dangerous gases in the cockpit.
CREW OXYGEN SUPPLY FOR CEO
The cockpit crew oxygen system has a high-pressure oxygen cylinder
that can be isolated for maintenance by an ON/OFF valve. A pressure
regulator reduces the high pressure to a supply low pressure to the
masks via a supply valve.
The supply valve can be switched off from the cockpit for maintenance
action as well as in ground configuration. The system is protected if
an overpressure occurs in a high or low-pressure circuit. The
overpressure is vented overboard. The oxygen pressure condition is
indicated on the DOOR/OXY page of the ECAM system.
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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN SUPPLY FOR CEO
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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM (continued)
CREW OXYGEN SUPPLY FOR NEO
The cockpit crew oxygen system has two segregated oxygen systems,
each supplied by a high-pressure oxygen cylinder.
Each oxygen cylinder can be isolated for maintenance by an ON/OFF
valve. Each system is equipped with a pressure regulator which reduces
the high pressure to supply low pressure to the masks, via a supply
valve.
The supply valves can be switched off from the cockpit for
maintenance action as well as in ground configuration. The systems
are protected if an overpressure occurs in high or low-pressure circuits.
The overpressure is vented overboard. Both oxygen systems pressure
condition are indicated on the DOOR/OXY page of the ECAM system.
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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN SUPPLY FOR NEO
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OXYGEN PRESENTATION
COCKPIT CREW OXYGEN SYSTEM (continued)
CREW OXYGEN MASKS
To use the mask the crew member squeezes the red grips to pull the
mask out of the box, and this action causes the mask harness to inflate
to put the mask on. With the mask in position and the red grips
released, the oxygen mask will be supplied with oxygen.
A mask-mounted regulator supplies a mixture of air and oxygen or
pure oxygen, or gives emergency pressure control.
With the regulator set to NORMAL, the user breathes a mixture of
cabin air and oxygen up to the cabin altitude at which the regulator
supplies 100% oxygen.
The user can select 100%, in that case the regulator supplies pure
oxygen at all cabin altitudes.
Depending on the situation, the user can use the emergency rotating
knob and receive a maximum of oxygen or with the button pressed,
the oxygen system can be tested.
A microphone is installed in the mask. A flow blinker flashes when
there is an oxygen flow.
The TEST AND RESET control enables the oxygen flow to be tested
as well as to reset the oxygen system.
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COCKPIT CREW OXYGEN SYSTEM - CREW OXYGEN MASKS
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OXYGEN PRESENTATION
CABIN OXYGEN SYSTEM
The fixed oxygen system in the cabin supplies oxygen to passengers and
cabin crew in case of cabin depressurization.
It has containers with two to four masks and a chemical oxygen generator.
The oxygen containers contain the chemical oxygen generator and the
masks.
In case of cabin depressurization the container doors open automatically
and the oxygen masks drop out.
The container doors can also be opened from the cockpit or manually
with a special tool placed in the cabin crew workstation.
By pulling the mask the oxygen generator is activated and produces pure
oxygen to the masks for a limited time.
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CABIN OXYGEN SYSTEM
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OXYGEN PRESENTATION
PORTABLE OXYGEN SYSTEM
A portable oxygen bottle and Portable Breathing Equipment (PBE) are
installed in the cockpit.
Portable oxygen bottles and PBE are installed in the cabin.
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PORTABLE OXYGEN SYSTEM
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OXYGEN PRESENTATION
CONTROL AND INDICATING
The oxygen control panel, for crew and passengers, is part of the cockpit
overhead panel.
The CREW SUPPLY P/B in OFF position shuts off the supply from the
oxygen cylinder(s) to the crew masks.
The MASK MAN ON P/B electrically controls the opening of the oxygen
container doors. This will be indicated by the SYS ON light.
To reset the passenger oxygen system the TMR RESET P/B has to be
pressed. The P/B also indicates a fault in the system.
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OXYGEN PRESENTATION
SAFETY PRECAUTIONS
When you work on the oxygen system, make sure that you obey all the
Aircraft Maintenance Manual (AMM) safety procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is
an overview of main safety precautions relative to the oxygen system.
Clean the tools and make sure that your hands are clean (no grease) to
prevent risk of contamination of the oxygen system. Be sure that any
unwanted particles get into the oxygen system they can cause damage to
the system.
Be carefully during removal / installation or transportation of the oxygen
chemical generator. Do not pull the safety pin, which will activate the
oxygen chemical generator (when activated the generator becomes very
hot).
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SAFETY PRECAUTIONS
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70-STANDARD PRATICES - ENGINES
TP REV 6
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70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING AND CLOSING OF ENGINE COWL DOORS
OPENING OF THE ENGINE FAN COWL DOORS
Before working on the engine, safety precautions have to be taken.
WARNING: KEEP PERSONNEL AND EQUIPMENT CLEAR OF THE
FAN COWL DOORS WHEN THE HOLD OPEN RODS
ARE NOT LOCKED. THE COWL DOORS CAN CLOSE
QUICKLY AND INJURY TO PERSONS OR DAMAGE
TO EQUIPMENT CAN OCCUR.
DO NOT ATTEMPT TO OPEN THE FAN COWL DOORS
IF THE WIND SPEED IS HIGHER THAN 74 KM/H (40
MPH).
IF THE WIND MOVES THE FAN COWL DOOR, INJURY
TO PERSONS AND/OR DAMAGE TO THE ENGINE
CAN OCCUR.
In the cockpit, make sure that the ENG MODE rotary selector is in the
NORM position.
Make sure that the ENG MASTER 1(2) lever was in the OFF position
not less than five minutes before you do this procedure.
Put WARNING NOTICE(S) in position to tell persons not to operate the
ENG MODE rotary selector and the ENG MASTER 1(2) lever.
On the ENG section of maintenance panel 50VU, make sure that the ON
legend of the FADEC GND PWR 1(2) pushbutton switch is off.
Put WARNING NOTICE(S) in position to tell persons not to energize
FADEC 1(2).
Make sure that the slats are retracted.
Put WARNING NOTICE(S) in the cockpit to tell persons not to move
the slat control lever.
It is possible to do this task with one person, but for convenience (wind
gust, fan cowl door weight), two persons are recommended.
On the engine, push the trigger to release the latch handles and pull the
L1, L3 and L2 latch handles.
NOTE: When the forward latch is open, the cowl loss prevention flag
is deployed on the left fan cowl door.
If the flag is not deployed on the left fan cowl door, you must
examine the system for blockage.
Move the Fan Cowl Door (FCD) in order to generate a gap between fan
cowl door and the air intake cowl.
In the fan cowl door forward position, pull the fan cowl door in order to
open it to the fully open position (53.5º).
Make sure that the front Hold Open Rod (HOR) is locked correctly (the
green mark comes into view).
NOTE: The front HOR is permanently attached to the engine.
Get access to the rear HOR and move the lock ring to release the rod
from its stowage bracket on the fan cowl.
Attach the rear HOR to the fitting on the engine case.
Pull the fan cowl to correctly lock the rear HOR (the green mark comes
into view).
WARNING: MAKE SURE THAT EACH INDICATOR OF THE
HOLD-OPEN RODS IS GREEN (LOCKED).
IF IT IS NOT GREEN, INJURY TO PERSONNEL AND
DAMAGE TO EQUIPMENT CAN OCCUR.
If required, repeat this procedure for the other FCD.
Make an entry in the logbook.
CAUTION: DO NOT OPEN THE FAN COWL IF THE WING
LEADING EDGE SLATS ARE EXTENDED.
DAMAGE TO THE FAN COWL, WING LEADING EDGE
SLATS AND WING CAN OCCUR.
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING AND CLOSING OF ENGINE COWL DOORS
OPENING OF THE ENGINE THRUST REVERSER COWL
DOORS
If necessary, repeat the sequence to open the other Thrust Reverser Cowl.
Do the deactivation of the thrust reverser system for maintenance: On
the Isolation Control Unit (ICU), move and secure the lever to the
INHIBITED position.
At 6 o'clock position, open the two Latch Access Doors.
Open the latches in sequence: L1, L2, L3.1, L3.2, L4.1, L4.2, LACC-1
and LACC-2.
NOTE: LACC = Latch Aft Core Cowl
CAUTION: DO NOT OPEN THE THRUST REVERSER COWLS
WHEN THE TRANSLATING COWL IS DEPLOYED.
DO NOT DEPLOY THE TRANSLATING COWL WHEN
THRUST REVERSER COWLS ARE OPEN.
IF YOU DO NOT OBEY THESE INSTRUCTIONS, THE
THRUST REVERSER COWLS CAN TOUCH THE WING
AND DAMAGE CAN OCCUR.
Connect the hand pump flexible hose to the opening actuator connection
fitting and operate the pump until the actuator opens the thrust reverser
cowl to 25º.
NOTE: The opening actuator is fitted with a pressure indicator that
extrudes when pressurized.
Release and extend the Hold Open Rod.
Adjust it as necessary and attach it to the HOR engine support bracket.
Operate the pump until the HOR is autolocked.
Make sure that the HOR is completely extended and correctly locked
(green band visible).
NOTE: The Thrust Reverser Cowl fully open position is 45º.
Manually release the pressure from the actuator.
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70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE THRUST REVERSER COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE THRUST REVERSER COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING OF THE ENGINE THRUST REVERSER COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING AND CLOSING OF ENGINE COWL DOORS
CLOSING OF THE ENGINE THRUST REVERSER COWL
DOORS
Pay attention of the warnings and cautions mentioned for Fan and Thrust
Reverser cowls opening.
Make sure that you did the deactivation of the thrust reverser system for
maintenance.
Connect the hand pump flexible hose to the opening actuator connection
fitting and operate the pump to unload the Hold Open Rod.
Move the ring to unlock the HOR and visually check that the red strip
indicator is visible.
Connect the HOR to its storage fitting.
Manually release the pressure from the actuator to close the cowl. If
necessary, repeat the operation with the other cowl.
Close the thrust reverser cowl latches in the sequence that follows:
LACC-2, LACC-1, L4.1, L4.2, L3.2, L3.1, L2 and L1.
Close the two Latch Access Doors.
Make sure that the work area is clean and clear of tool(s) and other items.
Do the reactivation of the thrust reverser system for maintenance: on the
ICU, move and secure the lever to the ACTIVE position.
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70-STANDARD PRATICES - ENGINES
TP REV 6
CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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70-STANDARD PRATICES - ENGINES
TP REV 6
THIS PAGE INTENTIONALLY LEFT BLANK
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
OPENING AND CLOSING OF ENGINE COWL DOORS
CLOSING OF THE ENGINE FAN COWL DOORS
Manually lift and hold the left fan cowl door at the lower edge so that
the weight is not on the Hold Open Rods (HOR).
Move the attachment lock on the rear HOR to release it from the fitting
on the engine.
Stow the rear HOR to the stowage bracket located on the fan cowl door.
From the outside of the forward fan area, secure the FCD with one hand
and unlock the primary lock of the front HOR (red band visible on the
middle sleeve).
Lift the FCD to unlock the secondary lock.
Carefully lower the FCD to the closed position.
Push on the fan cowl door to engage the spigots and the front upper and
lower locators.
If necessary, repeat the operation for the other FCD.
Engage and push each latch handle in sequence: L2, L3 and L1.
On the left fan cowl door, make sure that the flag is fully retracted inside
its receptacle.
Make a record in the aircraft logbook to tell that you closed the fan cowl
doors.
The proximity sensors installed on the latch keepers detect improper
latching and trigger the relative ECAM indication.
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
CLOSING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
CLOSING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
CLOSING OF THE ENGINE FAN COWL DOORS
UM70Y2LEAP00006_002 - Opening & Closing of Engine Cowl Doors
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER HANDLING (2/3)
T/R MAINTENANCE PRACTICES & DEACTIVATION /
REACTIVATION MAIN ELEMENTS
The Thrust Reverser main elements for Maintenance Practices &
Deactivation / Reactivation are the Isolation Control Unit (ICU),
Synchronized Locking Feedback Actuators (SLFAs), Synchronized
Manual Locking Actuator (SMLA) with its Manual Drive Unit (MDU),
Synchronized Non Locking Actuator (SNLA) with its MDU, Electric
Tertiary Lock (ETL) and the inhibition pin.
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
T/R MAINTENANCE PRACTICES & DEACTIVATION / REACTIVATION MAIN ELEMENTS
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER HANDLING (2/3)
THRUST REVERSER DEACTIVATION AND LOCKOUT
Thrust reverser deactivation for ground maintenance:
- Apply the applicable safety precautions.
- Turn the inhibit lever to the inhibited position and secure it with the
lockout pin.
Thrust reverser deactivation for flight:
- Apply the applicable safety precautions.
- Do the Thrust Reverser deactivation for ground maintenance.
- Install the translating sleeve lockout pin.
- Check for the Thrust Reverser deactivation warning on the EWD.
- Make the corresponding entry in the logbook and put a warning notice
in the cockpit.
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER DEACTIVATION AND LOCKOUT
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER DEACTIVATION AND LOCKOUT
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER DEACTIVATION AND LOCKOUT
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
THRUST REVERSER HANDLING (2/3)
MAINTENANCE PRACTICES ON T/ R TRANSLATING
SLEEVES
Manual extension of the thrust reverser translating sleeves:
- Apply the applicable safety precautions,
- Open the fan cowl doors,
- Do the deactivation of the thrust reverser system for maintenance,
- Do the deactivation of the ETL with the deactivation lever.
- Unlock the SLFA primary locks on both sides,
- Manually deploy the translating sleeves by turning one MDU drive
clockwise with a 3/8 inch square drive tool,
- Secure the T/R translating sleeves with the SMLA locking handle.
NOTE: The SMLA locking procedure is only done during maintenance.
When the maintenance is complete, you must do the unlocking
procedure. Never permit flight with a synchronized manual
locking actuator in the locked condition.
MDU drive tool characteristics: max speed 400 rpm, max torque
5 Nm (3.7 lbf.ft).
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES
UM70Y3LEAP00006_002 - Thrust Reverser Handling
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TECHNICAL TRAINING MANUAL
T1+T2 Mechanical and Avionics A319/A320/A321 CFM LEAP
70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
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: Oil must be added not less than five minutes and not more than
60 minutes after engine shutdown to prevent over-servicing.
Do not apply more force than necessary to the handle to open
the filler cap.
Procedure:
- open the engine oil servicing access door on right fan cowl,
- check oil level on the sight gage on the oil tank,
- clean the oil tank scupper to prevent contamination during servicing,
- lift the filler cap handle to vertical (unlocked position),
- turn the filler cap handle counterclockwise against its stop to disengage
the locking device and remove the filler cap,
- add approved oil as necessary up to the MAX mark on the sight gage,
- examine the O-ring seal on the filler cap for good condition and
installation,
- install the filler cap with the handle in the vertical position,
- turn the handle clockwise against its stop to engage the locking device
and push it down to the locked position,
- make sure the filler cap is correctly installed,
- close the engine oil servicing access door.
UM70BALEAP00006_002 - Power Plant System Line Maintenance
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70-STANDARD PRATICES - ENGINES
TP REV 6
ENGINE OIL SERVICING
UM70BALEAP00006_002 - Power Plant System Line Maintenance
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
OIL DEBRIS MONITOR (ODM)
The Oil Debris Monitoring Sensor (ODMS) is used to collect ferrous
particles from the scavenge oil before returning to the tank.
It is installed in the de-aerator at the top of the oil tank assembly.
When ferrous particles are captured, the ODMS sends an output pulse
(proportional to the particles mass) to the ODM Unit (ODMU).
The ODMU amplifies the signal, compares it with a pre-determined
threshold and sends it to the Electronic Engine Control (EEC) B.
If the threshold is exceeded, the EECs will generate the ECAM message:
ENG X OIL CHIP DETECTED.
This leads to inspect the ODMS for contamination on the magnetic tip.
If no findings, clean and reinstall the ODMS and perform an oil debris
reset and a FADEC test via the MCDU.
If you find oil debris, do a check of the A, B, C, Accessory Gearbox
(AGB) and Transfer Gearbox (TGB) sumps scavenge screen plugs for
further troubleshooting.
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TP REV 6
OIL DEBRIS MONITOR (ODM)
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70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
OIL DEBRIS MONITOR (ODM) (continued)
OIL SCAVENGE PROTECTION
The five scavenge pumps of the Lubrication Unit are protected by
two scavenge screen plugs named the Triple Stage Scavenge Screen
Plug (AGB sump, A sump, B sump) and the Double Stage Scavenge
Screen Plug (C sump, TGB sump). Each scavenge screen plug is
provisioned to incorporate a magnetic bar in its core.
If the scavenge screen plugs have to be inspected, first drain the
Lubrication Unit, then extract the two scavenge screen plugs to collect
and analyze the pollution for each sump.
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
OIL DEBRIS MONITOR (ODM) - OIL SCAVENGE PROTECTION
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
MEL / DEACTIVATION
START VALVE MANUAL OPERATION
In case of an electrical failure of the Start Air Valve (SAV), the SAV
can be operated manually to start the engine.
The aircraft may be dispatched per MEL with the valve INOP closed.
WARNING: STAY AWAY FROM THE DANGER AREAS AT THE
FRONT AND THE SIDES OF THE ENGINE DURING
OPERATION. THE SUCTION IS SUFFICIENT AT
THE AIR INTAKE COWL TO PULL A PERSON INTO
(IN PART OR FULLY) THE ENGINE. THIS CAN
KILL A PERSON OR CAUSE A BAD INJURY.
- First establish the communication with the cockpit (Interphone jack
on engine inlet cowl or any other means of communication),
- Insert a 3/8" square drive extension into the SAV manual wrench
socket through the flap valve on the lower part of the LH fan cowl,
- Make sure that the SAV is in the closed position (the valve is
spring-loaded to the close position),
- On command from the cockpit, turn the valve shaft counterclockwise
to its stop, this opens the butterfly valve,
- Hold the valve open until the cockpit requests to close the valve,
- Remove the tool and leave the position through the safety corridor.
UM70BALEAP00006_002 - Power Plant System Line Maintenance
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70-STANDARD PRATICES - ENGINES
TP REV 6
MEL / DEACTIVATION - START VALVE MANUAL OPERATION
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70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
IDG SERVICING
The Integrated Drive Generator (IDG) is monitored by several devices:
an internal oil level sensor, a mechanical filter Differential Pressure
Indicator (DPI), a sight glass, two internal oil temperature sensors (in
and out heat exchanger circuit connections).
The accurate oil level depends on the detected temperature displayed on
the ELEC System page.
Let the oil become stable for a minimum of five minutes after engine
shutdown.
For IDG oil level check, an access panel is located on the lower part of
the left fan cowl.
If the level is below the middle of the green band, add oil.
In case of over servicing (cold oil above the yellow band or hot oil in the
yellow band), it is necessary to drain the excess.
For IDG oil servicing, the left fan cowl has to be open to access the
pressure filling and overflow ports.
If the IDG oil filter DPI is extended (red button visible), do the relative
troubleshooting procedure.
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IDG SERVICING
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TECHNICAL TRAINING MANUAL
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70-STANDARD PRATICES - ENGINES
TP REV 6
POWER PLANT SYSTEM LINE MAINTENANCE (LEAP)
SAFETY PRECAUTIONS
Follow the General Warnings and Cautions, related Safety Data and
Standard Precautions for Maintenance Procedures.
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TECHNICAL TRAINING MANUAL
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TP REV 6
SAFETY PRECAUTIONS
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© AIRBUS SAS 2015. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole property of
AIRBUS SAS. No intellectual property rights are granted by the delivery of
this document or the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express written consent
of AIRBUS SAS. This document and its content shall not be used for any
purpose other than for which it is supplied. The statements made herein do
not constitute an offer. They are based on the mentioned assumptions and
are expressed in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS SAS will be pleased to explain the basis
thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350,
A380, A400M are registered trademarks.
© AIRBUS SAS 2015. All rights reserved.
Confidential and proprietary document.
This document and all information contained herein is the sole property of
AIRBUS SAS. No intellectual property rights are granted by the delivery of
this document or the disclosure of its content. This document shall not be
reproduced or disclosed to a third party without the express written consent
of AIRBUS SAS. This document and its content shall not be used for any
purpose other than for which it is supplied. The statements made herein do
not constitute an offer. They are based on the mentioned assumptions and
are expressed in good faith. Where the supporting grounds for these
statements are not shown, AIRBUS SAS will be pleased to explain the basis
thereof.
AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350,
A380, A400M are registered trademarks.