Notice to Holders
The information in this document is the property of
International Aero Engines AG and may not be copied, or
communicated to a third party, or used, for any purpose other
than that for which it is supplied without the express written
consent of International Aero Engines AG.
Whilst this information is given in good faith, based upon the
latest information available to International Aero Engines AG,
no warranty or representation is given concerning such
information, which must not be taken as establishing any
contractual or other commitment binding International Aero
Engines AG or any of its subsidiary or associated companies.
This training manual is not an official publication and must not
be used for operating or maintaining the equipment herein
described. The official publications and manuals must be used
for those purposes: they may also be used for up-dating the
contents of the course notes.
V2500 ABBREIVATIONS
ACAC
EGT
ACC
EHSV
ACOC
EIU
AIDRS
EIS
Alt
Altitude
EVMS
APU
EVMU
AMM
EPR
BDC
ETOPS
BMC
FADEC
BSBV
FAV
CFDIU
FCOC
CFDS
FCU
CL
Climb
FDRV
CNA
FSN
CRT
FMGC
DCU
FMV
DCV
FMU
DEP
FOB
Fuel On Board
DMC
FWC
ECAM
HCU
ECS
HIV
EEC
HEIU
HP
High Pressure
MCD
HPC
MCDU
HPT
MCLB
Max Climb
HPRV
MCT
Max Continuous
HT
Mn
Mach Number
IDG
MS
Micro Switch
IAE
NAC
Nacelle
IDG
NGV
IFSD
NRV
Non-Return Valve
IGV
N1
lbs.
Pounds
N2
LE
Leading Edge
OAT
LGCIU
OGV
LGCU
OP
Open
LH
Left Hand
OPV
LP
Low Pressure
OS
Overspeed
LPC
Pamb
Pressure Ambient
LPCBV
Pb
Burner Pressure
LPSOV
PRSOV
LPT
PRV
LRU
PSI
LT
Low Tension
PSID
LVDT
PMA
P2
UDP
Uni-directionally Profiled
P2.5
VIGV
P3
VSV
P4.9
QAD
Quick Attach/Detach
SAT
SEC
STS
Status
TAI
TAT
TAP
TCT
TDC
TE
Trailing Edge
TEC
TFU
TRA
TLA
TLT
TM
Torque Motor
TO
Take-off
TOBI
TX
Transmitter
ENGINE INTRODUCTION
SECTION 2
SECTION 3
SECTION 4
SECTION 5
POWER MANAGEMENT
SECTION 6
FUEL SYSTEM
SECTION 7
OIL SYSTEM
SECTION 8
SECTION 9
SECTION 10
SECTION 11
SECTION 12
ENGINE INDICATATIONS
SECTION 13
SECTION 14
THRUST REVERSE
SECTION 15
TROUBLESHOOTING
INTRODUCTION
Introduction
01332 244350
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Introduction
MTU-Germany.
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Introduction
Page 1-3
Introduction
Note:
V2527-A5.
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Introduction
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Introduction
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Introduction
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Introduction
Each fan cowl doors has two integral support struts that
are secured to the fan case to hold the fan cowl doors in
the open position.
C - Duct Thrust Reverser units
The C-ducts is hinged to the aircraft pylon at four
positions per C-duct and is secured in the closed position
by six latches located in five positions.
Intake Cowl
The pitot style inlet cowl permits the efficient intake of air
to the engine whilst minimising nacelle drag.
The CNA exhausts both the fan stream and core engine
gas flow through a common propulsive nozzle.
P2/T2 probe.
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Introduction
Page 1-9
Engine
The V2500 is a twin spool, axial flow, and high bypass
ratio turbofan type engine.
The engine incorporates several advanced technology
features, which include:
Introduction
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Introduction
Page 1-11
- Fan.
Stage 1.5
- LPC booster
Stage 2
- LPC booster.
Stage 2.3
Stage 2.5
- LPC booster.
Stages (3-12)
- HPC Stages.
Introduction
V2527-A5
EIS
May 89
Dec 93
25,000
26,500
30
45
63
63.5
Airflow (lb/s)
792
811
Bypass ratio
5.4
4.8
Climb-pressure ratio
35.8
32.8
Cruise sf (lbf/lb/hr)
0.543
0.543
7400
7500
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Introduction
Page 1-13
SECTION 2
PROPULSION SYSTEM, FIRE PROTECTION
&
VENTILATION
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Airframe Interfaces
Purpose
The airframe interfaces provide a link between the engine
and aircraft systems.
Description
The following units form the interface between the aircraft
and engine:
The front and rear engine mounts.
The bleed air off-takes.
The starter motor air supply.
Integrated Drive Generator (IDG) electrical power.
Fuel supplies.
Hydraulic fluid supplies.
FADEC system interfaces.
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Intake cowl
Interphone jack.
Anti icing outlet grille.
P2/T2 probe access panel.
Fan cowl doors
Description
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Purpose
Intake cowl
Description
Fan cowl doors
The fan cowl doors are hinged from the aircraft strut at the
top and are secured by four latches at the bottom.
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Intake Cowl
Purpose
To supply all the air required by the engine, with minimum
pressure losses and with an even pressure face to the fan.
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Description
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Engine Mounts
Purpose
Torsional loads.
Side loads.
Vertical loads.
The rear engine mount has a diagonal main link that gives
resistance to torsional movement of the casing as a result
of the hot gas passing through the turbines.
There is further support from two side links. These limit the
engine side to side movement and give vertical support.
Description
Forward engine mount
The forward engine mount is designed to transmit the
following loads:
Thrust loads.
Side loads.
Vertical loads.
The front mount is secured to the intermediate case in
three positions:
A monoball type universal joint. This gives the main
support at the front engine mount position.
Two thrust links that are attached to:
The cross beam of the engine mount.
Support brackets either side of the monoball location.
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Zone 1 ventilation
Purpose
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Location
The fire detection system is located:
Description
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Firewire detectors
Each of the fire wire detector units comprises of the
following:
A responder assembly.
Sensor tube
The sensor tube is closed and sealed at one end and the
other open end is connected to the responder.
The tube is filled with helium gas and carries a central core
of ceramic material impregnated with hydrogen.
An increase in the air temperature around the sensor tube
causes the helium to expand and increase until the
pressure causes the alarm switch to close. The FDU
recognises this as an abnormal situation, hence fire
indication will be illuminated.
If a burn through occurs, the pressure within the sensing
tube is lost and as a result of this the integrity switch
opens to give an indication to the FDU of a loop failure.
Responder
The responder has two pressure switches, one normally
open and the other normally closed.
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Location
Pressure switch.
Discharge head.
Discharge squibs.
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SECTION 3
MECHANICAL ARRANGEMENT
Mechanical Arrangement
Page 3-1
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Mechanical Arrangement
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Mechanical Arrangement
No 4 Bearing
Page 3-3
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Mechanical Arrangement
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Description
Fan air is used to provide:
Mechanical Arrangement
Page 3-5
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Mechanical Arrangement
Page 3-6
Mechanical Arrangement
Modular Construction
Note:
Module Designation
Module No
Module
31
Fan
32
Intermediate
40
HP System
41 - HP Compressor
45 - HP Turbine
50
LP Turbine
60
External gearbox
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Mechanical Arrangement
Module 31
Description
Module 31 (Fan Module) is the complete Fan assembly
and comprises:
22 Hollow fan blades
22 Annulus Fillers
Fan Disc
Front and Rear Blade Retaining Rings
The blades are retained in the disc radially by the dovetail
root.
The front and rear blade retaining rings provides axial
retention. Blade removal/replacement is easily achieved by
removing the front blade retaining ring and sliding the
blade along the dovetail slot in the disc.
22 annulus fillers form the fan inner annulus.
The nose cone and fairing smooth the airflow into the fan.
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Mechanical Arrangement
Fan Case
Fan Duct
LP Compressor ( A5 - 4 stage)
LP stub shaft
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Mechanical Arrangement
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Mechanical Arrangement
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Mechanical Arrangement
Module 40 HP Compressor
Description
The HP compressor assembly (Module 40 is a 10 stage
axial flow compressor. It has a rotor assembly and stator
case. The compressor stages are numbered from the
front, with the first stage is stage being designated as
stage 3 of the whole engines compressor system. Airflow
through the compressor is controlled by variable inlet
guide vanes (VIGV), variable stator vanes (VSV) and
bleed valves.
The rotor assembly has five sub-assemblies
(1) Stages 3 to 8 HP compressor disks
(2) A vortex reducer ring.
(3) Stages 9 to 12 HP compressor disks
(4) The HP compressor shaft.
(5) The HP compressor rotating air seal.
The five sub-assemblies are bolted together to make the
rotor. The compressor blades in stages 3 to 5 are attached
to the compressor disks in axial dovetail slots and secured
by lockplates. The stages 6 to 12 compressor blades are
installed in slots around the circumference of the disks
through an axial loading slot. Lock blades, lock nuts and
jack screws hold the blades in position.
The HP compressor stator case has two primary subassemblies, the HP compressor front and rear cases.
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Mechanical Arrangement
Module 40 HP Compressor
The HP compressor front case assembly has two split
cases bolted together along the engine horizontal centre
line.
The front case assembly contains the VIGVs, the stages 3
to 5 VSVs and the stage 6 stator vanes.
The front outer case provides a mounting for the VIGV and
VSV actuator. The front case assembly is bolted to the
intermediate case and to the rear outer case.
The HP compressor rear case assembly has five inner ring
cases and an outer case. Flanges on the inner cases form
annular manifolds, which provide stages 7 and 10 air
offtakes.
The five inner cases are bolted together, with the front
support cone bolted at the stage 7 case and the stage 11
case bolted to the rear outer case. The five inner cases
contain the stages 7 to 11 fixed stator vanes.
The rear outer case is bolted to the diffuser case and to
the rear flange of the HP compressor front case.
Access is provided in the compressor cases for borescope
inspection of the compressor blades and stator vanes
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Mechanical Arrangement
Combustion Section
The combustion section includes the diffuser section, the
combustion inner and outer liners, and the No 4 bearing
assembly.
Diffuser Casing
The diffuser section is the primary structural part of the
combustion section.
The diffuser section has 20 mounting pads for the
installation of the fuel spray nozzles. It also has two
mounting pads for the two ignitor plugs.
Combustion Liner
The inner and outer liners form the combustion liner.
The outer liner is located by five locating pins, which pass
through the diffuser casing.
The inner combustion liner is attached to the turbine
nozzle guide vane assembly.
The inner and outer liners are manufactured from sheet
metal with 100 separate liner segments attached to the
inner surface (50 per inner and outer liner). The segments
can be replaced independently during engine overhaul.
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Mechanical Arrangement
HP Turbine
Description
The primary parts of the HP turbine rotor and stator
assembly are:
The HP Turbine Rotor Assemblies (Stage 1 and Stage 2)
The HP Turbine Case and Vane Assembly
The HP turbine rotor assemblies are two stages of turbine
hubs with single-crystal, nickel-alloy blades. The two-hub
configuration removes a bolt flange between hubs. This
decreases the weight and enables faster engine assembly.
The blades have airfoils with high strength and resistance
to creep. Satisfactory blade tip clearances are supplied by
active clearance control (ACC) to cool the case with
compressor air.
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Mechanical Arrangement
LP Turbine
Description
The primary parts of the Low Pressure Turbine (LPT)
module are:
Air Seals
LPT Case
LPT Shaft
The five LPT disks are made from high heat resistant
nickel alloy. The LPT blades are also made from nickel
alloy and are attached to the disks by fir-tree roots. The
blades are held in axial position on the disk by the rotating
air seals (knife-edge).
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Mechanical Arrangement
De-oiler.
Pneumatic starter.
Dedicated generator.
Location
Hydraulic Pump.
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Mechanical Arrangement
bleed
pressure
9. Relay box.
10. Anti ice valve.
11. Starter valve.
12. 10th stage handling bleed valve solenoid.
13. No.4 bearing scavenge valve.
14. Air-cooled oil cooler (ACOC).
15. Intergrated drive generator (IDG).
16. Exciter ignition boxes.
17. Fuel distribution valve.
18. HPC stage 7B handling bleed valve.
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Page 3-28
Mechanical Arrangement
Page 3-29
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Mechanical Arrangement
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Page 3-32
SECTION 4
ELECTRONIC ENGINE CONTROL
Weight - 41 lbs.
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Electrical Connections
Front Face
J1
J2
Engine D202P
J3
Engine D203P
J4
Engine D204P
J11
Engine D211P
The harness
misconnection.
connectors
are
'keyed'
to
prevent
Rear Face
J5
Engine D205P
J6
J7
Pamb
J8
Engine D208P
Pb
J9
Engine D209P
P2
J10
Engine D210P
P2.5
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Dedicated Alternator
The unit is a permanent magnet alternator which has two
independent sets of stator windings and supplies two
independent, 3 phase, frequency wild AC outputs to the
EEC These unregulated AC supplies are rectified to 28
volts DC within the EEC
The Dedicated Alternator also supplies the N2 (HP
Compressor speed) signal for the EEC. This is provided by
the frequency of a single phase winding in the stator
housing. This source is the primary speed signal and is
used by both Channels of the EEC and for the Flight Deck
instrument display of engine actual speed. Should this
signal fail, there is a Back-up signal which is derived from
one of the three phase windings of Channel B power
generation.
There is no speed signal generation provided by the output
of the coil windings of the Dedicated Alternators Channel
A power supply.
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SECTION 5
POWER MANAGEMENT
Power Management
Power Management
Purpose
The power management system is designed to allow the
control of engine power by either manual or auto throttle
control.
Location
The aircraft throttle is located in the flight deck. This is in
reference to the TLA resolvers.
The EEC is engine intermediate case mounted. This is in
reference to the TRA signal that is derived from TLA.
Description
The throttle control lever (Thrust Lever) is based on the
"fixed throttle" concept, there is no motorised movement of
the throttle levers.
Each throttle control lever drives dual throttle resolvers,
each resolver output is dedicated to one EEC channel.
The throttle lever angle (TLA) is the input to the resolver.
The resolver output, which is fed to the EEC, is known as
the Throttle Resolver Angle (TRA).
The relationship between the throttle lever angle and the
throttle resolver angle is linear therefor;
1 deg TLA = 1.9 deg TRA
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Power Management
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Power Management
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Power Management
Page 5.4
Power Management
Note:
Bump Ratings can be selected, regardless of TLA only in
EPR mode when aircraft is on ground.
Bump Ratings can be de-selected at any time by actuating
the bump rating push button, as long as the aircraft is on
the ground and the Thrust Lever is not in the Max Take-Off
detent.
In flight, the bump ratings are fully removed when the
Thrust Lever is moved from the Take-Off detent to or
below the Max Continuous detent.
The Bump Rating is available in flight (EPR or N1 mode)
under the following conditions;
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Power Management
Page 5.6
Power Management
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Power Management
Page 5-8
Power Management
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Power Management
Page 5-10
SECTION 6
FUEL SYSTEM
Fuel System
Operation
Description
Control of the fuel supply is by the EEC via the Fuel
Metering Unit (FMU). High pressure fuel is also used to
provide servo pressure (actuator muscle) for the following
actuators;
BSBV actuators.
VSV actuator.
ACC actuator.
ACOC actuator.
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Fuel System
Page 6-2
Fuel System
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Fuel System
Page 6-4
Fuel System
Fuel Pumps
HP Stage
Purpose
Purpose
Description
Description
LP fuel pump
Purpose
To provide the necessary pressure increase to;
Suppress cavitation.
Description
Shrouded, radial flow, centrifugal impeller, with an axial
inducer.
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Fuel System
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Fuel System
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Fuel System
Page 6-8
Fuel System
A by-pass valve which opens and allows fuel to bypass the filter if the differential pressure reaches 15
psid.
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Fuel System
Page 6-10
Fuel System
Overspeed protection.
Location
The FMU is mounted on the combined fuel pumps
assembly.
The combined fuel pumps assembly is located on the rear
face of the high-speed gearbox, left hand side.
Description
The FMU is the interface between the EEC and the fuel
system.
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Fuel System
Page 6-12
Fuel
FuelSystem
System
FMU 8061-636
FMU 8061-637
a)
(ii)
b)
a)
b)
c)
d)
c)
d)
e)
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Fuel System
Page 6-14
Fuel System
Location
The fuel distribution manifold is located on the right hand side
of the combustion diffuser casing. It is in the 4 oclock
position.
Description
The fuel distributor manifold has the following features;
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Fuel System
Page 6-16
Fuel System
Location
The fuel spray nozzles are equi spaced around the
circumference of the combustor diffuser casing.
Description
Parker Hannifin manufactures the Airspray fuel nozzles.
The fuel spray nozzles have the following features;
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Fuel System
Page 6-18
Fuel System
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Fuel System
Page 6-20
SECTION 7
ENGINE OIL SYSTEM
Scavenge
Description
Pressure feed.
Scavenge.
Venting.
Pressure feed
The pressure feed system uses the full flow generated by
the pressure pump. The pressure pump moves the oil
through;
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Oil quantity
Oil pressure
Oil Consumption
Acceptable oil use is not more than 0.6 US pts/hr (0.5 Imp
pts/hr).
Oil increase of 100 ccs or more analyse sample for fuel
contamination.
master caution light
single chime
Page 7-3
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Lubrication.
Cooling.
Vibration suppression.
Location
The following bearings and gears are located in the front
bearing compartment;
The bearings and gears are fed with oil by utilising oil jets
that liberally allow oil to enter the bearing area.
The front bearing compartment has;
Description
The bearing chamber utilises hydraulic seals and carbon
seals to contain the oil within the bearing chamber.
The front seal has LPC booster stage 2.5 air passing
across the seal in order to prevent oil loss.
The rear seal has LPC 2.5 air passing across the seal in
order to prevent oil loss.
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Lubrication.
Cooling.
Location
The following bearing is located in the centre bearing
compartment;
Description
The centre bearing compartment
compartment in the engine.
is
the
hottest
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Lubrication.
Cooling.
Vibration suppression.
Location
The following bearing is located in the rear bearing
compartment;
Description
The rear bearing compartment has one carbon seal. This
seal allows HPC8 air to leak across the seal thus
preventing oil loss from the bearing compartment.
This bearing compartment has the following;
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Lubrication.
Cooling.
Vibration suppression.
Location
Description
The high speed external gearbox is a one piece casting
consisting of the following;
Gear trains.
Oil jets.
Angle gearbox.
Accessory units.
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Oil Tank
Purpose
To store the dedicated engine oil supply.
Location
Page 7-13
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Note:
The air cooled oil cooler acts as a second cooler for the oil
system.
The oil has a continuous flow through the air cooled oil
cooler. This is regardless of wether the valve is open or
closed.
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De oiler
Purpose
To separate the air and oil mixture that develops in the
bearing compartments and gearbox.
To return the oil back to the oil tank and eject the air
overboard.
Location
The de oiler is located on the front face of the high speed
external gearbox, fight hand side.
Description
The de oiler has the following features;
Provides mounting for the No.4 bearing chamber
scavenge valve.
Overboard vent.
Provides location for No.4 bearing Magnetic Chip
Detector housing.
The de oiler is also called a centrifugal separator. This due
to the fact that it relies upon the centrifugal force of a
rotating body to separate the oil from the air.
The oil is centrifuged outwards and into the gearbox.
The air is induced inwards an out through the discharge
slots.
.
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Scavenge Filter
Purpose
To trap solid contaminants.
Location
Mounted to the rear of the oil tank.
Description
The scavenge filter has the following features;
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High flow
Location
Description
Low flow
Uses HPC10 air as the servo air for the valve operation.
Stage 10 air less than 150 psi the valve is at maximum
open position.
Note:
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Location
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DETV252106
Page 7-34
SECTION 8
HEAT MANAGEMENT SYSTEM
Fan air.
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Location
Description
The ACOC is a plate type heat exchanger. It is operated
by an electro hydraulic servo valve mechanism.
The following are features of the ACOC;
Fail safe position is valve open for maximum cooling.
Fire seal forms an air tight seal between the unit outlet
and the cowling orifices.
Control by either channel A or B of EEC.
Valve position feed back signal via LVDT to each
channel of EEC.
Valve positioned by fuel servo pressure acting on a
control piston.
Fuel servo pressure directed by the electro hydraulic
servo valve assembly which incorporates a torque
motor.
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windings
one
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when
certain
In this condition the burned fuel absorbs all the heat from
the engine and I.D.G. oil systems. If however, the fuel flow
is too low to provide adequate cooling the engine oil will be
pre-cooled in the air/oil heat exchanger, by a modulated
air flow, before passing to the fuel/oil heat exchanger. This
is the preferred mode of operation, when return to tank is
not allowed.
Mode 4
Mode 4 is the mode adopted when the burned fuel flow is
low. For example;
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Mode 5
Mode 5 is the mode that is used when the system
conditions demand operation as in mode 3, but is not
permitted due to;
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SECTION 9
COMPRESSOR AIRFLOW CONTROL
and
Page 9-1
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N1 corrected speed
Altitude
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likelihood
of
an
EGT
Possible causes:
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SECTION 10
ENGINE SECONDARY AIR SYSTEMS
Description
The engine supplies the aircraft with bleed air taken from
HPC stages 7 and 10.
The air that is taken from the engine is used for the
following;
The ACAC pre cools the HPC12 air prior to the air being
passed to the centre bearing compartment.
The cooling air used is taken from the 10th stage manifold
and is controlled by a two position pneumatically operated
valve.
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Page 10-1
ACC ACTUATOR
MODULATING AIR
CONTROL VALVE
DETV250280
Revision 1
HPT is closed.
Description
Page 10-3
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Page 10-4
ACC Actuator
Purpose
The modulating air control valve receives ducted air from
the fan bypass stream and regulates, as per ACC actuator
input, the flow rate to the LPT and HPT ACC manifolds.
Purpose
The ACC actuator provides the movement to the
modulating air valves so it can vary the LPT and HPT
cooling airflows.
Location
The ACC actuator is located on the right hand side of the
core engine in the 5 oclock position. It is mounted on the
compressor casing.
Description
The ACC actuator consists of the following;
Linear motion two directional piston.
Dual track LVDT.
Electro hydraulic torque motor.
Filter.
The ACC actuator receives signals from the EEC. The
torque motor will direct high pressure fuel to one of the two
sides of the piston. This is dependant on the EEC
command signal.
Piston movement will result in a movement in the push pull
rod that links the ACC actuator and the modulating air
valve.
The LVDT will feedback the piston position to the EEC.
At engine shut down or nil servo pressure the ACC
actuator will assume the failsafe position. A spring in the
ACC actuator will force the piston to the failsafe position.
Revision 1
Location
The modulating air control valve is located on the right
hand side of the core engine in the 5 oclock position. It is
mounted on the turbine casing.
Description
The modulating air control valve has two separate valves.
They are;
HPT valve.
LPT valve.
The two valves are designed to operate to allow the
optimum airflow to the respective casings.
The failsafe position is;
HPT is closed.
LPT is 44% open.
Page 10-5
ACC ACTUATOR
MODULATING AIR
CONTROL VALVE
TORQUE MOTOR
FAN BYPASS
AIR INLET
DETV250282
LVDT FEEDBACK
Revision 1
Description
Description
Location
Location
Description
Description
Air from the air control valve enters the manifold and is
directed to the left and right tubes.
Air from the air control valve enters a supply tube, which
then splits to feed air into two tubes that supply the upper
and lower manifolds. The manifolds direct the air into the
cooling air tubes.
Air outlet holes on the inner face of the tubes direct the air
onto the HPT casings.
Air outlet holes on the inner surfaces direct the air onto the
LPT cases.
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Page 10-7
DETV250283
Revision 1
Description
Valve open.
Valve closed.
EEC control.
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Page 10-10
Purpose
Purpose
Location
th
Location
Description
The control solenoid consists of the following components;
Solenoid pack.
Pilot valve.
Valve body.
Valve body.
The solenoid control valve will direct the flow of servo air
pressure to port when it is de-energised.
The solenoid control valve will direct the flow of servo air
pressure to the make up valve when it is energised.
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The pre cooler utilises fan bypass air to cool the HPC
bleed air.
The temperature limiting thermostat (TLT) controls the
PRV when an over temperature has been experienced.
The temperature controlling thermostat controls the pre
cooler valve but if bleed temperature cannot be maintained
it will signal for the PRV to close.
The bleed monitoring computer controls the functions of
bleed air system making the system fully automatic.
Page 10-13
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Page 10-14
The PRV will close when HPC stage 7 air is greater than
36 psi.
Page 10-15
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Location
The HPC12 air enters the ACAC and the heat exchange
process takes place between the fan bypass air and the
hot HPC12 air.
The fan bypass air is ejected to atmosphere.
The cooled HPC12 air leaves the ACAC and is distributed
to the centre bearing compartment through three tubes.
The tubes enter the diffuser casing in three positions. They
are;
12 oclock.
3 oclock.
9 oclock.
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DETV250376
CENTRE BEARING
COMPARTMENT COOLING
JACKET
Page 10-18
SECTION 11
ENGINE ICE PROTECTION SYSTEM
The distribution manifold will allow hot air to enter the inlet
cowl leading edge.
Ice build about the inlet cowl leading edge could affect
engine performance and could cause engine damage from
ice ingestion.
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the
outside
air
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Page 11-2
Component Description
Anti Icing Control Valve
Purpose
The anti icing control valve allows the flow of HPC stage 7
air to enter the TAI manifold in the intake cowl.
Location
The anti icing valve is located on the right hand side of the
fan case in the 4 oclock position.
Description
The anti icing control valve has the following function;
Valve body.
Control solenoid.
Air filter.
Butterfly valve.
Micro switch.
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Page 11-3
ELECTRICAL
CONNECTOR
LOCKOUT PIN
VALVE BODY
DETV250273
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ENGINE
ENGINE ANTI
ANTI ICE
ICE VALVE
VALVE
Page 11-4
Operation
Valve closed
Solenoid de energised.
Valve open
Locked position.
Open position.
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ECAM Indications
The engine anti icing valve has a micro switch which will
feedback the valve position in relation to the selector
switch position.
Note
ENG A. ICE
Page 11-7
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Page 11-8
Open.
Close.
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Page 11-9
ANTI ICE
VALVELOCKOUT PIN
DETV250277
ENGINE START
CONTROL PANEL
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FADEC POWER
SELECT SWITCH
DEACTIVATION
HOLE
HAND TURNING
POINT
HAND TURNING
POINT
SECTION 12
ENGINE INDICATIONS
Engine Indications
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Page 12-1
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Engine Indications
Page 12-2
ECAM Indications
The ECAM system displays both engine and aircraft data.
The upper and lower ECAM CRTs display engine/aircraft
data in digital and analogue form.
Upper ECAM CRT
The upper ECAM CRT will display the following engine
and aircraft data;
EPR command.
EPR actual.
EGT.
N1 rotor shaft speed.
N2 rotor shaft speed.
Fuel flow.
Fuel on board (FOB).
Slat and flap position.
The upper ECAM CRT display is also used to give warning
information of class 1 type alerts. This is given in the form
of a message.
Note:
Engine Indications
The lower ECAM CRT will display the following engine and
aircraft data;
Fuel used.
Oil quantity.
Oil pressure.
Oil temperature.
Engine vibration for N1 and N2.
Nacelle air temperature (NAC).
Total air temperature (TAT).
Static air temperature (SAT).
Aircraft gross weight.
Note:
The NAC will only appear on the lower ECAM CRT when
an exceedance has occurred.
During engine start up the start air valve position, bleed air
pressure and igniter selection are displayed in the NAC
position.
No.4 bearing scavenge
modification standard.
valve
indication
is
pre
Page 12-3
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Engine Indications
Page 12-4
Engine Indications
N1
N2
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Page 12-5
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Engine Indications
Page 12-6
Engine Indications
Oil pressure
Vibration
Oil temperature
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Page 12-7
DETV250378
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Engine Indications
Engine Indications
ECAM Messages
Description
Level 3
Level 2
Level 1
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Engine Indications
Page 12-10
Engine Indications
Purpose
Electrics.
Hydraulics.
Fuel.
Auxiliary power unit (APU).
Conditioning.
Doors.
Wheels.
Flight controls.
Engine/air.
The pages can be called up by either the flight crew
manually or automatically according to the flight phase the
aircraft is in.
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Engine Indications
Page 12-12
Engine Indications
Multipurpose
Centralised
Display
Unit
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Engine Indications
Page 12-14
Engine Indications
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Engine Indications
Page 12-16
Engine Indications
Description
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Engine Indications
Page 12-18
Engine Indications
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Engine Indications
Page 12-20
Engine Indications
Indication
In digital format.
Location
The EGT thermocouples are located at the exhaust outlet.
The EGT T/C leads come together at a junction box
located at BDC of the turbine casing.
Description
Chromel (CR).
Alumel (AL).
Note:
The small and large nuts that secure the EGT leads to the
junction box must torque check and tightened during the A
check until further notice.
Single and dual channel failures have occurred due to
loose EGT securing nuts.
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Engine Indications
Page 12-22
Engine Indications
P3/T3 Sensor
Purpose
To give the EEC an input signal of;
P3 pressure for fuel scheduling and surge detection.
T3 temperature for trend monitoring.
Location
The P3/T3 sensor is located on the combustor casing at
the one oclock position.
Description
The P3/T3 sensor is a dual-purpose aerodynamically
shaped probe. It measures the pressure and temperature
of the air stream at the inlet of the diffuser case.
The resultant data is transmitted to the EEC for control
purposes. At the EEC the pressure enters a transducer.
The temperature signal is received as a resistance value.
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Engine Indications
Page 12-24
Engine Indications
EPR Indications
Location
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Engine Indications
Page 12-26
Engine Indications
Purpose
Purpose
The P4.9 rakes send a pressure signal to the EEC for the
EPR system.
Location
Location
The P4.9 rakes are located in the exhaust OGVs. They are
in the 3, 6 and 9 oclock position.
Description
Description
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Engine Indications
Page 12-28
Engine Indications
Indications
Location
The vibration transducer is located on the engine fan case
in the 11 oclock position.
Description
Monitoring is done by a vibration transducer on each
engine fan case. This produces an electrical signal in
proportion to the vibration detected and sends it to the
engine vibration monitoring unit (EVMU).
Two channels come from each engine. The EVMU
provides signals of;
Vibration.
N1 (LP shaft speed).
N2 (HP shaft speed).
These are displayed on the engine page of the ECAM.
The vibration transducer is installed on the fan case at the
top left side of the engine. It is attached with bolts and is
installed on a mounting plate.
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Engine Indications
Page 12-30
SECTION 13
ENGINE STARTING AND IGNITION
Purpose
Description
The system comprises of the following;
Pneumatic ducting.
ECAM indications.
Starting of the engine for the Airbus A319, 320 and 321
can be done either;
Manually.
Automatically.
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are
incorporated
to
permit
working
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Page 13-3
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Page 13-4
The starter air valve controls the airflow from the air
ducting to the starter motor.
The valve is commanded from the flight deck via the EEC.
Location
The starter air control valve is located on the right hand
side of the engine fan casing (intermediate module).
Description
The starter air control valve consists of the following;
Pneumatically operated.
Manual operation
The starter air valve can be opened/closed manually using
a 0.375 in square drive.
Access is through a panel in the right hand side fan cowl
door.
A valve position indicator is provided on the valve body.
A micro switch provides valve position feed back
information to the EEC.
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Valve closing
Engine shutdown
With no pneumatic air supply available the valve is spring
loaded to the closed position.
Valve opening
Air upstream of the butterfly valve is filtered and routed
through an orifice in the solenoid valve.
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Page 13-9
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Page 13-10
Starter Motor
Operation
The starter is a pneumatically driven turbine unit that
accelerates the HP rotor to the required speed for engine
starting.
The starter comprises of the following;
A single stage turbine.
Page 13-11
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Page 13-12
Location
Continuous ignition.
Test
Operation of the ignition system can be checked on the
ground, with the engine shut down, through the
maintenance menu mode of the CFDS.
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Page 13-16
Purpose
Purpose
Location
Location
Description
There are two engine interface units (EIUs), one for each
engine. The EIU is an interface concentrator between the
aircraft and FADEC system.
The EIU main functions are;
Revision 1
Description
The EEC is the heart of the FADEC system and has
control of the FADEC system components and constantly
monitors their performance.
The EEC will make adjustments where necessary to
optimise the operation of the engine.
During the starting of the engine the EEC generates the
pneumatic starter valve opening/closing signal in respect
of control switch selection (rotary selector, master lever,
MAN START push button switch) and N2 speed signal.
The EEC will send any warning or caution message to the
flight warning computer (FWC).
The FWC will send this to the display management
computer (DMC) for indication on the ECAM upper or
lower CRT.
Page 13-17
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Page 13-18
Engine Operation
Purpose
Crank.
Mode norm.
Ign/start.
Flight deck
Rotary switch.
Cut off.
On.
These switches activate the start air valve and the FMU,
via the EIU and EEC, when in the auto mode.
Note:
The EEC software has a fuel flow reduction capability
upon the detection of a stall. This is known as fuel
depulse.
The depulse logic is designed to assist the engine in
recovery from a stall during starting.
These switches activate the FMU, via the EIU and EEC,
when in the alternate (manual) mode.
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Safety Zones
During run up operations, extreme care should be exercised
when operating the engines
Refer to the diagram below, which illustrates the inlet suction
hazard areas for the conditions at idle and take-off thrust.
.
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SECTION 14
THRUST REVERSER SYSTEM
Page 14-1
DETV250262
Revision 1
V2500
V2500 THRUST
THRUST REVERSER
REVERSER SYSTEM
SYSTEM
Page 14-2
Methods of deployment
Indications
hand
turning
points
for
Safety features
The thrust reverse system operation is controlled by the
engine electronic control (EEC). The following are EEC
controlled functions of the thrust reverse system.
The thrust reverse system incorporates a double lock
safety system to protect against inadvertent deployment.
They are;
EIU inhibit
deployment.
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relays
for
un-commanded
in-flight
Page 14-3
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Page 14-4
Operation
Thrust reverse is selected from the flight deck by pulling up
on the thrust reverse select levers. The select levers are
mounted on the front side of the main thrust levers. The
thrust levers have a gated feature that allows thrust
operation by the throttles in one direction only.
The EEC has control of the thrust reverse system
operation for deploy and stow.
The EIU inhibit relay controls the DCV power signal for the
control solenoid from the EEC to the DCV.
Deploy
Pulling up on the thrust reverse lever in the flight deck will
send a signal for thrust reverse select to the EEC. This will
also put the main throttles in the reverse thrust quadrant.
The EEC will look for the following conditions before thrust
reverse will be allowed;
The EEC will check that the aircraft is on the ground by
checking the LGCU signal of the aircraft computers.
The EEC will check that the engine is running by means
of a N2 signal.
The EEC cannot deploy the thrust reverser until the EIU
inhibit relay is active.
SEC control signal for the shut off valve.
The hydraulic isolation valve solenoid and the directional
control valve solenoid will both be energised for a deploy
condition.
This will admit high pressure hydraulic fluid to the stow and
deploy sides of the thrust reverse system.
The lower locking actuators will unlock and the EEC will
see a signal from the proximity sensor of reverser system
unlocked.
Page 14-5
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Page 14.6
Normal indication
Thrust reverser
and in transit.
unlocked
Reverse Unlocked.
Reverser Fault.
Rev pressurised.
Indications
The thrust reverser system indications appear on the
ECAM CRTs. The EPR indication is used to display the
status of the thrust reverser.
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Page 14.7
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Page 14-8
Hydraulic System
The hydraulic system provides the force required to move
the translating sleeves for both deploy and stow
conditions.
The hydraulic system comprises of the following;
Flex shaft.
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Page 14-10
Location
A bleed valve.
Description
The HCU is a self contained LRU designed to control the
flow of high pressure hydraulic fluid. The EEC and EIU has
control over the HCU control solenoids.
When the EEC detects a demand for thrust reverse
operation both EEC and EIU will signal the HCU control
solenoids.
The HCU has the following features;
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Page 14-12
Page 14-13
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Page 14-14
incorporate
locking
Location
The lower locking actuators are located in the thrust
reverser C duct units at the lower positions.
Description
The actuators in general control the movement of the
translating sleeves in a linear motion.
The lower actuators on either thrust reverser C duct have
a locking mechanism incorporated in the design. The
locking mechanism adds to the safety of the system.
The lower locking actuators incorporate the following
features;
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Stow
The EEC will energise the HIV and DCV control solenoids
which allows high pressure hydraulic fluid to be present in
the thrust reverser system. This is on the stow and deploy
sides.
The actuator will now move in the stow direction. The head
end of the actuator engages into the tine lock. The locking
sleeve will move into position to immobilise the tine lock by
spring pressure.
As the locking sleeve moves to the lock position the target
on the unlock indicator moves in line with the proximity
sensor. The EEC detects this and sees that the thrust
reverser system is stowed.
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Page 14-20
Purpose
Purpose
Location
Location
The shut off valve is located in the aircraft strut at the front.
It is behind the HCU.
Description
Description
Control solenoid.
Two position valve assembly.
Operation
The shut off valve operation for opening and closing relies
upon the signals from the spoilers and elevators computer
(SEC).
Pulling up the thrust reverse select levers will signal the
SEC to open the shut off valve.
The SEC sends a signal to the shut off valve relay. The
relay energises the solenoid and opens the shut off valve.
The high pressure hydraulic fluid now flows towards the
HCU.
To close the shut off valve the selection of thrust reverse
levers must be in the forward thrust position.
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Page 14-26
Operation
Thrust reverse is selected from the flight deck by pulling up
on the thrust reverse select levers.
Deploy
Pulling up on the thrust reverse select lever in the flight
deck will send a signal for thrust reverse select to the EEC
and EIU. This will also put the main throttles in the reverse
thrust quadrant.
The EEC will look for the following conditions before thrust
reverse will be allowed;
Revision 1
The lower locking actuators will unlock and the EEC sees
a signal from the proximity sensor of reverser system
unlocked.
In the flight deck this unlocked condition is identified as an
amber coloured REV caption on the EPR indicating gauge.
When the translating sleeves have moved to 78% of the
full deploy position the amber REV indication will change
to a green REV indication.
When green REV is indicated the full reverse thrust power
is available to the flight crew.
Stow
To stow the thrust reverse system the flight crew will return
the throttles to the idle detent position and select levers to
the down position. This will put the throttles back to the
forward thrust quadrant.
The DCV solenoid will be de-energised as commanded by
the EEC via the EIU inhibit relay. This will leave high
pressure hydraulic fluid present on the stow side of the
reverser system only.
As the translating sleeves move from deploy back to stow
the flight deck indication will change from green to amber
on the REV indication.
When the thrust reverser has reached the fully stowed
position the amber REV will go and the EPR gauge will
return to normal indication.
This will indicate that the thrust reverser is fully stowed and
locked.
Page 14-27
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Page 14-28
SECTION 15
TROUBLESHOOTING
Troubleshooting
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Page 15-1
Revision 1
Troubleshooting
Page 15-2
Troubleshooting
ECAM
STATUS
(Inoperative
Maintenance Status).
Systems
and
3.
Lists the entry into the Trouble Shooting procedure for given
indicated engine related faults. (This has limited use).
Information is restricted to Start Air Valves, Fuel Start
Valves and Anti-Ice Valve problems.
Page 15-3
Troubleshooting
STATUS
MAX SPD.250/.85
APPR PROC DUAL HYD LO PR
-IF BLUE OVHT OUT:
-BLUE ELEC PUMP.. ON
-LG..GRVTY EXTN
-LDG SPD INCRMT10 KT
SLATS SLOW
CAT 1 ONLY
CANCELLED CAUTION
NAV IR 2 FAULT
PSI 35
TAT -5 C
SAT -30 C
23H56
INOP SYSTEM
G+B HYD
CAT 3
G RSVR
L+R AIL
SPLR 1+3+5
L ELEV
AP 1+2
ENG 1 REV
NORM BREAK
NW STEER
MAINTENANCE
APU
AIR COND
ENG 1 FADEC
G.W. 60300KG
Page 15-4
Troubleshooting
(fig. 2)
Revision 1
(fig.3)
Page 15-5
Revision 1
Troubleshooting
Page 15-6
Troubleshooting
Fig 4
Revision 1
Fig 5
Page 15-7
Revision 1
Troubleshooting
Page 15-8
Troubleshooting
Revision 1
Fig. 6
Page 15-9
Revision 1
Troubleshooting
Page 15-10
Troubleshooting
None
Fig 7
Revision 1
Fig 8
Page 15-11
Troubleshooting
Page 15-12
Troubleshooting
E V2500 Troubleshooting
Centralised Fault Display System (CFDS)
The purpose of the CFDS is to give the maintenance
engineers a central maintenance aid to intervene at system or
sub-system level from a Multipurpose Centralised Display Unit
(MCDU) located on the flight deck.
The MCDU allows the engineer to;
Revision 1
Page 15-13
Troubleshooting
Brightness Adjust
Annunciators
Numeric Keys
Alpha Keys
Page 15-14
Troubleshooting
Note;
MEL Preamble
The MEL is intended to permit operation with inoperative
items of equipment for a period of time, until repairs can
be accomplished at the earliest opportunity. In order to
maintain
acceptable levels of safety and reliability the MEL
establishes limitations on the duration of and conditions for
operation with inoperative equipment.
When an item of equipment is discovered to be
inoperative, it is reported by making an entry into the
Aircraft Maintenance Record/Logbook as prescribed by the
Federal Aviation Regulations (FAR).
Revision 1
Page 15-15
Troubleshooting
MCDUs
Printer
Page 15-16
Troubleshooting
Failure Classifications
There are three (3) levels of Failure Classifications and
these are signified by the method of notification of their
existence to the Flight Crew or to the Maintenance
Engineer during ground operation and testing.
Class 1
Failures are indicated, by means of the upper ECAM
display or local warnings. Procedures to be followed by the
operator to help to ameliorate the problem may also be
displayed.
Class 2
The operator is informed of a Class 2 failure on the ECAM
STATUS page which only shows the system affected by
the Class 2 failure. A white STS symbol appears on the
upper ECAM.
Class 3
The operator is not informed of Class 3 failures. Class 3
failures are only accessible through the Centralised Fault
Display System (CFDS) via the MCDU in menu mode
Revision 1
Page 15-17
MCDU
Main Menu
(Screen 1)
Troubleshooting
CFDS
SYSTEM REPORT
TEST
(Screen 2)
ENG
FADEC XX
(Screen
(Screen 6)
FADEC XX
MAIN MENU
(Screen 6)
LAST LEG
REPORT
(Screen 7)
Faults stored
during the last leg
PREVIOUS LEG
REPORT
TROUBLESHOOTING
(Screen 8)
Faults stored
GROUND
during previous
DATA
63 legs
(Cells 46 - 60)
DATE
TIME
ATA CHAPTER
CELL NUMBER (1 - 60)
Clear Language Message
FLIGHT
DATA
(Cells 1- 45)
(Screen 9 &10)
GROUND
SCANNING
CURRENT
GROUND
FAULTS
SYSTEM TEST
SCHEDULED
MAINT REPORT
500 HOURS
CLASS 3
(Cells 61-69)
Class 3 Faults
UNLIMITED
DESPACTH
FAULT ACRONYM
CELL NUMBER
FLIGHT PHASE
FLIGHT LEG
ENGINE PARAMETERS
WHEN FAULT RECORDED
Page 15-18
FAULT CLASS
Class 1
Troubleshooting
Class 2
SMR
Scheduled Maintenance
Report
Class 3
Visual Indication
(STS appears on Upper
ECAM)
Specific Details
(Lower ECAM)
No Indication
DISPATCH
CONDITIONS
ACTION REQUIRED
NO GO
or
GO IF
or
GO
GO
No Conditions
Repair at next
'A' Check / 500 hours
No Conditions
(Should be repaired at
earliest convenient
opportunity)
Page 15-19
Troubleshooting
Revision 1
Page 15-20