A320-214 A320-271N

SEATS 180 186

EVACUATION NA WIDER ESCAPE SLIDES (FWD,AFT DOOR)
CREW OXY BOTTLE 1 OXY BOTTLE 2 OXY BOTTLE
RADOME RADOME STRIPS VISIBLE RADOME STRIP NOT VISIBLE
BMC MONITORS OPERATION CONTROLS OPERATION
SHARKLET DESIGN NA NEW SHAPE OF L/E FOR LOW SPEED PERFORMANCE
SHUTTER TO REDUCE GLARE IN COCKPIT, STRUCURAL
STROBE LIGHT NA
DESIGN CHANGE FOR EASY MAINTENANCE
REARWARD FACING LIGHTS,STRUCURAL DESIGN
NAV LIGHT NA
CHANGE FOR EASY MAINTENANCE
4 OCCU SEAT AVAILBLE NOT AVAILABLE
AFT GALLEY/LAV
G5 G4B-SPACE FLEX
ORIENTATION
CENTRE TANK FUEL FEED ELEC BOOSTER PUMP JET PUMP + TRANSFER VALES
NEW DEMISTER + AIR FILTER CARTRIDGE PROVIDES
AVIONIX VENTILATION NA 100% WATER SEPERATION & DUST PROTECTION
CVR NA 90 DAYS ULB
AVIONIX COMPUTER RMP,CVR,DFDR,FWC,FDIMU WITH WEFA,WEATHER
DIFFERENCE NA RADAR,
WITH IMPROVED TACHOMETER
BSCU NA MONITORING,STEERING TOW KEY MONITORING
COCKPIT ILLUMINATION LED
EXTERNAL LIGHT LED

CFM56-5B PW1100G/GA*-JM

BYPASS RATIO 5.7 : 1 (HIGH) 12 : 1 (ULTRA HIGHT)

THRUST 26,000 -32,000 LB 24,000 -35,000 LB
FAN 36 TITANIUM BLADES 20 ALUMINIUM HOLLOW BLADES
LPC 4 STAGES 3 STAGES
HPC 9 STAGES 8 STAGES
FUEL NOZZLE 20 18 (6 + 12)
HPT 1 STAGE 2 STAGES
LPT 4 STAGES 3 STAGES
STATION 2/12/25/3/49.5/5/13/17 2/2.5/3/4/4.5/5/14
BEARINGS 5 7 (1,1.5,2,3,4,5,6)
INLET NOSE CONE ANTI
NA CONTINOUS ON
ICE
ENG. ANTI ICE 1 ANTI ICE VALVE 2 ANTI ICE VALVE
NEW 8TH STAGE HPC ROTOR, AIR SEAL, MODIFIED
GA*
ABRADABLE COATING MATERIAL , ALTERNATE CLIMB
DUAL COOLING PUSHBUTTON
FLAT RATING 45 DEG C
N1 100% 5000 RPM 10047
MAX N1 104% 105%
N2 100% 14460 RPM 22300
MAX N2 105%
Nf 100% N/A
VIB N1 MAX 6 5
VIB N2 MAX 4.3 5
 VIB Nf MAX N/A 5
NACELLE TEMP MAX 240
MAX EGT 725 START,915MCT,950 MAX 1080 START,1980 TO,1900MCT
OIL TANK 24 QTS 35 QTS
OIL QTY INDICATION FADEC GRD OFF FADEC GRD ON
OIL CONSUMPTION 0.6 QTS/HR 0.2 QTS/HR
MAX OIL TEMP 140/155 DEG C 150 DEG C
HIGH OIL PRESSURE 90 PSI 259 PSI
LOP 13 PST 65 PSI ?
OIL PUMP PACK 1+ 4 1+ 6
DEAERATOR ONLY DEARETATOR & DEOILER

HEAT EXCHANGERS MAIN OIL/FUEL HE, SERVO

HEATER, IDG OIL COOLER FOHE,AOHE,IDGFOHE, IDGOOHE
P SENSOR P0, PS3, PS12, (PS13, P25) Pamb,P2.5, PS14, Pb
T12, T25, T3, T49.5, TCASE,
T SENSOR T2.5, T2, T3,T5
TEO, (T5)
VIB COMPUTER EVMU PHMU
FADEC COPUTER ECU EEC
ENGINE IDENTIFIER DEP/ID PLUG DSU
CUTOMER BLEED PICKUP 5,9 HPC 3, 8 HPC
LPC AIR SYSTEM VBV LPC VIGV, 2.5 BLEED VALVE
HPC AIR SYSTEM VIGV+VSV, TBV HPC VIGV+VSV, 2 (ACTIVE + PASSIVE)BLEED VALVES
LPT 1 NOZZLE COOLING BY 4
3 STAGE CONTINUOUS FLOW TO TIC, LPT CASE,
LPT COOLING STAGE CONTINUOUS FLOW (4
ROTOR(15 TUBES)
TUBES)
CDP DIRECT DISCHARGE ON
HPT COOLING 6 STAGE CONTINOUS FLOW TO HPT 2 NOZZLE (4 TUBES)
HPT DISK
LPC DISCHARGE AIR (2.5) USED HPC 3 STAGE AIR USED FOR BEARING COMPARTMENT
ENGINE BEARING
FOR BEARING SUMP PRESSURISATION AT LOW ENGINE POWER, LPC (2.5)
VENTILATION
PRESSURISATION STAGE AT ENGINE START AND HIGH POWER SETTING
ENGINE BEARING LPC DISCHARGE AIR (2.5) USED COOLS # 4 BEARING BY HPC 3 STAGE AIR COOLED
COOLING FOR BEARING SUMP COOLING THROUG BUFFER AIR HE, BY STATION 2.5 AIR
LPTCCV (FAN AIR),HPTCCV (4 +
ACC 9) ACC VALVE(FAN AIR)
MICRO SWITCH IN START
START VALVE POSITION VALVE SPEED SENSOR ON STARTER
ENGINE START LOGIC NA COOLING (10% N2 DRY CRANK) MTS
ENGINE START TIME 20 SEC ~ 2:20 MIN-4:40 MIN
MANUAL START VALVE
ALLOWED NOT ALLOWED
OVERRIDE
STARTER INDEPENDENT OIL USES OIL FROM ENGINE OIL SYSTEM VIA MGB
TR BLOCKER DOORS TRANSLATING SLEEVE & CASCADE VANES
NO FIRE LOOP IN FAN AREA, AS MGB/AGB IN CORE
FIRE LOOP FIRE LOOP IN FAN AREA
AREA
FIRE BOTTLE NA SMALL SIZE BOTTLES
PMA NOT OIL COOLED OIL COOLED
 WGA,WGB

High Altitude Operation

operate at their optimal speeds for peak efficiency

FWD and AFT doors will be equipped with wider escape slides.
Portable Oxygen Bottle, PBE are supplied by Zodiac and the Part No are different from existing CEO
fleet.
Since the aircraft are high altitude operation certified, the passenger service units in the cabin are
equipped with Chemical Oxygen Generator capable of 22 minutes oxygen supply. Chemical Oxygen
container in the LAV’s is replaced with unregulated decentralized gaseous oxygen type II containers
having oxygen supply time of 22 minutes.

In order to provide fight crew oxygen system redundancy, a segregated oxygen system consist of
two 77.1 ft3 oxygen cylinders made of composite material shall be installed to supply flight crew,
one supplying the captain and the third occupant, the other supplying the First Officer and the
fourth occupant

The aircraft shall be fitted a new standard of sharklet device on the wing to improve the low speed
performance of the NEO aircraft.

The aircraft shall be fitted with Avionics ventilation air filter manufactured by LEBOZAC. This Avionics
ventilation air filter system consists of one demister filter and one avionics ventilation air filter
cartridge which provides 100% water separation efficiency and higher dust protection.

WEFA (Wireless Extension for ACMS) function is used for wireless transmission of ACMS data. This
WEFA function transmits ACMS data to Airline network when the aircraft is on ground through
cellular telephone technology. Wireless transmission is achieved through SPC card (SMART PCMCIA
CARD) fitted in the FDIMU which consist of a cellular SIM.

The BSCU L4.10 software standard includes improved tachometer monitoring, therefore it is
foreseen that a future MMEL update will re-introduce the tachometer as a ‘GO-IF' item

Introduction of Steering Tow Key Monitoring detects failures of the steering tow box. The aim of this
monitoring is to prevent a disconnection or reconnection of the nose wheel steering system when
the aircraft is on ground and not stationary

An electronic module mounted on Electronic Engine Control (EEC) called Data storage Unit (DSU)
serves as a storage unit having 8 MB capacity. DSU records engine S/N, Thrust rating, N1 modifier
etc. and also records failure messages related to the engine

Due bow rotor effect, before every start the engine will dry run at 10% of N2 which is auto
controlled by EEC Engine Start Logic with an ECAM indication of “COOLING”. The dry run period
varies with the following factors:  Outside Air temperature  Air density (Airport Elevation)  Last
Engine Shutdown time (Transit Time) Depending upon the above factors, the ideal Run time may
vary from 2:20 Mnts to 4:40 Mnts for each Engine. As mitigation action, hardware (#3 and #4
bearing damper) and software (EEC) modification has been planned by P&W in Q3 inproduction
engines. Post modification, the ideal run time expected to be reduced to 1:20 Mnts to 2:40 Mnts for
each engine.
 TECHNICAL ISSUES
 It has been reported that on A320 NEO aircraft, the Engine serial Number parameters (ESN)
are not correctly indicated in the AIDS reports and the Alpha Call UP page on the MCDU.
Actions have been launched by Airbus to correct this issue in a future standard of engine
FADEC (FCS4 standard).
 Further to BMC software 4.0 introduction, A320neo fleet may be affected depending on
Flight Level and A/C weight, by a situation of air bleed from HP port in cruise. Engine bleed
air system operation with significant time spent bleeding air from HP port in cruise may lead
to the following consequences: Fuel penalty. The IP/HP switching thresholds is refined in the
next BMC software S4.1

 For VT-WGA ONLY: “ENG X SHAFT PROT FAULT” is spuriously set on ground by Flight warning
if one of the following conditions is met: 1. One FADEC is powered with engine running
whereas the other FADEC is not powered (either during ‘ Single engine taxi’ or maintenance
actions with only one FADEC powered). If the ECAM caution ENG1(2) SHAFT PROT FAULT is
triggered on ground under single engine taxi procedure (i.e only one EEC powered) or with
both BMC’s OFF while engine running, this caution to be considered as spurious. So ignore
the fault. BMC Std (S4.1) upgrade will fix the Spurious ECAM alert.

P&W has recommended to carryout DVI of all FEGV’s at an interval of 500FC

 All vane surfaces (Area B and Area C) erosion coating. Missing, chipped or loose erosion
coating. Permitted with repeat inspections every 500 flight cycles.
 All vane surfaces (Area B and Area C) primer coating (primer coating is light green). Missing,
chipped or loose primer coating. Permitted. Replace damaged vanes within 500 flight cycles.

WGC
ALTERNATE CLIMB OPTION
High Altitude Operation
The New EEC incorporates software version FCS2.7, incorporates modification to align with following
hardware changes made to the engine that enable reduced start time.
i) No.4 bearing damper assembly and No.3 bearing support assembly replacement with
new improved one.
ii) Introduction of new 8th stage compressor rotor and new HPC 8th stage rotor air seal
with modified abradable coating material. The compressor rotor airfoil tips wear from
bowed rotor starts were found to be excessive and degraded the compressor rotor
airfoils durability on pre mod engines.

WGD
NO High Altitude Operation
As both the Engines are of Post No 3 & 4 bearings dampers MOD of, the requirement for oil sampling
as per Service Bulletin is not applicable for these engines.
The New EEC incorporates software version FCS3.1 No 3& 4 bearings dampers and HPC durability.

WGE
Dual cooling is selected by the flight crew by pushing the new pushbutton "DUAL COOLING"
The New EEC incorporates software version FCS4.
 TECHNICAL ISSUES
 Several Combustor distress has been reported in PW 1127G-JM engine worldwide, perform
Combustor BSI at every 1500FH.
I. Next repeat BSI to be performed after every 500 FH unless it is already restricted by
PW disposition
II. For all new entry engines, the BSI to be performed at 1000 FH, and repeat every 500
FH interval.
III. The Engines which has repeat interval below 375FH shall be withdrawn from the
service.
1. All engines with block A combustor are removed from present fleet. PW estimate life
for block B combustors to be 3000 to 5000 FH.
2. Block C combustors are available from ESN P770450 and up and expected from Aug
2017.
3. Block D with improved combustor schedule for release 2Q 2018

 ENG 1-2 OIL CHIP DETECTED FAULT: In several occasion Go Air has encountered with ENG 1-
2 OIL CHIP DETECTED fault due No 3 bearing accelerated carbon seal wear leading to
unscheduled engine removal. As per present Airbus MEL the particular fault is releasable
under the provision of MEL 79-09-06A for 10 FH before investigation and troubleshooting.
However, due IFSD incident on aircraft VT-WGB DGCA, HQ has directed not to use the MEL
provision for ENG 1-2 OIL CHIP DETECTED ECAM warning and the fault need to be
investigated immediately as per TSM.
1) In case of ENG 1(2) OIL CHIP DETECTED ECAM alert on only one engine excluding ETOPS
operation, each PW1100G-JM operator shall inspect all magnetic chip collectors within a
maximum of 1 flight or 3 flight hours, whichever occurs first, as defined here below
* If metallic fines cover 100 % of only Bearing #3 Compartment Probe surface then remove
the Engine in 10 Flight Hours or 5 Flight Cycles.

 Go Airlines has also observed multiple CTR L or R XFR fault on A320 NEO aircraft fitted with
the Jet-pumps fuel transfer system. One possible root cause is linked to potential oxidization
build up on contacts of equipment combined with low utilization of the CTR tank.
The aircraft can be dispatched under MEL 28-26-01 for avoiding Operational interruption and
following recommended action to be followed to revoke the MEL and to ensure the fuel
transfer system is operating correctly.
If the CTR L(R) XFR FAULT is observed to occur repeatedly on an aircraft, the recommendation is to
implement the following procedure to perform cycling of the Centre Tank Transfer Valves after
every flight.

WGF

Aircraft will be installed with halon free portable fire extinguisher PN P3APP003010A from
manufacturer P3 in the cockpit and cabin.

Aircraft shall be installed with PW1127GA-JM engines,the following modification are

production embodied on the engines to mitigate the issue “ENG 1(2) OIL CHIP DETECTED”
 and/or “ OIL FILTER DEGRAD/CLOG”.
Venturi,EEC Software 4.0B ,Venturi tube New Bracket,Improved Buffer Solenoid valve ,Damper
valve inspection/replacement.
TECHNICAL ISSUES

 N1/N2 sensor - Noisy signal of PW1100G-JM Engine, The root-cause of these events has been
attributed to speed signal sensor (N1/N2) system noise and signal discrepancy between both
channels, leading to triggering either Engine rotor speed change and Combustor blow-out logic OR
High-speed shaft shear logic leading to automatic
engine shut-down.
If operators experience N1 or N2 Speed Sensor Faults during engine operation,P&W strongly
recommends that along with the required troubleshooting, the Speed Sensor (N1 or N2) registering
the fault to be changed before next flight.
As mitigation action, in FCS 4.2 software, an improvement is being introduced to eliminate
setting false single channel shaft shear detection. This software improvement will utilize a
cross check with the 2nd channel to validate the signal before initiating a blow-out logic / shaft
shear detection.

 ENGx AIR SYS FAULT & ENG x AIR MINOR FAULT

The buffer air valve is not reaching its commanded position due to the buffer air valve
solenoid assembly (P/N 5323550 (1020945-1)) intermittently failing to fully seal off muscle
pressure to the valve. This causes the valve to be slow to react or nonresponsive.
New, a more durable buffer air valve solenoid assembly (P/N 5326861(1028828)) with an
improved internal solenoid ball and supply seat. These improved internal solenoid parts
provide improved sealing off of muscle pressure allowing the buffer air valve to reach its
commanded position.
NOTE: The old PN solenoid assembly is used at two locations on the PW engine; for the
buffer air valve and for the HPC bleed valve. This Service Bulletin changes only the buffer air
valve solenoid assembly. The HPC bleed valve solenoid assembly must continue to use the
old PN (P/N 5323550 (1020945-1)) solenoid assembly.

 Effect of Fan Blade change on N1 modifier setting in DSU:

0-4 FAN BLADE CHANGE: Relative to the engine acceptance test at production or overhaul, a
maximum of 4 fan blades can be replaced without adjusting the N1 modifiers that are stored in the
data storage unit or to calibrate the engine in a test cell. The number of fan blades replaced to the
engine acceptance test is the number of new blade serial numbers in the current install that were
not in the original install for the original engine acceptance test.
Example: If Blade A was replaced by Blade B, then Blade B was replaced by Blade C and no other
blade changes occurred, this counts as one blade replacement.

5-10 FAN BLADE CHANGE: When the N1 modifier is reduced, Exhaust Gas Temperature (EGT)
margin will be lost. For the above trim level change (i.e. 5 to 10 blade), approximately 4.2 degrees
Fahrenheit (2.3 degrees Celsius) of EGT margin is reduced; hence EGT margin should be considered
before deciding on the fan blade change plan.
 11-20 FAN BLADE CHANGE: For the above trim level change (i.e. 11 to 20 blade), approximately 9
degrees Fahrenheit (5 degrees Celsius) of EGT margin is lost. EGT margin should be considered
before you decide on the fan blade change plan.

WGI
SAME AS WGH
WGJ
 This aircraft shall be introduced with reversible back-up speed scale function. The current
procedure to display the BUSS (Back-up Speed Scale) is to switch the 3 ADR OFF. By activation of
reversible back-up speed scale function, the possibility to switch between the conventional speed
scale and the BUSS function on the Cockpit Primary Flight Display in a reversible manner through
dedicated push-buttons.
 This Aircraft shall be installed with Air Precision Clock

WGM

High Altitude Operation

VT-WGM aircraft systems and engines is certified by airbus for EDTO operation with 120
minutes diversion time in accordance with the configuration requirements of the EASA for
EDTO operation.

Slide raft in place of escape slide on all door location

Qty 01 Additional Life raft and Qty 04 Survival Kit to meet EDTO configuration
An additional portable ELT in cabin for over water operation.
For cargo fire protection a 2nd 630cu.in in capacity fire extinguishing bottle with flow meter
system is installed.
Incorporation of EEC FCS4.2 Software.

TECHNICAL ISSUES

Certifying staff is requested to follow the note below and perform a Trim balance whenever
theN1 Vibe. Limit is more than 0.5 CU at minimum of 80 % N1 speed.
NOTE:

a) If the engine runs can get a minimum of 80 percent speed and CU's are at or below 0.5 CU

during Step 4.A.(2).(d) of AMM task 71-00-00-710-807-A, No more engine runs or trim
balance is necessary.

b) If engine runs cannot get to 80 percent speed, but CU's are at or below 0.4 CU during Step

4.A.(2).(d) AMM task 71-00-00-710-807-A, No more engine runs or trim balance is necessary.

c) If the engine is not in limits, do Step 4.A. (4) AMM task 71-00-00-710-807-A.

The information in the AMM task 71-00-00-710-807-A states that at speeds above 71%, CUs
can be above 0.5 is incorrect and should not be followed. Airbus will be working tocorrect
this.
 Starting: 1083.33
Takeoff, for up to
deg.C ground Maximum continuous: 1042.78
EGT five minutes:
start, 1083.33 deg.C
1083.33 deg.C
deg.C air start
Maximum N1: 100 Maximum N2: 100
RPM percent (10047 percent (22300
RPM). RPM).
VIB N1: 5 N2 :5 NF: 5
AT ABOVE IDLE
MAX OIL P
MAX 259 PSI
65 AT IDLE TO 166
MIN OIL P
AT NR REDLINE
150 AT IDLE TO
MAX OIL T 140 AT HIGH
POWER.
-40 AT START TO
MIN OIL T
125 AT TAKE OFF

MAX OIL
0.2 QTS
CONSUMPTION

(3 CYCLES)3 MIN.ON-35 SEC COOL-3 MIN.ON-35 SEC COOL-3 MIN.ON

STARTER CYCLE
(1 CYCLE) 15 MIN.- 15 MIN. COOLIMG

Component
Fluid Drain Location Leakage Limit
Seal Drain

(IFPC) drive seal Engine Oil Drain tube (DR41) 10cc/hour (3.3 drops/minute)

Drain tube
Hydraulic pump 10cc/hour
Engine Oil (DR51)
drive seal (3.3 drops/minute)
(HYDRAULIC)
Drain tube 10cc/hour
(IDG) drive seal Engine Oil
(IDG) (3.3 drops/minute)
(LPC) 2.5 bleed Drain tube
Engine Oil None permitted
cavity (DR11)
Drain tube
LPC 2.5 bleed (DR11) 15cc/hour
valve actuator Fuel 2.5 BLEED (5 drops/minute)
LPC Variable
Stator Vane Drain tube
Actuator (DR01) 15cc/hour
(VSVA) Fuel LPC-SVA (5 drops/minute)
HPC variable
stator vane Drain tube
primary (DR21) 15cc/hour
actuator Fuel HPC-SVA1 (5 drops/minute)
HPC variable
stator vane Drain tube
secondary (DR22) 15cc/hour
actuator Fuel HPC-SVA2 (5 drops/minute)
 Drain tube
(DR41) 2cc/hour
IFPC seal Fuel FOM-FUEL (1 drop/minute)
Fuel ecology
tank Fuel Vent line (FB02) None permitted*

NOTE: *During engine motor-to-start: - If a steady stream of fuel is observed coming from the
overboard vent in the drain mast, the engine should be shut down and restart. If a steady
stream of fuel is observed during the next motor-to-start, replace the ecology tank. - If fuel
leakage is less than or equal to ten drops/minute, proceed to idle. *Engine at idle: - If a steady
stream of fuel is observed coming from the overboard vent in the drain mast after one minute
at idle, the engine should be shut down and restart. If a steady stream of fuel is observed during
the next run to idle, replace the ecology tank. - A fuel leakage rate of five drops per minute at
idle is acceptable and no maintenance action is required. *After Shutdown: - After engine
shutdown, the ecology system may overfill and result in overboard leakage out the drain mast.
A fuel leakage rate of five drops per minute is acceptable under these conditions and no
maintenance action is required. If leakage exceeds five drops/min, draining the ecology tank is
recommended. *Required maintenance actions if any limits above are exceeded is to replace
the ecology tank (or drain the ecology tank if aircraft is at an out station where no replacement
ecology tank is available).
START TAKE OFF

N1
19%
N2
59%
EGT 440
OIL P
OIL T
OIL QTY
F.F. 270 KG/HR
N1 VIB
N2 VIB