A319/A320/A321 Airbus: Power Plant 71 80

Airbus
A319/A320/A321
(IAE-V2500)
Differences to
ATA 71−80
Power Plant
30−21 Engine Air Intake Ice

Protection
31 - 60 Electronic instrument
systems (EIS)
Line and Base Maintenance

Level 3
A319-21V2_71−80_L3
Revision: 1MAR2008
Author: FrM
For Training Purposes Only
E LTT 2007
Training Manual
For training purpose and internal use only.

Copyright by Lufthansa LAN Technical Training S.A.
All rights reserved. No parts of this training manual may
be sold or reproduced in any form without permission of:
Lufthansa LAN Technical Training S. A.
Aeropuerto Int. C.A.M.B., Clasificador 74
Cesar Lavin Toro 2198, Base Mantenimiento

Edificio Mario Bontempi, Tercer Piso.
Santiago -- Chile
Tel. +56 (0)2 601 99 11

Fax +56 (0)2 601 99 24
www.lltt.cl
Training
POWER PLANT A319/A320/A321
Training
INTRODUCTION IAE V2530-A5

71-00
Technical
LAN Technical
ATA 71 POWER PLANT

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FOR TRAINING PURPOSES ONLY!
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POWER PLANT GENERAL IAE V2530-A5

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LAN Technical
71−00 GENERAL
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ENGINE MARK NUMBERS

It is produced by IAE (International Aero Engines) corporation.
This corporation consists of the following companies:
S JAEC (Japanese Aero Engines Corporation)
S Rolls Royce
JAEC RR P&W MTU FIAT
S Pratt & Whittney
S MTU (Motoren & Turbinen Union)
S Fiat Avio
For easy identification of the present and all future variants of the V2500, IAE
has introduced a new engine designation system.
S All engines will retain V2500 as their generic name.
S The first three characters of the full designation are V25, identifying each
engine as a V2500.
IAE
The next two figures indicate the engine’s rated sea−level takeoff thrust.
The following letter shows the aircraft manufacturer.
(INTERNATIONAL AERO ENGINES)
The last figure represents the mechanical standard of the engine.
This system will provide a clear designation of a particular engine as well as a
simple way of grouping by name, engines with similar characteristics.
The designation V2500−D collectively describes, irrespective of thrust, all
engines for McDonnell Douglas applications and V2500−A all engines for
Airbus Industries.
Similarly, V2500−5 describes all engines built to the −5 mechanical standard,
irrespective of airframe application.

For example:
The V2500 - A1 engine is used on A320 and has only a 3 stage booster.
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V2530-A5
Generic to all Mechanical Standards
V2500 engines of engine
Takeoff thrust in Airframe manufacturer

thousands of pounds −A for Airbus Industries
−D for McDonnellDouglas
MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT

V2500 - A1 25.000 A320 - 200
V2530 - A5 30.000 A321 - 100
V2533 - A5 33.000 A321 - 200

V2525 - A5 25.000 A320 - 200
V2527 - A5 26.500 A320 - 200
V2528 - D5 28.000 MD - 90 - 40
V2525 - D5 25.000 MD - 90 - 30
V2522 - D5 22.000 MD - 90 - 10
Figure 1 Engine Mark Number Table

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INTRODUCTION
The V2530-A5 engine is a two spool, axial flow, high bypass ratio turbofan ATTENTION: The IAE V2530-A5 engine is flat rated.
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engine. The rated thrust can be obtained for a limited time up to an

ATTENTION: 80% of the thrust is produced by the fan. ambient temperature of 30_C otherwise engine operating limits
can be exceeded.
20% of thrust is produced by the engine core.
To have a constant thrust at variable ambient conditions the
Its compression system features a single stage fan, a four stage booster, and a
engine RPM has to be adjusted (regulated) to compensate the
ten stage high pressure compressor.
varying air density.
The LP compressor is driven by a five stage low pressure turbine and the HP
The Thrust parameter is EPR. In case this parameter is not
compressor by a two stage HP turbine. The HP turbine also drives a gearbox
available the N1 is used as the Thrust parameter.
which, in turn, drives the engine and aircraft mounted accessories.
The two shafts are supported by five main bearings. The V2500 incorporates a
FADEC (Full Authority Digital Electronic Engine Control). The control system
governs all engine functions, including power management. Reverse thrust is
obtained by deflecting the fan air stream via a hydraulic operated thrust
reverser.
IAE V2530-A5 DATA

Fan tip diameter 63.5 in (161 cm)
Bare engine length 126 in (320 cm)
Weight 4942 lbs (2242 KG)
Take - off thrust 30,000 lb, flat rated to +30 deg. C
Bypass ratio 5.44 : 1
Overall Pressure Ratio 31.9 :1
Mass Flow lbs/s 856 lbs

N1 100% (5650 RPM)
N2 100% (14950 RPM)
EGT (Takeoff) 650 deg. C
EGT (Starting) 635 deg. C
EGT (Max Continuous/Climb) 610 deg. C
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Figure 2 V2500 Propulsion Unit

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ENGINE GENERAL DESCRIPTION

Gas Path
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A simplified view of the engine is shown below.

All the air entering the engine passes trough the inlet cowl to the fan. At the fan
exit the air stream divides into two flows :
S the core engine flow
S the by-pass flow
Core Engine Flow

The core engine flow passes trough the fixed inlet guide vanes to the LP
Compressor which consists of 4 stages on the V2500-A5 engine, then to the
HP Compressor, the combustion section, the HP and LP turbines and finally
exhausts into the CNA (Combined Nozzle Assembly).
By-pass Flow
The fan exhaust air (cold stream) entering the by-pass duct passes through the
fan outlet guide vanes and flows along the by-pass duct to exhaust into the
CNA.
Nacelle
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and accessories.
The major components which comprise the nacelle are:
S the air inlet cowl
S the fan cowls (left and right hand)
S the ”C” ducts which incorporate the hydraulically operated thrust reverser
unit
S the CNA (Combined Nozzle Assembly)
Combined Nozzle Assembly

The core engine ”hot” exhaust and the ”cool” by-pass flow are mixed in the
CNA before passing through the single propelling nozzle to atmosphere.
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FAN OUTLET GVs HIGH PRESSURE

SYSTEM WING
PYLON
COLD STREAM
FAN
V2500-A1
V2500-A1
HOT STREAM
V2500-A5
V2500-A5
THRUST REVERSER
CASCADES
BUFFER AIR
LOW PRESSURE COOLER OUTLET
SYSTEM ANGLE GEARBOX
MAIN GEARBOX
Figure 3 Propulsion Unit Outline

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POWER PLANT GENERAL IAE V2530−A5

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ENGINE HAZARD AREAS INTRODUCTION

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Dangerous Engine Areas Dangerous Engine Areas

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Minimum Idle Take-off Thrust

Radius
Radius
19ft to 21.7ft
Inlet 7.2ft to 19ft
Inlet (5.79m to 6.6m)
Suction (2.2m to 5.79m)
3.0ft to 3.4ft Suction
Danger Danger
(0.9m to 1.0m)
Area Area
Entry
Corridor
to Fan Case
Area
Exhaust Wake
Danger Areas
65 mph (105 km/h)
Exhaust Wake or greater.
Danger Areas No entry 775ft (236m)
65 mph (105 km/h) aft of nozzle exit
or greater.
No entry 82ft (25m)
aft of nozzle exit
Exhaust Wake
Danger Areas Exhaust Wake

65 mph (105 km/h) Danger Areas
or less. 65 mph (105 km/h)
to 199ft (61m) or less.
to 1235ft (376m)
The values include (worst case)

ground plane, headwind (20 kts)
Figure 4 Engine Hazard Areas

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ENGINE FUEL AND CONTROL A319/A320/A321
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CONTROLLING IAE V2530 A5

73−20
Technical
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ATA 73 ENGINE FUEL AND CONTROL

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73−20 CONTROLLING
FADEC INTRODUCTION
FADEC General
Each powerplant has a FADEC (Full Authority Digital Engine Control) system. S automatic engine start sequence control and monitoring for
FADEC, also called the EEC (Electronic Engine Control), is a digital control − the start valve (ON/OFF)
system that performs complete engine management. − the HP fuel valve
FADEC has two−channel redundancy, with one channel active and one in − the fuel flow
standby. If one channel fails, the other automatically takes control.
− the ignition (ON/OFF) monitoring of N1, N2, FF and EGT initiation of
The system has a magnetic alternator for an internal power source. FADEC is abort and recycle (on the ground only)
mounted at the fan case.
S manual engine start sequence by passive monitoring of engine control for
The EIU (Engine Interface Unit) transmits to FADEC the data it uses for engine
− the start valve
management.
− the HP fuel valve
FADEC Functions − the ignition
S control of gas generator S control of the blocker doors actuation during reverser operation
S control of fuel flow S controls the recirculation of fuel to the fuel tanks according
S acceleration and deceleration schedules − to the engine oil temperature,
S variable bleed valve and variable stator vane schedules control of turbine − the fuel system configuration and
clearance
− the flight phase
S idle setting
S engine parameters transmission for cockpit indication
S protection against engine exceeding limits
− Engine primary parameters

S protection against N1 and N2 overspeed
− Starting system status
S monitoring of EGT during engine start
− Thrust reverser system status
S Power Management function, which ensures automatic control
− FADEC system status such as detection, isolation, and recording of
− of engine thrust rating computation failures according to FADEC cooling
− of thrust parameter limits
ATTENTION: There are no adjustments possible on the FADEC system
− automatic management of power (A/THR demand)
(e.g. Idle, Part Power etc.)
− manual management of power as a function of thrust lever position
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ADIRS
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THRUST LEVER ANGLE
ENG
COOLING
AND
STABILITY
CONTROL
ENGINE
SENSORS
FADEC IGNITION
SYSTEM
FUEL RETURN
VALVE
EIU START VALVE

ZONE CONT THRUST REVERSER

SYSTEM
LGCIU
(EEC)
FMGS (A/THR)
ECAM
Figure 5 FADEC Presentation IAE V2500

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FADEC GENERAL IAE V2530 A5

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FADEC FUNCTIONAL OPERATION

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The FADEC system operates compatibly with applicable aircraft systems to 5. Thrust Reverser Control
perform the following functions : S Control of thrust reverser actuation (deploying and stowing)
1. Gas Generator Control for steady state and transient engine operation S Control of engine power during reverser operation.
within safe limits
S Engine idle setting during reverser transient
S Fuel flow control
S Control of maximum reverse power at full rearward throttle lever position.
S Acceleration and deceleration schedules
S Restow command in case of non commanded deployment.
S VSV (Variable Stator Vane) and BSBV (Booster Stage Bleed Valve)
S Redeploy command in case of non commanded stowage.
schedules
6. Parameters Transmission for Cockpit Indication
S Turbine clearance control (HP/LP)
S Primary engine parameters
S Idle setting
S Starting system status
2. Engine Limits Protection
S Thrust reverser system status
S Engine overspeed protection in terms of fan speed and core speed to
prevent engine running over certified red lines S FADEC system status
S EGT (Engine turbine outlet Gas Temperature) monitoring 7. Parameters transmission for Engine Condition Monitoring
3. Power Management 8. Fault Management
S Automatic engine thrust rating control Detection, isolation, accommodation and memorization of its internal system
failures.
S Thrust parameter limit computation
9. Fuel Return & Diverter Valve Control
S manual power management through constant ratings versus throttle lever
relationship, such as FADEC controls the ON/OFF return to the aircraft tank in relationship with:
− take−off/go−around at full forward throttle lever position S Engine oil, IDG oil and fuel temperatures (Heat Management system)
− flex take−off at constant intermediate position whatever the derating is S Aircraft fuel system configuration
− other ratings (max continuous, max climb, idle, max reverse) at S Flight phases
associated throttle lever detent points.
FUEL METERING UNIT

− Automatic power management through direct engine power adjustment
The FMU (Fuel Metering Unit) provides fuel flow control for all operating
to the autothrust system demand.
conditions. Variable fuel metering is provided by the FMU through EEC
4. Automatic Engine Start Sequencing commands by a torque motor controlled servo drive. Position resolvers provide
S Control of starter air valve ON/OFF feedback to the EEC.
S Control of HP fuel valve (ON/OFF on ground, ON in flight) The FMU has provision to route excess fuel above engine requirements to the
S Control of fuel schedule fuel diverter valve through the bypass loop.
S Control of ignition (ON/OFF)
S EPR, N1, N2, FF, EGT monitoring
S Abort/Recycle capability on ground.
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Figure 6 FADEC Presentation IAE V2500

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ENGINE CONTROLS P/B AND SWITCHES

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Engine Mode Selector

− Position CRANK:
S selects FADEC power.
S allows dry and wet motoring (ignition is not available).
− Position IGNITION/START :
S selects FADEC power
S allows engine starting (manual and auto).
− Position NORM:
S FADEC power selected OFF (Engine not running)
Engine Master Lever

− Position OFF:
S closes the HP fuel valve in the FMU and the LP fuel valve and resets
the EEC.
− Position ON:
S starts the engine in automatic mode (when the mode selector is in
IGNITION/START).
S selects fuel and ignition on during manual start procedure.
Manual Start P/B

− controls the start valve (when the mode selector is in IGNITION/START
or CRANK position).
FADEC GND PWR P/B

− Position ON:
S selects FADEC power
N1 Mode P/B
− Position ON:
S switches EEC from EPR Mode to N1 Mode
Figure 7 ENG Start Panel Location
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Figure 8 Engine Control P/B Switches

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CIRCUIT BREAKER COCKPIT LAYOUT

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49VU
Figure 9 Engine Circuit Breakers

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121VU PANEL 120VU

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122VU
121VU
125VU
123VU
124VU
FWD
ANTI ICE 122VU

Figure 10 Engine Circuit Breakers

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ENGINE INDICATING A319/A320/A321
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ECAM IAE V2530−A5

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ATA 77 ENGINE INDICATING

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77−00 ENGINE INDICATING GENERAL

INDICATION LAYOUT
Primary Engine Display Secondary Engine Display
The primary engine parameters listed below are permanently displayed on the The lower display shows the secondary engine parameters listed below.
E/WD (Engine and Warning Display): The engine page is available for display by command, manually or
S EPR (Engine Pressure Ratio) automatically during engine start or in case of system fault :
S EGT (Exhaust Gas Temperature) S Total FUEL USED
S N1 (low rotor speed) For further info see ATA 73
S N2 (high rotor speed) S OIL quantity
S FF (Fuel Flow) For further info see ATA 79
After 5 min of the power up test the indication is displayed in amber and figures OIL pressure For further info see ATA 79
are crossed (XX). Normal indication can be achieved by using the FADEC S OIL temperature
GRD power switches, one for each engine at the maintenance panel or by the For further info see ATA 79
MODE selector switch on on the Engine panel at the pedestal in CRANK or
S Starter valve positions, the starter duct pressure and during eng start up,
IGN/START position for both engine.
the operating Ignition system (ONLY ON ENGINE START PAGE)
If a failure occurs on any indication displayed, the indication is replaced by
S In case of high nacelle temperature a indication is provided below the
amber crosses, the analog indicator and the marks on the circle disappear, the
engine oil temp. indication.
circle becomes amber.
S Engine Vibration of N1 and N2
Only in case of certain system faults and flight phases a warning message
appears on the Engine Warning Display. S As warnings by system problems only:
− OIL FILTER CLOG
− Fuel FILTER CLOG

S Some engine parameters also displayed on the CRUISE page
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ECAM IAE V2530−A5

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MASTER ENG
MAN START N1 MODE
WARN 1 2 1 2
ON ON ON ON
MASTER
CAUT

FF KG / H
NAC TEMP INDICATION:
FOB: 19.125
NAC
320 °C 320
ONLY ON ENGINE
START PAGE
Figure 11 Engine ECAM Indications

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ENGINE A319/A320/A321
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GENERAL IAE V2530-A5

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ATA 72 ENGINE
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72−00 GENERAL
STAGE NUMBERING PRESENTATION V2530−A5
STAGES: COMPONENT: STAGE NUMBER: NOTES:
1 FAN 1 ACOC, ACC, ACAC
1 1,5
2 LOW PRESSURE 2
COMPRESSOR BSBV
B.S.B.V
3 (BOOSTER) 2,3
4 2,5
1 3 VSV (& IGV)
2 4 VSV
3 5 VSV
4 6
5 HIGH PRESSURE 7 CUST. BLEED, A/I, HDLG BLEED
6 COMPRESSOR 8 INTERNAL COOLING
7 9
8 10 CUST. BLEED, A/I, HDLG BLEED
9 11
10 12 BUFFER AIR, 1. HPT& NGV MUSCLE AIR

COMBUSTION CHAMBER 20 FUEL NOZZLES, 2 IGNITOR PLUGS
ATTENTION: Abbreviation List for this table:
ACOC (Air Cooler Oil Cooler)
ACC (Active Clearance Control)
ACAC (Air Cooled Air Cooler)
BSBV (Booster Stage Bleed Valve)
VSV (Variable Stator Vane)
IGV (Inlet Guide Vane)
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A1 LP COMP STAGES
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1,5
2.0
2,5
V2500-A1
V2500-A5
ROTATING STAGES 1 1,5 2 2,3 2,5 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7
COMPRESSOR STAGES TURBINE STAGES

Figure 12 Stage Numbering
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STAGES: COMPONENT: STAGE NUMBER: NOTES:

1 1
HIGH PRESSURE TURBINE ACTiVE CLEARANCE CONTROL
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2 2
1 1
2 2
3 LOW PRESSURE 3 ACTiVE CLEARANCE CONTROL
TURBINE
4 4
5 5
COMMON NOZZLE

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A1 LP COMP STAGES
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1,5
2.0
2,5
V2500-A1
V2500-A5
ROTATING STAGES 1 1,5 2 2,3 2,5 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7

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ENGINE STATIONS PRESENTATION V2500

AERODYNAMIC STATION: STATION LOCATION: STATION USED FOR:
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0 AMBIENT P0 (ambient)
1 INTAKE/ENGINE INLET INTERFACE
2 FAN INLET Pressure P2 for EPR & Temperature T12
12.5 FAN EXIT Pressure for Monitoring P12.5
2.5 L. P. COMPRESSOR (BOOSTER EXIT) Temperature T2.5 or (CIT) & Pressure P2.5 for Monitoring
3 H. P. COMPRESSOR Temperature T3 (CDT) & Pressure CDP (P3) or Burner Pressure
4 COMBUSTION SECTION EXIT
4.5 H. P. TURBINE EXIT
4.9 L. P. TURBINE EXIT Temperature T4.9 for EGT & Pressure P4.9 for EPR also called P5
5 EXHAUST
Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring.
The manufacture uses numerical station designations. The station numbers are used as subscripts when designating different temperatures and pressures,
throughout the engine.
ATTENTION: Abbreviation List for this table:
EPR (Engine Pressure Ratio)
CIT (Compressor Inlet Temperature)
CDT (Compressor Discharge Temperature)
CDP (Compressor Discharge Pressure)
EGT (Exhaust Gas Temperature)
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STATIONS 2 12.5 2.5 3 4 4.5 4.9

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ROTATING STAGES 1 1,5 2 2,3 2,5 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7

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ENGINE BEARINGS PRESENTATION

BEARING COMPARTMENTS (3)
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The 5 bearings are located in 3 bearing compartments.
Front Bearing Compartment

The front bearing compartment is located at the center of the intermediate
case, and houses bearing No.1, 2 & 3.
Center Bearing Compartment (No.4 Bearing Compartment)

The center bearing compartment is located in the diffuser/combustor case and
houses bearing No.4.
Rear Bearing Compartment

The rear bearing compartment is located in the turbine exhaust case No.5.
MAIN ENGINE BEARINGS (5)

Low Pressure Rotor
The Low Pressure or N1 rotor, is supported by three bearings:
S Bearing 1 (Single track thrust ball bearing)
S Bearing 2 (Single track roller bearing utilizing ”squeeze film” oil damping)
S Bearing 5 (Single track roller bearing utilizing ”squeeze film” oil damping)
High Pressure Rotor
The High Pressure or N2 rotor is supported by two bearings:
S Bearing 3 [thrust ball bearing mounted in an hydraulic damper which is
centered by a series of rod springs (”Squirrel Cage”)]
S Bearing 4 (Single track roller bearing)
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N1 BEARING NO.: 1 2 5
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N2 BEARING NO.: 3 4
CENTER BEAR. COMP. REAR BEAR. COMP.

FRONT BEAR. COMP.
Figure 15 Engine Bearings & Compartments

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FRONT BEARING COMPARTMENT COMPONENT DESCRIPTION

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General
The bearings No.1, 2 and 3 are located in the front bearing compartment
which is at the center of the intermediate module 32.
The compartment is sealed using air supported carbon seals, and (hydraulic)
oil filled seal between the two shafts. This seal is supported by 8th stage air.
Adequate pressure drops across the seals to ensure satisfactory sealing.
This is achieved by venting the compartment, by an external tube to the
de-oiler.
Gearbox Drive
The HP stubshaft, which is located axially by No 3 bearing, has at its front end
a bevel drive gear which provides the drive for the main accessory gearbox,
through the tower shaft.
The HP stubshaft separates from the HP compressor module at the curvic
coupling and remains as part of the intermediate case module.
Description
The drawing below shows details of No 2 and No 3 bearings.
A phonic wheel is fitted to the LP stubshaft, this interacts with speed probes to
provide LP shaft speed signals (N1) to the EEC and the EVMU (Engine
Vibration Monitoring Unit) which is aircraft mounted.
The hydraulic seal prevents oil leakage from the compartment passing
rearwards between the HP and LP shafts.
No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper
is maintained at the full oil feed pressure whilst the rest of the flow passes
through a restrictor to drop the pressure. This allows larger jet diameters to
facilitate flow tolerance control.
The outer race is supported by a series of eighteen spring rods which allow
some slight radial movement of the bearing.
The bearing is centralized by the rods and any radial movement is dampened
by oil pressure fed to an annulus around the bearing outer race.
The gearbox drive gear is splined onto the HP shaft and retained by No 3
bearing nut.
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SEAL SUPPORT
GEAR BOX DRIVE
BOOSTER AIR
SPRING ROD
SEALING
AIR
PHONIC WHEEL FOR N1 RPM
Figure 16 Front Bearing Compartment

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GENERAL IAE V2530 A5

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NO 4 BEARING COMPARTMENT COMPONENT DESCRIPTION

The No 4 bearing compartment is situated in a high temperature, high pressure
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environment at the centre of the combustion section.

The bearing compartment is shielded from radiated heat by a heat shield and
air. BUFFER AIR COOLER (ACAC)
The No. 4 bearing compartment is cooled by 12th stage air.
12th Stage Air (Buffer Air)
This supply of cooled 12th stage air (called ”buffer air”) is admitted to the NO.4 BEARING COMPARTMENT AIRCOOLER
space between the chamber and first heat shield. The 12th stage air is cooled
by fan air via the buffer air cooler, located on the rear left hand side of the
engine.
The buffer air is exhausted from the cooling spaces close to the upstream side DUCT
of the carbon seals, creating an area of cooler air from which the seal leakage ASSEMBLY
is obtained.
This results in an acceptable temperature of the air leaking into the bearing
compartment.
Buffer air flow rates are controlled by restrictors at the outlet from the cooling
passages.
NOTE: The bearing compartment internal pressure level is determined
by the area of the variable scavenge valve. (Called “No 4 bearing FAN AIR INLET
scavenge valve“ and is described in the oil system).
This valve acts as a variable restrictor in the compartment
vent/scavenge line.
NOTE: A drain hole is provided to indicate a possible leckage at the No 4
bearing compartment. It is located in the exhaust at 5 o clock
position (aft looking forward)
12th Stage Air Cooler (BUFFER AIR)

The No. 4 bearing compartment air cooler is installed on the turbine casing.
The exchanger is held by its coolant air duct flanges. FAN AIR OUTLET
Figure 17 Air Cooled Air Cooler
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GENERAL IAE V2530 A5

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HEAT SHIELD
SPRING
COOLED
12TH STAGE
HP COMPRESSOR
AIR
CARBON SEAL NO4 BEARING CARBON SEAL
Figure 18 No.4 Bearing Compartment

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REAR BEARING COMPARTMENT COMPONENT DESCRIPTION

The rear bearing compartment is located at the center of the LP turbine module
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(Module 50) and houses No 5 bearing which supports the LP turbine rotor.
The compartment is sealed at the front end by an 8th stage air supported
carbon seal.
At the rear is a simple cover plate, with an 0-ring and a thermally insulated heat
shield, both secured by the same twelve bolts. Inside the LP shaft there is a
small disc type plug with an 0-ring seal, secured by a spring clip.
ATTENTION: There is no air or oil flowing down the LP shaft.
Separate venting is not necessary for this compartment because with only one
carbon seal the airflow induced by the scavenge pump gives the required
pressure drop across the seal.
The compartment is covered by an insulating heat shield.
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HEAT
STAGE 8 SHIELD
SEALING AIR
NO 5 BEARING
LP TURBINE SHAFT CARBON SEAL
Figure 19 Rear Bearing Compartment

FRA US/E-1 FrM Aug 29, 2008 06|Aftbearings|L3/B1 Page 33
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ENGINE MODULES PRESENTATION

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The engine modules are High Pressure Turbine

S 32 the intermediate case module, The high pressure turbine is a two stage turbine and drives the HP
S 31 the fan module, compressor and the accessory gearbox. Active clearance control is used to
control seal clearances and to provide structural cooling.
S 40/41 the high pressure compressor, & diffuser/combustor module,
S 45 the high pressure turbine, Low Pressure Turbine
S 50 the LP turbine and the The low pressure turbine is a five stage module. Active clearance control is
S 60 the accessory drive gearbox. used to control seal clearances and to provide structural cooling.
ATTENTION: For the module numbers refer to the ATA chapter reference. Accessory Drive Gearbox
The accessory drive gearbox provides shaft horse power to drive engine and
Fan Module
aircraft accessories. These include fuel-, oil- and hydraulic pressure pumps and
It consists of a single stage, wide−chord, shroudless fan and hub. the electrical power generators for the EEC and for the aircraft. The gearbox
Intermediate Case Module also includes a provision for a starter which is used to drive the N2 shaft for
It consists of the fan containment case, fan EGV (Exit Guide Vanes), engine starting.
intermediate case, booster, low spool stubshaft, the accessory gearbox
towershaft drive assembly, high spool stubshaft and the station 2.5 bleed valve
(BSBV). The booster consists of inlet stators, rotor assembly, and outlet
stators. The No.1, 2 and 3 (Front) bearing compartment is built into the module
and contains the support bearings for the low spool and high spool stubshafts.
High Pressure Compressor

The HP compressor is a ten stage, axial flow module. It is comprised of the
drum rotor assembly, the front casing which houses the variable stator vanes
and the rear casing which contains the fixed stators and forms the bleed
manifolds.
Diffuser/Combustor Module
The combustion section consists primarily of the diffuser case, annular two
piece combustor, with 20 fuel injector and 2 ignitors. The high compressor exit
guide vanes and the No. 4 bearing compartment are also part of the module.
The main features of the module include a close−coupled prediffuser and
combustor that provide low velocity shroud air to feed the combustor liners and
to minimize performance losses.
FRA US/E-1 FrM Sep 2, 2008 07|modu gen|L2/B1 Page 34

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31 - FAN 32 - INTERMEDIATE CASE
40 - HP SYSTEM 50 - LOW PRESSURE TURBINE

41 - DIFFUSER/COMBUSTOR
45 - HP TURBINE
60 - ACCESSORY DRIVE GEARBOX
Figure 20 Engine Modules

FRA US/E-1 FrM Sep 2, 2008 07|modu gen|L2/B1 Page 35
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MODULE 32 INTERMEDIATE CASE COMPON. DESCRIPTION

VIEW AA
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Fan Case
The fan case provides a titanium shroud around the fan rotor and forms the
outer annulus of the cold stream duct.
LP Compressor Outlet Guide Vanes

Aerodynamic control air flow within the cold air steam duct is achieved by
60 vanes manufactured in aluminium.
The vanes consist of 20 segments, each containing 3 vanes. Both sides of the
vanes are attached to the outer and inner platforms.
The outer platform is bolted to the fan case and the inner platform is pinned to
the outer shroud ring of the LP compressor stage 2.5 stator assembly. FAN
FRAME
Booster Stage bleed valve (BSBV) BLEED VALVE
The bleed valve mechanism is supported by the intermediate structure and the
outer ring of the stage 2.5 vanes.
MID ARM
Two actuating rods which are each motivated by actuators allow a axial motion AA
to the valve ring via 2 power arms. OPEN
CLOSE
BLEED VALVE
OPEN CLOSE
UPPER
POWER
ARM
ACTUATING ROD
LOWER POWER ARM

Figure 21 Booster Stage Bleed Valve
FRA US/E-1 FrM Sep 2, 2008 08|modu 32|L3/B1 Page 36

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FAN EXIT
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GUIDE VANE
(FGV)
SPLITTER FAN CASE INTERMEDIATE
FAIRING STRUCTURE
FRONT FAIRING
UPRADABLE
RUBBER
LPC FRONTCASE 3 EA
VANE
FAN OUTLET
INNER VALVE
ASSEMBLY
INNER RING RUBBER

FILLER
LP STUB
SHAFT CURVIC
TEETH
FAN CASE FRONT

PANEL FAIRING
Figure 22 Fan Case Section
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MODULE 31 (FAN MODULE) COMPON. DESCRIPTION

General Annulus Fillers
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Module 31 is the Fan assembly and comprises: The blades do not have integral platforms to form the gas−path inner annulus
S 22 wide-cord, titanium shroudless hollow fan blades, boundary. This function is fulfilled by annulus fillers which are located between
neighboring pairs of blades. The material of the fillers is aluminium.
S 22 annulus fillers,
Each annulus filler has a hooked trunnion at the rear, a dowel pin and a pin at
S the titanium fan disc and
the front. The rear trunnion is inserted in a hole of the rear blade retaining ring.
S the front and rear blade retaining rings.
The front pins are inserted in holes in the front blade retaining ring. The fillers
The blades are retained in the disc radially by the dovetail root. Axial retention are radially located by the front and rear blade retaining rings. Each filler is
is provided by the front and rear blade retaining rings. secured to the front blade retaining ring by a bolt.
Blade removal/replacement is achieved by removing the front blade retaining In order to minimize the leakage of air between the fillers and the aerofoils, a
ring and sliding the blade along the dovetail slot in the disc. rubber seal is bonded to each side of each filler.
The fan inner annulus is formed by 22 annulus fillers.
Fan Disc
Nose Cone The fan disk is driven through a curvic coupling which attaches it to the LP stub
The glass-fibre cone smoothes the airflow into the fan. It is secured to the front shaft. The curvic coupling radially locates and drives the fan disk.
blade retaining ring by 18 bolts. During manufacture of the fan disk, it is dynamically balanced by removal of
The nose cone is balanced during manufacturing by applying weights to its metal from a land on the disk.
inside surface. The nose cone is unheated. Ice protection is provided by a soft
rubber cone tip.
The nose cone retaining bolt flange is faired by a titanium fairing which is
secured by 6 bolts.
NOTE: Be careful when removing the nose cone retaining bolts.
Balance weights may be fitted to some of the bolts.
The position of the weights must be marked before removal to
ensure they are refitted in the same position.

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SHOWING CROSSECTION
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OF FAN DISC
REAR BLADE
RETAINING RING
WIDE CHORD
FAN BLADES(22)
SLOT NUMBERING
FAN BLADE
RETAINING RING
FAIRING
RUBBER
FAN DISK
NOSE CONE ANNULUS

FILLERS (22)
SOFT RUBBER
CONE TIP
Figure 23 LP Compressor (Fan)

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72−38−11 INLET CONE REMOVAL

INLET CONE PRESENTATION
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ATTENTION: The following example is for information only an without

obligation!
A special tool must be used for removal of the Inlet Cone to prevent it from
damage as shown below.
NOTE: The inlet cone is made from glassfiber.
FRONT BLADE RETAINING RING
FAIRING
NOSE CONE
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INLET CONE
FLANGE
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PULLER LEVER
FRONT BLADE RETAINING
RING FLANGE
A
FWD
FWD
OPENING
(6 OFF)
INLET CONE
A
FRONT BLADE
RETAINING RING
NOTE: 1. Find the six rectangular openings in the rear face

of the inlet cone flange, in to which the tip of the
lever is put.
2. Apply equal pressure carefully forward at each
opening in turn with the lever to the flange to break
interference fit.
Figure 24 Inlet Cone Removal

FRA US/E-1 FrM Sep 2, 2008 10|cone rem|L2/B1 Page 41
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72−31−11 FAN BLADE REMOVAL/INSTALLATION

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FAN BLADE PRESENTATION

ATTENTION: The following example is for information only and without Installation
obligation! After the new blade and the annulus fillers are fitted, the front blade retaining
ring can be fitted.
Removal
The front blade retaining ring can only be fitted in one position which is
The Nose cone is secured to the front blade retaining ring by 18 bolts.
determined by tree off-set locating dowels on the fan disc.
Be careful when removing the nose cone retaining bolts.
NOTE: When the retaining ring is fitted to the fan disc the letted T,
NOTE: Balance weights may be fitted to some of the bolts. etched on the retaining ring, identifies No 1 fan blade position.
The position of these weights must be marked before removal to
NOTE: The moment weight of the fan blade is written on the the root
ensure they are refitted to the same position.
surface
The blade retaining ring is secured to the fan disc by a ring of 36 bolts.
A second (outer) ring of bolts passes through the retaining ring and screws into ATTENTION: Fan blade Inspection/repair are described in the AMM 72-31-11
each of the 22 annulus fillers. Both rings of bolts must be removed before Page block 800.
attempting to remove the front retaining ring.
After all the securing bolts (22 + 36) have been removed the retaining ring can
be removed by screwing pusher bolts into the 6 threaded holes provided for
this purpose.
Balance weights, if required are located on the retaining ring.
NOTE: The fan blades and annulus filler positions are not identified.
For this reason it is important to identify the blade and annulus
filler position, relative to the numbered slots in the fan disc,
before disassembly.
Remove the annulus fillers on either side of the blade to be removed.
The annulus fillers can be removed as follows:

1. Lift the front end of the annulus filler 3 to 4 inches.
2. Twist the annulus filler through about 60 deg counter-clockwise.
3. Draw the annulus filler forward to clear the blades.
The blade to be removed can then be pulled forward to clear the dovetail slot in
the fan disc.
FRA US/E-1 FrM Sep 3, 2008 11|fan blade R/I|L2/B1 Page 42

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TRIM BALANCE WEIGHT ( 3,0 gm) STAGE 1 FAN BLADE

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TRIM BALANCE WEIGHT ( 9,0 gm)

FRONT BLADE
TRIM BALANCE WEIGHT (15,0 gm)
RETAINING RING
BOLT
INLET CONE
TIMING MARK “T“

INLET
CONE *
FAIRING
BOLT HOLE
“A“
BOLT
BOLT HOLE
“B“
MOMENT
TRIM BALANCE WEIGHT ( 2,5 gm) WEIGHT
STAGE 1 FAN DISK
ANNULUS FILLER

WASHER
BOLT
Figure 25 Fan Blade Removal/Installation

FRA US/E-1 FrM Sep 3, 2008 11|fan blade R/I|L2/B1 Page 43
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MODULE 40 HP COMPRESSOR COMPONENT DESCRIPTION

The HP compressor has 10 stages. It utilizes variable inlet guide vanes at the
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inlet to stage 3 and variable stator vanes at stages 3, 4 and 5.

The front casing, which houses stages 3 to 6, is made in two halves which bolt
together along horizontal flanges.
It is bolted to the intermediate casing (Module 32) at the front and to the outer
casing at the rear.
The rear compressor casing has inner and outer casings as shown. Flanges on
the inner case form annular manifolds which provide 7 and 10 stage air offtake.
NOTE: On the V2500-A1 the Inlet Guide Vanes and stages 3, 4, 5 & 6
are variable.

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HP
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REAR OUTER
COMPRESSOR REAR INNER CASE
ROTOR CASE
ASSEMBLY
V2500-A5
STAGE 9
STATOR
V2500-A1 VANES
VARIABLE INLET GUIDE VANES FRONT STAGE 9
AND VARIABLE STATOR VANES SUPPORT CASE
ACTUATING MECHANISM CONE STAGE 8
CASE
FRONT HP COMPRESSOR STAGE 6 STAGE 7 STAGE 10
COMPRESSOR FRONT CASE STATOR CASE CASE
CASES VANES
VARIABLE
STATOR STAGE 11
VANE CASE
VSV OPERATING
MECHANISM
VARIABLE STAGE 3 STAGE 5 STAGE 7 STAGE 10 STAGE 11

INLET VARIABLE VARIABLE VARIABLE VARIABLE VARIABLE
GUIDE STATOR STATOR STATOR STATOR STATOR
VANES VANES VANES VANES VANES VANES
STAGE 4 VORTEX STAGE 8

VARIABLE REDUCER VARIABLE
STATOR RING STATOR
VANES VANES
Figure 26 HP Compressor
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COMBUSTION SECTION COMPONENT DESCRIPTION

The combustion section includes the diffuser section, the combustion inner and
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outer liners, and the No 4 bearing assembly.
Diffuser Casing
The diffuser section is a 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 combustion liner is formed by the inner and outer liners.
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. The segments can be
replaced independently.
FRA US/E-1 FrM Sep 3, 2008 13|combust sect|L3/B1 Page 46

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DETACHABLE TITLES
−50 OFF
OUTER LINER LOCATING
PINS−5 OFF
FSN LOCATIONS
−20 OFF
COMB OUTER CASE

& DIFFUSER ASSEMBLY
NO. NGVs
OUTER COMB
LINER
INNER COMB
LINER
DETACHABLE TITLES
−50 OFF
FUEL SPRAY NOZZLE (FSN)
LOCATING PINS −20 OFF
Figure 27 Combustion Section

FRA US/E-1 FrM Sep 3, 2008 13|combust sect|L3/B1 Page 47
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10 TH. STAGE MAKE UP AIR VALVE COMP. DESCRIPTION VISUAL POSITION

INDICATOR PIN
The two position stage 10 ON/OFF valve is bolted to the 10th stage manifold at
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the top of the engine compressor case. 2 POSITION O P3 SERVO PRESSURE

The valve is equipped with a position indicator (closed or open) FEEDBACK
The HPC Stage 10 make up air valve and associated hardware has been SWITCHES C
deleted from production beginning with ESN V10950. TO EEC
10th STAGE PRESS

TO NO4 BEARING
SCAVENGE VALVE
AIR OUTLET
TUBES
Figure 28 Make-Up Air Valve (Two Position Stage)
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SOLENOID
CONTROL
VALVES
(4 UPPER 2 LOWER)
Figure 29 Stage10 to HPT Air Control Valve

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COMMON NOZZLE ASSY (CNA) COMPON. DESCRIPTION

General
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The mixed exhaust system collects two flows of air.

The first is the cold airflow, which is the fan bypass air.
The second is the hot airflow which comes from the engine core.
The mixed exhaust system is made up of the common nozzle exhaust collector
and the engine exhaust cone.
S The common exhaust collector admits the hot and cold gas outflows. These
gas outflows then go out to the atmosphere through the common nozzle.
S The nozzle forms a convergent duct which increases the speed of the mixed
gas to give forward thrust.
S The engine exhaust cone forms the inner contour of the common nozzle
exhaust collector. It is made of a welded 625 honeycomb perforated panel
for sound attenuation, an attachment ring and a closure panel.
S Interface seals provide sealing between the exhaust collector, the thrust
reverser and the pylon.
The cold airflow exhaust is part of the thrust reverser system described in
78−30−00. When the thrust reverser operates, the cold and hot outflows divide,
and go in different directions.
FRA US/E-1 FrM Sep 4, 2008 15|nozzle assy|L3/B1 Page 50

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UPPER SUPPORT
VECTORED EXHAUST
STRUT
NOZZLE
ACOUSTICALLY COMMON NOZZLE

TREATED FAIRING
INNER ANNULUS
OUTER DUCT
SIDE SUPPORT
STRUT
ACOUSTICALLY
TREATED
EXHAUST PLUG
TRANSLATING COWL
REAR SEAL
13 ATTACH MOUNT
BOLTS
EXHAUST COLLECTOR
MOUNTING FLANGE
LOWER SUPPORT
SIDE SUPPORT
STRUT
STRUT
C DUCT INNER
BARREL REAR
SEAL
Figure 30 Common Nozzle Assembly
FRA US/E-1 FrM Sep 4, 2008 15|nozzle assy|L3/B1 Page 51
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ACCESSORY DRIVE (EXTERNAL IAE V2530-A5

GEARBOX) 72-60
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72−60 ACCESSORY DRIVE (EXTERNAL GEARBOX)

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ANGLE AND MAIN GEARBOX PRESENTATION

GENERAL
The cast aluminium gearbox assembly transmits power from the engine to
provide drives for the accessories mounted on the gearbox front and rear
faces.
During engine starting the gearbox also transmits power from the pneumatic
starter motor to the engine.
The gearbox also provides a hand cranking for the HP rotor (N2) for
maintenance operations.
The gearbox is mounted by 4 flexible links to the bottom of the fan case:
S main gearbox by 3 links
S angle gearbox by 1 link
FEATURES
Front Face
S Individually replaceable drive units
S Magnetic chip detectors
S Main gearbox 2 magnetic chip detectors
S Angle gearbox 1 magnetic chip detector
S De−oiler
S Pneumatic starter
S Dedicated generator/alternator
S Hydraulic pump
S Oil Pressure pump
Rear Face
S Fuel pumps and FMU (Fuel Metering Unit)
S Oil scavenge pumps unit
S IDG (Integrated Drive Generator) System
FRA US/E-1 FrM Sep 4, 2008 16|72−60|AGB|L2/B1 Page 52

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ACCESSORY DRIVE (EXTERNAL IAE V2530-A5

GEARBOX) 72-60
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REAR VIEW
OIL FILTER
SCAVENGE
FUEL PUMP DRIVE PAD
OIL SCAVENGE PUMP

MAIN GEARBOX
DE-OILER
LINKS
ANGLE GEARBOX
INTEGRATED DRIVE GENERATOR
MANUAL DRIVE SYSTEM (IDGs) DRIVE PAD
STARTER
DRIVE PAD FRONT VIEW
DEDICATED
ALTERNATOR
(PMA)
OIL TANK
HYDRAULIC PUMP
DRIVE PAD & OIL PRESSURE PUMP
PRESS FILTER & PRESS FILTER
Figure 31 Angle and Main Gearbox

FRA US/E-1 FrM Sep 4, 2008 16|72−60|AGB|L2/B1 Page 53
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72−00 GENERAL ELECTRONIC

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ENGINE COMPONENTS LOCATION ENGINE CONTROL
LP COMPRESSOR
(FAN)
RELAY BOX
TURBINE SECTION
STAGE 7
BLEED VALVES
STAGE 10
BLEED VALVE
AIR COOLED STARTER

OIL COOLER
NO 4 BEARING DE−OILER
COMPARTMENT AIR INTEGRATED DRIVE
COOLER GENERATOR
BLEED VALVE
CONTROL VALVES
Figure 32 Engine Components Location (R/H Side)

FRA US/E-1 FrM Sep 4, 2008 17|72−00|COMP LOC|L2/B1 Page 54
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FAN
NOSE CASE
CONE FUEL COOLED
OIL COOLER
HP COMPRESSOR REAR
SECTION ENGINE MOUNT
FUEL
FILTER
OIL
TANK
HYDRAULIC
PUMP COMBUSTION
SECTION
OIL
PUMP STAGE 7 COMMON
BLEED VALVE NOZZLE
FUEL
PUMP
GEARBOX
Figure 33 Engine Components Location (L/H Side)

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72−00−00 MAINTENANCE PRACTICES

ROTATION OF THE HP COMPRESS. MAINT. PRACTICES
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ATTENTION: The following example is for information only and without

obligation!
Rotation of the HP Compressor with the Hand Turning Tool

This task gives the procedure for the hand turning of the HP compressor
through the gearbox.
An access to crank the HP compressor manually is provided at the front face
of the gearbox between the Starter and the dedicated alternator.
After performing the safety precautions as mentioned in the AMM 72−00−00
and the fan cowls are open, the crank cover at the AGB has to be removed.
Turn the HP compressor through the gearbox
A hexagonal socket has to be installed in the starter idler gear. A torque
wrench has to be put on the hexagonal socket.
(According details, refer to the AMM).
NOTE: The direction of rotation is given facing the engine.
Now starter idler gear can be turned clockwise to turn the HP compressor in a
counterclockwise direction, or opposite, as required.
At the end of the task the torque wrench and the hexagonal socket have to be
removed from the starter idle gear. The crank cover has to be installed.
Perform the close up procedure as required in the AMM.
FRA US/E-1 FrM Sep 5, 2008 18|HandCrank|L1 Page 56

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PACKING
CRANK
COVER
WASHER
NUT
STARTER IDLER GEAR
EXTERNAL GEARBOX MODULE

Figure 34 Manual Handcranking
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BORESCOPING INSPECTION/CHECK
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Hand Cranking
A access to crank the HP compressor manually is provided at the front face of
the gearbox between the Starter and the dedicated alternator.
BORESCOPE INSPECTION OF THE HP COMPARTMENT

Borescope ports are provided to give access for visual inspection of the
compressor and the turbine. For further information and limits refer to AMM
72-00-00.
obligation!
Inspection/Check Procedure
S Install the tool to turn the HP system.
S Prepare the Borescoope equipment for use as given in the makers
instructions.
S Carefully put the Borescoope probe into the access port of the stage of the
compressor you want to examine.
NOTE: Use an 8mm probe for ports X, A, B and a 5.5mm probe for
ports C, D, E, F & G and a flexible Borescope for inspection
of the heatshield assemblies.
S Whilst turning the HP system, examine each blade in turn for:
− Nicks & Tears,
− cracks,
− dents,
− tip damage and discolouration.

NOTE: Blade numbers & dimensions are shown for each stage.
S Examples of blade damage limits are in AMM 72-00-00
S On completion of the inspection remove the borescope probe from the
engine and refit the access port covers as described on the next page.
S Remove the tool used to turn the HP system & return the engine to normal.
Figure 35 Boroscoping Access
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NOTE: Port ”B” is available at both sides of the

B
engine. G E
The left hand side is better accessible.
A
F D
E F G E F G
V2500-A1 V2530-A5 V2530-A5 STAGE OF COMPRESSOR ACCESS PORT

PRE SBE 72−0100
A
TO BE EXAMIND TO BE USED
3 to 4 A
4 to 6 B
7 to 8 D
8 to 9 E
B 9 to 10 F
11 to 12 G
D D
PRE SBE 72−0100 PRE SBE 72−0100
Figure 36 HP Compressor Borescope Access (RH Side)

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LAN Technical
BORESCOPE ACCESS
NOTE: IAE recommends that only the stage 3 & 12 HP compressor
LufthansaLufthansa
blades are examined with the engine on−wing.

NOTE: Access port D should not be used on engines that are pre
SBE72−0033 as damage can be caused to the borescope
equipment.
S Remove the required borescope access part covers X, A, B, C, D, E, F, G,
by removing the attaching bolts. The diagram below shows which stage are
accessed through each port.
S Remove the old jointing compound from around the access ports and
access port covers using a non−metallic scraper and a lint free cloth made
moist with cleaning fluid.
S Prior to installation of the borescope access port covers it Is necessary to
apply jointing compound.
The procedure to be taken is:
Access ports X, A, B & C

S Apply a thin layer of jointing compound to the mating faces using a stiff
bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port.
S Wait 10 minutes, install access port cover & attach with bolts. Torque load
to between 85 − 105 lbf in.
S Re−torque again to same figures after 2 minutes then remove excess
jointing compound.
Access ports D, E, F & G.

S Do not require jointing compound.

Training
Training

72-00
Technical
LAN Technical
LufthansaLufthansa
FWD
B
X C
STAGE 5
UNISON RING
SCREW
STAGE 5
STAGE OF COMPRESSOR ACCESS PORT BOROSCOPE
TO BE EXAMIND TO BE USED X B ACCESS PORT
COVER
VIGV TO 3 -LE X
3 to 4 B
5 to 6 C
C
Figure 37 HP Compressor Borescope Access (LH Side)

Training
POWER PLANT A319/A320/321
Training
MOUNTS IAE V2530−A5

71−20
Technical
LAN Technical
ATA 71 POWER PLANT

LufthansaLufthansa
71−20 ENGINE MOUNTS

ENGINE MOUNTS GENERAL DESCRIPTION
General
The engine mounts support the engine by transmitting loads from the engine
case to the pylon structure. They allow thermal expansion of the engine
without inducing additional load into the mount system.
Each engine mount design provides dual load paths to ensure safe operation if
one member fail.
The engine/pylon connection is achieved by means of a two−mount system:
S The forward mount
It is attached to the engine via the intermediate casing. It takes the X loads
(thrust), Y loads (lateral) and Z loads (vertical).
S The aft mount:
It is attached to the engine via the exhaust casing. It takes the loads in a
plane normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical)
and Mx (engine rotational inertia moment + Y load transfer moment).
Component Location
The front mount is installed at the top center of the low pressure compressor
case.
The rear mount is installed at the top center of the low pressure turbine
case.
FOR TRAINING PURPOSES ONLY
The engine mount system has these components:

S A front mount
S A rear mount
FRA US/E-1 FrM Sep 5, 2008 01|71−20|mounts|L1/B1 Page 62

Training
POWER PLANT A319/A320/321
Training
MOUNTS IAE V2530−A5

71−20
Technical
LAN Technical
LufthansaLufthansa
FORWARD ENGINE MOUNT PYLON WING

FAN CORE AFT ENGINE MOUNT

Figure 38 Mounts and Loads
FRA US/E-1 FrM Sep 5, 2008 01|71−20|mounts|L1/B1 Page 63
Training
POWER PLANT A319/A320A321
Training
MOUNTS IAE V2530-A5

71−20
Technical
LAN Technical
ENGINE MOUNTS PRESENTATION

Lufthansa Lufthansa
General Aft Engine Mount

The engine is attached to the aircraft pylon by two mount assemblies, one at The aft mount consists of the following parts:
the front and one at the rear of the engine. The mount assemblies transmit S two side links,
loads from the engine to the aircraft structure. Spherical bearings in each
S a center link and,
mount permit thermal expansion and some movement between the engine and
the pylon. S a beam assembly.
Both mounts are made to be fail−safe and have a tolerance to damage. The two side links are attached to the beam assembly at one end and the
engine aft mount ring on the low pressure turbine case at the other end.
Forward Engine Mount The aft mount is aligned on the pylon by two shear pins and is attached to the
The front mount consists of the following parts: pylon by four bolts and washers. Vertical and side loads are transmitted
S two thrust links, through the side links and beam assembly and into the pylon. Torsional loads
are transmitted by the center link to the beam assembly and in to the pylon.
S a beam assembly,
The mount is made to be fail−safe. The side links are each made up of two
S a cross beam assembly and
parts which are attached together to make one unit. If one part of the link
S a support bearing assembly. should fail, the remaining part will transmit the loads to the beam assembly.
The thrust links are attached to lugs on the cross beam and to the engine
mount lugs on the low pressure compressor using solid pins. A spherical
bearing is installed at each end of the links. Vertical and side loads are
transmitted through the support bearing to the beam assembly and then to the
aircraft pylon.
The beam assembly is aligned on the aircraft pylon by two shear pins and
attached with five bolts.
The thrust of the engine is transmitted through the thrust links, the cross beam
assembly and the beam assembly to the aircraft pylon.
The support bearing permits the engine to turn so that torsional loads are not
transmitted to the aircraft structure.

The front mount is made to be fail−safe. If one of the two thrust links or the
cross beam should fail, then thrust loads are transmitted through the ball stop
and into the beam assembly. The thrust is then transmitted to the pylon
structure.
FRA US/E-1 FrM Sep 5, 2008 02|mounts|L2/B1 Page 64

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POWER PLANT A319/A320A321
Training
MOUNTS IAE V2530-A5

71−20
Technical
LAN Technical
Lufthansa Lufthansa
FORWARD MOUNT AFT MOUNT ENGINE MOUNT

BOLT (4 OFF)
FAIL SAFE BOLT PYLON
PYLON MOUNT BEAM

ASSEMBLY
BEAM ASSEMBLY CROSS BEAM
ASSEMBLY
THRUST LINK SHEAR PINS SIDE LINK

CENTER LINK
ENGINE AFT HOLLOW PIN

MOUNTING RING
SOLID PIN (3 OFF)
RETAINER 3 (OFF)
THRUST LINK
SUPPORT BEARING
Figure 39 Engine Mounts
FRA US/E-1 FrM Sep 5, 2008 02|mounts|L2/B1 Page 65
Training
Training
COWLING V2530-A5
71-10
Technical
LAN Technical
71−10 COWLING
LufthansaLufthansa
NACELLE PRESENTATION
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and accessories.
The major components which comprise the nacelle are:
S the air inlet cowl,
S the fan cowls (left and right hand),
S the ”C” ducts which incorporate the hydraulically operated thrust reverser
unit and
S the CNA (Combined Nozzle Assembly).
Access doors & Openings
Access to units mounted on the low pressure compressor (Fan) case and
external gearbox is gained by opening the hinged fan cowls.
Access to the core engine, and the units mounted on it, is gained by opening
the hinged ”C” ducts.
Pressure relief Doors:
Two access doors also operate as pressure relief doors. They are installed on
each nacelle.
S The air starter valve and pressure relief door in the right fan cowl.
S The oil tank service pressure relief door in the left fan cowl.
The two pressure relief doors protect the core compartment against a
differential overpressure of 0.2 bar (2.9007 psi) and more.
FAN COWL DOORS COMMON NOZZLE
Spring−loaded latches hold the doors in place. If overpressure causes one or CARBON-FIBRE ASSEMBLY (CNA)
the two doors in a nacelle to open during flight, they will not latch close again TITANIUM
automatically. The door (doors) will be found open during ground inspections.
INLET C-DUCT
COWL TRANSLATING COWL
CARBON-FIBRE CARBON-FIBRE
Figure 40 Engine Nacelle
FRA US/E-1 FrM Sep 5, 2008 03|−10|cowls Access Page 66

Doors|L2/B1/B2
Training
Training
COWLING V2530-A5
71-10
Technical
LAN Technical
ACTUATOR ACCESS P2/T2 PROBE

(TYPICAL 4 PLACES) ACCESS
LufthansaLufthansa
STRAKE
INTERPHONE RIGHT SIDE

JACK
ANTI-ICE
DISCHARGE
GRILLE
GEARBOX
ACAC OUTLET AIR COOLED
OVERBOARD
OIL COOLER
DISCHARGE MASTER CHIP STOW LOCKOUT
STARTER SHUTOFF STRAKE DETECTOR (TYPICAL 2 PLACES)
VALVE/PRESSURE
RELIEF DOOR
PRESSURE
RELIEF DOOR
LEFT SIDE
STOW LOCKOUT ACAC OUTLET

VENTILATION PIN STOWAGE
EXIT GRILLE DRAIN MAST (TYPICAL 2 PLACES)
Figure 41 Nacelle Access Doors
FRA US/E-1 FrM Sep 5, 2008 03|−10|cowls Access Page 67
Doors|L2/B1/B2
Training
Training
COWLING V2530-A5
71-10
Technical
LAN Technical
FAN COWLS OPENING/CLOSING

The fan cowl doors extend rearwards from the inlet cowl to overlap leading
LufthansaLufthansa
edge of the ”C” ducts. When in the open position the fan cowls are supported
by two telescopic hold−open struts, using support points provided on the fan
case (Rear) and inlet cowl (Front). Storage brackets are provided to securely
locate the struts when they are not in use.
RIGHT HAND C-DUCT PYLON
WARNING: The fan cowl hold open struts must be in the extended position
and both struts must always be used to hold the doors open. THRUST REVERSER COMMON NOZZLE
Be careful when opening the doors in winds of more than 26 ASSEMBLY (CNA)
RIGHT HAND
knots (30mph). FAN COWL DOOR
WARNING: The fan cowl doors must not be opened in winds of more than 52
knots (60mph).
HOLD
OPEN
ROD LEFT HAND C-DUCT
THRUST REVERSER
LEFT HAND
FAN COWL DOOR

INLET COWL HOLD
OPEN
ROD
Figure 42 Cowlings
FRA US/E-1 FrM Sep 5, 2008 04|fan cowls Open/Closed|L2/B1/B2 Page 68

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Training
COWLING V2530-A5
71-10
Technical
LAN Technical
A
B
LufthansaLufthansa
RIGHT HAND
C HOLD-OPEN
FAN COWL
ROD
B
B B
C C STOWING
LATCH BRACKET
A
LEFT HAND HOLD-OPEN ROD HOLD-OPEN

FAN COWL STOWAGE ROD
LOCK ARM
A
DETAIL AT 4
POSITIONS B
RELEASE COLLAR A DETAIL AT 2
C
(LOCKED POSITION) POSITIONS
C HOLD-OPEN
LOCK ARM ROD
LEFT FAN
HOLD-OPEN ROD COWL
STOWAGE
RELEASE COLLAR
(UNLOCKED POSITION)
DETAIL AT 4 POSITIONS LOCK ARM

C HOLD OPEN ROD ATTACH POINT
EXTENDED BRACKET
PULL TO ATTACH POINT

RELEASE 30 RELEASE BRACKET
COLLAR
PUSH LOCK PUSH LOCK COLLAR
Figure 43 Fan Cowls Opening/Closing

FRA US/E-1 FrM Sep 5, 2008 04|fan cowls Open/Closed|L2/B1/B2 Page 69
Training
Training
GENERAL V2530-A5
71−10
Technical
LAN Technical
FAN COWL LATCH ADJUSTMENT FUNCTION

A mismatch between the two cowl doors can be adjusted by fitting/removing
Lufthansa Lufthansa
shims, as shown below.

Latch tension is adjusted by use of the adjusting nut at the back of the latch
keeper as shown below.
FRA US/E-1 FrM Sep 8, 2008 05|fan cowl adj|L2/B1 Page 70

Training
Training
GENERAL V2530-A5
71−10
Technical
LAN Technical
Lufthansa Lufthansa
SHIM SHIM RETAINER SHIM
+ .040
LEFT HAND INCH RIGHT HAND
− .050 .040
FAN COWL DOOR ALLOWABLE .120 FAN COWL DOOR
MISMATCH
VIEW LOOKING FWD

SHIM
ADJUSTING
HEXAGONAL NUT
WRENCH
KEEPER
ASSEMBLY
SHIM
Figure 44 Fan Cowl Latch Adjustment

FRA US/E-1 FrM Sep 8, 2008 05|fan cowl adj|L2/B1 Page 71
Training
Training
POWER PLANT DRAINS IAE V2530-A5

71-70
Technical
LAN Technical
71−70 POWER PLANT DRAINS

LufthansaLufthansa
PRESENTATION
ENGINE DRAINS
The powerplant drain system collects fluids that may leak from some of the
engine accessories and drives. The fluids collected from the power plant are
discharged overboard through the drain mast installed below the engine
accessory gearbox.
The drain system comprises two sub−systems:
S Fuel drains
S Oil, hydraulic and water drains
The two sub−systems come together at the same drain mast.
For leak limits refer to AMM 71−70−00−610−010.
DRAIN MAST LOCATION
Figure 45 Engine Drain Mast Location
FRA US/E-1 FrM Nov 18, 2008 06|71|drain sys|L2/B1 Page 72

Training
Training

71-70
Technical
LAN Technical
RIGHT SIDE
LufthansaLufthansa
OIL
TANK
SCUPPER FUEL
PUMP OIL FUEL
FUEL
METERING
TANK * FUEL
PUMPS
DIVERTER
SCUPPER VALVE
UNIT
FUEL
DIVERTER FUEL LP BOOSTER
METERING BLEED
CORE MASTER
DRAINS UNIT
ACTUATOR
BIFURCATION VARIABLE
PANEL STATOR
VANE
ACTUATOR
FWD
ACTIVE
CLEARANCE
CONTROL
ACTUATOR
DRAIN
MAST
AIR COOLED LP BOOSTER

HYDRAULIC
* OIL COOLER BLEED
PUMPS SLAVE
ACTUATOR
ACOC ACTUATOR
IDG INTEGRATED
AIR
STARTER
* * DRIVE
S. ( STARTER ) GENERATOR
HYDRAULICS
OIL
TANK LEFT SIDE NOTE: CONNECTION * ARE AT THE
SCUPPER
ACCESSORY MOUNTING PAD ONLY.
Figure 46 Engine Drain System
Training
Training

71-70
Technical
LAN Technical
PYLON DRAINS
The engine pylon is divided into 7 compartments. Various systems are routed
through these areas.
LufthansaLufthansa
Any leakage from fluid lines is drained overboard through separate lines in the
rear of the pylon.

Training
Training

71-70
Technical
LAN Technical
B1
LufthansaLufthansa
F D
A
A B2 FUEL
PYLON
DRAINS
SECTION AA A FUEL/HYDRAULIC
C E
HYDRAULIC
DESIGNATION ZONE SYSTEMS

Forward fairing A Flammable fluids (Fuel, hydraulics)
B1 Bleed Air (Hi and lo temperatures)
B2 Electrics
Hydraulics without couplings
Pylon Box C
Fire extinguisher bottles

Rearward secondary D Hydraulics
structure Limited electrics
Lower fairing E None
Fuel (Zero-leakage couplings)
Pylon to wing center F Electrics
fillets
Bleed Air (Low temperature)
Figure 47 Pylon Drains

ENGINE EXHAUST A319/A320/A321
Training
Training
THRUST REVERSER HALVES V2530-A5

78−32
Technical
LAN Technical
ATA 78 THRUST REVERSER

LufthansaLufthansa
78−32 THRUST REVERSER HALVES

78−32−00 OPENING/CLOSING
T/R COWLING (”C-DUCT”) MAINTENANCE PRACTICES
obligation!
CAUTION: BEFORE OPENING:
1. WING SLATS MUST BE RETRACTED AND DEACTIVATED.
2. ALL 6 LATCHES & TAKE-UP DEVICES MUST BE
RELEASED.
3. IF REVERSER IS DEPLOYED, PYLON FAIRING MUST BE
REMOVED.
4. DEACTIVATE THRUST REVERSER HYDRAULIC CONTROL
UNIT (HCU).
5. FADEC POWER ”OFF”.
6. PUT WARNING NOTICES IN THE COCKPIT.
FRA US/E-1 FrM Sep 8, 2008 07|78−32|”C”Duct O/C|L2/B1 Page 76

Training
Training

78−32
Technical
LAN Technical
LufthansaLufthansa
PYLON FAIRING
WITH DEPLOYED REVERSER THE

PYLON FAIRING MUST BE REMOVED!
C-DUCT
TRANSLATING COWL
REVERSER CASCADES
Figure 48 C-Duct Opening/Closing

FRA US/E-1 FrM Sep 8, 2008 07|78−32|”C”Duct O/C|L2/B1 Page 77
Training
Training

78−32
Technical
LAN Technical
THRUST REVERSER HALF LATCHES FUNCTION

6 Latches are provided to keep the Thrust Reverser halves in the closed position.
There are:
LufthansaLufthansa
S 1 Front Latch (Access through the left fan cowl)

S 3 Bifurcation Latches (Access through a panel under the C-Duct halves)
S 2 Latches on the reverser translating sleeve (Double Latch)
FRA US/E-1 FrM Sep 8, 2008 08|rev cowl Latches|L2/B1/B2 Page 78

Training
Training

78−32
Technical
LAN Technical
C
LufthansaLufthansa
TRANSLATING SLEEVE
DOUBLE LATCH
A
B
BIFURCATION
FRONT LATCH
LATCH
Figure 49 Thrust Reverser Half Latches
FRA US/E-1 FrM Sep 8, 2008 08|rev cowl Latches|L2/B1/B2 Page 79
Training
Training

78−32
Technical
LAN Technical
LATCH ACCESS PANEL & TAKE UP DEVICE FUNCTION

An access panel, as shown below, is provided to gain access to the three
LufthansaLufthansa
BIFURCATION ”C” duct latches and the ”C” duct take up device (also called,
Auxiliary Latch Assembly).
The take up device is a ”turnbuckle” arrangement which is used to draw the
two ”C” ducts together. This is necessary to compress the ”C” duct seals far
enough to enable the latch hooks to engage with the latch keepers.
ATTENTION: The take up device is used both when closing and opening the
”C” ducts.
The take up device must be disengaged and returned to its stowage bracket,
inside the L/H ”C” duct, when not in use.
NOTE: Red open flags, installed on the C-Duct indicate that the
Bifurcation latches are open.
FRA US/E-1 FrM Sep 10, 2008 09|Take Up Dev|L2/B1/B2 Page 80

Training
Training

78−32
Technical
LAN Technical
LufthansaLufthansa
TRANSLATING SLEEVE CNA

DOUBLE LATCH
THRUST REVERSER
C DUCT LATCHES
DETAIL VIEW OF A
TYPICAL LATCH C DUCT
TAKE UP DEVICE
OPEN INDICATOR ON
THE BIFURCATION LATCH
BALKING
STOP
DOOR LATCH
OPEN INDICATOR LATCH ACCESS PANEL

(3 INSTALLED)
BRACKET HOOK
Figure 50 Latch Panel & Take Up Device

FRA US/E-1 FrM Sep 10, 2008 09|Take Up Dev|L2/B1/B2 Page 81
Training
Training

78−32
Technical
LAN Technical
FRONT LATCH AND OPEN INDICATOR FUNCTION

Lufthansa Lufthansa
Access to the front latch is gained through the left hand fan cowl. The latch is
equipped with a red open indicator.
The open-indicator gets in view through a gap in the cowling (Also when the
thrust reverser halves are closed) to indicate a not proper closed reverser cowl.
CAUTION: MAKE SURE THAT YOU POSITION THE FRONT LATCH
CORRECTLY AGAINST THE FRONT LATCH OPEN
INDICATOR WHILE YOU PULL THE THRUST REVERSER
HALVES TOGETHER WITH THE AUXILIARY LATCH
ASSEMBLY (TAKE UP DEVICE). IF YOU DO NOT DO THIS,
THE FRONT LATCH CAN GET CAUGHT BETWEEN THE
THRUST REVERSER HALVES AND THE AUXILIARY LATCH
ASSEMBLY AND THE HOOK CAN GET DAMAGED.
FRA US/E-1 FrM Sep 10, 2008 10|rev cow lFront Latch|L2/B1/B2 Page 82
Training
Training

78−32
Technical
LAN Technical
Lufthansa Lufthansa
FAN CASE MOUNTED

BRACKET
SPRING
FRONT LATCH
OPEN INDICATOR
FRONT LATCH
RED FRONT LATCH
OPEN INDICATOR
Figure 51 Front Latch with Open Indicator

FRA US/E-1 FrM Sep 10, 2008 10|rev cow lFront Latch|L2/B1/B2 Page 83
Training
Training

78−32
Technical
LAN Technical
C-DUCT OPENING/CLOSING SYSTEM FUNCTION

On each ”C” duct a single acting hydraulic actuator is provided for opening.
Lufthansa Lufthansa
A hydraulic hand pump must be connected to a self sealing/quick release

hydraulic connection for opening.
NOTE: The hydraulic fluid used in the system is engine lubricating oil.
FRA US/E-1 FrM Sep 10, 2008 11|rev cowlO/C|L2/B1/B2 Page 84

Training
Training

78−32
Technical
LAN Technical
C-DUCT OPEN
Lufthansa Lufthansa
CAUTION
S WING SLATS MUST BE CAUTION POSITION
RETRACTED AND DE- SEE DECAL ABOVE
ACTIVATED BEFORE OPENING
C-DUCT C-DUCT CLOSED
S ALL 6 LATCHES AND POSITION
TAKE-UP DEVICES
MUST BE RELEASED
S IF REVERSER IS DE-
PLOYED, PYLON FAIRING
MUST BE REMOVED
DOOR OPENING
45° ACTUATORS
MANIFOLD/PRESSURE
RELIEF VALVE
FLEX HOSE
FLEX HOSE QUICK

DISCONNECT FITTING
HAND PUMP
Figure 52 ”C” Duct Opening/Closing

FRA US/E-1 FrM Sep 10, 2008 11|rev cowlO/C|L2/B1/B2 Page 85
Training
Training

78−32
Technical
LAN Technical
C-DUCT HOLD OPEN STRUTS FUNCTION

Two hold open struts are provided on each C-duct to support the C-ducts in the
Lufthansa Lufthansa
open position.
The struts engage with anchorage points located on the engine as shown
below.
When, not in use the struts are located in stowage brackets provided inside the
C-duct
The front strut is a fixed length strut.
The rear strut is a telescopic strut and must be extended before use.
The arrangement for the LH ’C’ duct is shown below, the RH ’C’ duct is similar.
WARNING: BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE
’C’ DUCTS IN THE OPEN POSITION. THE ’C’ DUCTS WEIGH
APPROX 578 LBS EACH. SERIOUS INJURY TO PERSONNEL
WORKING UNDER THE ’C’ DUCTS CAN OCCUR IF THE ’C’
DUCT IS SUDDENLY RELEASED.
FRA US/E-1 FrM Sep 10, 2008 12|rev cowl Hold Open Page 86
Struts|L2/B1/B2
Training
Training

78−32
Technical
LAN Technical
Lufthansa Lufthansa
ROD END
FITTING
C-DUCT
ROD
ANCHORAGE
BRACKET
LOCKING ARM
ROD
ANCHORAGE
BRACKET
Figure 53 „C“ Duct Hold Open Struts

FRA US/E-1 FrM Sep 10, 2008 12|rev cowl Hold Open Page 87
Struts|L2/B1/B2
Training
OIL A319/A320/A321
Training
OIL GENERAL IAE V2530-A5

79−00
Technical
LAN Technical
ATA 79 OIL
Lufthansa Lufthansa
79−00 OIL GENERAL

GENERAL LAYOUT
Oil System Presentation
The lubrication system is self−contained and thus requires no airframe supplied
components other than certain instrumentation and remote fill and drain port
disconnections on the oil tank. These ports are used to refill the oil tank
promptly and precisely by allowing the airlines to quick−connect a pressurized
oil line and a drain line.
Lubrication System Components
The lubrication system consists of four subsystems:
S the lubrication supply system
S the lubrication scavenge system
S the oil seal pressurization system
S the sump venting system
The oil system lubricates the engine components.
It contains:
S the oil tank
S the lube and scavenge pump modules
S the fuel/oil heat and air/oil heat exchangers
S the filters, chip detectors, pressure relief and bypass valves
FRA US/E-1 FrM Sep 10, 2008 01|79−00|oil sys gen|L1/B1 Page 88
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OIL A319/A320/A321
Training

79−00
Technical
LAN Technical
OIL PRESS
ECAM
Lufthansa Lufthansa
OIL LOW
FUEL/OIL HEAT ECAM
EXCHANGER PRESS
FUEL IN FUEL OUT
TO BEARINGS AND GEARBOX

AIR/OIL HEAT
EXCHANGER
ÏÏÏ
Ä ÄÄÄÄ Ä ÏÏÏ
Ä Ä ÄÄÄÄ Ä Ä BYPASS
ÏÏÏ
OIL FILTER
Ä Ä ÄÄÄÄ Ä ÏÏÏ
ÄÄÄÄÄÄÄÄÄÄÄÄÄ SCAVENGE OIL SUPPLY
ÄÄÄÄÄÄÄÄÄÄÄÄÄ
ÏÏ
PUMPS PUMP
ÏÏ
MAIN SCAVENGE
FILTER
ÏÏ
OIL
ECAM
ÏÏ
CLOG BYPASS
OIL
QTY ECAM
ENG OIL
ECAM TEMP
PUMP
Figure 54 Oil System Basic Schematic

FRA US/E-1 FrM Sep 10, 2008 01|79−00|oil sys gen|L1/B1 Page 89
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OIL A319/A320/A321
Training

79−00
Technical
LAN Technical
OIL SYSTEM PRESENTATION

Lufthansa Lufthansa
General At higher power, the valve closes to a reduced area which provides adequate
The lubrication system is self−contained and thus requires no airframe supplied pressure in the No.4 bearing compartment to protect the seals by maintaining
components other than certain instrumentation and remote fill and drain port low pressure differentials across compartment walls and minimizes air leakage
disconnections on the oil tank. These ports are used to refill the oil tank into the bearing chamber.
promptly and precisely by allowing the airlines to quick−connect a pressurized The scavenge valve pressure transducer senses the pressure present in the
oil line and a drain line. scavenge line upstream of the scavenge valve and supplies a signal to the EIU.
It is a hot tank system that is not pressure regulated. A pressure relief valve at the filter housing limits pump discharge pressure to
approximately 450 psi to protect downstream components.
System Function
Lubrication System Components
Oil from the oil tank enters the one stage pressure pump and the discharge
flow is sent directly to the oil filter. A coarse cleanable filter is employed. The lubrication system consist of four subsystems:
The oil then is piped through the air cooled oil cooler and the fuel cooled oil S the lubrication supply system
cooler, which are part of the HMS (Heat Management System), which ensures S the lubrication scavenge system
that engine oil, IDG oil and fuel temperatures are maintained at acceptable
S the oil seal pressurization system
levels, to the bearings. Except for the No.3 bearing damper and the No.4
bearing compartment, the pressure supplied to each location is controlled by a S the sump venting system
restrictor. There is a ”last chance” strainer at the entry of each compartment to System Monitoring and Limitations
prevent blockage by any debris/carbon flakes in the oil.
The operation of the engine oil system may be monitored by the following flight
The scavenge oil is then piped, either directly or through the de-oiler to the 5 deck indications.
stage scavenge pumps. There is a disposable cartridge type scavenge filter at
S engine oil pressure
the outlet of the scavenge pumps before returning to the oil tank. A valve
allows oil to bypass the scavenge filter when the filter differential pressure S engine oil temperature:
exceeds 20 psi. A differential pressure warning switch set at 12 psi gives − MINIMUM STARTING: (−40 °C)
cockpit indication of impending scavenge filter bypass. − MINIMUM PRIOR EXCEEDING IDLE: (−10 °C)
The oil pressure is measured as a differential between the main supply line − MINIMUM PRIOR TAKE OFF: (50 °C)
pressure, upstream of any restrictors, and the pressure in the No.4 bearing
− MAXIMUM CONTINUOUS: (155 °C)
compartment scavenge line, upstream of the two position scavenge valve.

A low pressure warning switch, which is set for 60 psi, is provided in the main − MAXIMUM TRANSIENT: (165 °C)
oil line before the bearing compartments and after the ACOC (Air Cooled Oil S oil tank contents: (25 US quarts)
Cooler) and FCOC (Fuel Cooled Oil Cooler) at the same tapping points as the In addition warnings may be given for the following non normal conditions:
oil pressure sensor. This allows for cockpit monitoring of low oil pressure.
S low oil pressure
The engine oil temperature is measured in the combined scavenge line to the
oil tank. − RED LINE LIMIT: (60 PSI)
The No.4 bearing two position scavenge valve is operated pneumatically by − AMBER LINE LIMIT: (80 PSI)
tenth stage air and controls vented air flow from the bearing compartment in S scavenge filter clogged
response to specific levels of engine thrust setting. At engine idle power, the S No. 4 compartment scavenge valve inoperative
valve opens to provide the maximum area for scavenge flow.
FRA US/E-1 FrM Sep 11, 2008 02|oil sys gen|L2/B1/B2 Page 90
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Lufthansa Lufthansa
ÎÎ
ÎÎ
ÎÎÎÎÎÎ
ÎÎ ÎÎÎÎÎÎ
Figure 55 Oil System Schematic

FRA US/E-1 FrM Sep 11, 2008 02|oil sys gen|L2/B1/B2 Page 91
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Technical
LAN Technical
OIL SYSTEM OPERATION

LufthansaLufthansa
FRA US/E-1 FrM Oct 26, 2009 03|oil sys gen|L3/B1/B2 Page 92
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LAN Technical
Figure 56 Oil System Schematic

FRA US/E-1 FrM Oct 26, 2009 03|oil sys gen|L3/B1/B2 Page 93
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INDICATING IAE V2530-A5

79−30
Technical
LAN Technical
79−30 INDICATING
Lufthansa Lufthansa
ECAM OIL INDICATING PRESENTATION

GENERAL INDICATIONS ON ECAM
The oil system monitoring is performed by:
Description
Indications: The oil indication is presented on the E/WD and also the associated Warnings.
S oil quantity (quarts)
S oil temperature (degree Celsius) Oil Quantity Indication
S oil pressure (psi) Flashes green (Advisory) when QTY < 4 quarts.
Audio and Visual Warnings:
Oil Pressure Indication
S oil low pressure (LO PRESS)
S oil filter clogging (OIL FILTER CLOG) Color turns red (Warning) when press < 60 PSI.
Oil Temperature Indication

Flashes green (Advisory):
S when TEMP >156 °C
S turns amber when oil TEMP < 10 °C or > 165 °C
Oil HI TEMP is displayed:
S when oil TEMP >165 °C or 156 °C more than 15 min
Oil Filter Clog Indication

Is displayed in white and amber on the screen when the engine oil
scavenge filter is clogged.
FRA US/E-1 FrM Sep 17, 2008 04|−30|indicat gen|L2/B1/B2 Page 94

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Figure 57 ECAM Oil Indication

FRA US/E-1 FrM Sep 17, 2008 04|−30|indicat gen|L2/B1/B2 Page 95
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OIL INDICATION FUNCTIONAL OPERATION

Lufthansa Lufthansa
Oil Quantity Indicating Scavenge Filter Differential Pressure Warning

The analog signal from the oil quantity transmitter is sent to: The scavenge filter differential pressure warning is send to the SDAC 1, 2 and
S The SDAC 1, then to ECAM. In case of a clogged filter a message will be displayed on the
E/WD.
S the SDAC 2,
S and the EIU which transforms the analog signal into a digital signal. LOW OIL PRESSURE SWITCH OPERATION
The DMCs process the information received as a priority order from the EIUs The low oil pressure information is send to different aircraft systems.
through FWC 1 and 2, SDAC 1, SDAC 2.
Low Oil Pressure Switching (Direct):
The oil quantity displayed in green on the ECAM display unit is graduated from:
S To the Steering System (ATA 32-51)
S 0 to 25.8 qts in analog form
S To Door Warning System (ATA 52-73)
(The normal max-usable oil quantity in the tank is 25 US qts, the maximum
oil tank capacity is 30.5 US qts) S To the FWCs (Flight Warning System)(ATA 31−52)
S 0 to 99.9 in digital form. S To the FACs (Flight Augmentation Computer)(ATA 22−60)
S To the FMGCs (Flight Management Guidance Computer)(ATA 22−65)
Oil Temperature Indication
S To the IDG Control System (ATA 24−21)
The analog signal from the scavenge oil temperature thermocouple is
transmitted to the EIUs. The EIUs convert this signal into a digital signal. Low Oil Pressure Switching (Via EIU):
This digital signal is then transmitted to the lower ECAM display unit through S To the CIDS (Cabin Intercommunication Data System)(ATA 23-73)
the FWCs and the DMC. S To the DFDRS (Digital Flight Data Recording System)
The ECAM oil temperature indication scale is graduated from 0 °C to 999 °C. Input Monitoring (ATA 31−33 )
Oil Pressure Indication S To the CVR (Cockpit Voice Recorder)Power Supply (ATA 23−71)
The analog signal from the oil pressure transmitter is transmitted to the S To the WHC (Window Heat Controller)(ATA 30−42)
SDAC 1, SDAC 2 and the EIUs. The EIUs convert this signal into a digital S To the PHC (Probe Heat Controller)(ATA 30−31)
signal. S To the FCDC (Flight Control Data Concentrator) (ATA 27−95)
This digital signal is then transmitted to the lower ECAM display unit through S To the blue main Hydraulic system (ATA 29−12)
the FWCs and the DMC.
S To the rain repellent system (ATA 30−45)
Order of priority
The order of priority has been defined as follows:
1. SDAC 1
2. SDAC 2
3. EIU
The oil pressure indication scale is graduated from 0-400 PSI.
FRA US/E-1 FrM Sep 22, 2008 05|indSystem|L3/B1/B2 Page 96

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AL
Lufthansa Lufthansa
CR “A“
H.M.S.
EEC
AL “B“
CR MASTER
TEMP. ENG. OIL (ACOC) TO AIRCRAFT
SYSTEMS: WARN
STEERING
TPIS MASTER
’DOOR WARN
FWC CAUTION
> 60 PSI FMGC
LOP SWITCH
IDG CONTROL ENGINE PAGE
HORN
LOP RELAY
PWR SPLY FWC 1

28v DC SIGNAL
ENG 1 (2) CONDITIONED
OIL
PRESS P
(121VU) FWC 2
OIL PRESS XMTR
DMC
EIU 1(2) (1, 2, 3)
CRUISE PAGE
OIL SCAV. FILTER DIFF.

PRESS SW
SDAC 1
SDAC 2
ENG OIL TEMP SENSOR
POWER SPLY
SIGNAL
CONDITIONED
28V DC
E/WD
OIL QTY XMTR
Figure 58 Basic Schematic

FRA US/E-1 FrM Sep 22, 2008 05|indSystem|L3/B1/B2 Page 97
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STORAGE IAE V2530-A5

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79−11 STORAGE
LufthansaLufthansa
OIL TANK
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts, the maximum oil
tank capacity is 30.5 US qts.
Features:
S Oil quantity transmitter
S Pressure and gravity fill ports
S Sight glass for level indication
S internal deaerator
S Tank pressurization valve (6 psi)
S Strainer in tank outlet
S Mounting for scavenge filter and master chip detector
ENGINE OIL SERVICING

Where conditions permit, the oil tank should be checked and oil added, if
necessary, within a period of 5 to 60 minutes after engine shutdown. If the
engine is stopped for 10 hours a idle run must be performed. This makes sure
that the oil level shown in the tank is correct before oil is added.
FRA US/E-1 FrM Sep 22, 2008 06|−11|oil tank|L2/B1 Page 98

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LufthansaLufthansa
OIL TANK CONTENTS

TRANSMITTER
MANUAL OIL FILLER
SIGHT GLASS
SCUPPER DRAIN
MASTER MAGNETIC
CHIP DETECTOR
OIL TANK SCAVANGE FILTER ASSEMBLY
Figure 59 Oil Tank

FRA US/E-1 FrM Sep 22, 2008 06|−11|oil tank|L2/B1 Page 99
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OIL SYSTEM COMPONENT DESCRIPTION

LufthansaLufthansa
OIL TANK
The tank is located on the top L. H. side of the gearbox.
The normal max-usable oil quantity in the tank is 25 US qts, the maximum oil
tank capacity is 30.5 US qts.
Features:
S Oil quantity transmitter
CRT OUTPUT
S Pressure and gravity fill ports SCALE VOLTAGE
(QUARTS) (VDC)
S Sight glass for level indication
S Internal deaerator
25.8 9
S Tank pressurization valve (6 psi)
S Strainer in tank outlet
S Mounting for scavenge filter and master chip detector
Engine Oil Servicing

Where conditions permit, the oil tank should be checked and oil added, if
necessary, within a period of 5 to 60 minutes after engine shutdown. If the
engine is stopped for 10 hours make an idle run must be performed. 5
ADVISOR
This makes sure that the oil level shown in the tank is correct before oil is
added.
OIL QUANTITY TRANSMITTER
ÉÉÉÉÉÉ
ÉÉÉÉÉÉ
0 1.63
The oil quantity transmitter is located in the oil tank.

0 5 25.8
Power Supply OIL TANK
QUANTITY
The system is supplied with 28V DC from busbar ENG 1, 101PP (DC BUS 1) (QUARTS)
through circuit breaker 1EN1 (2EN1).
Description
The oil quantity transmitter is a tank probe with a capacitor (tube portion) and
an electronic module (on the top of the transmitter) for probe energizing and
signal output.
Output voltage:
1V DC to 9V DC varying linearly with the usable oil quantity from 0 to 25.8
quarts. Figure 60 Oil Quantity Transmitter Analog Signal
FRA US/E-1 FrM Sep 24, 2008 07|oil tank|L3/B1 Page 100
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OIL QUANTITY TRANSMITTER
TANK PROBE
ELECTRONIC MODULE
MANUAL OIL FILLER

SIGHT GLASS
SCUPPER MASTER MAGNETIC

DRAIN CHIP DETECTOR
OIL TANK SCAVENGE FILTER ASSEMBLY

Figure 61 Oil Tank Components
FRA US/E-1 FrM Sep 24, 2008 07|oil tank|L3/B1 Page 101
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DISTRIBUTION IAE V2530-A5

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79−21 DISTRIBUTION
OIL PRESSURE PUMP COMPONENT DESCRIPTION
LufthansaLufthansa
Oil Pressure Pump

The pressure pump is a one stage gear type pump and supplies the engine oil
under pressure to the engine bearings, gearbox drive and accessory drives.
The oil is pumped through a pressure filter (125 microns filtration) to remove
any large debris. It has a cleanable filter element. The pressure filter housing is
installed at the oil pressure pump.
The pressure filter housing incorporates a pressure priming connection and an
anti-drain valve to prevent oil loss during removal.
PUMP COMPONENTS
Flow Trimming Valve
Is for adjusting the oil flow to a standard level during pass-off testing.
Anti-Drain Valve
Prevents oil loss when filter is removed.
Cold Start Pressure Limiting Valve
Opens at 450 psi.
ATTENTION: The filter does not have a bypass.
The pressure pump housing incorporates the pressure filter, a cold start
pressure relief valve and a pressure pump flow trimming valve.
The pressure relief valve bypasses the pressure circuit during cold starts.
Location
The pump is attached to the front face of the external gearbox on the left hand
side, just below the oil tank.
FRA US/E-1 FrM Sep 24, 2008 08|−21|press pump|L3 /B1 Page 102
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LAN Technical
LufthansaLufthansa
COLD START PRESSURE FLOW TRIMMING VALVE

LIMITING VALVE
ANTI-DRAIN
VALVE
OIL TANK
OIL PRESSURE PUMP

FILTER
ELEMENT
STRAINER PRESSURE PUMP
Figure 62 Pressure Pump and Filter

FRA US/E-1 FrM Sep 24, 2008 08|−21|press pump|L3 /B1 Page 103
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AIR COOLED OIL COOLER SYSTEM OPERATION

Lufthansa Lufthansa
AIR COOLED OIL COOLER

Location
The ACOC (Air Cooled Oil Cooler) is mounted on the engine fan case.
Operation
The ACOC is an additional oil cooler which removes heat from the engine
lubricating oil using fan air and maintains the oil temperature within the
specified range.
The filtered oil flows through the air ACOC before being cooled again through
the fuel cooled oil cooler.
The cooling air and the oil flows through the air/oil heat exchanger in the way
which is shown below.
Features
S The Oil bypass valve is used in event of cooler blockage, it opens at 50 psi.
S ACOC oil temperature thermocouple (for heat management system)
S Modulated air flow as commanded by the EEC (heat management system)
whereas the air flow is regulated by a fuel-powered air modulating valve.
Therefore full oil flow is guaranteed at all times controlled by varying the air
flow.
S Fuel pressure operated actuator
S Feedback LVDT
ATTENTION: The ACOC Air Modulating Valve is FAIL SAFE “OPEN“
(SPRINGLOADED)
ACOC OIL TEMPERATURE THERMOCOUPLE

(refer to 73-20 Heat Management System)
The ACOC thermocouple is used for the heat management system which is
controlled by the EEC.
FRA US/E-1 FrM Sep 24, 2008 09|ACOC Valve|L3/B1 Page 104
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ACOC OIL TEMPERATURE

THERMOCOUPLE
Lufthansa Lufthansa
NACELLE OUTLET
PANEL
MODULATING VALVE AIR FLOW
OIL FLOW
FULL OIL FLOW

AT ALL TIMES,
HEAT REJECTION
CONTROLLED BY
VARYING AIR FLOW.
BYPASS VALVE REAR OF FANCASE
Figure 63 ACOC Air Flow

FRA US/E-1 FrM Sep 24, 2008 09|ACOC Valve|L3/B1 Page 105
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FUEL COOLED OIL COOLER COMPONENT DESCRIPTION

LufthansaLufthansa
Location
The oil passed through the ACOC (Air Cooled Oil Cooler) flows through the
FCOC (Fuel Cooled Oil Cooler), installed on the left hand side of the fan
casing, before it is sent to the bearing compartments and both, the angle- and
main gearboxes.
Purpose
S The FCOC cools the oil by using low pressure fuel.
S The FCOC also warms the low temperature fuel to the de-icing level.
S The FCOC has 2 bypass valves.
Description
The FCOC consists of a housing containing a removable core, a header and a
fuel filter cap. The core is composed of vacuum brazed tubes through which
the fuel passes.
Bypass valves
S One is an oil pressure relief bypass valve which diverts the excessive oil
pressure during engine cold start.
S The other is a fuel filter bypass valve which ensures fuel flow in the event of
fuel filter clogging.
FRA US/E-1 FrM Sep 25, 2008 10|FCOC|L3/B1 Page 106

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FUEL IN
LufthansaLufthansa
FUEL IN OUT
OIL
IN
OIL PRESSURE
RELIEF BYPASS
VALVE
FUEL FILTER
BYPASS VALVE
DRAIN HOLE
FUEL FILTER
PRESSURE PLATE FUEL OUT FUEL OUT
Figure 64 Fuel Cooled Oil Cooler
FRA US/E-1 FrM Sep 25, 2008 10|FCOC|L3/B1 Page 107
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OIL SCAVANGE IAE V2530-A5

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79−22 OIL SCAVENGE

Lufthansa Lufthansa
SCAVENGE PUMPS COMPONENT DESCRIPTION

The scavenge system main components are:
S Chip detectors,
S 6 scavenge pumps with strainers,
S one common scavenge filter and
S a two−positions scavenge valve (Bearing No. 4).
SCAVENGE PUMPS
Purpose
The scavenge pump returns the oil back to the oil tank.
Description
The scavenge pump is a five−stage gear type pump on the rear left side of the
gearbox.
Four stages of the scavenge pump are two−gear displacement pumps.
The stage used for the two main gearbox scavenge lines consists of three
meshing gears producing two inlets and outlets on opposite sides. All 6
scavenge pumps are housed together as a single unit. The pump capacity is
determined by the width of the gears.
FRA US/E-1 FrM Sep 25, 2008 11|−22|scav pump|L3/B1 Page 108
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Lufthansa Lufthansa
DEVELOPED COMPOSITE
SECTION THROUGH PUMPS
SHOWING FUNCTION
OIL FILTER
GEAR PUMPS
FUEL PUMP
DRIVE PAD
OIL SCAVENGE
PUMP
ANGLE GEARBOX
STRAINER
LEFT HAND MAGNETIC STRAINER RIGHT HAND

GEARBOX CHIP GEARBOX
PICK UP DETECTOR PICK UP
Figure 65 Scavenge Pump Assembly

FRA US/E-1 FrM Sep 25, 2008 11|−22|scav pump|L3/B1 Page 109
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SCAVENGE OIL COMPONENTS DESCRIPTION

LufthansaLufthansa
SCAVENGE FILTER ENGINE OIL TEMPERATURE

The flow from the 6 scavenge pumps is mixed together at the scavenge filter The scavenge oil temperature thermocouple is located in the combined
common filter inlet. scavenge line between the master magnetic chip detector and the scavenge
filter for indication in the cockpit.
Location
The oil temperature is sensed by a dual resistor unit. The unit consists of a
The filter is mounted to the rear of the oil tank. sealed wire−wound resistance element. This element causes a linear change in
the DC resistance when exposed to a temperature change.
Features
S Disposable filter element Temperature measurement range
S By-pass valve (opens when filter clogs) The range is −60 deg. C to 250 deg. C.
S Differential pressure connections The analog signal from the scavenge oil temperature thermocouple is
S Provides housing for the master magnetic chip detector transmitted to the EIU. The EIU transforms this signal into a digital signal.
This digital signal is then transmitted to the lower ECAM display unit through
S Oil Temperature sensor
the FWCs and the DMC.
SCAVENGE FILTER DIFFERENTIAL PRESSURE SWITCH
The scavenge filter differential pressure switch is installed on a bracket at the
top left side of the engine fan case, near the FCOC (Fuel Cooled Oil Cooler).
The switch triggers the ECAM OIL FILTER CLOG warning when the filter
becomes blocked (+12PSI or -2 PSI differential pressure).
FRA US/E-1 FrM Nov 28, 2008 12|scav filter/Delta P.Sw|L3/B1 Page 110
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SCAVENGE FILTER DIFFERENTIAL

OIL OUTLET
(PRESS. DROP.) WARNING SWITCH
(RETURN TO TANK)
(DELTA P. 12 PSI)
ELECTRICAL
FWD CONNECTOR
MASTER MAGNETIC
CHIP DETECTOR OIL TEMP. SENSOR
OIL INLET
(FROM SCAVENGE SEAL - RING
PUMPS)
10
SCAVENGE OIL FILTER
2
1. FILTER CASING
9 Ni Cr
2. GUIDE PIN A
3. LOCK WIRE Ni Al
B
4. SEAL RING 3
8 Ni Cr
5. DRAIN PLUG C
6. BOLT Ni Al
D
7. WASHER 7
8. FILTER COVER 4 E SPARE
6
9. SEAL RING
5 F SPARE
10.FILTER ELEMENT
Figure 66 Scavenge Filter,Delta P/BSW and Oil Temp. Sensor
FRA US/E-1 FrM Nov 28, 2008 12|scav filter/Delta P.Sw|L3/B1 Page 111
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LAN Technical
79−23 N0. 4 BEARING COMPARTMENT

LufthansaLufthansa
NO. 4 BEARING COMPARTMENT COMPONENTS

DESCRIPTION
DE-OILER
Location
The de-oiler is attached to the right hand front face of the external gearbox.
Purpose
S To separate the breather air/oil mixture
S Return the oil to the oil scavenge system via its own scavenge pump
S Vent the air overboard through the R/H fan cowl
Features
S Provides mounting for the No.4 bearing chamber scavenge valve
S Overboard vent
S Provides location for the No.4 bearing magnetic chip detector housing
FRA US/E-1 FrM Sep 25, 2008 13|−23|de−oiler|L3/B1 Page 112

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DE−OILER
LufthansaLufthansa
DE−OILER
FROM OIL TANK
OIL TANK
OIL PRESSURE
BREATHER AIR PUMP
FROM NO 4 BEARING
SCAVENGE VALVE.
Figure 67 De-Oiler
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NO. 4 BEARING PRESSURE TRANSDUCER

Purpose
LufthansaLufthansa
The purpose of the No.4 bearing indicating system is to monitor the correct
operation of the No.4 bearing two−position scavenge valve and to detect a
No.4 bearing carbon−seal failure.
The No.4 bearing pressure transducer is installed on the right side of the
de−oiler and senses pressure at the No.4 bearing outlet line.
Linear output voltage is from 1V DC to 9 V DC (0 To 300 PSIG).

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NO.4 BEARING PRESSURE

TRANSDUCER
10TH STAGE AIR

NO.4 BEARING OIL INLET
DE-OILER CASE POSITION REED SWITCH
Figure 68 No.4 Bearing Scavenge Valve

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NO. 4 BEARING COMPARTMENT IAE V2530-A5

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NO. 4 BEARING SCAVENGE VALVE DESCRIPTION

Lufthansa Lufthansa
OPERATION NO.4 BEARING SCAVENGE VALVE INDICATING

There are two basic operating positions, low power and high power. The EIU incorporates three logics allowing the monitoring of the scavenge
In the low−power position, where the compressor 10th stage pressure (PS10) valve operation as well as a No.4 bearing carbon-seal failure.
is less than 150 PSI, the valve is held spring loaded in the fully open position.
Low Power Setting
The bearing compartment scavenge flow passes through the valve, restricted
only by the porting in the valve seat. At engine low power, the bearing scavenge valve is open and the reed switch
on the valve closes providing a ground signal for the EIU logic.
As the engine power increases, the PS10 pressure rises. When this pressure
exceeds 150 psi, the valve moves away from the max flow stop. This is due to High Power Setting
the pressure acting on the differential areas of the valve and overcoming the
At engine high power, the bearing scavenge valve closes (to maintain the No.4
spring load. The valve moves towards the minimum flow or high power setting.
bearing pressure ratio in the bearing compartment) and the reed switch on the
As the valve moves towards the peripheral ports in the seat, totally closing
valve opens.
these ports, the flow through the valve is now restricted to one central port in
the valve seat. The No.4 bearing internal pressure is measured by the No.4 bearing pressure
XMTR in the oil return line to the de−oiler. The transducer supplies a pressure
Full travel is achieved at PS10 pressure of approximately 210 psi.
signal to the EIU logic.
As the valve moves away from the maximum flow stop, the influence of the
The EIU provide a warning message to the ECAM :
magnets on the reed switch decreases and the reed switch open the circuit and
indicates that the valve status has changed. S ENG1 (2) BEARING 4 OIL SYS (Class 1)
As the engine power decreases, the spring load overcomes the decreasing and a message:
PS10 pressure. The valve moves towards the maximum flow or low power S SCAVENGE VALVE FAULT
position, uncovering the ports in the valve seat and restoring maximum flow is displayed on MCDU when the valve is not in the correct position according to
through the valve. As the valve approaches the maximum flow stop, the the sensed burner pressure.
influence of the magnets on the reed switch increases. The message:
The reed switch closes the circuit and indicates the valve position. S CHECK HARNESS/VALVE
is displayed on the MCDU when the No. 4 bearing compartment pressure is is
to high according to the valve position and the high burner pressure (possible
Carbon seal failure) or scavenge valve clogged or scavenge line pressure
sensor malfunction.
FRA US/E-1 FrM Sep 25, 2008 14|No4 bear ind|L2/B1 Page 116
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TO OTHER MAKE UP AIR

BLEED MAKE UP AIR
Lufthansa Lufthansa
SOLENOID BUFFER AIR

VALVES FAN AIR
BUFFER AIR MIXED AIR
10TH STAGE COOLER (ACAC) 10 ST. AIR (4X)
SOLENOID
VALVE BUFFER
AIR
MAKE UP
AIR VALVE EEC
ST. 10 AIR ST. 12 AIR COMBUSTION

CHAMBER
MAX FLOW MIN FLOW
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ BEARING 4
NO. BEARING OIL PRESS

SCAVENGE VALVE COMPARTMENT
LOW OIL
PRESS SWITCH
TO DE-OILER OIL AND AIR
NO. BEARING
PRESS XMTR OIL PRESS
REED
XMTR
SWITCH
PB EIU
EEC

FRA US/E-1 FrM Sep 25, 2008 14|No4 bear ind|L2/B1 Page 117
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OIL PRESSURE INDICATING SYSTEM IAE V2530-A5

79−33
Technical
LAN Technical
79−33 OIL PRESSURE INDICATING SYSTEM

Lufthansa Lufthansa
ENGINE OIL PRESSURE PRESENTATION

The Oil pressure is directly linked to the opening and closing of the No.4
Bearing Scavenge Valve.
A closing of the valve (at approx. 85% N2) will restrict the return scavenge flow
to the de−oiler.
This will result in a pressure drop, because the ratio of the pressures will
change. (The oil pressure is the differential pressure of the oil pressure feed
line and the scavenge line).
The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI.
Normal operating pressure is 0-145 PSI after three minutes of stabilization at
idle speed.
FRA US/O-2 FrM Oct 28, 2009 15|−33|oil press|L2/B1 Page 118
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79−33
LAN Technical
Figure 70 Oil Pressure Chart

FRA US/O-2 FrM Oct 28, 2009 15|−33|oil press|L2/B1 Page 119
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79−33
Technical
LAN Technical
OIL PRESSURE INDICATION SYSTEM OPERATION

Lufthansa Lufthansa
OIL SYSTEM PRESSURE SENSING

The oil pressure indicating system gives a cockpit indication of the engine oil
system working pressure.
The indication of this pressure comes electrically from an oil pressure
transmitter on each engine.
S The oil pressure transmitter is bolted to a bracket on the top left side of the
engine fan case.
S The oil pressure transmitter is connected to the engine oil system by two
steel tubes. One tube is connected to the oil supply tube (To the engine and
gearbox bearings). The other tube is connected to the No. 4 bearing oil
scavenge tube (To the oil scavenge pump).
S Power supply: 28V DC from busbar 101PP (202PP).
S Pressure range: 0 to 400 psid.
S Output voltage: 1V DC to 9V DC varying linearly with pressure from
0 to 400 psid.
LOW OIL PRESSURE SWITCH

The low oil pressure switch is installed on a bracket at the top left side of the
engine fan case, beside the oil pressure transmitter.
The oil pressure switch is connected between the oil supply tube and the No.4
bearing scavenge tube.
When the oil pressure drops below 60 psi the switch closes and a red warning
is triggered in the cockpit.
The set point range is between 45 psi and 75 psi.
FRA US/E-1 FrM Sep 25, 2008 16|press sens|L3/B1 Page 120
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Technical
LAN Technical
Lufthansa Lufthansa
LOCATION Scavenge Oil

Pressure Port Pressure
Port
OIL PRESSURE LOW OIL

TRANSMITTER PRESSURE SWITCH
Figure 71 LOP Switch and Oil Pressure Transmitter

FRA US/E-1 FrM Sep 25, 2008 16|press sens|L3/B1 Page 121
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OIL A319/A320/A321
Training

79−22
Technical
LAN Technical
79−22 OIL SCAVENGE

Lufthansa Lufthansa
MAGNETIC CHIP DETECTORS PRESENTATION

A total of seven MCDc (Magnetic Chip Detectors) are used in the oil scavenge
system.
Each bearing compartment and gearbox has its own dedicated MCD (Two in
the case of the main gearbox and although that for the No.4 bearing is located
in the de-oiler scavenge outlet).
Magnetic Chip Detectors Location

The MCDs dedicated for:
S No.1, 2 and 3 bearings
S Main gearbox/left hand scavenge pick-up
S Angle gearbox
are located at the rear of the main gearbox on the left hand side, as shown
below.
The MCDs dedicated for:
S No. 5 bearing
S De-oiler (No. 4 bearing)
S Main gearbox (Right hand scavenge pick up)
are located as shown below.
CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS
ARE NOT INSTALLED. A SAFETY MECHANISM IS
INSTALLED IN THE MCD HOUSING TO PREVENT
INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS

NOT INSTALLED.
IF ONLY THE FRONT SEAL RING IS INSTALLED, FAILURE
OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT
SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.
FRA US/E-1 FrM Sep 26, 2008 17|MCD’s|L2/B1 Page 122

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79−22
Technical
LAN Technical
1, 2 AND 3 BEARING
Lufthansa Lufthansa
OIL SCAVENGE
PUMPS SCAVENGE CHIP
HP/LP FUEL DETECTORS
PUMPS
ANGLED GEARBOX
SCAVENGE CHIP
FUEL METERING
UNIT
DETECTOR
OIL SCAVENGE
FILTER
NO. 5 BEARING
SCAVENGE CHIP
DETECTOR
INTEGRATED DRIVE
MASTER CHIP GENERATOR
DETECTOR
DE-OILER
OIL TANK
DE-OILER CHIP
DETECTOR
NO. 4 BEARING
FWD
OIL PUMP
AND FILTER GEARBOX TWO POSITION OIL
CHIP DETECTORS SCAVENGE VALVE
STARTER
EEC-PMA
HYDRAULIC
PUMP
Figure 72 Chip Detectors

FRA US/E-1 FrM Sep 26, 2008 17|MCD’s|L2/B1 Page 123
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MASTER MAGNETIC CHIP DETECTOR PRESENTATION

The master chip detector is located in the combined scavenge return line, on
LufthansaLufthansa
the scavenge filter housing.

The MCD (Master Chip Detector) is accessible through its own access panel in
the left hand fan cowl.
If the master MCD indicates a problem then each of the other MCDs is
inspected to indicate the source of the problem.
CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS

ARE NOT INSTALLED. A SAFETY MECHANISM IS
INSTALLED IN THE MCD HOUSING TO PREVENT
INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS
NOT INSTALLED.
IF ONLY THE FRONT SEAL RING IS INSTALLED, FAILURE
OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT
SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.
FRA US/E-1 FRM Sep 26, 2008 18|MMCD’s|L2/B1 Page 124

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79−22
Technical
LAN Technical
LufthansaLufthansa
MASTER CHIP
DETECTOR
1. MAGNETIC PROBE
2. SEAL RING (2 OFF)
3. DETECTOR HOUSING
3
2
1
HOUSING
SPRING SAFETY
PIN
SPRING SAFETY PIN
PROBE (VIEW SHOWING PIN AGAINST
(WITH “O“ RING MISSING) GROOVE WHEN “O“ RING MISSING)
Figure 73 Master Magnetic Chip Detector

FRA US/E-1 FRM Sep 26, 2008 18|MMCD’s|L2/B1 Page 125
Training
Training
ENGINE FUEL AND CONTROL GENERAL IAE V2530−A5

73−00
Technical
LAN Technical

LufthansaLufthansa
73−00 ENGINE FUEL AND CONTROL

FUEL SYSTEM GENERAL LAYOUT
General
The fuel system enables the combustion of fuel under appropriate conditions of The fuel diverter and return to tank valve enables the selection of four basic
flow rate and pressure. The FADEC (Full Authority Digital Electronic Control) configurations between which the flow paths of the fuel in the engine are varied
manages the fuel supply via the FMU (Fuel Metering Unit). High pressure fuel to maintain the critical IDG oil, engine oil and fuel temperatures within
is also used to provide pressure for some actuators. specified limits.
The major components are: The transfer between configurations is determined by a software logic
S High and low pressure fuel pumps (dual unit), contained in the EEC (Electronic Engine Control).
S Fuel/Oil heat exchanger, Controlling
S Low pressure fuel filter, The FADEC system provides full range control of the engine to achieve steady
S Fuel Metering Unit, state and transient performance when operated in combination with aircraft
S Fuel distribution valve, subsystems. The FADEC is a dual channel EEC with crosstalk and failure
detection capability. In case of specific failure detection, the FADEC switches
S 20 fuel injectors,
from one channel to the other.
S Diverter and return to tank valve and
S IDG fuel/oil heat exchanger.
Distribution
The fuel supplied from aircraft tanks flows through a centrifugal pump (LP
stage) then through the Fuel Cooled Oil Cooler and after this through a filter
and a gear pump (HP stage).
The fuel from the HP pump is delivered to the FMU which controls the fuel
flow supplied to the fuel nozzles (Through the fuel flow meter and the fuel
distribution valve).
The FMU also provides hydraulic pressure to all hydraulic system external
actuators. They include the Booster Stage Bleed Valve actuators, the Stator
Vane Actuator, ACOC (Air Cooled Oil Cooler) air modulating valve and
HPT/LPT active clearance control valve. Low pressure return fuel from the
actuators is routed back into the fuel diverter valve.
FRA US/E-1 FrM Sep 26, 2008 01|73−00|fuel gen|L1/B1/B2 Page 126
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Training

73−00
Technical
LAN Technical
OVERHEAD PANEL MASTER 1

ON
LufthansaLufthansa
OFF
HP PUMP
LP PUMP
ÉÉFILTER
ÉÉ
FMU
FUEL/OIL
HEAT
ÉÉ
ÉÉ
FROM EXCHANGER
FUEL
LP FUEL
TANK SHUTOFF
VALVE
OIL OIL
IN OUT FUEL
IDG
COOLING INJECTORS
(20)
BOOSTER STAGE VARIABLE
BLEED VALVE STATOR VANE
ACTUATORS VARIABLE
STATOR VANE
FADEC
Figure 74 Fuel System Schematic

FRA US/E-1 FrM Sep 26, 2008 01|73−00|fuel gen|L1/B1/B2 Page 127
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Training

73−00
Technical
LAN Technical
ENGINE FUEL SYSTEM PRESENTATION

LufthansaLufthansa
General Controlling
The fuel system enables delivery of a fuel flow corresponding to the power The FADEC (Full Authority Digital Electronic Control) system provides full
required and compatible with engine limits. range control of the engine to achieve steady state and transient performance
The system consists of: when operated in combination with aircraft subsystems. The FADEC is a dual
channel EEC with crosstalk and failure detection capability. In case of specific
S The two stage fuel pump with low pressure & high pressure elements,
failure detection, the FADEC switches from one channel to the other.
S the engine FCOC (Fuel Cooled Oil Cooler),
S the fuel filter, FADEC System Operation
S the fuel diverter and return to tank valve, The FADEC System operates compatibly with applicable aircraft systems to
perform the following:
S the IDG (integrated drive generator),
S Control of fuel flow, stator vanes and bleeds to automatically maintain
S the FMU (Fuel Metering Unit),
forward and reverse thrust settings and to provide satisfactory transient
S the fuel distribution valve, response.
S the fuel flow transmitter and S Protect the powerplant from exceeding limits for N1, N2, maximum
S 20 fuel nozzles. allowable thrust, and burner pressure.
S Control of the low and high turbine active clearance control systems.
Distribution
S Control of fuel, engine and IDG oil temperature.
The fuel supplied from aircraft tanks flows through a centrifugal pump
(LP stage) then through the FCOC and then through a filter and a gear pump S Control of the thrust reverser.
(HP stage). S Automatic sequencing of start system components.
The fuel from the HP pump is delivered to the FMU which controls the fuel flow S Extensive diagnostic and maintenance capability.
supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution
valve).
The FMU also provides hydraulic pressure to all hydraulic system external
actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane
Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control
valve. Low pressure return fuel from the actuators is routed back into the fuel
diverter valve.
The fuel diverter and return to tank valve enables the selection of four basic
configurations between which the flow path of the fuel in the engine is varied to
maintain the critical IDG oil-, engine oil- and fuel temperatures within specified
limits. The transfer between configurations is determined by a software logic
contained in the EEC.
FRA US/E-1 FrM Sep 29, 2008 02|fuel gen|L2/B1/B2 Page 128
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73−00
Technical
LAN Technical
LufthansaLufthansa
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Training
Training

73−00
Technical
LAN Technical
ENGINE FUEL SYSTEM OPERATION

Lufthansa Lufthansa
Training
Training

73−00
Technical
ÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎÎ
LAN Technical
Lufthansa Lufthansa
ÌÌÌÌÌ
ÌÌÌÌÌ
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Training
Training
INDICATING IAE V2530−A5

73−30
Technical
LAN Technical
73−30 INDICATING
LufthansaLufthansa
SYSTEM DESCRIPTION
GENERAL FUEL FLOW INDICATION, FUEL USED
The engine fuel system is monitored from: The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the
S The ECAM display and EEC and via the DMCs to the ECAM.
S the warning and caution lights. The Fuel Used indication is calculated in the DMCs.
The indications cover all the main engine parameters through the FADEC. The fuel flow transmitter signal is fed to the FADEC which processes it and
transmits the information to the ECAM system for display.
The warning and cautions reflect:
S The engine health and status through the FADEC, FUEL FILTER CLOGGING INDICATION
S the FADEC health & status and The fuel filter clog indication is provided on the lower ECAM display unit. When
S the fuel filter condition through a dedicated hardwired pressure switch. the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure
switch is energized.
The fuel system is monitored by:
S The fuel flow indication on the upper ECAM display unit permanently This causes three information to the Flight Crew:
displayed in green and under numerical form. 1. Triggering of the MASTER CAUTION light and single chime.
S The fuel filter clogging caution (amber) on the lower ECAM display unit 2. The engine page will be presented on the lower ECAM DU with the caution
associated with the MASTER CAUTION light and the aural warning (single signal FUEL CLOG.
chime).
3. The associated caution message to come on the upper ECAM DU.
When the pressure loss in the filter decreases between 0 and −1.5 psid from
the filter clog energizing pressure, the pressure switch is de−energized which
causes the caution to go off.
The differential pressure switch signal is fed directly to the SDAC through the
hardware.
FRA US/E-1 FrM Sep 29, 2008 04|−30|fuel indicat|L2/B1/B2 Page 132
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INDICATING IAE V2530−A5

73−30
Technical
LAN Technical
LufthansaLufthansa

UPPER ECAM LOWER ECAM

CAUTION SIGNAL
Figure 77 Fuel System Indication

FRA US/E-1 FrM Sep 29, 2008 04|−30|fuel indicat|L2/B1/B2 Page 133
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LP/HP FUEL PUMP IAE V2530 A5

73−12
Technical
LAN Technical
73−12 LP/HP FUEL PUMP

LP/HP FUEL PUMP COMPONENT DESCRIPTION FUEL METERING UNIT COMPONENT DESCRIPTION
LufthansaLufthansa
The FMU is the interface between the EEC and the fuel system. It is located on
General
the dual fuel pumps unit, on the rear of the main gearbox, and is retained by
The LP/HP fuel pumps are housed in a single pump unit which is driven by a four bolts as shown below.
common gearbox output shaft. A LP (Low Pressure) stage and a HP (High
All the fuel delivered by the HP fuel pumps (which is much more than the
Pressure) stage provide fuel at the flows and pressures required for operation
engine requires) passes to the FMU. The FMU, under the control of the EEC,
of hydromechanical components and for combustion in the burner.
meters the fuel supply to the spray nozzles. It also supplies HP fuel for the
ATTENTION: The unit consists of a LP centrifugal boost stage which feeds an operation (Muscle) of a number of actuators. Any fuel supplied by the HP
HP single stage, two gear pump. pumps which is not needed for these two purposes is returned, from the FMU
The housing has provision for mounting the FMU (Fuel Metering Unit). to the LP side of the fuel system.
The LP stage receives fuel from aircraft tanks through the aircraft pumps. In addition to the fuel metering function the FMU also houses the:
The LP pump is designed to provide fuel to the HP gear stage with the aircraft S Overspeed Valve
pumps inoperative. After passing through the LP boost stage, fuel proceeds S Pressure Raising and Shut Off Valve
through the fuel filter to the HP gear stage. A coarse mesh strainer is provided The overspeed valve under the control of the EEC, provides overspeed
at the inlet to the HP gear stage. This stage is protected from overpressure by protection for the LP (N1) and HP (N2) rotors.
a relief valve. Exceeding flow from the gearstage pump is recirculated through
The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies
the FMU bypass loop to the low pressure side of them pump.
at engine stop.
NOTE: There are no mechanical inputs to, or outputs from the FMU.
FRA US/E-1 FrM Nov 12, 2008 05|−12|pump & FMU|L3/B1 Page 134
Lufthansa Technical Training
LP/HP FUEL PUMP IAE V2530 A5

73−12
2
UNDERSIDE VIEW
4
10
7 11
1. LP/HP fuel pumps unit 9
2. Fuel metering unit (FMU)
3. LP pump inlet
4. LP pump outlet
5
5. HP pump inlet
6. HP pump outlet-to FMU inlet 6
3
7. FMU spill-to LP
8. FMU outlet to flowmeter
1
9. EEC-Channel 1 (A)
10.EEC-Channel 2 (B) Electrical Connectors FORWARD
11.PRSOV
Figure 78 Fuel Pump and Fuel Metering Unit
FRA US/E-1 FrM Nov 12, 2008 05|−12|pump & FMU|L3/B1 Page 135
Training
Training
DISTRIBUTION IAE V2530−5A

73−10
Technical
LAN Technical
73−10 FUEL DISTRIBUTION

LufthansaLufthansa
FUEL DISTRIBUTION COMPONENT DESCRIPTION

FUEL FILTER FUEL DIVERTER & RETURN VALVE
The fuel filter element is a low pressure filter which removes all contamination The FD & RV (Fuel Diverter & Return Valve) is a primary unit in the HMS (Heat
from fuel to go through it. Management System) of the engine. The FD & RV has two valves in one body.
The filter element is installed in the lower housing of a FCOC (Fuel Cooled Oil They are a FDV (Fuel Diverter Valve) and a FRV (Fuel Return Valve). The
Cooler). The FCOC includes the following components: FDV operates to change the direction of the FMU (Fuel Metering Unit) spill flow
to:
S A filter cap which has a pressure plate to keep the filter element in position
once installed. The filter cap of the FCOC also includes a fuel drain plug to S The FCOC (Fuel Cooled Oil Cooler) or,
drain the fuel for maintenance purposes. S the fuel filter (element) inlet or,
S A filter bypass valve to let the fuel go around the filter element when it be S the IDG FCOC (IDG Fuel Cooled Oil Cooler).
comes clogged. The FRV operates to control fuel flow which goes back to the aircraft fuel tank
acting as a fuel cooler.
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
DIVERTER AND BACK FUEL
The fuel filter clog indication is provided on the lower ECAM display unit. When TO TANK VALVE NOZZLE (20)
the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure
switch is energized.
When the pressure loss in the filter decreases between 0 and −1.5 psid from FUEL COOLED
the filter clog energizing pressure, the pressure switch is de − energized which OIL COOLER
(FCOC)
causes the caution to go off.
The differential pressure switch signal is fed directly to the SDACs.
FUEL
TEMP.
FUEL TEMPERATURE THERMOCOUPLE SENSOR
(Refer to 73-20 Heat Management System) FILTER FUEL FILTER DIFF.

The measured temperature is transmitted to the EEC (Electronic Engine PRESS. SW.
FUEL
Controller) and used for the Heat Management System. METERING
UNIT (FMU)
HP/LP PUMPS
FLOWMETER
Figure 79 Fuel Distribution Component Locations
FRA US/E-1 FrM Nov 13, 2008 06|73−10|distrib comp|L3/B1 Page 136
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73−10
Technical
LAN Technical
CONNECTION TO AIRCRAFT FUEL TANK

FUEL FILTER DIFFERENTIAL
LufthansaLufthansa
PRESSURE SWITCH
FCOC INLET
FCOC
FUEL COOLED
OIL COOLER
(FCOC)
FUEL DIVERTER AND

RETURN VALVE (FDRV)
LOW PRESS FUEL FILTER
FCOC FUEL TEMP.

THERMOCOUPLE
4 RING
3 BOLT
(OFF)
Figure 80 Fuel Distribution Components

FRA US/E-1 FrM Nov 13, 2008 06|73−10|distrib comp|L3/B1 Page 137
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73−10
Technical
LAN Technical
FUEL DISTRIBUTION VALVE FUNCTIONAL OPERATION

General
LufthansaLufthansa
The FDV (Fuel Distribution Valve) subdivides scheduled engine fuel flow from
the FMU (Fuel Metering Unit) equally to ten fuel manifolds, each of which in
turn feeds two nozzles.
Description
The fuel distribution valve is installed at the 4:00 o’clock location, at the front
flange of the diffuser case.
The fuel distribution valve receives fuel through a fuel line from the fuel FUEL NOZZLES
metering unit. The fuel goes through a 200 micron strainer, and then into ten
internal discharge ports. The ten discharge ports are connected to the ten fuel
manifolds.
Eight of the ten internal discharge ports in the valve are connected after an
engine shutdown.
Eight of the fuel manifolds are drained into the engine through the lowest fuel
nozzle.
The two fuel manifolds which remain full help to supply fuel for the next
engine start.
PACKING
FILTER
FUEL
INLET
LINE BOLT
FUEL DISTRIBUTION HP/LP PUMPS
VALVE
FUEL PACKING FILTER

DISTRIBUTION COVER
VALVE
WASHER BOLT
Figure 81 Fuel Distribution Valve Assembly Figure 82 Fuel Distribution Valve Location
FRA US/E-1 FrM Nov 28, 2008 07|Fuel distrib valve|L3/B1 Page 138
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73−10
Technical
LAN Technical
LufthansaLufthansa
FRONT MOUNT REAR OUTER CASING

BRACKET FRONT FLANGE
REAR MOUNT
BRACKET
FUEL SUPPLY
MANIFOLD
SHUT OFF SEAL
FUEL INLET
FUEL DISTRIBUTION
VALVE
DIFFUSER CASE
FRONT FLANGE
TRANSFER TUBE DRAIN LINE

FILTER (8 PLACES)
(WITH BYPASS)
FUEL OUT
FUEL SUPPLY TUBES TO MANIFOLD
(10 PLACES)
Figure 83 Fuel Distribution Valve

FRA US/E-1 FrM Nov 28, 2008 07|Fuel distrib valve|L3/B1 Page 139
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73−10
Technical
LAN Technical
FUEL MANIFOLD, TUBES AND NOZZLES OPERATION

LufthansaLufthansa
FUEL MANIFOLD AND TUBES FUEL NOZZLE

The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the
Description
fuel with air, and send the mixture into the combustion chamber in a controlled
The fuel manifold and fuel tubes consist of several single wall tubes which pattern.
carry fuel between components in the fuel system. Fuel supplied to the fuel
nozzles is carried by a large tube from the fuel metering unit to the fuel Description/Operation
distribution valve. At the fuel distribution valve the fuel supply is split and There are 20 fuel nozzles equally spaced around the diffuser case assembly.
carried to twenty fuel nozzles by ten manifolds. The fuel nozzles are installed through the wall of the case, and each nozzle is
Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various held in position by three bolts.
valves is supplied by small tubes from the fuel metering unit mounted on the The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by
fuel pump. high−velocity air as it enters the combustion chamber. The fuel nozzle forms
All the brackets and tubings are fire proof. the atomized mixture of fuel and air into the correct pattern for satisfactory
combustion.
The design of the fuel nozzle results in fast vaporization of the fuel through the
full range of operation. This results in decreased emissions, high combustion
efficiency, and good start quality.
The high−velocity flow of fuel prevents formation of coke on areas where fuel
touches metal. Heatshields installed also prevent formation of coke.
FRA US/E-1 FrM Nov 13, 2008 08|Manifolds&Nozzles|L3/B1 Page 140

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73−10
Technical
LAN Technical
10 MAIN FUEL
10 NOZZLE CLUSTERS DISTRIBUTION LINES
LufthansaLufthansa
(2 NOZZLES EACH)
20 FUEL NOZZLES
DIFFUSER CASE
BOSS
FLANGE K
IGNITER
PLUGS
GASKET
FUEL NOZZLE PACKINGS
FUEL TRANSFER
TUBE
FUEL IN
FROM HMU
GASKET
FUEL DISTRIBUTION VALVE
VIEWED FROM REAR

FUEL SUPPLY
TUBE FORWARD
Figure 84 Fuel Distribution Tubes

FRA US/E-1 FrM Nov 13, 2008 08|Manifolds&Nozzles|L3/B1 Page 141
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73−10
Technical
LAN Technical
IDG FUEL COOLED OIL COOLER OPERATION

The IDG oil cooler is installed at the left hand side on the fan case, near the
LufthansaLufthansa
FCOC.
The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is
used for the flow of the fuel to or from the fuel diverter and return valve. The
other set of ports is used for the flow of oil from and to the IDG.
The hot scavenge oil which has been used to lubricate and cool the IDG, flows
from the IDG to the oil cooler.
As the oil goes through the oil cooler, the heat in the oil is transmitted to the
fuel. The cooled oil then returns to the IDG.
Two drain plugs are also installed in the oil cooler, one for the fuel and one for
the oil.
IDG OIL COOLER TEMP. THERMOCOUPLE

(Refer to 73-20 Heat Management system)
This temperature information is send to the EEC and is used for the heat
management system.
FRA US/E-1 FrM Nov 13, 2008 09|IDG Fuel Cooler|L3/B1 Page 142
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73−10
Technical
LAN Technical
FUEL INLET/OUTLET
LufthansaLufthansa
IDG OIL TEMP.

THERMOCOUPLE
OIL OUTLET
OIL INLET
IDG FUEL COOLED OIL
COOLER
DRAIN PLUGS
Figure 85 IDG Fuel Cooled Oil Cooler

FRA US/E-1 FrM Nov 13, 2008 09|IDG Fuel Cooler|L3/B1 Page 143
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73−20
Technical
LAN Technical
73−20 CONTROLLING
LufthansaLufthansa
FUEL METERING UNIT SYSTEM OPERATION

Fuel Metering Unit To shut down the engine is the only way to release the hydraulic
A simplified schematic representation of the Fuel Metering Unit is shown below. latching.
The three main functions of the FMU are: NOTE: Because the overspeed valve is spring loaded to the closed
S metering the fuel supplies to the fuel spray nozzles, position, and opened by fuel pressure, the overspeed valve will
close on every engine shut down.
S overspeed protection for both the LP (N1) and HP (N2) rotors and
S isolation of fuel supplies for starting/stopping the engine. ATTENTION: Fail Safe Position: ”NORMAL FUEL METERING”
These three functions are carried out by three valves arranged in series, such Pressure Raising and Shut off Valve
as shown:
The PRSOV torque motor is commanded open by the EEC during AUTO starts
S the Fuel Metering Valve or Closed by the EEC during AUTO start sequences if the sequence has to be
S the Overspeed Valve stopped for any reason.
S the Pressure Raising and Shut Off Valve. It is commanded open or closed by the MASTER SWITCH in the cockpit during
The position of each valve is monitored and positional information is MANUAL starts.
transmitted back to the EEC (Electronic Engine Controller). NOTE: The EECs ability to close the shut off valve is inhibited above
This ensures that the EEC always knows that the valves are in the commanded 43% N2. Above 43% N2, and in flight, the PRSOV can only be
position. closed by the master switch in the cockpit.
ATTENTION: The Fail Safe position of the Metering Valve Torque Motor is: ATTENTION: Fail Safe Position of the PRSOV:
”MINIMUM FUEL FLOW CONDITION” ”LAST COMMANDED POSITION”
Overspeed Valve
The overspeed valve is spring loaded to the closed position, it is opened by
increasing fuel pressure during engine start and during normal engine operation
is always fully open.

In the event of an overspeed (109,1% N1, 105,4% N2) the EEC sends a signal
to the overspeed valve torque motor which changes its position and directs HP
fuel to the top of the overspeed valve. This action fully closes the valve.
A small by−pass flow is arranged around the overspeed valve to prevent
engine flame out.
The overspeed valve is hydraulically latched in the closed position, thus
preventing the engine from being reaccelerated.
The recommended procedure is for the flight crew to shut down the engine.
FRA US/E-1 FrM Nov 14, 2008 10|−20|FMU|L3/B1 Page 144

Training
Training

73−20
Technical
LAN Technical
LufthansaLufthansa
MASTER
EEC LEVER
TM HP TM HP TM
VARIABLE 2 POS. 2 POS.
FEED TO EXT TM = TORQUE MOTOR

SERVICES SERVO M. SW = MICROSWITCH
PRESSURE POSITION
REGULATOR RESOLVER M. SW M. SW
PRESSURE
HP FUEL RAISING
O’SPEED AND
FUEL METERING TO FLOWMETER
VALVE SHUT-OFF
PUMP VALVE
VALVE
PRESSURE DROP
GOVERNOR AND
SPILL VALVE
FUEL METERING UNIT
Figure 86 Fuel Metering Unit Schematic
FRA US/E-1 FrM Nov 14, 2008 10|−20|FMU|L3/B1 Page 145
Training
Training
CONTROLLING V2530-A5
73-20
Technical
LAN Technical
HP & LP FUEL SOV CONTROL OPERATION

The HP fuel shut off valve control is fully electrical. LP Fuel Shutoff Valve Control
LufthansaLufthansa
It is performed from the engine panel in the cockpit as follows: The LP fuel shut−off system has two independent electrical control circuits for
1. Opening of the HP fuel PRSOV each LP fuel−valve.
It is controlled by the EEC: They connect through a control relay to these related switches:
The EEC receives the commands from the MASTER control switch and S the ENG MASTER switch and
Ignition selector switch. S the FIRE PUSH switch.
2. Closure of the HP fuel PRSOV : When the No. 1 ENG MASTER switch is set to ON, it disconnects the 28V DC
It is controlled directly from the MASTER control switch in OFF position. supply from the relay 11QG (HP FUEL SOV SOL P/B SW). The relay 11QG
de−energizes and connects the 28VDC supply (Through the ENG 1 FIRE
PRSOV Fuel Shut Off Control PUSH switch) to the ”open” side of the LP fuel−valve actuator.
The FADEC control system contains a fuel shut−off function in the FMU, which The actuator then opens the LP fuel−valve.
acts through a 2 position torque motor to close the pressurizing valve: When the No.1 ENG MASTER switch is set to OFF, it connects a 28V DC
S The fuel shut−off function is direct−hardwired to the MASTER control supply to the relay 11QG. The relay energizes and connects the 28V DC
switch. supply (Through the ENG 1 FIRE PUSH switch) to the ”close” side LP
S The torque motor operated PRSOV is powered by 28V DC. fuel−valve actuator.
− Loss of power supply does not lead to change the selected HP fuel The actuator then closes the LP fuel−valve.
shutoff valve position. If the ENG 1 FIRE PUSH switch is operated:
− The cockpit command ”OFF” has priority over the EEC command. S it disconnects the 28V DC supply to the ”open” side of the LP fuel−valve
actuator and
S it connects a 28V DC supply to the ”close” side of the LP fuel valve
actuator.
The LP fuel−valve moves to the closed position.
NOTE: The LP fuel−valve opens/closes when the ENG MASTER switch
is set to ON/OFF. But the operation of the engine FIRE PUSH

switch always overrides an ON selection and closes the valve.
It is also commanded open via the relay 11QG when the C/B of
the HP Fuel SOV is pulled, (Relay 11QG/12QG) deenergized).
FRA US/E-1 FrM Nov 14, 2008 11|HPV/LPV contr|L3/B1/B2 Page 146
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Training
CONTROLLING V2530-A5
73-20
Technical
LAN Technical
OPEN
LufthansaLufthansa
ENGINE 1
FUEL LP
VALVE MOT 1 SHUT M1
28 V DC ESS
49VU A8
OPEN
ENGINE 1
FUEL LP
SHUT M2
VALVE MOT 2
28 V DC 2
121VU M25
TO ECAM VLV POS

SWITCHES
LP FUEL SHUTOFF VALVE 1
11QG
RELAY
ENG/MASTER 1
HP FUEL
EEC CLOSED SOV
CLOSED
POS
SWITCHES
CLOSED
HP FUEL
ENGINE 1 SOV
HP FUEL SOV
28 V DC ESS
49VU A1
MASTER SW 1 2 POS TM
FMU
Figure 87 HP- and LP Fuel Shutoff Valve (SOV)
FRA US/E-1 FrM Nov 14, 2008 11|HPV/LPV contr|L3/B1/B2 Page 147
Training
Training
FUEL DISTRIBUTION V2530-A5

28−10
Technical
LAN Technical
73−10 DISTRIBUTION
LufthansaLufthansa
LOW PRESSURE FUEL S. O. V. FUNCTIONAL OPERATION

1. One PRSOV (Pressure Regulator Shut Off Valve) in the FMU (Fuel Component Description
Metering Unit) and The LP Fuel−Valve is composed of:
2. one LP-Fuel Shut Off Valve on the front wing spar. S a valve body,
LOW PRESSURE FUEL SHUT OFF VALVE S a ball valve,
The LP fuel−valve 12QM (13QM) is in the fuel supply line to the related engine. S a valve spindle and
The LP fuel−valve is usually open and in this configuration it lets fuel through to S a mounting flange.
the related engine. If one of the LP fuel−valves is closed, the fuel is isolated to The LP fuel−valve actuator has two electrical motors which drive the same
the related engine. differential−gear to turn the ball valve through 90 deg. The limit switches in the
The LP fuel−valve is installed between the engine pylon and the front face of actuator control this 90 deg. movement and set the electrical circuit for the next
the wing front spar (Between RIB 8 and RIB 9). operation. One of the two motors can open or close the valve if the other motor
Each LP valve has an actuator 9QG (10QG). The interface between the does not operate.
actuator and the LP valve is a valve spindle. When the actuator is energized, it The actuator drive shaft has a see/feel indicator which is mechanically attached
moves the LP valve to the open or closed position. A V−band clamp 80QM to the actuator. The see/feel indicator gives an indication of the valve position
(81QM) attaches the actuator to the LP valve. without removal of the fuel LP fuel valve.
Each actuator has two motors, which get their power supply from different
sources:
S The 28V DC BATT BUS supplies the motor 1
S The 28V DC BUS 2 supplies the motor 2
If damage occurs to the electrical circuit, it is necessary to make sure that the
valve can still operate. Thus the electrical supply to each motor goes through a
different routing:
S The routing for motor 1 is along the front spar

S The routing for motor 2 is along the rear spar and then forward through the
flap track fairing at RIB 6
The actuators send position data to the SDAC1 and SDAC2 (System Data
Acquisition Concentrators). The SDACs process the data and send it to the
ECAM where the information is presented on the FUEL page.
FRA US/E-1 FrM Nov 14, 2008 12|−10|LP valve|L3/B1 Page 148
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Training
FUEL DISTRIBUTION V2530-A5

28−10
Technical
LAN Technical
LufthansaLufthansa
V-CLAMP
LP VALVE
12QM (13QM)
ACTUATOR
ELECTRICAL 9QG/ (10QG)
CONNECTORS
ACCESS PANEL VALVE VALVE

522 AT (622 AT) CLOSED OPEN
(UNDER SLAT)
SEE/FEEL
INDICATOR
Figure 88 LP Fuel Shut−Off Valve

FRA US/E-1 FrM Nov 14, 2008 12|−10|LP valve|L3/B1 Page 149
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Training
DISTRIBUTION IAE V2530−A5

73−10
Technical
LAN Technical
HEAT MANAGEMENT SYSTEM OPERATION

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GENERAL
Heating and cooling of fuel, engine oil and IDG oil is accomplished by the Fuel Temperature Thermocouple
FCOC (Fuel Cooled Oil Cooler), the ACOC (Air Cooled Oil Cooler) and the IDG The Fuel Temperature is measured by the thermocouple at the fuel exit of the
cooler under the management of the EEC (Electronic Engine Control). FCOC.
Fuel Temperature The thermocouple is composed of stainless steel sheathed sensing portion,
stainless steel installing flange with seal spigot and electrical connector. The
The fuel temperature is measured at the exit of the filter.
control of fuel temperature is done by the fuel diverter valve which is installed
Oil Temperature upstream of the FCOC.
The engine oil temperature is measured upstream of the ACOC. IDG Oil Cooler Temperature Thermocouple
The IDG oil temperature is measured at IDG oil cooler exit. IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler
The system is designed to provide adequate cooling, to maintain the critical oil Exit by a thermocouple.
and fuel temperatures within specified limits, whilst minimizing the requirement The thermocouple gives an electrical output in relation to the temperature of
for fan air offtake. the oil in the fuel cooled IDG oil cooler.
Three sources of cooling are available: This temperature information is send to the EEC and is used for the heat
1. The LP fuel passing to the engine fuel system management system.
2. The LP fuel which is returned to the aircraft fuel tanks
ACOC Oil Temperature Thermocouple
3. Fan air
The oil temperature is measured at the ACOC inlet by a thermocouple. The
There are four basic configurations between which the flow path of fuel in the thermocouple is composed of stainless steel sheathed sensing portion,
engine LP fuel system are varied. Within each configuration the cooling stainless steel installing flange with seal spigot and electrical connector.
capacity may be varied by control valves which form the Fuel Diverter and
The temperature is transmitted to the EEC (Electronic Engine Control). In
Back to Tank Valve.
response to the measured temperature, the EEC sends the signal to the
The transfer between modes of operation is determined by a software logic modulating air valve.
contained in the EEC. The logic is generated around the limiting temperatures
of the fuel and oil within the system together with the signal from the aircraft ACOC Modulating Air Valve
which permits/inhibits fuel spill to aircraft tanks. The modulating air valve regulates air flow to the ACOC. Oil heated by the
engine passes through the ACOC and then to the FCOC. The air valve is
OPERATION
modulated by the EEC to maintain both oil and fuel temperatures within
The measured temperature is transmitted to the EEC. In response to the acceptable minimum and maximum limits. Minimum oil temperature limits are
measured temperature, the EEC sends the signal to the fuel diverter valve. The used such that the oil may be used to prevent fuel icing with the use of FCOC.
fuel diverter valve is used to reduce too high fuel temperature. The excess of Maximum limits have been established to avoid breakdown of engine oil and to
high pressure fuel flow from the FMU (Fuel Metering Unit) and return fuel from avoid excessively high fuel temperatures.
control actuator are plumbed to the diverter valve which normally turns the flow
to the FCOC exit.
FRA US/E-1 FrM Nov 14, 2008 13|HMS comp|L3/B1 Page 150
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Training

73−10
Technical
LAN Technical
OIL TEMP.
IDG OIL TEMP.
LufthansaLufthansa
THERMOCOUPLE
THERMOCOUPLE
FCOC
FUEL TEMP.
IDG OIL COOLER THERMOCOUPLE ACOC
FUEL DIVERTER & RETURN VALVE EEC
Figure 89 HMS Main System Components

FRA US/E-1 FrM Nov 14, 2008 13|HMS comp|L3/B1 Page 151
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Training

73−10
Technical
LAN Technical
FUEL DIVERTER & RETURN VALVE OPERATION RETURN TO TANK MODES

General HMS Mode 1 (Normal Mode)
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The FDRV (Fuel Diverter & Return Valve) configuration allows four modes of This is the normal mode and is shown in the Figure below.
operation according to electrical signals from the EEC (Based on fuel and oil Fuel through the IDG FCOC or combined with a quantity of fuel downstream of
temperature measurements transmitted by thermocouples). the FCOC is modulated for return to tank. FMU bypass flow is returned
upstream of fuel filter.
Description
In this mode all the heat from the engine oil system and the IDG oil system is
The FDRV is installed on the FCOC (Fuel Cooled Oil Cooler).
absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank
The FDV is a two−position selector valve which has two pistons in a sleeve. where the heat is absorbed or dissipated within the tank.
The two pistons are mechanically connected and make two valve areas which
are referred to as valve A and valve B. The FRV (Fuel Return Valve) has a HMS Mode 4
main valve and a pushing piston in a sleeve. This main valve is a half−area Fuel through IDG FCOC is modulated for fuel return to tank. FMU bypass flow
piston−type valve which moves valve to change the metering port area. The returned upstream of FCOC. Supplemental cooling of fuel is provided by this
main valve has two valve functions that are referred to as valve C and valve D. mode.
The EEC gives the electrical signal to the FDRV to change the position of the
This mode is adopted at low engine speeds with a high IDG oil inlet
valves. The FDRV gives a feedback signal to the EEC to transmit the position
temperature.
of valves in the unit. The fuel flow changes with the position of the valves.
Thus, the fuel flow can be controlled through the FDRV and the EEC. In this mode the fuel/oil heat exchanger is operating as a fuel ”cooler” and the
heat passed to the engine oil is extracted by the air/oil heat exchanger.
FUEL RETURN VALVE
The EEC operates the dual−wound torque motor to control the servo pressure.
This servo fuel pushes the main valve. The pressure balance between two
sides of the main valve (Valves C and D) gives the direction and the speed of
the valve movement.
Then the valve changes the direction of the fuel flow and controls the metering
port area.
Fail Safe Position:

”FRV CLOSED, NO RETURN TO TANK“ (MODE 3 or 5)
FUEL DIVERTER VALVE

The EEC energizes the solenoid valve to open the servo fuel flow.
The switch assemblies transmit the EEC the valve position when the solenoid
is de−energized.
Fail Safe Position:

”FDV SOLENOID DE−ENERGIZED” (MODE 4 or 5)
FRA US/E-1 FrM Nov 14, 2008 14|D&R valve|L3/B1 Page 152
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73−10
Technical
LAN Technical
FROM FUEL
MODE 1 FROM FUEL
TANK MODE 4 TANK
Mode selected when in Normal
LufthansaLufthansa
Normal Return to Tank Mode

LP FUEL Mode 1. LP FUEL
SHUTOFF SHUTOFF
The Limit Temperature VALVE
VALVE
(IDG Oil, Fuel) can not be
maintained within Limits.
LP PUMP LP PUMP
OIL IN OIL OIL IN OIL

TEMP TEMP
SENS SENS
OIL IN OIL IN
RETURN IDG FCOC RETURN IDG FCOC ENG OIL
TO ENG OIL ACOC TO ACOC
TANK FCOC TANK OIL
FCOC
OIL
TEMP FAN AIR TEMP FAN AIR
SENS OIL OUT SENS
OIL OUT
OIL OUT OIL OUT
DIVERTER DIVERTER
VALVE VALVE
FUEL RETURN FUEL FILTER FUEL RETURN FUEL FILTER

TO TANK TO TANK
FUEL TEMP SNSR FUEL TEMP SNSR
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO INJECTORS TO INJECTORS
Figure 90 Return to Tank Modes 1 and 4

Training
Training

73−10
Technical
LAN Technical
NO RETURN TO TANK MODES 3 AND 5

HMS Mode 3
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The third mode shown below is the mode adopted when the requirements for
fuel spill back to tank can no longer be satisfied i. e.
Fuel through IDG FCOC returned downstream of FCOC.
FMU bypass flow returned upstream of fuel filter.
Return to tank inhibited.
This is the preferred mode of operation when return to tank is not allowed. In
this condition all the heat from the engine and IDG oil systems is absorbed by
the burned fuel.
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.
HMS Mode 5
Mode 5 is the mode which is used when system condition demand operation is
as in Mode 3 but this mode is not permitted.
FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse
direction. Return to tank inhibited.
This mode is adopted if the conditions exist.
NOTE: In case the oil temperature cannot be kept within the limits the
FADEC system will increase the engine speed (FAIL SAFE
POSITION).
Training
Training

73−10
Technical
LAN Technical
FROM FUEL
MODE 3 FROM FUEL
TANK MODE 5 TANK
Low Engine Speed
LufthansaLufthansa
High Engine Speed

LP FUEL Cold Fuel LP FUEL
SHUTOFF SHUTOFF
VALVE Fail Safe Mode VALVE
LP PUMP LP PUMP
OIL IN OIL OIL IN OIL

TEMP TEMP
SENS SENS
OIL IN OIL IN
RETURN IDG FCOC RETURN IDG FCOC ENG OIL
TO ENG OIL ACOC TO ACOC
TANK FCOC TANK OIL
FCOC
OIL
TEMP FAN AIR TEMP FAN AIR
SENS OIL OUT SENS
OIL OUT
OIL OUT OIL OUT
DIVERTER DIVERTER
VALVE VALVE
FUEL RETURN FUEL FILTER FUEL RETURN FUEL FILTER

TO TANK TO TANK
FUEL TEMP SNSR FUEL TEMP SNSR
VALVE VALVE
HP PUMP HP PUMP
FMU FMU
TO INJECTORS TO INJECTORS
Figure 91 Return to Tank Modes 3 and 5

Training
Training

73−10
Technical
LAN Technical
AIR MODULATING VALVE COMPONENT DESCRIPTION

Lufthansa Lufthansa
General
The purpose of the air modulating valve is to govern the flow of cooling (Fan)
air through the air/oil heat exchanger (ACOC), as commanded by the Heat
Management Control System (EEC).
Type
It is a plate type supported type at either end by stubshafts and operated by an
Electro−Hydraulic Servo Valve mechanism.
Location
Bolted to the outlet face of the air/oil heat exchanger.
Features
S A fire seal forms an air tight seal between the unit outlet and the cowling
orifices,
S it is being controlled by either channel A or B of EEC,
S it is positioned by fuel servo pressure acting on a control piston,
S the valve position feed back signal is sent via LVDT to each channel of
EEC,
S the fuel servo pressure is directed by the Electro−Hydraulic Servo Valve
assembly which incorporates a Torque motor.
ATTENTION: Fail Safe Position: ”AIR VALVE SPRING LOADED FULLY
OPEN” (Maximum cooling position)
Fault Warning
In case of a malfunction the ENG 1 (2) AIR EXCHANGER FAULT is displayed

on the ECAM E/WD.
FRA US/E-1 FrM Nov 18, 2008 15|air mod valve|L3/B1 Page 156
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Technical
LAN Technical
TORSION SPRING
Lufthansa Lufthansa
FUEL (SERVO)
FIRE SEAL
RETURN
VALVE HOUSING
AIR VALVE
STOP
STOP PLATE
VIEW ON A
LINEAR VARIABLE
DIFFERENTIAL
TRANSFORMER FUEL (SERVO)
ASSEMBLY SUPPLY
(LVDT)
ELECTRO-HYDRAULIC
SERVO VALVE
ASSEMBLY
(EHSV)
CHANNEL A
ELECTRICAL
RECEPTACLES
CHANNEL B
PUSH ROD
ACTUATING LEVER
Figure 92 Air Modulating Valve

FRA US/E-1 FrM Nov 18, 2008 15|air mod valve|L3/B1 Page 157
Training
ENGINE CONTROLS A319/A320/A321
Training
ENGINE CONTROLS GENERAL V2530-A5

76−00
Technical
LAN Technical
The thrust lever has 3 stops at the pedestal and 3 detent in the artificial feel
ATA 76 ENGINE CONTROLS unit:
LufthansaLufthansa
76−00 ENGINE CONTROLS-GENERAL 0° STOP = FWD IDLE THRUST
THROTTLE CONTROL SYSTEM INTRODUCTION -20° STOP = FULL REVERSE THRUST
General
45° STOP = MAX. TAKE OFF THRUST
The throttle control system consist of the:
S Throttle Control Lever,
DETENT = (REVERSE) IDLE THRUST
S Throttle Control Artificial Feel Unit (Mechanical Box),
S Thrust Control Unit and
DETENT = MAX. CLIMB (ALSO CRUISE SELECTION)
S Electrical Harness.
The design of the throttle control is based upon a fixed throttle concept, i. e.
that the throttle control levers are not servo motorized. DETENT = MAX. CONTINUES (FLEX TAKE OFF THRUST)
Thrust Control Unit

IDLE
The Thrust Control Unit contains two resolvers, each of which sends the thrust
lever position to the EEC (Electronic Engine Control). The excitation current for CLIMB
T. O. FLX T. O.
the resolvers is provided by the EEC. MCT
G. A.
Thrust Levers
The thrust levers comprises a:
S A thrust lever which incorporates stop devices and autothrust instinctive
disconnect pushbutton switches to disengage the autothrust function,
S a graduated fixed sector and
S a reverse latching lever.

The thrust lever is linked to a mechanical rod. This rod drives the input lever of
the throttle control artificial feel unit (Mechanical Box).
Reverse Thrust Latching Lever

To obtain reverse thrust settings, the revers thrust latching lever must be lifted.
A mechanical cam design is provided to allow reverse thrust selection when
thrust lever is at forward idle position.
Figure 93 Throttle Lever Angle
FRA US/E-1 FrM Nov 18, 2008 01|76−00|eng contr|L1/B1/B2 Page 158
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Training

76−00
Technical
LAN Technical
ENGINE THRUST LEVER CONTROL

LufthansaLufthansa
AUTOTHRUST
DISCONNECT PB
REVERSE THRUST
LATCHING LEVER
THRUST LEVER
MECHANICAL
BOX
THRUST CONTROL
UNIT
CHANNEL A
RESOLVER 1
FMU FUEL EEC RESOLVER 2
METERING CHANNEL B
VALVE
Figure 94 Engine Thrust Lever Control

FRA US/E-1 FrM Nov 18, 2008 01|76−00|eng contr|L1/B1/B2 Page 159
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Training

76−00
Technical
LAN Technical
ARTIFICIAL FEEL UNIT (MECH. BOX) OPERATION

The Throttle Control Artificial Feel Unit is located below the cockpit center
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pedestal. The artificial feel unit is connected to engine 1 (2) throttle control
lever and to the engine 1 (2) throttle control unit by means of rods.
The artificial feel unit is a friction system which provides a load feedback to the
throttle control lever.
This artificial feel unit comprises two symmetrical casings, one left and one
right. Each casing contains an identical and independent mechanism.
Each mechanism is composed of:
S a friction brake assembly,
S a gear assembly,
S a lever assembly and
S a bellcrank assembly.
Throttle lever travel is transmitted to the to the artificial feel unit and to the
throttle control unit.
The linear movement of the throttle levers is transformed into a rotary
movement at the bellcrank which turns about the friction brake assembly shaft.
This movement rotates a toothed quadrant integral with the shaft.
This toothed quadrant causes an inverse rotation of a gear equipped with a
disk which has four detent notches. Each notch corresponds to a throttle lever
setting and is felt as a friction point at the throttle levers.
FRA US/E-1 FrM Nov 20, 2008 02|artif feel|L3/B1 Page 160
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Training

76−00
Technical
LAN Technical
MECHANICAL BOX(ES) MECHANICAL

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An adjustment screw is BOXES

provided at the lower part
of each mechanical box to
adjust the artificial feel.
GEAR
FRICTION ASSEMBLY
BRAKE
ASSEMBLY CASING
RIGGING
POINT
ADJUSTMENT
SCREW
BELLCRANK
ASSEMBLY
FRICTION LEVER
ADJUSTMENT ASSEMBLY DETENT FORCE
SCREW ADJUSTMENT
Figure 95 Artificial Feel Unit (Mechanical Boxes)

FRA US/E-1 FrM Nov 20, 2008 02|artif feel|L3/B1 Page 161
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Training

76−00
Technical
LAN Technical
THROTTLE CONTROL UNIT COMPONENT DESCRIPTION

Lufthansa Lufthansa
The throttle control unit comprises:

S an input lever,
S mechanical stops which limit the angular range,
S two resolvers whose signals are dedicated to the EEC (one resolver per
channel of the EEC)
S 6 potentiometers fitted three by three. Their signals are used by the flight
control system,
S a device which drives the resolver and the potentiometer,
S a pin device for rigging the resolvers and potentiometers,
S a safety device which leads the resolvers outside the normal operating
range in case of failure of the driving device
S two output electrical connectors.
The input lever drives two gear sectors assembled face to face. Each sector
drives itself a set of one resolver and three potentiometers.
FRA US/E-1 FrM Nov 27, 2008 03|TCU|L3/B1 Page 162

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Training

76−00
Technical
LAN Technical
3 COUPLED CROSS-SECTION
Lufthansa Lufthansa
POTENTIOMETERS
ELECTRICAL
CONNECTORS
C
C
CONTROL
LEVER
C TOOTHED
SEGMENTS
RESOLVER
RIGGING
POINT
THRUST CONTROL UNIT(S) 3 COUPLED C ONE

POTENTIOMETERS RESOLVER
S two units
Each unit consists of:
− two resolvers
− 6 Potentiometers
CONNECTORS
Figure 96 Thrust Control Units

FRA US/E-1 FrM Nov 27, 2008 03|TCU|L3/B1 Page 163
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Training

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Technical
LAN Technical
TRA RIGGING OPERATION

The throttle control levers must be at the idle stop position to perform the
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rigging procedure. STEP 1

AIDS ALPHA CALL UP OF TRA
Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver

Angle).

STEP 2

!
!
" #
" #
" #
" #

Figure 97 Alpha Call Up for TRA
FRA US/E-1 FrM Nov 20, 2008 04|rigging|L3/B1 Page 164

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Training

76−00
Technical
LAN Technical
LufthansaLufthansa
MECHANICAL
BOX
RIG PIN
THRUST
CONTROL
UNIT
RIG PIN
Figure 98 Thrust Control System Rigging
FRA US/E-1 FrM Nov 20, 2008 04|rigging|L3/B1 Page 165
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Training
GENERAL V2530-A5
76−00
Technical
LAN Technical
BUMP RATING PUSH BUTTON OPERATION

Bump Push Buttons (optional equipment)
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In some cases the throttle control levers are provided with ”BUMP” rating push
buttons, one per engine. This enables the EEC (Electronic Engine Control) to
be re-rated to provide additional thrust capability for use during specific aircraft
operations.
Bump Rating Description
The takeoff bump ratings can be selected, regardless of the thrust lever angle,
only in the EPR (Engine Pressure Ratio) mode when the airplane is on the
ground.
The bump ratings, if available, are selected by a push button located on the
thrust lever.
Actuation of the switch will generate a digital signal to both EECs via the EIU
(Engine Interface Unit). The maximum take-off rating will then be increased by
the pre−programmed delta EPR provided the airplane is on the ground.
The bump ratings can be de−selected at anytime by actuating the bump rating
push button as long as the airplane is on the ground and the thrust lever is not
in the maximum TO (TakeOff) detent.
Inflight, the bump ratings are fully removed when the thrust lever is moved from
the TO detent to, or below, the MCT (Maximum Continuous Thrust) detent.
The bump rating is available inflight (EPR or rated N1 mode) under the
following conditions.
S Bump rating initially selected on the ground
S TO/GA thrust lever position set
S Airplane is within the takeoff envelope
The bump rating is a non−standard rating and is only available on certain

designated operator missions.
Use of the bump rating must be recorded. This information is for tracking by
maintenance personnel.
ATTENTION: The Bump Rating Function is optional.
FRA US/E-1 FrM Nov 21, 2008 05|bump PB|L2/B1 Page 166
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Training
GENERAL V2530-A5
76−00
Technical
LAN Technical
LufthansaLufthansa
PUMP
PUSHBUTTONS
Figure 99 Bump Push Buttons

FRA US/E-1 FrM Nov 21, 2008 05|bump PB|L2/B1 Page 167
Training
Training
ENGINE INDICATING GENERAL IAE V2530−A5

77−00
Technical
LAN Technical

LufthansaLufthansa
77−00 ENGINE INDICATING GENERAL After 5 min of the power up test the indication is displayed in amber and figures
are crossed (XX). Normal indication can be achieved by using the FADEC
GRD power switches, one for each engine at the maintenance panel or by the
INTRODUCTION MODE selector switch on on the Engine panel at the pedestal in CRANK or
IGN/START position for both engine.
General If a failure occurs on any indication displayed, the indication is replaced by
The engine is equipped with sensors that monitor: amber crosses, the analog indicator and the marks on the circle disappear, the
S Temperature, Oil Pressure, Rotorspeed, Vibration circle becomes amber.
S Fuel Flow Only in case of certain system faults and flight phases a warning message
appears on the Engine Warning Display.
lt also has pressure - and micro switches that provide indication for:
S Oil- and Fuel filter clogging, Secondary Engine Display
S Thrust reverser hydraulic pressure and The lower display shows the secondary engine parameters listed below. The
S Position switches SAV (Start Air Valve), T/R (Thrust/Reverser), Overspeed engine page is available for display by command, manually or automatically
governor, etc.... during engine start or in case of system fault:
Depending on the data transmitted, messages are generated on the following S Total FUEL USED
devices: For further info see ATA 73
S Upper ECAM: E/WD (Engine Warning Display) S OIL Quantity
S Lower ECAM: SD (Systems Display) For further info see ATA 79
S Attention Getters: Master Caution, or Master Warning S OIL Pressure
S Audible chimes and aural warning For further info see ATA 79
These messages are used to run the engine under normal conditions S OIL Temperature
throughout the operating range, or to provide warning messages to the crew For further info see ATA 79
and maintenance personnel. The master caution and warning are located in
S Starter valves position, the starter duct pressure and during eng start up,
front of the pilot on the glance panel.

the operating Ignition system is shown only on the Engine Start Page
Primary Engine Display S In case of high nacelle temperature an indication is provided below the
The primary engine parameters listed below are permanently displayed on the engine oil temperature indication.
E/WD: S Engine Vibration−of N1 and N2
S EPR (Engine Pressure Ratio) S In case of system faults:
S EGT (Exhaust Gas Temperature) − OIL FILTER CLOG
S N1 (low rotor speed) − Fuel FILTER CLOG
S N2 (high rotor speed) Some engine parameters also displayed on the CRUISE page.
S FF (Fuel Flow)
FRA US/E-1 FrM Nov 21, 2008 01|77−00|gen|L1/B1/B2 Page 168

Training
Training

77−00
Technical
LAN Technical
LufthansaLufthansa

Figure 100 ECAM Engine Indications

FRA US/E-1 FrM Nov 21, 2008 01|77−00|gen|L1/B1/B2 Page 169
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Training
POWER IAE V2530−A5

77−10
Technical
LAN Technical
77−10 POWER
LufthansaLufthansa
EPR INDICATION PRESENTATION

EPR Engine Pressure Ratio
Thrust Limit Mode, EPR Rating Limit TO GA, FLX, MCT, CL, MREV
The Engine Pressure Ratio indicating system consists of one combined P2/T2
sensor and eight ports located in each of the three LPT (Low Pressure The selected mode is displayed in green, and the associated EPR rating is
Turbine) exhaust case struts, P4.9. displayed in blue. In MREV no EPR value is displayed.
The pressure value from these sensors are routed to the EEC (Electronic Thrust limit mode is displayed in digital form, it indicates the mode which the
Engine Control) pressure transducer. The EEC converts the signal to a digital EPR limit value will be computed.
format and processes the pressure to form an actual EPR (P4.9/P2) and − In Flight (or on ground with ENG stopped):
transmits it to the ECAM. Each of the two channels performs this operation S The selected mode corresponds to the detent of the most advanced
independently. thrust lever position.
S Rating limit is computed by the EEC receiving the highest actual EPR
Actual EPR value (except on ground with ENG stopped where it is computed by
Actual EPR indication is shown in green. the EEC receiving the most advanced thrust lever position).
NOTE: When a thrust lever is set between two positions the EEC
EPR Command Arc (Transient) selects the rating limit corresponding to the highest mode.
It is shown in cyan and is linked to the current EPR pointer to the predicted NOTE: When idle is selected the EEC selects CL
EPR command value. It is only displayed with A/THR engaged.
NOTE: When REV is selected, the EPR rating limit value is not
displayed only Mrev (M REV mode is limited by N1)
EPR TLA
− On ground (with engines running)
Predicted EPR corresponding to the thrust lever position and presented as S Whatever the lever position is, this limit corresponds to: TO GA thrust
a white circle. limit.
S If FLX mode is selected, FLX EPR is displayed whatever the thrust
EPR Max lever position between IDLE and FLX/MCT.

It is the limit value of EPR corresponding to the full forward thrust lever If FLX mode is selected, the flexible take off temperature in _C, selected
position and shown as a thicker amber mark. through the FMS MCDUs, is displayed. For FLX mode indication the
ADIRUs must be switched on.
REV Indication The temperature value is displayed in green and the _C is displayed in blue.
Appears in amber when one reverser is unstowed or unlocked or If a failure occurs on any indication displayed, the analog indication is
inadvertently deployed. (In flight, the indication first flashes for 9 sec. and replaced by amber crosses, the analog indicator and the marks on the circle
then remains steady). It changes to green when the reverser is fully disappear, the circle becomes amber.
deployed.
FRA US/E-1 FrM Nov 21, 2008 02|−10|EPR sys|L2/B1/B2 Page 170
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Training

77−10
LAN Technical
Figure 101 EPR Indication−Upper ECAM Display Unit

FRA US/E-1 FrM Nov 21, 2008 02|−10|EPR sys|L2/B1/B2 Page 171
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Training

77−00
Technical
LAN Technical
77−00 ENGINE INDICATING GENERAL

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EPR SYSTEM COMPONENTS DESCRIPTION

P2/T2 SENSOR TURBINE EXHAUST CASE
The P2/T2 sensor is located near the 12 o’clock position of the inlet cowl. It
measures total pressure and temperature in the inlet air stream of the engine
forward of the engine front flange. The dual output total temperature
measurement is accomplished by two resistance−sensing elements housed in
the P2/T2 sensor body. Each channel of the EEC (Electronic Engine Control)
monitors one of these resistance elements and converts the resistance
measurement to a temperature equivalent.
The total air pressure is carried via pressure tubing to the pressure sensor
located in channel A of the EEC.
The P2/T2 sensor has an anti−icing function accomplished by a single heating P 4.9 SENSOR
element internally bonded to the sensor. The heater is a hermetically sealed,
PRESSURE CONTROL
coaxial resistance element brazed internally to the sensor casting. MANIFOLD
Aircraft power, which is used for the heater, is switched on and off by the EEC
depending on TAT (< 7,2 °C heater ”ON”), via the relay box.
NOTE: In case of loss of P2/T2 heating, an automatic reversion from
EPR mode to unrated N1 mode occurs.
P4.9 SENSORS
The P4.9 sensor and manifold has three probes which measure the total PRESSURE CONTROL
MANIFOLD
pressure of the exhaust gas stream.
Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point
contains eight radial pressure sensing ports which are combined to yield an
average pressure. The resulting average radial pressure value from each strut
is then plumbed into a manifold which provides an overall turbine exhaust
pressure average (P4.9). A tube from this manifold is connected to the EEC ADAPTOR
channel A).
A pressure transducer located within the EEC converts the average pressure at
station 4.9 into a useable electronic signal (proportional to pressure) that can P4.9 PRESSURE
RAKE TUBE
be processed and used by the EEC to control the engine.
Figure 102 P4.9 Sensor Location
FRA US/E-1 FrM Nov 24, 2008 03|−00|EPR comp|L3/B1/B2 Page 172
Training
Training

77−00
Technical
LAN Technical
LufthansaLufthansa
P2/T2 SENSOR
EEC ELECTRICAL
EEC ELECTRICAL P2 BOSS HARNESS
HARNESS
CONNECTOR
CONNECTOR
P2 T2 ACCESS PANEL
UNION
HOSE ASSEMBLY BOLT

(18off)
REAR
INSTRUMENT BULKHEAD
AIR-TUBE
UNION TOTAL
PRESSURE
TOTAL
TO EEC P2/T2 SENSOR TEMPERATURE
(ELECTRONIC
ENGINE CONTROL) NUT
TUBE ASSEMBLY
PACKING
Figure 103 P2/T2 and P4.9 Sensor Location
FRA US/E-1 FrM Nov 24, 2008 03|−00|EPR comp|L3/B1/B2 Page 173
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77−00
Technical
LAN Technical
P2/T2 HEATER PRESENTATION

Aircraft Power, which is used for the heater, is switched on and off by the EEC,
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via the relay box. The Power supply to the heating element is monitored by
relays in the relay box
The heater and the heating Circuit can be tested using the FADEC CFDS Test
menu.
NOTE: The relay box also contains the 115v Ignition relays.
ATTENTION: FAIL SAFE POSITION: ”PROBE HEATER OFF”
446STA450 73-25
CH-A CONNECTOR
ELECTRONIC ENGINE
CONTROL
CH-B CONNECTOR
RELAY BOX
P2/T2 HEATING
CONNECTOR
Figure 104 Heater Relay Box Location
FRA US/E-1 FrM Nov 24, 2008 04|P2/T2 heat|L2/B1/B2 Page 174
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Training

77−00
Technical
LAN Technical
LufthansaLufthansa
EEC CHANNEL A
INPUT FOR
204XP-C EEC CHANNEL B IGNITION RELAYS
115V AC POWER MONITORING
BUS2 OF HEATER
EEC CHANNEL A
11DA2 C/B
ANTI ICE/PROBES 1WD
P2/T2 ENG2 ENG/APU FIRE PNL
122VU212 20VU210 EEC CHANNEL B
4100KS 4014 KS
RELAY BOX SENSOR P2/T2

444STA390
Figure 105 P2/T2 Heater Schematic

FRA US/E-1 FrM Nov 24, 2008 04|P2/T2 heat|L2/B1/B2 Page 175
Training
Training

77−00
Technical
LAN Technical
FADEC P2/T2 HEATER TEST

LufthansaLufthansa
STEP 1 STEP 2

%
%

$

STEP 3 NEXT
PAGE
STEP 4 STEP 5

%
%

!

&

$'

!
! (

Figure 106 P2/T2 Heater Test (1)

FRA US/E-1 FrM Nov 24, 2008 05|P2/T2 heat test|L2/B1/B2 Page 176
Training
Training

77−00
Technical
LAN Technical
LufthansaLufthansa
STEP 6 STEP 7 STEP 8

%
%
%

!
!

&
&

$'
$'
)

!
!
! ( ! (

RESULT: OK
Figure 107 P2/T2 Heater Test (2)

FRA US/E-1 FrM Nov 24, 2008 05|P2/T2 heat test|L2/B1/B2 Page 177
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Training
TEMPERATURE IAE V2530−A5

77−20
Technical
LAN Technical
77−20 TEMPERATURE
EGT INDICATION PRESENTATION
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EGT Indicator on E/WD
Actual EGT
Normally displayed in green.
Pulses amber up to MCT when EGT w 610 _ C.
Pulses red when EGT w650 _ C.
NOTE: EGT index pulsing amber must be disregarded when using
TO or FLX thrust.
Max EGT
Thicker amber mark is set at w 610 _C, it is the max EGT value up to MCT
thrust.
It is not displayed during:
− Engine start up, instead a amber mark is placed at 635 _ C and
− Take Off sequence.
Max Permissible EGT

Goes up to 650 _C.
A red band begins at the point of over temperature and a red cross line
appears at the max value achieved.
Red Cross Line

Is set at the max EGT over temperature achieved during the last leg.
The red cross line will disappear through corresponding DMCs−MCDU
action or by the next T/O.
FRA US/E-1 FrM Nov 24, 2008 06|−20|EGT sys|L2/B1/B2 Page 178
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77−20
LAN Technical
Figure 108 EGT Indication on E/WD

FRA US/E-1 FrM Nov 24, 2008 06|−20|EGT sys|L2/B1/B2 Page 179
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77−20
Technical
LAN Technical
EGT PROBES FUNCTIONAL OPERATION

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System Architecture System Function

The measurement channel for the EGT (Exhaust Gas Temperature) consist of: The EEC uses the EGT in the engine start control logic and also transmits the
S Four probe assemblies, each comprising 2 thermocouples. EGT signal to the ECAM.
− Four thermocouples (One from each probe assembly) are used to form The EGT probes are located at engine station 4.95 (LPT exhaust case strut), at
an averaged signal send to the channel ”A” of the EEC (Electronic 9.5, 7.5, 4.5 and 2 o ’Clock.
Engine Control). The thermocouples are connected, in parallel, to the junction box for each
− The remaining four thermocouples (one from each probe assembly) are channel, from where two independent signals are send to the EEC. Each signal
used to form an averaged signal, send to channel ”B” of the EEC. is an average of the four probes.
A A
9.5 2.0
B
7.5 4.5
JUNCTION BOX
B
A A
A AFT LOOKING FWD
Figure 109 EGT Probes and Junction Box Location

FRA US/E-1 FrM Nov 25, 2008 07|EGT comp|L3/B1/B2 Page 180
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Training

77−20
Technical
LAN Technical
ENGINE FLANGE
CR “B“ CIRCUIT
LufthansaLufthansa
JUNCTION BOX CR “A“ CIRCUIT T/C 3 T/C 4

AL “B“ CIRCUIT
AL “A“ CIRCUIT
CHAN A
CHAN B
EGT JUNCTION BOX
EEC
T/C 2 T/C 1
FIRE DETECTION
SUPPORT BRACKET AOAC
EXHAUST
DUCT
4 EGT THERMOCOU-
PLE
CHROMEL STUD
ALUMEL STUD
TURBINE EXHAUST
CASE ASSEMBLY
Figure 110 EGT System

FRA US/E-1 FrM Nov 25, 2008 07|EGT comp|L3/B1/B2 Page 181
N1 ROTATIONAL SPEED INDICATING IAE V2530−A5

SYSTEM 77−11
77−11 N1 ROTATIONAL SPEED INDICATING SYSTEM

N1 AND N2 INDICATION PRESENTATION
N1 INDICATION
CHECK
The low pressure rotor speed signal is used in the EEC for engine control
computation and for ECAM visual display. Appears in amber for EPR, EGT, N1, N2 and FF, if the displayed value
compared by the DMCs with the actual value from the EEC (Engine
Electronic Control) differs and the last digit from the value shown will be XX.
Actual N1
Is displayed normally in green. N1 MODE switches
Pulses red if N1 exceeds 100%.
ON, in blue:
Pulses amber when N1 exceeds the N1 rating limit, in N1 MODE.
− Thrust control reverts from EPR mode to N1 rated mode. Following an
automatic reversion to N1, rated or unrated mode, pressing the P/B
Max permissible N1 switch to confirm the mode.
Is 100 %. At 100 % a red band begins. OFF:
If the RPM exceeds 100 % index and numeric value pulses red. − If available, EPR mode is selected.
N2 INDICATION
Red cross line
The signal fore the HP rotor speed is originated from the dedicated alternator
Is set at the max N1 over speed value achieved during the last leg. to the EEC for use in engine control computation and to the ECAM for visual
display on ECAM. A separate signal goes to the EVMU (Engine Vibration
White circle Monitoring Unit) for use in processing engine vibration data.
N1 command corresponding to the thrust lever (Angle) position (Predict N1)
appears when in rated N1 mode. Actual N2
The N1 rated MODE can activated automatically or by switching the N1 Digital indication normally in green.
MODE switch at the overhead panel (Close to the ENG MAN START It is full bright and grey boxed during engine start sequence up to 43%
switches). Both engine must be in the same MODE, rated or unrated. (Starter cut out).
The white circle is not displayed in unrated N1 MODE. Auto thrust is not Turns red if N2 exceeds 100 % and a red ”X” appears. The red ”X” will
active in rated N1 mode. disappear through corresponding DMCs − MCDU action or by the next T/O.
ATTENTION: A failure title will be displayed on E/WD in the MEMO display. ATTENTION: A failure title will be displayed on E / WD on the MEMO
display.
If a failure occurs on any indication displayed, the analog indication is replaced
by amber crosses, the analog indicator and the marks on the circle disappear,
the circle becomes amber.
FRA US/E-1 FrM Nov 25, 2008 08|−11|N1/N2 indicat|L2/B1/B2 Page 182
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N1 ROTATIONAL SPEED INDICATING IAE V2530−A5

SYSTEM 77−11
Technical
LAN Technical
LufthansaLufthansa
C
H
E
C
K
Figure 111 N1 and N2 Speed Indication

FRA US/E-1 FrM Nov 25, 2008 08|−11|N1/N2 indicat|L2/B1/B2 Page 183
Training
ENGINE INDICATING A319/A320A321
Training
N1 ROTATIONAL SPEED INDICATION IAE V2530−A5

SYSTEM 77−11
Technical
LAN Technical
N1 INDICATION SIGNAL PROCESSING OPERATION

TERMINAL HARNESS LEAD NO. 1
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N1 System Indication Architecture NO. 1

(400VS-1)
The fan speed (N1) indication system has four sensors: FAN SPEED
S Two of them are used to provide EEC channels ”A” and ”B” with N1 PROBE NO. 1
rotational speed signal. TERMINAL HARNESS LEAD NO. 2
S One sensor acts as a spare for either EEC channel (It can be activated by NO. 2
(400VS-2)
changeover connectors at the junction box).
This sensor cannot be used in place of the N1 sensor dedicated to the
EIVMU (Engine Vibration Monitoring Unit with N1 analog signals (Trim TERMINAL
balance sensor), see below. NO. 3
S One sensor provides the EVMU with N1 analog signals (Trim balance FAN SPEED
sensor). PROBE NO. 2
S The N1 electrical harness tube is routed through the inner strut area of the (SPARE)
TERMINAL
no. 3 strut of the intermediate structure and to the terminal block. NO. 4
The electrical leads from each sensor is routed through the N1 tube and is
connected to the terminal block.
S For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the
phonic wheel to pass its sensor.
NO. 5
For the trimbalance sensor, one slot in the phonic wheel passes the sensor (400VS-5)
FAN SPEED
one time for one turn.
PROBE NO. 3
S The EEC speed sensors have two pole pieces compared to the trimbalance
sensor who has only one pole piece.
NO. 6
(400VS-6)

NO. 7
(400VS-7)
TRIM
BALANCE
SENSOR
NO. 8
(400VS-8)
TERMINAL
BLOCK
Figure 112 N1 Signal Processing
FRA US/E-1 FrM Nov 26, 2008 09|N1 sens|L2/B1/B2 Page 184
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Training

SYSTEM 77−11
Technical
LAN Technical
Lufthansa Lufthansa
HARNESS LEAD NO
IS IDENTIFIED AS,
TERMINAL FOR EXAMPLE, 2 HERE
BLOCK
TERMINAL TWO POL PIECES
NUT
HARNESS
LEAD
WASHER
THREE FAN SPEED SENSORS

TERMINAL
NO. 3 (SPARE) TERMINAL
NO. 4 (SPARE) ONE POL PIECE
LP STUB
SHAFT
TERMINAL NO
PERMANENT
IS IDENTIFIED
MAGNET
AS, FOR EXAMPLE,
7 HERE ONE TRIM BALANCE SENSOR
FAN SPEED SENSOR

PHONIC WHEEL
1 PULSE/REVOLUTION
SLOT PERMANENT
MAGNET
Figure 113 Fan Speed & Trim Balance Sensor, N1 Terminal Block
Training
Training

SYSTEM 77−11
Technical
LAN Technical
INTERCHANGE OF N1 SPD SENSORS MAINTEN. PRACT.

ATTENTION: The following example is for information only an without
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obligation!
CHANGE OVER THE N1 ROTATIONAL SPEED INDICATING PROBE

HARNESS LEADS
Task 77−11−00−860−010
Reason for the Job
This TASK gives the procedure to change over the N1 rotational speed
indicating probe harness leads at the terminal block. This procedure is
necessary when one of the fan speed probes becomes unserviceable.
S If, for example the fan speed sensor No. 1 is unserviceable, disconnect the
harness leads No. 1 and No. 2 from their terminals No 1 and No 2.
Reconnect the harness lead No 1 to the terminal No. 3 and the harness
lead No. 2 to the terminal No. 4 of the spare speed sensor.
S If the fan speed sensor No 3 is unserviceable, disconnect the harness leads
No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the
harness leads to the spare speed sensor as described above.
ATTENTION: Do a N1 speed/trim−balance−probe check.
Training
Training

SYSTEM 77−11
Technical
LAN Technical
CHANGE OVER TERMINAL

(FOR ALTERNATIVE
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FAN SPEED SENSOR)
FAN SPEED
WIRING HARNESS NACELLE INTERFACE
FAN SPEED
WIRING HARNESS
TRIM BALANCE
WIRING HARNESS
ELECTRONIC
ENGINE
CONTROL (EEC)
TERMINAL
BLOCK
FAN CASE
BREAK
CONNECTOR
Figure 114 N1 Terminal Block Location

INDICATING/RECORDING SYSTEMS A319/A320/A321
Training
Training
ELECTRONIC INSTRUMENT SYSTEM IAE-V2530-A5

(EIS) 31-60
Technical
LAN Technical
ATA 31 INDICATING/RECORDING SYSTEMS

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31−60 ELECTRONIC INSTRUMENT SYSTEM

MAX POINTER RESET (N1, N2 & EGT) OPERATION Read−out/Reset of the Engine Red Line Exceedance
The DMC connected to the upper ECAM DU monitors primary parameter
Monitoring of critical Engine Parameters indications of both engines.
N1, N2, EGT, and FF indications of both engines are monitored internally and Should an exceedance occur, the DMC memorizes in its BITE memory the
externally. The DMC compares the N1 signal received from the EEC 1 with the maximum value reached during the Last Flight Leg.
feedback signal which reflects the displayed position of the N1 needle. The values of the N1, N2, EGT red lines and transitory overlimit values are
In order to grant dissimilarity with the engine 2 monitoring process the DMC stored in 2 independent tables, one per engine.
compares the N1 signal from the EEC 2 with the feedback signal representing Read out of this engine parameter exceedance can be performed via the DMC
the N1 digital value. MCDU menu. With this function the engines parameters can be selected either
The same applies to the EGT parameters indications, but with the displayed for engine 1 or 2.
position of the engine 2 EGT needle and the engine 1 EGT digital feedback
value. NOTE: A reset of the red line limits have to be performed on all 3 DMCS.
As for the N2 and FF parameters, the DMC compares the direct signal from the N1 Red Line Exceedance
EEC with the displayed digital value. The N1 red line is represented by an arc shaped red ribbon situated at the end
In case of detected discrepancy, an amber CHECK message is displayed just of the scale.
below the relevant parameter indication. If the N1 actual value exceeds the N1 red line (even for a short period of time),
In addition the FWCs perform an external monitoring between the feedback a small red line appears across the N1 scale and then stays at the maximum
signals (that correspond to the displayed values and the signets that are value which has been reached.
directly received by the FWCs from the EECs). This indicates a N1 exceedance condition. Should this condition occur, the
Should a discrepancy occur, for one or more parameters, an amber CHECK small red line disappears only after a new take−off or after a maintenance
message is displayed under the relevant indication. action through the MCDU DMC reset.
The FWCs generate a caution:
N2 Red Line Exceedance

S Single chime,
The N2 indications are displayed in digital form only. 100% N2 correspond to
S Master caution Light and a 14460 RPM. Should N2 actual exceeds the N2 red line value, a red cross
S Message on the upper ECAM DU: appears next to the digital indication. This red cross disappears only after a
ENG1 (2) N1 (N2/EGT/FF) DISCREPANCY new take off or a DMC reset.
Max Pointer Reset (N1, N2 & EGT) EGT Red Line Exceedance
The Max pointers for N1, N2 and EGT can be reset using the CFDS menu The EGT indications are provided in the same form as for the N1 indications.
INSTRUMENTS. The menu for the EIS 1,2,3, (DMC 1,2,3) must be selected. The same applies to changes in color and EGT exceeding indications. It has to
The memory cells which store the possible exceedance are reset either by be noted that the amber line (EGT MAX) is variable. 635 °C at engine start and
pressing the GENERAL RESET line key or automatically at the next take off. 610 °C afterwards. Red line Limit is 650 °C.
FRA US/E-1 FrM Nov 26, 2008 10|31−60|MPR|L3/B1/B2 Page 188


(EIS) 31-60
"

# "
#

&

& 5

6

$ 7

4
&
FOR STEP 7 SEE NEXT FIGURE
"
# "
# "
#

* '''+
* '''+

*
*

Figure 115 Max Pointer (N1/N2) Reset

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Training

(EIS) 31-60
Technical
LAN Technical
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THIS PAGE INTENTIONALLY LEFT BLANK


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(EIS) 31-60
Technical
LAN Technical
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STEP 7
"
# "
#

* (''

* (''

%

*,'
OR *

Figure 116 Max Pointer (EGT) Reset

Training
Training

77−10
Technical
LAN Technical

LufthansaLufthansa
77−10 POWER
DEDICATED ALTERNATOR (PMA) COMPONENT DESCRIPTION
General System Operation
The N2 indicating system provides the signals proportional to the HP (High The alternator provides two identical and independent power outputs, one for
Pressure) shaft rotational speed to each channel of the EEC.
S the EEC (Electronic Engine Controller) for use in engine control S It comprises two stators (one power and one speed) and a rotor.
computation, S Is driven from the main accessory gearbox.
S to the ECAM for visual display in the cockpit and S Consists of a magnetic rotor running in a stator.
S to the EIVMU (Engine Vibration Monitoring Unit) for use in processing The stator has four independent windings, two of them provide three phase
engine vibration data. frequency AC electric power to respectively channel ”A” and ”B”.
Component Description The third winding provides a single phase AC analog signal proportional to
N2 for the Engine Vibration Monitoring System.
The unit is designed for maximum reliability by the elimination of splines,
bearings or similar parts which can deteriorate or fail. The fourth winging provides a dedicated N2 signal to Channel ”A ” of the
EEC.
The rotor is mounted directly on the gearbox output shaft and the stator is
bolted to the gearbox housing. S The N2 windings gives an analog signal through the cockpit for ECAM
indication.
The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal
failure occurs and the alternator fills with engine oil, the alternator will continue
to function normally.
To maintain the temperature of the dedicated alternator at an acceptable level
the alternator incorporate an integral cooling air manifold using fan air.
FRA US/E-1 FrM Nov 26, 2008 11|−10|alternator|L3/B1/B2 Page 192

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LANE ’A’ N2 SIGNAL

P12,5 AIR
LufthansaLufthansa
MAIN ACCESSORY
TO ECAM
LANE ’A’ POWER
SUPPLY
GEARBOX
EEC
LANE ’B’ POWER

SUPPLY & N2
TO EIVMU
DEDICATED AIRCRAFT/ENGINE INTERFACE

GENERATOR
DEDICATED ALTERNATOR ROTOR

ALTERNATOR ASSEMBLY
AIR BEARING COMPARTMENT
(PMA)
COOLING TUBE (P12.5 AIR)
ELECTRICAL
CONNECTOR
PNEUMATIC
STARTER SEALING RING
Figure 117 Engine Dedicated Alternator
FRA US/E-1 FrM Nov 26, 2008 11|−10|alternator|L3/B1/B2 Page 193
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ANALYZERS IAE V2530-A5

77-30
Technical
LAN Technical
77−30 ANALYZERS
Lufthansa Lufthansa
VIBRATION INDICATION PRESENTATION

The EIVMU (Engine Vibration Monitoring Unit) monitors the N1 and N2 levels
of both engines.
General
The engine vibration measurement system comprises: ENGINE
S one transducer on each engine with 2 piezoelectric accelerometers VIB (N1)
F.FLOW
S an Engine Vibration Monitoring Unit KG/N 0.8 0.9
1530 1560
S two vibration indications N1 and N2 OIL
QT. VIB (N1)
System Function 115 115
1.2 1.3
The engine vibration system provides the following functions:
S vibration indication due to rotor unbalance via N1 and N2 slaved tracking
filters
S excess vibration (above advisory level of 5 units) AIR AUTO 500 FT
LDG ELEV
S fan balancing (phase and displacement) V/S FT/SEC
S shaft speed (N1 and N2) CKPT FWD °C AFT
20 22 23 250 UP
S storage of balancing data
CAB ALT FT
S initial values acquisition on request (option) 18 19
4150
S BITE and MCDU communication
S accelerometer selection
S frequency analysis when the printer is available
NOTE: Only one accelerometer is used at a time (A or B).

TAT +19 °C G.W 60300 KG
The same accelerometer is not used for two successive flights. 23 H 56
SAT +18 °C
The changeover occurs at power−up or on special request
(MCDU) on the ground.
Interfaces
The EVMU interfaces with the ECAM and the CFDS (Maintenance fault
messages).
The N1 and N2 vibrations of the left and right engines are displayed on the
engine and cruise pages. Figure 118 Vibration Indication (Cruise Page)
FRA US/E-1 FrM Nov 27, 2008 12|−30|EVM sys|L2/B1/B2 Page 194
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LAN Technical
Lufthansa Lufthansa
VIBRATION INDICATION:
THE VIBRATION INDICATIONS
OF THE LP AND HP ROTORS ARE
DISPLAYED IN GREEN.
PULSING VIB (N1)

ADVISORY
ABOVE 5 0.8 0.9
VIB (N2)
PULSING
ADVISORY
ABOVE 5
1.2 1.3
POWER SUPPLY
115V AC SECONDARY ENGINE PAGE (ECAM SYSTEM DISPLAY)
DMU AIDS 3
VIB SENSOR A 2
SDAC1 DMC 1
VIB SENSOR B
SDAC2
EIVMU
N1 SPEED
SENSOR
CFDIU MCDU
N2 SPEED
DEG. GEN PRINTER
Figure 119 Vibration Indication (Signal Processing)

FRA US/E-1 FrM Nov 27, 2008 12|−30|EVM sys|L2/B1/B2 Page 195
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COMPONENT LOCATION
The vibration transducer including its two independent channels is installed on
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the fan case at the top left side of the engine.

The EVMU (Engine Vibration Monitoring Unit) is located in the Avionics
compartment 86VU.
FRA US/E-1 FrM Nov 27, 2008 13|EVM Comp|L2/B1/B2 Page 196
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AFT AVIONICS COMPARTMENT

LufthansaLufthansa
ELECTRICAL HARNESS
EIVMU Functions:
S rotor vibration extraction from sensor signal
S sensor selection through CFDS menus

S imbalance position and amplitude
VIBRATION
S communication with CFDIU (CFDS) and DMU (AIDS) TRANSDUCER
S imbalance corrective weight calculation
FAN CASE
VIBRATION SENSOR
Figure 120 Vibration Sensors and EIVMU Location

FRA US/E-1 FrM Nov 27, 2008 13|EVM Comp|L2/B1/B2 Page 197
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ENGINE INDICATING A319 / A320 / A321
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ANALYZERS IAE V2530−A5

77−30
Technical
LAN Technical
EVMU OPERATION (CFDS) PRESENTATION

Lufthansa Lufthansa
The maintenance mode (CFDS mode) operation, through the MCDU menu, allows maintenance staff to obtain, or print content of two pages.
First Page Second Page
S Last leg report: S Accelerometer reconfiguration:
Lists the LRUs detected faulty during the last leg. Allows selection of the accelerometer (A, B or Alternate) to be used for the
S Previous leg report: next flights. The EVMU also indicates which accelerometer is in operation.
Lists the LRUs detected faulty during the legs (max 62) previous to the last S Engine unbalance:
leg. Allows selection of 5 different speeds per engine (from 50% to 100% N1
S LRU identification: RPM) at which unbalance data is stored. lt also enables previously acquired
unbalance data to be read, and performs balancing calculations for both
Provides the unit part number and manufacturer name.
engines using both accelerometers.
S Class 3 failures:
S Frequency analysis:
Lists the LRUs detected faulty during a ground test. Only the last 3 failures
Enables a frequency analysis of the acceleration signal to be performed.
detected are displayed.
The results are sent to the printer.
S Test:
S Shop maintenance:
Enables a complete check of the EVM system. lf no failure has been
Operational only when the EVMU is in the shop for maintenance. lt allows
detected, the message TEST OK is displayed. lf any failure has been
troubleshooting of the LRU itself and corresponds to failures at LRU level.
detected the failed LRU is displayed.
FRA US/E-1 FrM Nov 28, 2008 14|EVMU/CFDS page|L2/B1/B2 Page 198
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Lufthansa Lufthansa
EIVMU EIVMU
LAST LEG REPORT ACC. RECONFIGURATION

PREVIOUS LEG REPORT ENGINE UNBALANCE
LRU IDENTIFICATION FREQUENCY ANALYSIS
CLASS 3 FAILURE
TEST
RETURN RETURN
NEXT
PAGE
Figure 121 EIVMU CFDS Pages

FRA US/E-1 FrM Nov 28, 2008 14|EVMU/CFDS page|L2/B1/B2 Page 199
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EIVMU SYSTEM REPORT/TEST

LufthansaLufthansa
The CFDS (Centralized Fault Data System) enables access to the system.
The first menu sent to the MCDU is the main menu. The various functions are
detailed hereafter.
Last leg report

The EVMU sends the list of the LRUs which have been detected faulty during
the last leg.
Previous leg report

The EVMU sends the list of the LRUs which have been detected faulty during
the legs (maximum 64) previous to the last leg. The faults detected are the
same as for the last leg report.
LRU identification
The EVMU sends the EVMU unit part number.
Test
The test item allows initiation of a complete check of the EVM system. If no
failure has been detected, the message ”TEST OK” is displayed. If any failure
has been detected the failed LRU is displayed.
FRA US/E-1 FrM Nov 28, 2008 15|CFDS EVMU Test|L2/B1/B2 Page 200
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NEXT
STEP 1
LufthansaLufthansa
PAGE

$

STEP 2

OR

,,-$-
)
'' "#

RESULT: NOT OK RESULT: OK
Figure 122 CFDS System Report/Test EVMU

FRA US/E-1 FrM Nov 28, 2008 15|CFDS EVMU Test|L2/B1/B2 Page 201
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ACCELEROMETER RECONFIGURATION FUNCTION

This CFDS menu allows the selection of accelerometer A or B or the auto
Lufthansa Lufthansa
switch mode ALTERNATE to be used for the next flights.

The EVMU indicates which accelerometer is in operation.
FRA US/E-1 FrM Nov 28, 2008 16|CFDS acc reco|L2/B1/B2 Page 202
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Lufthansa Lufthansa
NEXT
PAGE STEP 1

$



It is possible to select between Step 2, 3 and 4 and back to step 2

for the selection of either ALTERNATE or ACCLRM A or ACCLRM B.
Figure 123 Accelerometer Reconfiguration

FRA US/E-1 FrM Nov 28, 2008 16|CFDS acc reco|L2/B1/B2 Page 203
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AIRCRAFT INTEGRATED DATA SYSTEM INTERFACE

LufthansaLufthansa
AIDS Reports
Vibration data is provided to the AIDS (Aircraft Integrated Data System), which
is used to monitor aircraft and engine parameters.
lt allows maintenance staff to perform engine parameter trend monitoring and
troubleshooting.
The vibration information is printed on various reports, which are:
S Engine cruise report,
S Cruise performance report,
S Engine take−off report,
S Engine on−request report,
S Engine mechanical advisory report and
S Engine run−up report.
FRA US/E-1 FrM Nov 28, 2008 17|EVM AIDS|L3/B1/B2 Page 204
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VIBRATION INPUTS STEP 1

LufthansaLufthansa
STEP 2

(
"#

) '
EIVMU '

' )

'(
'

DMU
AIDS PRINTER
A320 ENG CRUISE REPORT

AC-ID DATA FROM TO FLT
...DATA...
Figure 124 AIDS

FRA US/E-1 FrM Nov 28, 2008 17|EVM AIDS|L3/B1/B2 Page 205
ENGINE FUEL AND CONROL A319/A320/A321
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CONTROLLING IAE V2530 −A5

73−20
Technical
LAN Technical

LufthansaLufthansa
73−20 CONTROLLING
FADEC INTRODUCTION
FADEC SYSTEM ARCHITECTURE (LRUS)
EEC (Electronic Engine Control)
FMU (Fuel Metering Unit)
Sensors
FRA US/E-1 FrM Dec 1, 2008 01|73−20|FADEC|L1/B1/B2 Page 206

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A/C INTERFACES
MASTER 2
LufthansaLufthansa
TLA ON
ADIRS FMGC EIU FWC
OFF
PAMB EEC FUEL METERING UNIT

P12.5 - FUEL PRSOV
P2 - FUEL METERING VALVE
- OVERSPEED VALVE
P2.5
P3/PB CHANNEL A BSBV
P4.9 VSV
BLEED VALVES
T2 HPT/LPTACC
T2.5 MAKE UP AIR V.
T3 CROSS
ACOC SERVO V.
TALK
FUEL T.
OIL T. T/REVERSER HCU
IDG OIL T. - ISOLATION V.
- DIRECTIONAL VALVE
GEN
CHANNEL B
START VALVE
EGT
N1 IGNITION
RELAY BOX
N2
FF FUEL DIVERTER
RETURN VALVE
Figure 125 FADEC Architecture

FRA US/E-1 FrM Dec 1, 2008 01|73−20|FADEC|L1/B1/B2 Page 207
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FADEC COMPONENTS DESCRIPTION

LufthansaLufthansa
ELECTRONIC ENGINE CONTROL DATA ENTRY PLUG MODIFICATION

Data Entry Plug Description
The DEP (Data Entry Plug) provides discrete inputs to the EEC (Electronic The DEP links the coded data inputs through the EEC by the use of shorting
Engine Control). Located to the Junction 6 of the EEC it provides unique jumper leads which are used to select the plug pins in a unique combination.
engine data to channel A and B. During a life of an engine, it may be necessary to change the DEP
The data transmitted by the DEP is: configuration, either during incorporation of Service Bulletins or after engine
S EPR Modifier (Used for power setting), overhaul, when the EPR modifier code may need to be changed. This is
accomplished by changing the configuration of the jumper leads in accordance
S Engine Rating and
with the relevant instructions.
S Engine Serial No.
ATTENTION: During removal/replacement of the DEP it is necessary to use an
NOTE: If the data inputs of the data entry plug J6 are lost, then an EEC Harness Wrench as it is imperative that the connectors are
automatic revision from EPR mode to unrated N1 mode occurs. tight. On fitment of the DEP to the EEC align the main key of the
connector with the EEC and hand tighten the connector. Then
using the EEC Harness Wrench to torque tighten the DEP
connector to 32 Ibf in.
NOTE: The part number is written on the DEP.
The partnumber can also be found on the engine data plate,
which is located at the left hand side of the fan case.
FRA US/E-1 FrM Dec 1, 2008 02|FADEC LRU|L3/B2 Page 208

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VIBRATION ISOLATOR
LufthansaLufthansa
MOUNTS HANDLE
ELECTRONIC
ENGINE CONTROL
DATA ENTRY EEC

PLUG
FLANGE FC RATING NO.

EPR MOD. NO.
ENGINE S/N
HOLE NO. 14
PIN
*MARKING AREA CHANNEL B
HOUSING
CHANNEL A
COLLAR HOUSING COOLING AIR
PORTS PRESSURE PORTS
DATA ENTRY PLUG ASSEMBLY
CONNECTING CABLE HOLE
Figure 126 EEC/Data Entry Plug
FRA US/E-1 FrM Dec 1, 2008 02|FADEC LRU|L3/B2 Page 209
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EEC COMPONENT DESCRIPTION

LufthansaLufthansa
HARNESS (ELECTRICAL) AND PRESSURE CONNECTIONS

Two identical, but separate electrical harnesses provide the input/output Electrical Connections
circuits between the EEC (Electronic Engine Controller) and the relevant S Front Face
sensor/control actuator, and the aircraft interface.
− Harness Connector Plug Identification
The harness connectors are ’keyed’ to prevent misconnection.
− J1
NOTE: Single pressure signals are directed to pressure transducers E. B. U. 4000 KSA
located within the EEC.
− J2
The pressure transducers then supply digital electronic signals to
Engine D202P
channels A and B.
− J3
Pressure Connections Engine D203P
The following pressures are sensed: − J4
S Pamb Engine D204P
Ambient air pressure (Fan Case Sensor) − J11
S Pb Engine D211P
Burner pressure (Air pressure) P3/T3 probe S Rear Face
S P2 − J5
Pressure P2/T2 (Fan inlet probe) Engine D205P
S P2.5 − J6
Booster stage outlet pressure Data Entry Plug
S P5 (P4.9) − J7
LP Turbine exhaust pressure [P5 (P4.9) rake)] E. B. U. 4000 KSB
S P12.5 − J8
Fan outlet pressure (Fan rake) Engine D208P
− J9
Engine D209P
− J10
Engine D210P
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73−20
COOLING AIR
INLET
J7
J11 J5
J1
J8
J2
A B
J3 J9 EEC
HARNESS
CONNECTORS
THIS SIDE
J4 TOWARD ENGINE J10
J6
EEC
HARNESS
CONNECTORS
FRONT FACE COOLING AIR REAR FACE

P amb Pb P2.5 OUTLET
VIEW A VIEW B
VIBRATION-ISOLATED
MOUNTS (4) P12.5 P2 P5 BOTTOM FACE
Figure 127 Electronic Engine Control (EEC)

FRA US/E-1 FrM Dez 1, 2008 03|FADEC|L3/B2 Page 211
ENGINE AND FUEL CONTROL A319/A3207A321
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FADEC POWER SUPPLY PRESENTATION

EIU Power Supply AUTO SHUTOFF
LufthansaLufthansa
The EIU is powered from the aircraft electrical power, no switching has to be The FADEC is automatically shut off on ground, through the EIU after engine
done. shutdown.
EEC automatic shut off on ground:
EEC (ELECTRONIC ENGINE CONTROL) POWER SUPPLY
S After 5 min of A/C power up and
The EEC is supplied from the aircraft electrical power when engine is shutdown
and from the EEC generator when the engine is running. S after 5 min of engine shutdown.
S Aircraft electrical power when N2 <10%. NOTE: An action on the ENG FIRE P/B provides EEC power cut off.
S EEC generator power when N2 >10%.
FADEC GROUND POWER PANEL
Powering N2 <10% For maintenance purposes and MCDU engine tests, the FADEC Ground
Each channel is independently supplied by the aircraft 28V DC through the Power Panel permits FADEC power supply to be restored on ground with
Engine Interface Unit. engine shut down.
The DC Power permits: When the corresponding ENG FADEC GND POWER P/B is pressed ”ON” the
EEC is powered again.
S Automatic ground check of FADEC before engine running.
S Engine starting. NOTE: Also the FADEC is repowered as soon as the engine MODE
SELECTOR or the MASTER LEVER is selected.
S Powering the EEC while engine reaches 10% N2.
NOTE: The EIU takes power from the same bus bar as the EEC.
Powering N2 >10%
As soon as engine is running above 10% N2, the EEC generator can supply
directly the EEC.
The EEC generator supplies each channel with three−phase AC. Two TRUs in
the EEC provides 28V DC to each EEC channel.
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LGCIU
FLT * supplied for 5 min.
LufthansaLufthansa
NOTE:
GND
NORM
CRANK IGN
N2w10%
FADEC GND POWER AND
FADEC
GEN
AVAILABLE
EEC
NORM CHANNEL
401 PP (DC ESS BUS) ON A
FOR ENGINE 1 & 2 PUSHED DEDICATED
A/C PWR UP GEN TRU/28V
OFF
*
ON 5MIN
ON
EEC
OFF
N2w10%
AND CHANNEL
FADEC
ON GEN B
*
AVAILABLE
OFF 5MIN TRU/28V
202PP (DC BUS 2)
FOR ENGINE 2
301 PP (BAT BUS) SAME LOGIC AS ABOVE
PUSHED
FOR ENGINE 1 FADEC
Figure 128 FADEC Power Supply
FRA US/E-1 FrM Dec 2, 2008 04|FADEC PWR|L2/B1/B2 Page 213
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FADEC SYSTEM IAE V2530 A5

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Technical
LAN Technical
73−22 FADEC SYSTEM

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PRESENTATION OF FADEC SENSORS

ENGINE SENSORS
T4.9 (EGT) Sensor
(Ref. 77−20−00)
N1 Sensor
(Ref. 77−10−00)
N2 Sensor
(Ref. 77−10−00)
Engine Oil Temperature Sensor
(Ref. 79−30−00)
P2/T2 Sensor
(Ref. 77−00)
P3/T3 Sensor
P4.9 (P5)
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P0 (Pamb) P12.5 T4.9
P2/T2
N1
EEC
T4.9
P3 / T3 P4.9 (P5)
T4.9
P2.5
T2.5
T4.9
P4.9 (P5) N2
P4.9 (P5)
Figure 129 FADEC Sensors

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FADEC SENSORS COMPONENT DESCRIPTION

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P3/T3 SENSOR COMPONENT DESCRIPTION

The P3/T3 sensor monitors the pressure and temperature at the exit of the HP
compressor.
The combined sensor houses two thermocouples and one pressure inlet port.
Each thermocouple provides an independent electrical signal, proportional to
temperature, to one channel of the EEC (Electronic Engine Controller).
Function
The purpose of the P3/T3 sensor is to provide performance data to the EEC for
starting and during transient and steady state operation of the engine. P3/T3
Figure 130 Location of P3/T3 Sensor
FRA US/E-1 FrM Dec 2, 2008 06|FADEC sensors|L3/B2 Page 216

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LufthansaLufthansa
BOLT
PRESSURE
PORT
CHROMEL
GASKET
ALUMEL
DIFFUSER CASE
ASSEMBLY
BOSS
Figure 131 P3/T3 Sensor

73−22
P12.5 SENSOR
The P12.5 sensor is a pressure tapping at the top of the fan case. It monitors
the pressure behind the fan stator. This pressure is used for trend monitoring.
The pressure tapping is also used for the cooling air supply of the dedicated
alternator (see next Figure).
P2.5/T2.5 SENSORS
These two sensors are located in the intermediate case. They are monitoring
the pressure and temperature between the two compressors. T2.5 is used for
system scheduling, P2.5 is used for trend monitoring.

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LufthansaLufthansa
P12.5 OFFTAKE
A
HARNESS
TERMINAL BLOCK
T2.5
FORWARD
PRESSURE
TAPPING
P2.5
Figure 132 P2.5/T2.5 Sensor Location

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CONTROLLING IAE V2530 − A5

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73−20 CONTROLLING
LufthansaLufthansa
FADEC FUNCTIONAL OPERATION

GENERAL FUEL METERING UNIT
The FADEC (Full Authority Digital Engine Control) system consists of an EEC In the FMU, three torque motors are activated by the EEC. They provide the
(Electronic Engine Controller) and an FMU (Fuel Metering Unit), sensors and correct fuel flow, overspeed protection and Engine Shut Down.
peripheral components. In case of an overspeed, an incorporated Overspeed Valve reduces the fuel
flow.
ELECTRONIC ENGINE CONTROL
The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the
The EEC consists of two channels (A and B) with a crosstalk function. Each
FMU, but it is closed directly from the corresponding ENG MASTER lever
channel can control the various components of the engine systems.
when set to OFF.
They are permanent operational. One channel is in command while the other is
in standby. In case of an failure of the operational channel, the system NOTE: The functions of the FADEC are also reset when the ENG
automatically switches to the other one. MASTER lever is set to OFF.
NOTE: The channel selection strategy is based on channel health Compressor Airflow and Turbine Clearance Control
criteria. The command channel alternates each engine start. The EEC controls the compressor airflow and the turbine clearance through
separated sub systems.
Interfaces
It also monitors the engine oil cooling through an air/oil heat exchanger servo
The EEC receives air data parameters from the ADIRS (Air Data Inertial
valve.
Reference System), and operational commands from the EIU (Engine Interface
Unit). Compressor airflow control is achieved by:
It also provides the data outputs necessary for the FMGCs (Flight Management S BSBV (Booster Stage Bleed Valves),
and Guidance Computers), and the fault message to the EIU for aircraft S VSV (Variable Stator Vanes) and the
maintenance data system. S 7th and 10th stage handling bleed valves.
Each EEC channel directly receives the TLA (Thrust Lever Angle). The EEC Turbine clearance control is achieved by:
transmits the thrust parameters and TLA to the FMGCs for the autothrust
S HP and LP Turbine ACC (Active Clearance Control) valves and the

function.
S 10th stage make−up air valve (If Installed).
Sensors Engine oil cooling is achieved by:
Various sensors are provided for engine control and monitoring. S ACOC (Air Cooled Oil Cooler) servo valve.
Pressure sensors and thermocouples are provided at the aerodynamic
stations.
The primary parameters are EPR (Engine Pressure Ratio) (EPR = P4.9/P2),
N1 and N2 speeds, EGT (Exhaust Gas Temperature) and metered FF (Fuel
Flow).
FRA US/E-1 FrM Dec 2, 2008 07|−20|FADEC descr|L3/B2 Page 220

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A/C INTERFACES
MASTER 2
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TLA ON
ADIRS FMGC EIU FWC
OFF

P12.5 - FUEL PRSOV
- OVERSPEED VALVE
P2.5
P4.9 VSV
BLEED VALVES
T2 HPT/LPTACC
T2.5 MAKE UP AIR V.
T3 CROSS
ACOC SERVO V.
TALK
FUEL T.
- ISOLATION V.
IDG OIL T.
- DIRECTIONAL VALVE
GEN
CHANNEL B
START VALVE
EGT
N1 IGNITION
RELAY BOX
N2
FF FUEL DIVERTER
RETURN VALVE

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Thrust Reverser Hydraulic Control Unit FADEC SYSTEM MAINTENANCE

The EEC controls the thrust reverser operation through an HCU (Hydraulic
Control Unit) Fault Detection
LufthansaLufthansa
Each EEC channel will energize the solenoids of an isolation valve and a The FADEC maintenance is facilitated by internal extensive BITE (Built In Test
directional valve included in the HCU to provide deployment and stowage of the Equipment) providing efficient fault detection.
thrust reverser translating sleeves. The results of a fault detection are contained in status and maintenance words
according to ARINC 429 specification and are available on the output data bus.
Start and Ignition Control
Each channel can control the starter valve operation, the Fuel Pressure Raising Non Volatile Memory
Shut−Off Valve opening and the ignition during the engine start sequence. The flight fault data is stored in the FADEC non volatile memory and, when
requested it is available on an aircraft centralized maintenance display unit.
Fuel Diverter and Return Valve
The EEC manages the thermal exchange between the engine oil, IDG oil and Communication with CFDS
engine fuel system by means of a Fuel Diverter and Return Valve. Ground test of electrical and electronic parts is possible from cockpit, with
Part of the engine fuel can be recirculated to the aircraft tanks by means of a engines not running, through the CFDS.
return valve included in the fuel diverter valve module. The FADEC provides engine control system self testing to detect problems at
The EEC controls the operation of the Fuel Diverter and Return Valve LRU level.
according to the engine fuel temperature (T FUEL) and the IDG oil temperature No engine ground run for trim purposes is necessary after a component
and the engine oil temperature (T OIL). replacement to test the FADEC.
Engine Parameter Transmission for Cockpit Display
The FADEC provides the necessary engine parameters for cockpit display
purpose through the ARINC 429 buses output.
Engine Condition Parameter Transmission

Engine Condition monitoring is provided by the ability of the FADEC to transmit
the engine parameters through the ARINC 429 bus output.
The basic engine parameters are:
S WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3.
S VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT
ACC, HPT cooling, WF valve or actuator position.
S status and maintenance words, engine serial number and position.
In order to perform a better analysis of engine condition, some additional
parameters are optional available. These are P12.5, P2.5 and T2.

Training
Training

73−20
Technical
LAN Technical
A/C INTERFACES
MASTER 2
LufthansaLufthansa
TLA ON
ADIRS FMGC EIU FWC
OFF

P12.5 - FUEL PRSOV
- OVERSPEED VALVE
P2.5
P4.9 VSV
BLEED VALVES
T2 HPT/LPTACC
T2.5 MAKE UP AIR V.
T3 CROSS
ACOC SERVO V.
TALK
FUEL T.
- ISOLATION V.
IDG OIL T.
- DIRECTIONAL VALVE
GEN
CHANNEL B
START VALVE
EGT
N1 IGNITION
RELAY BOX
N2
FF FUEL DIVERTER
RETURN VALVE

Training
Training

73−20
Technical
LAN Technical
FAILURES, REDUNDANCY FUNCTIONAL OPERATION

Lufthansa Lufthansa
Improved reliability is achieved by utilizing dual sensors and dual feedback. S Complete output Signal Failure
S Dual sensors are used to supply all EEC inputs except pressure signals, In case of a complete output failure there will be no current flow through
(single pressure transducers within the EEC system provide signals to each torque motors or solenoids. The associated component will set to a
channel A and B). ”FAIL−SAFE” position.
S The EEC uses indentical software in each of the two channels. Each NOTE: If the EEC power supply is lost, the components will go
channel has its own power supply, processor, programme memory and into”FAIL−SAFE” position.
input/output functions. The mode of operation and the selection of the
channel in control is decided by the availability of input signal and output ENGINE LIMITS PROTECTION OPERATION
controls.
General
S Each channel normally uses its own input signals but each channel can also
use input signals from the other channel if required (i.e. if it recognizes The FADEC prevents inadvertent overboosting of the expected rating (EPR
faulty or suspect inputs). limit and EPR target) during power setting.
It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure
System Behavior in Fault Condition limits. In addition, the FADEC unit monitors EGT and sends an appropriate
S Output fault in one channel indication to the cockpit display in case of limit exceedance.
This will cause a switchover to the control part of the other channel. The FADEC unit also provides surge recovery.
S Faults in both channels Overspeed
In this case a pre−determined hierarchy decides which channel is more The overspeed protection logic consists of overspeed limiting loops, for both,
capable of control and utilizes this channel. the low and high speed rotors, which act directly upon the fuel flow command.
S Loss of both channels or loss of electrical power Supplementary electronic circuitry for overspeed protection is also incorporated
The systems are designed to switch to their fail−safe positions. in the EEC.
S Single Input Signal Failure Trip signals for hardware and software are combined to activate a torque motor
There is no channel changeover for input signal failure, as long as the Cross which drives a separate overspeed valve in the fuel metering unit to reduce fuel
Channel Data Link is operative. flow to a minimum value. The engine can be shut down to reset the overspeed
system to allow a restart if desired.
ATTENTION: Faults are not latched. Automatic recovery is possible.

S Dual Input Signal Failure Engine surge
If dual input signal failure occurs, the system runs on synthesized values of Engine surge is detected by a rapid decrease in burner pressure or the value of
the healthiest channel. The selected channel is one having the least rate of change of burner pressure, which indicates that surge varies with
significant failure. engine power level.
S Single Output Signal Failure Once detected, the EEC will reset the stator vanes by several degrees in the
closed direction, open the booster 7th and 10th stage bleeds, and lower the
If an output failure occurs, there is an automatic switchover to the standby maximum Wf/Pb schedule.
active channel.
Recovery of burner pressure to its steady state level or the elapse of a timer
will release the resets on the schedules and allow the bleeds to close.
FRA US/E-1 FrM Dez 3, 2008 08|Fail.&Redund.|L3/B2 Page 224

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Training

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Technical
LAN Technical
Lufthansa Lufthansa
EEC
CHANNEL A
I/F
PROC O/F
P12.5
P2 I/F TYPICAL
P5 ACTUATOR
PRESSURE
TRANSDUCERS TM
DUAL
SENSORS
Pb
Pamb I/F DUAL
P2.5 ELEMENT
ELECTRICAL
PROC O/F
I/F SINGLE ELEMENT

CHANNEL B HYDROMECHANICAL
OR PNEUMATIC
Figure 135 FADEC Processing and Fault Logic

FRA US/E-1 FrM Dez 3, 2008 08|Fail.&Redund.|L3/B2 Page 225
Training
Training

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Technical
LAN Technical
POWER MANAGEMENT FUNCTIONAL OPERATION

LufthansaLufthansa
MODES OF OPERATION AUTOTHRUST ACTIVATION/DEACTIVATION

Autothrust Mode Engagement of A/THR
The autothrust mode is only available between idle and MCT (Maximum The A/THR (AutoTHRust) function can be engaged or active.
Continuous Thrust) when the aircraft is in flight. The engagement logic is done in the FMGC (Flight Management Guidance
After take−off the lever is pulled back to the maximum climb position. The Computer) and the activation logic is implemented into the EEC (Electronic
autothrust function will be active and will provide an EPR target for: Engine Controller).
S max climb thrust, The activation logic in the EEC unit is based upon two digital discretes:
S optimum thrust, S A/THR engaged,
S an aircraft speed (Mach number) and S A/THR active,
S a minimum thrust. from the FMGC, plus an analog discrete from the instinctive disconnect
pushbutton on the throttle levers.
Memo Mode
The A/THR function is engaged automatically in the FMGC by auto pilot mode
In the memo the thrust value is frozen to the last EPR actual value, and will demand and manually by an action on the A/THR pushbutton located on the
remain frozen until the thrust lever is moved manually or autothrust is reset FCU (Flight Control Unit).
with the autothrust pushbutton switch.
When the autothrust function is disengaged while the thrust lever is in De-activation of A/THR
MCT/FLX or CL detent, the thrust is locked until the thrust lever is moved The A/THR de−activation and A/THR disengagement are achieved by action
manually. on the disconnect pushbutton located on the throttle levers or by depressing
Memo mode or Thrust locked is entered automatically from autothrust mode the A/THR pushbutton provided that the A/THR was engaged, or by selection
when: of the reverse thrust.
S The EPR target is invalid, If the Alpha Floor condition is not present, setting at least one throttle lever
forward of the MCT gate leads to A/THR deactivation but maintains A/THR
S or one of the two instinctive disconnect pushbutton switches on the thrust
engaged.
levers is activated,
If the Alpha Floor condition is present, the ATHR function can be activated
S or autothrust signals are lost from EIU (Engine Interface Unit).

regardless of throttle position.
Manual Mode The thrust is controlled by the throttle lever position and A/THR will be
This mode is entered any time the conditions for autothrust or memo modes activated again as soon as both throttles are set at or below MCT gate. When
are not present. In this mode, thrust lever sets an EPR value proportional to ATHR is deactivated (pilot’s action or failure), the thrust is frozen to the actual
the thrust lever position up to maximum take−off thrust. value at the time of the deactivation. The thrust will be tied to the throttle lever
position as soon as the throttles have been set out of the MCT or MCL
FLEXIBLE TAKE−OFF RATING positions.
FLEX (FLEXible) TAKE−OFF rating is set by the assumed temperature NOTE: Autothrust is only active in EPR mode. In rated & unrated N1
method with the possibility to insert an assumed temperature value higher than mode autothrust is lost.
the maximum one certified for engine operation. (30 deg C)
FRA US/E-1 FrM Dez 3, 2008 09|power manag|L3/B2 Page 226

73−20
THROTTLE
CONTROL
LEVER
REVERSE
UNLOCK
AUTOTHRUST
DISCONNECT
P/BSW
FUEL FLOW
FMGC EEC COMMAND
EPR
Figure 136 Thrust Control Architecture

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Technical
LAN Technical
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Training

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Technical
LAN Technical
LufthansaLufthansa
A/THR ACTIVE
FLX TO
MCT CL IDLE REVERSE
TO
GA
Figure 137 Auto Thrust Definitions

Training
Training

73−20
Technical
LAN Technical
ALPHA FLOOR CONDITION

If the Alpha Floor condition is not present, setting of at least one throttle lever
forward of the MCT gate leads to A/THR deactivation but maintains A/THR
LufthansaLufthansa
engaged; the thrust is controlled by the throttle lever position and A/THR will be
activated again as soon as both throttles are set at or below MCT gate.
If the Alpha Floor condition is present, the A/THR function can be activated
regardless of throttle position.
When A/THR is deactivated (Pilot’s action or failure), the thrust is frozen to the
actual value at the time of the deactivation. The thrust will be tied to the throttle
lever position as soon as the throttles have been set out of the MCT or MCL
positions.
MANUAL MODE
The thrust is controlled manually (i.e., function of TLA position) if the throttles
are not in the A/THR area.
This mode is also entered any time the conditions for autothrust or memo
modes are not present. In this mode, thrust lever sets an N1 value proportional
to the thrust lever position up to maximum take−off thrust.
TLA versus rated thrust is consistent regardless of ambient conditions.
TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle
lever position (Except in Alpha−Floor mode).
Other ratings (MAX CONTINUOUS, MAX CLIMB, IDLE, MAX REVERSE) are
achieved at constant throttle lever positions. FLEXIBLE TAKE−OFF for a given
derating is achieved at constant retarded throttle lever position.
FLEXIBLE TAKE−OFF RATING

FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with
the possibility to insert an assumed temperature value higher than the

maximum one. This is certified for engine operation to provide for the maximum
derating allowed by the certifying authorities.
Figure 138 Throttle Levers

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Technical
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LufthansaLufthansa
EPR THRUST
ATHR ACTIVE
(EXCEPT IN FLX)
EPR RATING
LIMIT CL
UPPER LIMIT OF THE EPR TARGET

MAX CONTINUOUS/FLX
POSSIBLE
EPR TARGET
OPERATING
RANGE OF
EPR REQUIRED
BY ATHR−SYSTEM
MAX TO/GA
MAX CLIMB
IDLE
TO FLX CL 0 IDLE MAX

GA MCT REV
ACTUAL POSITION OF
THE THROTTLE LEVERS
STOP DETENT DETENT STOP DETENT STOP

Figure 139 Thrust Lever Positions
Training
Training

73−20
Technical
LAN Technical
SETTING OPERATION REQUIREMENTS

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EPR SETTING REQUIREMENTS RATED N1 SETTING REQUIREMENTS

The EEC (Electronic Engine Controller) uses closed loop control based on EPR
Rated N1
(Engine Pressure Ratio) or, if EPR is unobtainable, on N1.
The loss of either the P2 or the P 4.9 signal will cause an automatic reversion
Under EPR control, the EPR target is compared to the actual EPR to
to the rated N1 closed loop control.
determine the EPR error.
This is an alternate control mode which utilizes to control the thrust
The EPR error is converted to a rate controlled (FF) Fuel Flow command
automatically. It is a dispatchable mode but autothrust is not available when
which is summed with the measured fuel flow (FF actual) to produce the FF
operating in this mode. The rated N1 mode can also be manually selected by
error.
actuating the related N1 MODE P/B switch (one per engine) that is located on
The FF error is converted to a current (i) which is sent to the dual torque motor. the overhead panel.
The torque motor repositions the FMV (Fuel Metering Valve) to change the fuel
flow. Input Parameter for Rated N1 Control
The following signals are required for Rated N1 control:
Input Parameter for EPR Control
S T2 and
The following signals are required for EPR control:
S the TRA (Throttle Resolver Angle).
S Tamb (Temperature ambient)
The processing of the N1 error signal is the same as for EPR error signal.
S T2 (Engine air inlet temperature)
S ALT (ALTitude) UNRATED N1 SETTING REQUIREMENTS
S Mn (Mach number)
Unrated N1
S TRA (Throttle Resolver Angle) The loss of the T2 signal will cause automatic reversion to unrated N1 closed
S Service Bleeds loop control.
It is possible to re-select the primary control mode (EPR) through the N1 mode Max N1, N1 thrust lever, N1 mode and N1 rating limit indications on the upper
P/B switch following an automatic reversion to rated or unrated N1 mode. ECAM are lost.
If the fault is still present, the EEC will remain in its current thrust setting mode.
Input Parameter for Rated N1 Control
If the fault is no longer present, the EEC will switch to the primary control mode
(EPR). The TRA signal is required for unrated N1 control.
If the fault later reoccurs, reversion back to N1 mode (rated or unrated) will The unrated N1 thrust setting requires the thrust to be set manually to an N1
result. speed. An overboost can occur in the unrated N1 thrust setting at the full
forward thrust lever position. Use of unrated N1 thrust setting overboost above
normal rated thrust is not recommended and will result in reduced engine life.
The maximum N1 must therefore be determined from charts in the FCOM
(Flight Crew Operating Manual). It is a non-dispatchable mode and autothrust
is not available when operating in this mode.
The processing of the N1 error signal is the same as for the rated N1 error
signal.
FRA US/E-1 FrM Dec 4, 2008 10|EPR/N1 set|L3/B2 Page 232

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TO FLIGHT DECK DISPLAY

EEC
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TRANSDUCERS TO FUEL
SPRAY NOZZLES
TAmb EPR ACTUAL P2

FEEDBACK
T2 P4.9
Alt FMU
Mn WF ACTUAL
FEEDBACK
DUAL
RESOLVER
WF WF
EPR ERROR FMV
COMMAND
TRA EPR i DUAL
TARGET TORQUE
N1 EPR RATE MOTOR
N1 ERROR CONTROL
TARGET
N1 ACTUAL
FUEL IN
CHANNEL A
CHANNEL B
(SAME AS CHANNEL A)
Figure 140 Power Setting Requirements Schematic

FRA US/E-1 FrM Dec 4, 2008 10|EPR/N1 set|L3/B2 Page 233
Training
IAE V2530 − A5
Training
CONTROLLING
73−20
Technical
LAN Technical
IDLE CONTROL FUNCTIONAL OPERATION

LufthansaLufthansa
Minimum Idle (56 %-60% N2)

S is corrected for ambient temp >30°C, then N2 will increase.
Approach Idle (Approx. 70% N2)

S It varies as a function of Total Air Temperature (TAT) and altitude.
This idle speed is selected to ensure sufficiently short acceleration time to
go around thrust and is set when the aircraft is in an approach configuration.
(Flap Lever Position-”NOT UP”)
Reverse Idle (Approx. 70% N2)

S = Approach Idle + 1000 RPM, FADEC sets the engine speed at reverse idle
when the throttle is set in the reverse idle detent position.
Bleed Idle
S = Bleed demand. Bleed Idle command will set the fuel flow requested for
ensuring correct aircraft ECS system pressurization, wing anti ice and
engine anti ice, pressurization (PB/Switch ”ON” or valves not closed).
HMS Idle (Min Idle-Approach Idle)
S For conditions where the compensated fuel temperature is greater than 140
deg. C, the heat management control logic calculates raised idle speed. (In
flight and on ground!)
FRA US/E-1 FrM Dec 4, 2008 11|Idle Contr|L2/B1/B2 Page 234

Training
IAE V2530 − A5
Training
CONTROLLING
73−20
Technical
LAN Technical
THRUST
LEVERS
LufthansaLufthansa
TLA (REV. IDLE)
LANDING WOW (GRD) EIU REVERSE

GEARS LGCIU IDLE
1/2
AIR
SLAT/FLAP 0 0
SFCC EIU APPROACH
LEVER LEVER NOT ZERO
1
2
1
2 1/2 IDLE
3 3
EIU FAULT
FULL FULL
N2 IDLE
WING ANTI ICE SETTING
MIN IDLE
ZONE
ENG ANTI ICE EIU BLEED
ECS DEMAND CONTR.
IDLE
ENGINE FUEL TEMPERATURE
PACKS
PACK HMS
CONTR.
1/2
EEC
Figure 141 Idle Control Requirements
FRA US/E-1 FrM Dec 4, 2008 11|Idle Contr|L2/B1/B2 Page 235
Training
Training

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N1 SPEED TABLE
LufthansaLufthansa
RPM % N1
5650 100 %
5465 96,7 %
5085 90 %
4918.5 87 %
4520 80 %
4372 77,4 %
3955 70 %
3825,5 67,7 %
3390 60 %
3279 58,0 %
2825 50 %
2732,5 48,4 %
2260 40 %
2186 38,7 %
1695 30 %
1639.5 29 %
1130 20 %
1093 19,3 %
FRA US/E-1 FrM Dec 4, 2008 12|idle RU|L3/B1/B2 Page 236

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Technical
LAN Technical
LufthansaLufthansa
V2530-A5 SLS/STD GROUND IDLE (NO OFFTAKE)
9600
64,2%
9200
N2 ROTOR SPEED ( RPM / % )
61,5%
8800
58.8%
57,5%
8400
56,1%
8000
53,5%
7600
50,8%
−80 −60 −40 −20 0 +10 +15 +20 +30 +40 +50
AMBIENT TEMPERATURE (DEG. C)
Figure 142 Ground Idle Speed Diagram N2

FRA US/E-1 FrM Dec 4, 2008 12|idle RU|L3/B1/B2 Page 237
Training
Training

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Technical
LAN Technical
FADEC TEST
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General
To get access to the FADEC SYSTEM REPORT/TEST menu the the following
tasks have to be done:
1. FADEC GRD PWR must be switched ”ON”.
2. Then press the line key adjacent to CFDS-SYSTEM REPORT/TEST
3. Press NEXT PAGE
4. select between ENG 1A (1B), (2A), (2B).
Fadec Previous Legs Report

This CFDS menu function gives access to the faults which have been detected
and stored during the previous 64 flight legs.
The Cells indicate if the failure was detected in the ground memory or the flight
memory.
FRA US/E-1 FrM Dec 4, 2008 13|Prev.LegsRep.|L2/B1/B2 Page 238

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Technical
LAN Technical
Lufthansa Lufthansa
STEP 1

%

$

STEP 2
STEP 3

% NEXT
%
PAGE
!' !'

!. ( !

!. ( !

' .$ , $$'' '( ' .$ $$'' '

' .$ , $$'' ' $
$ ''(' ,( '

' .$ $$'' '$

Figure 143 Previous Legs Report

FRA US/E-1 FrM Dec 4, 2008 13|Prev.LegsRep.|L2/B1/B2 Page 239
Training
Training

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Technical
LAN Technical
FADEC BITE FUNCTIONS (MCDU)

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FADEC TROUBLESHOOTING REPORT

The trouble shooting menu has 4 submenus: Track-Check Failures (TKF)
S FLIGHT DATA Failure of the system to follow the commands of the EEC.
S GROUND DATA The EEC compares feedback position against commanded position.
S AIRCRAFT DATA If failed in one channel:
S EEC CONFIGURATION S EEC switches to the other channel
(the ability to switch is based on relative health of the other channel)
Flight Data
If failed in both channels:
This menu gives additional failure data (temperatures, pressures, RPM, etc.)
when a fault occured during the flight. This data is saved in a CELL. Each S Healthiest channel continues to command the actuator.
CELL provides two menu pages of troubleshooting information. ATTENTION: For T/S it has to be noted that in most cases a one channel
A cell allows a correlation concerning which CFDS FAULT message belongs to failure has its cause in a faulty LRU. If both channels are
which troubleshooting data (eg. Ground Scanning menu.) involved check the LRU moving mechanism (Fuel servo
In this example a OSPXCF (OVERSPEED CROSS CHECK FAILUREis pressure).
indicated.
Cross Check Failures (XCF)
Ground Data A detected difference in the feedbacks from the LRU LVDTs or microswitches
This menu gives additional failure data (temperatures, pressures, RPM, etc.) are detected from the EEC by comparison of channel A with channel B.
when a fault occured on ground. This data is saved in a CELL. S Failure of TRA
The EEC has a specific fault recommendation based on previous value.
FADEC FAILURE TYPES DEFINITION
S Failure of Reverser
Wrap-around Failure (WAF) The EEC will select most stowed and will not allow a deploy.
A WAF is a detected failure in the circuitry of a system. S Failure of Temperature sensors
The EEC checks it for continuity.
The EEC will use a fail safe value.

If failed in one channel:
ATTENTION: For T/S it has to be noted that in most cases an LRU problem is
S EEC switches to the other channel the cause followed by the harness and at last the EEC.
(the ability to switch is based on relative health of the other channel)
Input latched failed (ILF) (Single Input Signal Failure)
If failed in both channels:
There is no channel changeover for input signal failure, as long as the Cross
S specific output is dead
Channel Data Link is operative.
(exception-solenoids are dead in groups)
NOTE: Faults are not latched. Thus automatic recovery is possible.
ATTENTION: For T/S it has to be noted that in most cases a loose connector
or a chafed harness are the cause followed by LRUs and finally
the EEC.
FRA US/E-1 FrM Dec 5, 2008 14|T/S Rep Test|L2/B1/B2 Page 240
Training
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LAN Technical

Lufthansa Lufthansa

%
%
%

!'

! !%
3
! *$( *('
4

! (*(,' *'
$ 5
.*$' *

6
! *(,( *

*' *((''

%
%
%

!($ !%
! '
!. ( !
!''('-'-''

! (*$'' *,'
!'' !$''''
.*' *
!''
! *(' *('

!
'''$ /!''
*' *(('
Figure 144 Trouble Shooting Report

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Technical
LAN Technical
Lufthansa Lufthansa
PAGE ONE OF THE CELL

FADEC FAULT CELL
!' FAULT CODE
N1 RPM N2 RPM
! $ ! &&
! * ($ * $ T2 TEMPERATURE (ENGINE INLET)
T5 TEMPERATURE (T4.9 EGT)
COLD JUNCTION TEMPERATURE FLIGHT PHASE
(ACTUAL TEMP. IN EEC)
! ( * ((' * '
. * ' * $ TOTAL AIR TEMP. (ENG. STATION 2)
AIR PRESSURE ON ENG. STATION 3
(PB=BURNER PRESSURE)
! * (( * EEC OPERATING HOURS
MACH NUMBER
' , * (,'

NOTE: The Abbreviations used in the GROUND DATA are the same.
Figure 145 Flight Data/Ground Data

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Lufthansa Lufthansa
PAGE TWO OF THE CELL

FADEC FAULT CELL
!' FAULT CODE
STANDARD ALTITUDE ! $ ! && EPR (INDICATED)
STATOR VANE ACTUATOR

! * $$' * (
T2 TEMPERATURE (ENGINE INLET)
(FEEDBACK)
! * ' * CHANNEL IN CONTROL
FUEL FLOW 1 = YES, 0 = NO)
2.5 BLEED ACTUATOR FEEDBACK * ) * ' FLIGHT LEGS
( * * $'

WEIGHT ON WHEELS
1 = YES (GROUND)
0 = NO (FLIGHT) && *
NOTE: The Abbreviations used in the GROUND DATA are the same.
Figure 146 Flight Data/Ground Data

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Technical
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FADEC SYSTEM TEST

The FADEC SELF TEST is also known as the FADEC SYSTEM TEST. Pressure Sensor Test
Lufthansa Lufthansa
This test and its results can be split into three categories described as follows. This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in
the EEC via the local channel to make sure that they are within a specified
Output Driver Test tolerance of each other.
This test performs a wraparound (continuity) test of all the EEC output driver The three possible results are as follows:
lines and associated component wiring.
1. Pressure Sensor(s) failed indicates
There are three possible results as follows:
− that an interface failure or a
1. Output Driver Test Failed
− range failure (from normal mode) is set for any pressure sensor (hard
Indicates that a continuity fault was found. failure).
2. Output Driver Test Passed 2. Pressure Sensor(s) Agree indicates and that
Indicates that no wraparound fault was found. − that the static pressure sensor test has run and
3. Output Driver Test No Run − all the pressure sensors are within tolerances.
Indicates that the test was not run because the tested channel was not 3. Pressure Sensor(s) Disagree indicates
capable of powering the outputs.
− that the static pressure sensor test has run and
Input/lnternal Test − any of two pressure sensors were not within the specified tolerances.
With the FADEC (EEC) internal check it is possible to verify that the local
channel interface, input and output circuits are functional prior to entering
MENU MODE.
There are three possible results as follows:
1. Input/Internal Test Failed indicates
− that the active monitor circuit test failed or
− the local channel was unable to provide power to any output or
− there is an interface fault or
− an input fault.
2. Input / lnternal Test Passed indicates

− that the activity monitor circuit passed and
− that no interface or input faults were set prior to entry into menu mode.
3. Input / Internal Test No Run indicates
− that the local cannel was not capable of powering its outputs or
− that the EEC has not spent the minimum of 30 seconds in normal mode.
73−20
STEP 1 STEP 2

%
%

A

$

%

!. ( !


NOTE: After a failed test, return to
"# FADEC/MENU and push the
line key adjacent to GROUND
SCANNING to check the failure

message.
$'

RESULT: OK
Figure 147 FADEC Self Test

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Technical
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FADEC GROUND SCANNING

This menu shows the faults which are present on ground. More information can
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be obtained using the troubleshooting menu.

This menu must also be used to indicate which faults were detected in the
other FADEC TEST menus (eg. Starter Valve Test, Reverser Test, etc.)
FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have to
repaired after 200 hours or during an A-maintenance check.
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Training

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Technical
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Lufthansa Lufthansa
STEP 1

%

A $ B

A B

%
%

!' $ !'

!. ( !

!. ( !

.( '!(( ,$( ($

'' ''!' ,$( (

'' ''!' ,$( (

Figure 148 Ground Scanning

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Training

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Technical
LAN Technical
FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have no
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time limit.
They are classified as Class 3 faults in the TSM
FADEC SCHEDULED MAINTENACE REPORT
This menu shows all schedule maintenance failures of the FADEC system
which have to repaired within a time limit (500 FH).
They are classified as Class S faults in the TSM.
73−20
STEP 1

%
%
$ !'

!. ( !

$

Figure 149 FADEC Class 3 Fault Report

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FUNCTIONAL INTERFACES IAE V2530 A5

73−25
Technical
LAN Technical
73−25 FUNCTIONAL INTERFACES 824

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EIU FUNCTIONAL OPERATION

Two EIUs (Engine Interface Unit) are fitted on each aircraft, one for engine 1,
one for engine 2.
Each EIU, located in the electronics bay 80VU, is an interface concentrator
between the airframe systems and the corresponding FADEC located on the
engine, thus reducing the number of wires. EIUs are active at least from engine
starting to engine shutdown and they are essential to start the engine.
EIU Main Functions are:

S to concentrate data from cockpit panels and different electronic boxes to STA950/FR24A
the associated FADEC on each engine, STA808/FR20
STA709/FR16
S to insure the segregation of the two engines,
S to select the airframe electrical supplies for the FADEC and STA350/FR1 STA539/FR9
S to give to the airframe the necessary logic and information from the engines
to other systems (APU, ECS, Bleed Air, Maintenance).
80VU
EIU INPUT DESCRIPTION
EIU input from the EEC
The EIU acquires two ARINC 429 output data buses from the associated EEC
(one from each channel) and reads data from the channel in control. When
some data are not available on the channel in control, data from the other
channel are used. 1KS2
In the case where EIU is not able to identify the channel in control, it will EIU
assume that channel A is in control.

The EIU looks at particular engine data on the EEC digital data flow to interface
them with other aircraft computers and with engine cockpit panels.
1KS1
EIU output to the EEC
Through its output ARINC 429 data bus the EIU transmits data coming from all
the A/C computers which have to communicate with the EEC, except from
ADCs and throttles which communicate directly with the EEC.
There is no data flow during EIU internal test or initialization.
Figure 150 EIU LOCATION
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NORMAL 28V DC INTERNAL POWER 28V DC EEC CHAN A/B

BAT
EIU1 SUPPLY POWER 115V AC IGNITION A/B
LufthansaLufthansa
SUPPLY S 115VU MASTER LEVER SW

MODULE
115V AC 400HZ S 115VU CRANK/NORM/IGN SEL
S ENG FIRE P/BSW
S WING A/I P/BSW
S FADEC GND PWR P/BSW
POWER SUPPLY S ENG MAIN START P/BSW
AIRCRAFT ON CUT OFF > 200MS
GROUND S OIL LOW PRESS SW
S N4 BRG VALVE POS SW
ENGINES S N1 MODE P/BSW
STOPPED S LGCIU, SEC, SFCC, FLSCU
DISCRETE
INPUTS S +28V POWER S TO CIDS (23−73)
BITE S APU BOOST COMMAND S TO DFDRS INTCON MONITORING (31−33)
EIU S FAULT LIGHT ON ENG PNL S TO CVR POWER SUPPLY (23−71)
POWER UP
INTEGRITY TEST S LOW OIL PRESS & GND 1/2 S TO AVIONICS EQUIPMENT VENT. (21−26)
S THRUST REV INHIB S TO WHC (30−42)
DISCRETE S FUEL PRSOV POS S TO PHC ( 30−31)
OUTPUTS S START VALVE CLOSURE S TO FCDC (27−95)
MCDU GROUND S TLA > MCT S TO BLUE MAIN HYDRAULIC PWR(29−12)
TEST SCANNING S N2 > IDLE S TO GREEN MAIN HYD PWR RSVR IND.
MCDU TEST (29−11)
S ZONE CONTROLLER PRIM
ARINC/ S TO YELLOW MAIN HYD PWR RSVR IND
S ZONE CONTROLLER SEC (29−13)
DIGITAL
IN S CFDIU S TO BLUE MAIN HYD PWR RSVR WARN/IND.
INPUTS
OPERATION S FCU
TEST S EEC CHANNEL A
S EEC CHANNEL B
ARINC/ S FWC 1/2
DIGITAL
S CFDIU
OUTPUTS
S BMC
MCDU DISCRETE S EEC CHANNELS A AND B
SELECTION OUTPUT
SIMULATION S OIL PRESS XMTR
ANALOG S OIL QTY XMTR
INPUTS S OIL TEMP SENSOR
S NACELLE TEMP SENSOR
S N4 BRG PRESS XDCR
Figure 151 EIU Schematic

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73−25
EIU INTERFACES
SIGNALS PURPOSE
WING ANTI-ICE SWITCH ENGINE BLEED COMPUTATION LOGIC
ENGINE FIRE P/B SIGNAL FADEC ENGINE SHUTDOWN LOGIC
LOW OIL PRESSURE SWITCH (AND GROUND) - COCKPIT WARNING SIGNALS
- HYDRAULIC MONITORING
- WINDOW AND PROBE HEATING SYSTEM
- AVIONIC VENTILATION SYSTEM
- RAIN REPELLENT SYSTEM
- CIDS, CVR, DFDR
FADEC GROUND POWER P/B FADEC POWER SUPPLY LOGIC
LGCIU 1 AND 2 (GROUND SIGNAL) THRUST REVERSER AND IDLE LOGIC
SFCC 1 AND 2 ENGINE FLIGHT IDLE COMPUTATION LOGIC
SEC 1 ,2 AND 3 THRUST REVERSER INHIBITION CONTROL
FLSCU 1 AND 2 HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE CONTROL
ENGINE SELECTED ENGINE 1 OR 2 INDENTIFICATION
OIL PRESSURE, OIL QUANTITY AND OIL TEMPERATURE INDICATION (ECAM)
NACELLE TEMPERATURE INDICATING (ECAM)
START VALVE POSITION (FROM EEC) ECS FOR AUTOMATIC PACK VALVE CLOSURE,
DURING ENGINE START
N2 GREATER THAN MINIMUM IDLE (FROM EEC) - FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIMETER
TRANSCEIVER
- BLUE HYDRAULIC SYSTEM PUMP CONTROL
ENGINE START FAULT SIGNAL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START PANEL
APU BOOST DEMAND SIGNAL (EIU) MAIN ENGINE START MODE TO THE APU ELECTRONIC CONTROL
BOX
TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) - PACK CONTROLLER FOR INLET FLAP CLOSURE
- AVIONIC EQUIPMENT VENTILATION CONTROLLER (CLOSED
CIRCUIT CONFIGURATION)
- CABIN PRESSURIZATION COMPUTER PRE-PRESSURIZATION
MODE
THRUST REVERSER (FROM SEC 1, 2 AND 3 ) THRUST REVERSER INHIBITION RELAY
FRA US/E-1 FrM Dec 9, 2008 16|EIU interfac|L3/B2 Page 252

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LufthansaLufthansa

FRA US/E-1 FrM Dec 9, 2008 16|EIU interfac|L3/B2 Page 253

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EIU BITE FUNCTIONS (MCDU)

MCDU Handling for EIU BITE STEP 1
LufthansaLufthansa
This Page shows the menu of the EIU (Engine Interface Unit)
The EIU is a Type 1 System.

The EIU is available in CFDS back up Mode.

STEP 2

$

SELECTION OF A SPECIFIC
FUNCTION
Figure 152 EIU BITE ACCESS (MCDU)
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73−25
POST FLIGHT REPORT PRINT OUT
A/C ID DATE GMT FLTN CITY PAIR

.9H–ABX 26NOV 1451 3207 EGNT LMML
MAINTENANCE
POST FLIGHT REPORT
A/C ID DATE GMT FLTN CITY PAIR

.9H–ABX 26NOV 1342/1438 3207 EGNT LMML
ECAM WARNING MESSAGES
GMT PH ATA
1416 06 77−00 ENG1 EIU FAULT
FAILURE MESSAGES
GMT ATA SOURCE IDENTIFIERS
1416 793115 CHECK OIL QTY XMTR1 EIU1 FADEC
CIRCUIT 4002EN
Figure 153 EIU FAULT (ECAM) and Post Flight Report

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LAN Technical
LAST LEG REPORT

Here are Displayed the Internal EIU Failures that Occured during Last Flights.
LufthansaLufthansa
LRU INDENTIFICATION
Shows the EIU part number.

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LufthansaLufthansa

A
!

B

$ ' ,$-(-$

$(,-'('-'
Figure 154 Last Leg Rep/LRU Indentification

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Technical
LAN Technical
GROUND SCANNING
This Page gives the EIU Failures still present on Ground.
LufthansaLufthansa
ATTENTION: RTOK means Re-Test Ok, this Fault can be ignored.


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Technical
LAN Technical
LufthansaLufthansa

$
A OR B

A OR B

!
!

% ''$ % ''$
& & '' & & ''

'$ ,-$$-( '$ ,-$$-( )

Figure 155 Ground Scanning

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Training

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Technical
LAN Technical
EIU DISCRETE OUTPUTS SIMULATION ADJUSTM./TESTS

Lufthansa Lufthansa
General Simulation: ”LOP GND 1”

The purpose of this menu is to simulate some EIU (Engine Interface Unit) To simulate ”OIL LOW PRESS & GND” for the following systems through the
discrete outputs by setting their status to 0 or1. MCDU: PHC1, PHC3, WHC1, AEVC, DFDR and CVR the line key adjacent to
LOP has to be pushed, LOP GND1 discrete output status becomes GND1 ”0”:
WARNING: THE DISCRETE OUTPUT SIMULATION CAN OPERATE
SYSTEMS AND COMPONENTS WITHOUT SPECIAL S The PHC1(3) commands a low probes heating level.
INDICATION ON THE MCDU. S The WHC1 commands a low captain windshield heating level.
MAKE ALWAYS SURE THAT THE WORKING AREAS ARE S The CVR and DFDR are switched on.
CLEAR!
CAUTION: REMOVE THE PROTECTIVE COVERS FROM THE PROBES
FOR THE SIMULATION REFER TO AMM. BEFORE YOU DO THE TEST.
The discrete outputs are listed on two pages, one for the positive type and one
NOTE: When LOP GND “1” is simulated to ”0” the horn will be inhibited
for the negative type.
incase of low avionic bay extract airflow.
Simulation: ”APU BOOST”
Simulation: ”LOP GND 2”
To simulate an APU BOOST command through the MCDU the line key
To simulate ”OIL LOW PRESS & GND” for the following systems (Blue/yellow
adjacent to”APU BOOST” discrete output status has to be pushed:
main hydraulic pressure power warning indicating, WHC2, PHC2, green main
S ”APU BOOST” becomes ”1” and the EIU sends the APU BOOST command hydraulic PWR RVSR indicating, FCDC1, FCDC2) through the MCDU the line
to the ECB (Electronic Control Box). key adjacent to ”LOP GND2” has to be pushed:
S APU BOOST 1 simulates a not closed starter air valve. The APU is boosted S the discrete output status becomes GND2 ”0”
(If running).
S ”B (Y) ELEC PUMP LO PR” warning message is no longer inhibited
S APU BOOST 2 simulates a energized starter air valve solenoid.
S the PHC2 commands a low probes heating level
Simulation: ”FAULT” S the WHC2 commands a low windshield (F/O) heating level
To simulate a disagree between the actual position and the commanded S the 3DB1 and 3DB2 rain repellant valve opening is authorized
position of the HP fuel valve through the MCDU the line key adjacent to FAULT
NOTE: The ”LOP GND2” discrete is used to inhibit the Flight Control
DISCRETE OUTPUT STATUS must be pushed. The FAULT becomes ”1” and
System test through the CFDS. Access to this menu is prohibited

the FAULT legend of the HP-Valve 1 (2) annunciator light comes on.
by the CFDS architecture as long as you work on the EIU
DISCRETE OUTPUTS menu.
Simulation: ”T/R INHIB”
To simulate the authorization of the T/R directional control valve solenoid
closure (through the 14KS1(2) relay) through the MCDU the line key adjacent
to T/R has to be pushed:
S ”T/R INHIB” discrete output status INHIB becomes ”1” and
S the 14KS1(2) inhibition relay is energized, authorizing the directional control
valve solenoid energization
FRA US/E-1 FrM Dec 9, 2008 18|EIU OutputSim P−&N−Typ Page 260
test|L3/B2
73−25
STEP 1 A

" #
0

'

$ ''

A ''

NEXT
PAGE

" #
''
) ''
1 ''
1
''

Figure 156 Discrete Outputs Simulation

test|L3/B2
Training
Training

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Technical
LAN Technical
Simulation: ”HP FUEL PN” Simulation of ”TLA > MCT”

To simulate a HP FUEL VALVE 1(2) in open position through the MCDU the To simulate ”TLA > MCT” for the following systems (AEVC, PACK
Lufthansa Lufthansa
line key adjacent to HP”HP FUEL PN” discrete output status has to be pushed: CONTROLLERS, CABIN PRESSURE CONTROLLERS) the line key adjacent
S FUEL PN becomes ”1” and the zone controller 8HK will receive the HP to TLA ”TLA > MCT” discrete has to be pushed:
FUEL VALVE 1(2) open condition. S output status > MCT becomes ”1”
NOTE: The zone controller uses the HP fuel valve position to elaborate S on the ECAM PRESS page check that the inlet and extract skin air valves
the bleed status on label 061 and sends it to the EEC through the close
EIU (label 030). The bleed status can only be modified by this
input if the PRV opens (engine running).
Simulation of ”PACKS OFF”
To simulate the PACK FLOW control valve closure command through the
MCDU the line key adjacent to”PACKS OFF” discrete output status has to be
pushed:
S PACKS OFF becomes ”1” and the PACK FLOW control valve closure
solenoid is energized.
NOTE: The PACK FLOW control valve 1(2) require a muscle air
pressure to open.
Simulation of ”N2 > IDLE”

To simulate ”N2 > IDLE” for the following systems (Radio altimeter XCVR, blue
main hydraulic power) the line key adjacent to “N2 > IDLE“ has to be pushed:
S the discrete output becomes ”1”> IDLE
S the electric pump of the blue hydraulic system starts and the blue hydraulic
system is pressurized (approximately 3000PSI)
WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT
CONTROL SURFACES ARE CLEAR BEFORE YOU

PRESSURIZE/DEPRESSURIZE A HYDRAULIC SYSTEM.
NOTE: The N2 > IDLE discrete is used to inhibit the ”RAMP TEST” of
the RADIO ALTIMETER 1(2). Access to radio altimeter RAMP
TEST menu is prohibited by the CFDS architecture as long as
you work on the EIU DISCRETE OUTPUTS menu.
test|L3/B2
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Technical
LAN Technical
STEP 1 A
Lufthansa Lufthansa

" #
0

'

$ ''

A ''

NEXT
PAGE

" #

''
) ''
1 ''
1
''

Figure 157 Discrete Outputs Simulation

test|L3/B2
AIR A319/A320/A321
AIR GENERAL IAE V2530−A5
75−00
ATA 75 AIR
75−00 AIR GENERAL
GENERAL DESCRIPTION
Engine Air Sections FADEC COMPRESSOR AND CLEARANCE CONTROL
S Nacelle Compartment and Accessory Cooling
General
S Bearing Compartment Cooling and Sealing
The engine compressor and clearance control system is provided with fuel
S HP Turbine Cooling pressure operated servo valves, but the HP compressor handling bleed valves
S HP/LP Turbine Clearance Control System [ACC (Active Clearance Control)] are operated by pneumatic pressure.
S Ignition System Cooling (REF, ATA 74) The actuators have two feedback signals, one for channel A and one for
channel B, except for the HP compressor handling bleed valves which do not
75−30 Compressor Control have any position feedback.
S LP Compressor Airflow Control System There is a cross−talk between the two channels, so that each channel is
S HP Compressor Airflow Control System synchronized to the position sensed by the other channel.
75−40 Nacelle Temperature Indicating Compressor and Clearance Control LRUs
S BSBV Master Actuator
External Air System
− Servo Valve
The external air system consists of the following subsystems:
− Feedback for EEC (Electronic Engine Controller)
S Fuel control system air bleed
S BSBV Slave Actuator
S HP/LP turbine active clearance control
− Servo Valve
S High energy igniter harness cooling air
− Feedback for EEC
S Engine bleed air.
S VSV Actuator
Internal Air System − Servo Valve

The internal air system consists of: − Feedback for EEC
S Propulsion airflow (Secondary & primary flows) S 7TH Stage Bleed Valves (3)
S Bearing compartments pressurizing air − 7th Stage Solenoids (3)
S Cooling air S 10th Stage Bleed Valve
− 10th Stage Solenoid
FRA US/E-1 FrM Dec 10, 2008 01|75−00|general|L1/B1 Page 264

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HPC STAGE 10
BLEED VALVE LPC BLEED
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HPC STAGE 10 TO HPC STAGE 7 MASTER ACTUATOR

HPT AIR VALVE SOLENOID
VALVES
VSV
ACTUATOR HPC STAGE 7
BLEED VALVE
STAGE 10
AIR SOLENOID VALVE
HPC STAGE 7
BLEED VALVE HPC STAGE 10
SOLENOID VALVE
NO4 BEARING LPC BLEED
COMPARTMENT SLAVE ACTUATOR
AIR COOLER
OVBD
HPT AIR VALVE
NACELLE ENGINE
TEMPERATURE BLEED VALVE
SENSOR
ENGINE
BLEED VALVE FAN AIR
7TH NACELLE ANTI-ICE

2ND STAGE 10TH VALVE
BLADE FAN AIR
ACC LPT ROTOR STREAM
VALVE CAVITY
2.5
10TH 7TH
HPT TURBINE HPC

ACC ACTUATOR ACTIVE BLEED VALVE (3x) FAN AIR
CLEARANCE
LPC BLEED
HPC BLEED VALVE (1x)
LP TURBINE ACTIVE CLEARANCE ENGINE STABILITY BLEED PART
Figure 158 Air Systems Schematic

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AIR A319/A320/A321
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TURBINE COOLING CONTROL OPERATION

General OPERATING SCHEDULE
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The EEC (Electronic Engine Control) controls the actuation of an ACC (Active The graph shown below shows control valve position, and actuator position
Clearance Control) valve for the HP and LP turbine active clearance control related to the operation points A to E.
and a 10th stage make-up air valve for supplementary internal cooling of the
turbines. Engine Stopped
With the engine stopped, the position of the actuator piston is point A.
HPT/LPT Active Clearance Control (HPT/LPT ACC)
At this point:
The ACC system ensures the blade tip clearances of the turbines for better
S The control valve for the HP turbine ACC is closed.
performance.
S The control valve for the LP turbine ACC is not less than 44 % open.
The HPT/LPT ACC valve modulates fan air flow to the HP and LP turbine
cases. Engine Operation
The EEC controls the valve position as a function of thrust level and altitude. During engine operation, the EEC controls the position of the actuator piston
The LVDTs transmit their valve position to the EEC. between point B and point E.
HP Turbine (10th Stage) Cooling Air Control (if installed) Take−Off
The HP turbine cooling air valve (Make up air valve) supplies supplemental air During take−off, the position of the actuator piston is at point C.
from HP compressor 10th stage to cool the 2nd stage vanes, hubs and discs of
At this point :
the HP.
S The control valve for the HP turbine ACC is closed.
The valve operates as a function of high rotor speed and altitude and
incorporates a two−position switch to provide a feedback signal to the EEC S The control valve for the LP turbine ACC is not less than 70 % open.
(channels A and B). During cruise the valve is closed. NOTE: The actuator position between point C and point E depends on
the altitude.
Fail Safe
When there is no torque motor current or no fuel servo pressure, the actuator
piston moves to point A. The LP valve will be partially open (-44 deg)
The actuator piston remains at this point at all defective conditions. (HP valve
closed)
FRA US/E-1 FrM Dec 10, 2008 02|turb cool|L3/B1 Page 266
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LAN Technical
LufthansaLufthansa
10TH STAGE
MAKE UP AIR F/B
VALVE E D C B A
HPT AND LPT 100%
TO No 4
COOLING (FULL OPEN)
BEARING
MANIFOLDS SCAVENGE VLV
EEC 80%
HPT 2ND 10TH STAGE

VANES HP COMP AIR
INTERNAL 60%
COOLING
HPT/LPT
ACC 40%
ACTUATOR
MECHANICAL MAKE UP SOL LPT VALVE
LINKAGE P3 CONTR VLV
20%
HPT VALVE
0
HPT
FAN AIR
LP PRESS
LPT RETURN -20%
ACC VALVE
FMU -40%
SERVO
PRESS -50%
100% 80% 60% 40% 20% 0 (REVERSE
(PISTON (PISTON OPEN)
RETRACTED) EXTENDED)
PISTON TRAVEL (%)
Figure 159 Turbine Cooling Control Schematic

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72-00
HP TURBINE COOLING FUNCTIONAL OPERATION

10TH STAGE MAKE UP AIR VALVE
The two position stage 10 ON/OFF Valve is attached to the 10th stage NOTE: The EEC will keep the air valve open at all engine operating
manifold at the top of the engine compressor case. phases except cruise. The valve incorporates two
Purpose microswitches for transmitting valve position to the EEC
Channel A & B. The fail-safe position is valve open with
The make up air discharges into the area around No 4 bearing housing,
solenoid de−energized.
supplements the normal airflow in this area and increases the cooling flow
passing to the HP turbine, stage 2. NOTE: The HPC Stage 10 make up air valve and associated
All of the HPT airfoils are cooled by secondary air flow. The first stage HPT hardware has been deleted from production beginning with
blades are cooled by the HPC discharge air which flows through the fist stage ESN V10950
HPT duct assembly. The second stage vane clusters are permanent cooled by
10th stage compressor air mixed with thrust balance seal vent air supplied
externally.
ATTENTION: The 10th stage air is supplied through 4 tubes (2 tubes on each TURBINE COOLING
engine side) TUBES
Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage
compressor (Make up air). This air moves through holes in the first stage HPT
air seal and the turbine front hub into the area between the hubs. The air then
goes into the second blade root and out the cooling holes.
10TH STAGE ”MAKE−UP” AIR SYSTEM
The make up air discharges into the area around No 4 bearing housing,
supplements the normal airflows in this area and increases the cooling flow
passing to the HP turbine, stage 2.
The used cooling air is taken from the 10th stage manifold. It is controlled by a
two position pneumatically operated valve. The valve position is controlled by
the EEC as a function of corrected N2 and altitude.
Operation
Signals from the EEC will energize/de-energize the solenoid control valve.
When energized the solenoid supplies high pressure compressor discharge air
to the control valve which shuts−off the flow of cooling air.
In the open position (Solenoid de-energized) the valve allows 10th stage air to
flow through two outlet tubes down the left and right hand side of the diffuser LEFT HAND SIDE
case and then pass into the engine across the diffuser area. The air then
discharges into the area around No 4 bearing housing. Figure 160 Turbine Cooling Tubes
FRA US/E-1 FrM Sep 10, 2008 03|HPT|L3/B1 Page 268

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TO OTHER MAKE UP AIR

BLEED MAKE UP AIR
LufthansaLufthansa
SOLENOID BUFFER AIR

VALVES FAN AIR
BUFFER AIR MIXED AIR
10TH STAGE COOLER (ACAC) 10 ST. AIR (4X)
SOLENOID
VALVE BUFFER
AIR
MAKE UP
AIR VALVE EEC
ST. 10 AIR ST. 12 AIR COMBUSTION

CHAMBER
MAX FLOW MIN FLOW
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ
ÀÀÀÀÀÀ BEARING 4
NO. BEARING OIL PRESS

SCAVENGE VALVE COMPARTMENT
LOW OIL
PRESS SWITCH
TO DE-OILER OIL AND AIR
NO. BEARING
PRESS XMTR OIL PRESS
REED
XMTR
SWITCH
PB EIU
EEC

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Changes in Cooling of HP-Turbine Stage 2

From S/N V10950 the Make Up Air Valve is no longer installed.
The difference is shown in the next figure.
LufthansaLufthansa


72-00
CONTINU-
OUS
FLOW
ADAPTER
LPT AND HPT

COOLING
MANIFOLDS
EEC
10th STAGE HP
COMPRESSOR
HPT/LPTACC ACTUATOR
MECHANICAL
LINKAGE
HPTACC
VALVE
FAN
LPTACC AIR
FMU
FMU: Fuel Metering Unit VALVE LP RETURN
HPT: High Pressure Turbine SERVO
REGULATOR
HPTACC: High Pressure Turbine Active Clearance Control
LPT: Low Pressure Turbine
LPTACC: Low Pressure Turbine Active Clearance Control SERVO PRESSURE
Figure 162 Turbine Clearance Control & Turbine Cooling

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HPT/LPT ACC SYSTEM OPERATION

The HP/LP Turbine ACC (Active Clearance Control) system uses fan air to
LufthansaLufthansa
cool the HP and LP cases for blade tip clearance control in order to
FORWARD
improve engine performance and maximize the turbine cases life time. Fan air
is drawn from a common HP/LP turbine ACC air scoop in the fan duct. This air
is divided into HP and LP cooling air and passes through individual short ducts
to the Active Clearance Control Valves which direct air for both HP and LP
turbine case cooling.
HP COOLING
ATTENTION: The HP Turbine Clearance Control Valve is equipped with 4
plugs in the valve vane. This plugs can be removed according to
a service bulletin to allow a permanent cooling of the HP turbine.
In case of a valve removal/installation the same configuration
must be provided on the new valve.
If the plugs must be removed, there is a storage bracket provided
on the actuator rod. Do not throw the plugs away!
HPT/LPT COOLING MANIFOLDS
HP Turbine Manifold
The assembly consists of a left and right hand tube assemblies which are a
simple push fit into the manifold.
Air outlet holes on the inner face of the tubes direct the air onto the HP turbine
casings.
LP Turbine Manifold
The assembly consists of a upper and lower tube assemblies with integral
manifolds, both ends of the cooling tubes are sealed.
Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.
LP COOLING
FORWARD
Figure 163 Cooling Manifolds
FRA US/E-1 FrM Dec 11, 2008 04|HPT/LPT ACC contr|L3/B1 Page 272
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ACTIVE CLEARANCE
CONTROL (ACC) ACTUATOR
ACTIVE CLEARANCE
CONTROL (ACC) VALVE
AIR FROM THRUST REVERSER DUCT
TO HP/LP CASE COOLING
HP VALVE VANE
VANE STEM
HP TURBINE
CASE COOLING
LP TURBINE
CASE COOLING
REMOVABLE PLUGS
FROM RH T/R DOOR
Figure 164 LPT/HPT Active Clearance Control System Locations

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LINKAGE
LP VALVE
FAN AIR
TO LP
TURBINE
MANIFOLD PLUGS ACTUATOR
STORAGE
BRACKET
HP VALVE
LPT/HPT ACTIVE CLEARANCE CONTROL

TO HP TURBINE
MANIFOLD
VALVE (ACC VALVE)
Figure 165 LPT/HPT Active Clearance Control Valve Component

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75−00
COMPRESSOR CONTROL FUNCTIONAL OPERATION

General
The booster stage bleed valve, the variable stator vane and HP
compressor bleed valves systems are controlled by the EEC. The booster
stage bleed valve controls the LP compressor airflow. The variable stator vane
and the 7th and 10th stage bleed valves control the HP compressor airflow.
Booster Stage Bleed Valve Control
The BSBV (Booster Stage Bleed Valve) position is controlled by the EEC. The
EEC uses the BSBV feedback signal from the LVDT (Linear Variable
Differential Transducer) to adjust the actual BSBV position.
At low LP spool speeds the booster provides more air than the core engine can
utilize. To match the booster discharge airflow to the core engine requirements
at low speed, excess air is bled off through BSBVs into the fan discharge air
stream. At higher engine speeds the BSBV are closed in the way that all the
booster discharge (Primary air flow) enters the core engine.
Variable Stator Vane Control
The VSV (Variable Stator Vane) position is controlled by the EEC. The EEC
uses the VSV feedback signal from the LVDTs to adjust the actual VSV
position.
The VSV system maintains a satisfactory compressor performance over a wide
range of operating conditions. The system varies the angle of the inlet guide
vanes and stator vanes to aerodynamically match the low pressure stages of
compression with the high pressure stages. This variation of vane position
changes the effective angle at which the air flows across the compressor
blades and vanes. The VSV angle determines the compression characteristics
(Direction and velocity) for any particular stage at compression.

HP Compressor Bleed Valves
The 7th and 10th stages bleed valves maintain a more stable operation of the
compressor.
FRA US/E-1 FrM Dec 11, 2008 05|compr contr|L3/B1 Page 276
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LPC BLEED
SLAVE
10 TH ACTUATOR EEC
STAGE
BLEED VALVE
OPEN CLOSE
7 TH
(3X) STAGE
BLEED VALVE
LPC BLEED
VSV ACTUATOR MASTER
ACTUATOR
(3X)
P3 10TH 7TH P3
STAGE STAGE
SOLENOID SOLENOID
AIR
FUEL
COMMAND OF SIGNAL
FMU
SIGNAL FEEDBACK
Figure 166 Compressor Control Schematic

FRA US/E-1 FrM Dec 11, 2008 05|compr contr|L3/B1 Page 277
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SYSTEM 75−31
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75−31 LP COMPRESSOR AIR FLOW CONTROL SYSTEM

LufthansaLufthansa
BOOSTER BLEED SYSTEM SYSTEM OPERATION

General System Failure
The primary function of the LP compressor airflow control system is to control S FAIL SAFE POSITION: ”BSBV OPEN”
the airflow thus ensuring compressor stable operation during: S In case of a malfunction ”ENG 1 (2) COMPRESSOR VANE” is displayed on
S Engine start the ECAM E/WD.
S Engine transient operation
Components
The airflow control system includes:
two bleed−valve actuating rods
one Piston Jack Fork End
one LPC bleed−master actuator
one LPC bleed−slave actuator
the Intermediate Structure
Booster Bleed Valve and Actuating Mechanism

The airflow control system automatically operates to control the air bled from
the LP compressor.
The two actuators are mechanically attached to each actuating rod and the
bleed−valve and actuating mechanism. The two actuators are connected
hydraulically and operate together by command and feedback signals from/to
the EEC.
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VIEW ON A
HP MODULE
REMOVED
FORWARD
FORWARD
LVDT
FEEDBACK TO
EEC
Figure 167 Booster Stage Bleed Valve System

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BSBV ACTUATING MECHANISM OPERATION

Booster Bleed Valve and Actuating Mechanism
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The bleed valve and actuating mechanism is a sub−assembly which includes:

S the support ring,
S the ring valve,
S the two upper arms, the lower arms and the eight mid arms and
S the two actuating rods connect the two upper power arms to the two
actuators.
The bleed valve and actuating mechanism operates to make each bleed valve
synchronized, in relation to the positions of the two actuators.
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SYSTEM 75−31
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FAN EXIT GUIDE

VANE (FEGV)
LufthansaLufthansa
FAN FRAME
SUPPORT RING
BLEED VALVE
ACTUATING ROD
BLEED VALVE
RING
POWER ARM
BLEED VALVE FAN FRAME

OUTLET CASE OUTER STRUT
FAN FRAME
BLEED VALVE
FAN FRAME
RING
INNER STRUT
Figure 168 BSBV and Actuating Mechanism
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SYSTEM 75−32
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75−32 HP COMPRESSOR AIR FLOW CONTROL SYSTEM

Lufthansa Lufthansa
VSV SYSTEM COMPONENTS DESCRIPTION

The four stages of variable incidence stators comprise inlet guide vanes to Operation of the VSV Actuator
stage 3 and stator vanes to stages 3, 4 and 5. The dual wound torque motors convert electrically isolated drive signals from
each channel of the EEC into hydraulic drive signals to position the
GENERAL
actuator piston.
The purpose of this system is to position the Inlet Guide Vanes (IGV) and
stator vanes, using a fuel driven hydraulic actuator, in response to electrical ATTENTION: If power to the stator vane actuator torque motor is lost, the
signals provided by the EEC (Engine Electronic Control). stator vane actuator will go to the full open position.
Variable Stator Vane Control Variable Stator Vane Actuation Mechanism

The VSV (Variable Stator Vane) position is controlled by the EEC as a function The variable geometry operating mechanism for the compressor comprises the
of N2/square root of theta T 2.6 (Synthesized value). following elements:
The EEC uses the VSV feedback signal from the LVDTs (Linear Variable S an actuator/crankshaft drag link,
Differential Transducer) to adjust the actual VSV position. S a crankshaft (Steel),
S four crankshaft/unison ring drag links,
DESCRIPTION
S four unison rings,
Variable Stator Vane Actuator S spindle levers (Titanium) and
The stator vane actuator accurately controls vane movement with respect to a S variable IGVs and variable stators for stages 3, 4, and 5.
torque motor current supplied by the EEC. Operation of the stator vanes are
regulated by accurate control of high pressure fuel flow to one or other side of System Failure
a differential area piston. S FAIL SAFE POSITION: ”VANES OPEN”
The piston has an externally adjustable low speed stop at the extended end of S In case of a malfunction ”ENG 1 (2) COMPRESSOR VANE” is displayed on
its travel. The high speed stop is formed by a collar which limits piston the ECAM E/WD.
retraction.
A provision is made to lock the piston with a rigging pin for setting purposes.
Linear Variable Differential Transformer

A Dual Wound LVDT is located in the center of the actuator piston rod.
The LVDT completes the electronic control loop by providing a signal of
actuator position to the EEC.
Engine Linkage with the VSV Actuator

The engine IGV (Inlet Guide Vane) and Stator Vane linkage is connected to a
fork end on the piston rod of the VSVA unit. The securing pin of link on to fork
end.
FRA US/E-1 FrM Dec 11, 2008 07|−32|VSV sys|L3/B1 Page 282
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CRANKSHAFT
ACTUATOR ASSEMBLY
BRIDGE
PIECE
ENGINE
SPLIT
CASING
CRANKSHAFT
SUPPORT
REAR BRG ASSEMBLY
HOUSING FUEL
POWERED
RAM
ACTUA-
TOR
STAGE 4 RIG HOLES

LEVER
UNISON RING
COMPRESSOR CASE
Figure 169 VSV System Components
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75−00 AIR GENERAL

VSV RIGGING ADJUSTMENT/TESTS
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VARIABLE STATOR VANE SYSTEM (VSVS)

Actuator Installation/Rigging
obligation!
Before the actuator is removed it is important that the VSV crankshaft
assembly is locked in order to prevent damage to the stator vanes.
Rig pins are provided to lock the crankshaft and the actuator, as shown below.
After the fuel supply and return tubes have been disconnected the crankshaft
should be rotated to align the rig pin holes in the input lever and the front
bearing housing.
Spanner (Wrench) flats are provided on the crankshaft for this purpose.
Installing the rig pin locks the crankshaft assembly with the actuator and vanes
in the high speed position (Actuator fully retracted).
FRA US/E-1 FrM Dec 11, 2008 08|−00|VSV rig|L3/B1 Page 284
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CONTROL
LOCKNUT ROD END
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HP COMPRESSOR
CASE
CONTROL
ROD SIGHTING
HOLE
NOT IN SAFETY
VIEW ON THE HP COMPRESSOR

CASE WHEN YOU LOOK FROM
THE FRONT
OF THE ENGINE
NOT IN SAFETY
VSV
ACTUATOR
IN SAFETY
CRANK ACTUATOR
MAX 5°
FRONT BEARING LOCKNUTS
HOUSING R/H L/H
VSV ACTUATOR
CRANK RIG PIN
ASSEMBLY CRANK ASSEMBLY
RIG PIN INPUT LEVER
CONTROL ROD END

ALIGNMENT
Figure 170 VSV Actuator Rig

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HANDLING BLEED VALVES FUNCTIONAL OPERATION

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General
Handling bleed valves are fitted to the HP compressor to improve engine
starting, and prevent engine surge when the compressor is operating at
off−design conditions.
ATTENTION: A total of four bleed valves are used, three on stage 7 and one
on stage 10.
LH-SIDE
Component Description
The handling bleed valves have two positions (Fully open or fully closed) and
are operated pneumatically by their respective solenoid control valve. 7C
BLEED VALVE
The solenoid control valves are scheduled by the EEC.
When the bleed valves are open air bleeds into the fan duct through ports in
the inner barrel of the “C” ducts.
The servo air used to operate the bleed valves is HP compressor delivery air
known as P3 or Pb.
Silencers are used on some bleed valves. 7A
All the bleed valves are spring loaded to the open position and so they will BLEED VALVE
always be in the correct position (Open) for starting.
Functional Operation
10
The bleed valve is a two position valve and is either fully open or fully closed. BLEED VALVE
It is spring loaded to the open position and so all the bleed valves will be in the
correct position - open - for the engine start.
When the engine is started the bleed air from the engine will try to close the RH-SIDE
valve. The valve is kept in the open position by servo air (P3) supplied from the
solenoid control valve (Solenoid de-energized).
The bleed valves will be closed at the correct time during an engine
acceleration by the EEC energizing the solenoid control valve. This vents the 7B
P3 servo air from the opening chamber of the bleed valve and the bleed valve BLEED VALVE
will move to the closed position.
NOTE: For trouble shooting purposes a pneumatic test set is available to
test the operation of the bleed valves, because only the solenoid
valves are monitored!
Figure 171 Bleed Handling Valves Location
FRA US/O-2 FrM Jan 19, 2009 09|HB valves|L3/B1 Page 286
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SERVO SERVICE PORT SERVICE PORT

VENT
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SERVO
VENT VENT VENT
SOLENOID DE-ENERGIZED
SOLENOID ENERGIZED
BLLED VALVE OPEN
BLLED VALVE CLOSED P3 SUPPLY
P3 SUPPLY FROM ENGINE
FROM ENGINE
OPENING CHAMBER
Figure 172 HP Compressor Bleed Valve Operation

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Operating Schedule
BLEED VALVE OPERATING SCHEDULE
The schedule for a bleed valve (7C) is described, in detail, below.
BLEED
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Steady State REGIME OPEN (RPM) CLOSE (RPM)

VALVE
It has to be noted that the valve will be commanded closed at stabilized min
idle, 8600 N2, and will not be opened again in steady state. 11800
11400
Transient (35000 ft & below)
Steady State
The valve will be commanded open during engine acceleration whenever N2 is 12250
below the transient closing speed. Thus during an acceleration from min ”idle to
7A 11800
(42000 ft & above)
max” speed the valve will be opened and will remain open until the speed Surge &
passes the transient closing speed. 12562 12772
Reverse
If the acceleration is to a speed below the transient closing speed the valve will
remain open until the acceleration timer expires (30 seconds).
During decelerations the valve will be commanded open whenever N2 is below 7B Steady State 7650 8000
the transient opening speed. The valve remains open until the deceleration
ceases and a deceleration time, 2 seconds, expires.
Steady Stade 6800 7000
NOTE: The transient regime is slightly modified for operation above
15000 ft but operates in the same way. Transient 11600 12050
7C
Surge/Reverse Surge &
12352 12562
If the engine is operating in reverse thrust the operation is the same as Reverse
transient but different speeds apply. In the event of an engine surge the valve
will be commanded open, if the speed is below the open speed, and will remain
open until the engine restabilizes. 10 Steady State 7650 8000
During an engine deceleration the reverse operation occurs and the bleed Surge & 10667
10667
valve opens. Reverse (Open below)
IDLE 57% = 8800 RPM MAX. TO 100% = 14950 RPM
Handling Bleed Valves (Surge Bleed)

The bleed valves and the solenoid control valves operate in the same manner.
FAIL SAFE POSITION:
S ”7th and 10th OPEN”.
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HANDLING BLEED VALVE MALFUNCTIONS

GROUND- AND AIRSTART CAPABILITY
An engineering order (010169) is released to cover this problems.
STUCK CLOSED STUCK OPENED
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7th/10th Stage Handling Bleed Valve gets stuck

Hung start
7th Stage Hung starts or starting stalls experienced due to 7th and 10th stage handling
or no effect
valve(s) bleed valves failing to open or close.
Sub-idle stall/roll-back
10th Stage Hung start The consequences of a malfunction of one or more handling bleed valves on:
rising EGT S the ground and airstart capability,
valve (Rotating stall)
S the engine operability (surge free operation)
ENGINE OPERABILITY (SURGE FREE OPERATION) S the engine performance (EGT, fuel consumption)
have been assessed and are summarized in the following tables:
STUCK CLOSED STUCK OPENED
NOTE: A bleed test set is provided to check the bleed valves and
one or more 7th Possible surge upon fast
no effect solenoid valves for proper function.
Stage valve(s) transient
10th Stage valve no effect no effect
TAKE-OFF EGT
delta T/O EGT
one 7th stage valve stuck open + 50
two 7th stage valves stuck open + 90 to 100
10th stage valve stuck open + 110 to 120
CLIMB AND CRUISE PARAMETERS

The effect of one 7th stage handling bleed valve being stuck opened,
has been assessed to be as follows:

TYPICAL CLIMB TYPICAL CRUISE
delta EGT + 30 to 40 + 20 to 30
delta FF (%) + 5 to 6 + 3 to 5
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CONTROL SOLENOID LOCATION
7A 7C 7B
A/C HIGH STAGE HANDLING BLEED VALVE SOLENOIDS

BLEED VALVE
SOLENOID
10
HANDLING BLEED MAKE UP AIR

VALVE SOLENOID VALVE
SOLENOID
Figure 173 Bleed Control Valve Solenoids

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NACELLE VENTILATION OPERATION

Ventilation is provided for the fan compartment Zone 1, and the core
Lufthansa Lufthansa
compartment Zone 2 to
S prevent accessory and component overheating and to
S prevent the accumulation of flammable vapors.
Zone 1 Ventilation
The fan case and accessories are cooled by Ram air taken in by a scoop on
the upper side of the air intake cowl. The air circulates through the fan
compartment and is then vented overboard through two ventilation grilles at the
bottom rear center line of each fan cowl door.
Zone 2 Ventilation
The ventilation of Zone 2 is provided by:
S Air circulation through the core compartment and exits through the lower
bifurcation of the ”C” ducts.
S Core compartment ventilation is provided by fan air through holes in the
inner wall of the thrust reverser ”C” ducts and by air exhausting from the
ACC (Active Clearance Control) system around the turbine area.
The air circulates into the core compartment and flows through the lower
bifurcation of the thrust reverser ”C” ducts, then exits through the thrust
recovery nozzle.
Ventilation during Ground Running
During ground running local pockets of natural convection exist providing some
ventilation of the fan case-zone 2.
Zone 2 ventilation is still effected in the same way as when the engine is
running.
FRA US/O-2 FrM Jan 19, 2009 10|nacelle vent|L3/B1 Page 292
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PNEUMATIC
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FAN CASE DUCT LEAKS

COMPARTMENT THRUST REVERSER
VENTILATION SEAL LEAKS
INLET SCOOP CORE ENGINE
COMPARTMENT
VENTILATION
PRESSURE VENTILATION EXIT
RELIEF DOOR EXIT (GRILLE) PRESSURE
(TYPICAL 2 PLACES) ZONE 2 RELIEF DOOR
ZONE 1
Figure 174 Nacelle Ventilation

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NACELLE TEMPERATURE INDICATING IAE V2530−A5

75−41
Technical
LAN Technical
75−41 NACELLE TEMPERATURE INDICATING

LufthansaLufthansa
NACELLE TEMPERATURE GENERAL

The nacelle temperature is monitored by a temperature probe installed in the
ventilated core compartment. The nacelle temperature sensor gives indication
to the ECAM lower display.
The measurement range of the Sensor is −54 _C to 330 _C.
This Signal is fed to the EIU which transforms the Information to digital Form.
The EIU transmits the Data to the ECAM System.
The nacelle temperature is displayed if the system is not in engine starting
mode and one of the two temperatures reaches the advisory threshold.
A advisory indication will be created on the engine system page when the
temperature reaches 320 _C.
FRA US/O-2 FrM Jan 19, 2009 11|−41|nac temp Ind|L3/B1 Page 294
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NACELLE TEMPERATURE INDICATING IAE V2530−A5

75−41
Technical
LAN Technical
LufthansaLufthansa
0.8 0.8
1.2 1.2
LOWER ECAM
DMC1 DMC2 DMC3

NACELLE TEMPERATURE
SENSOR
FWC1
EIU
CONNECTOR PLUG
FWC2
Figure 175 Nacelle Temperature System

FRA US/O-2 FrM Jan 19, 2009 11|−41|nac temp Ind|L3/B1 Page 295
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IGNITION A319/A320/A321
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ATA 74 IGNITION
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74−00 IGNITION GENERAL

IGNITION SYSTEM PRESENTATION
General
System Operation
S Dual ignition is automatically selected for:
− all inflight starts
− manual start attempts
− continuous ignition
Single alternate ignition is selected for ground auto starts.
System Test
The system can be checked on the ground, with the engine shutdown, through EEC CHAN A
the CFDS maintenance menu. CONNECTOR
The system comprises:
S one ignition relay box
S two ignition exciter units
S two igniter plugs - located in the combustion system adjacent to No‘s 7&8
fuel spray nozzles. EEC CHAN B
S two air cooled HT ignition connector leads (cooling is provided by fan air). CONNECTOR
Ignition relay box

The ignition system utilizes 115V AC supplied from the AC 115V normal and IGN A
standby bus bars to the relay box. CONNECTOR
The 115V relays which are used to connect / isolate the supplies are located in
the relay box and are controlled by signals from the EEC.
IGN B
NOTE: The same relay box also houses the relays which control the CONNECTOR P2/T2 HEATING
115V AC supplies for P2/T2 probe heating. CONNECTOR
Figure 176 Ignition Relay Box Location
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IGNITION EXCITER 1 (A)

IGNITOR
PLUG
HIGH TENSION LEAD

AIR INLET HOSE
COOLING
JACKET
HIGH
TENSION
LEAD
IGNITION EXCITER 2 (B)
Figure 177 Ignition System Components

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IGNITION/STARTING OPERATION
General Description IGNITION DURING ALTERNATE START SEQUENCE
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The ignition circuit is supplied with 115V AC/400Hz. The electrical power is
(Manual Start Procedure)
supplied via the EEC (Electronic Engine Control) and EIU (Engine Interface
Unit) which controls the ignition of the igniter plugs. A manual start sequence has been activated by the EEC when the
A dormant failure of an ignition exciter is not possible for more than one flight S ENG/MODE selector is in IGN/START position and the
because: S ENG/MAN START pushbutton is selected to ON.
S the two ignition systems are independent and 30 sec after Master Switch is set to ON the EEC energizes both ignition
S the EEC selects alternately ignition system A or B. exciters.
The de-energization of the ignition exciters is automatically commanded by the
ATTENTION: The Fail Safe Position is ”IGN RELAYS, IGN ON”
EEC when engine N2 speed reaches 43% (Starter cut-out).
IGNITION DURING AUTOMATIC START SEQUENCE If the MASTER control switch is selected to OFF during that starting sequence
An automatic start sequence has been activated by the EEC when the the ignition exciters will be de-energized.
S ENG/MODE selector switch is in IGN/START position and the CONTINUOUS IGNITION SELECTION
S MASTER control switch is to ON. Manual Selection
Thus the EEC energizes automatically the appropriate ignition exciter after a When the engines are running on the ground or in flight the continuous ignition
fixed time period (30 sec dry crank) and keeps it energized until N2 reaches is obtained by positioning the ENG/MODE selector switch in IGN/START
43%. position.
For inflight restart the EEC selects simultaneously both ignition exciters.
Automatic Selection
On the ground, after engine start, the selector must be placed in NORM
position, then back to IGN/START to select continuous ignition (Both ignitors). The EEC selects automatically the continuous ignition mode in some specific
In flight after engine restart, if the selector is maintained in IGN/START conditions:
position, the EEC selects the continuous ignition on the corresponding engine. S engine running and air intake cowl anti−icing is selected to ON,
S EIU failed,
Fault during automatic Start Sequence
S take−off or during flexible take off,
In case of a fault during an automatic starting on the ground, the EEC aborts
automatically the sequence by closing the starter shut−off valve and the HP S approach idle selected,
fuel shut−off valve and de-energizes the ignitors. S in flight, when there is an engine flameout or stall and
S in reverse operation.
Igniter Plug Test

The operation of the igniter plugs can be checked on the ground, engine not
running, through the maintenance MENU mode of the FADEC or manually
(Manual Start without air).
FRA US/O-2 FrM Jan 21, 2009 02|ignit/start ops|L3/B1 Page 298
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Location of Ignition Circuit Breakers

There are 5 ignition CBs installed in the cockpit. 49VU and 121VU
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121 VU
49 VU
Figure 178 Ignition Circuit Breaker Location

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1
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CRANK ON
CH A
NORM OFF IGNITOR
PLUG A
IGN/ MAN START EXCITER
START CH B B
ENG 1&2/IGN/SYS A 11 12 13 14 15 16 LABEL 031
401 XP 49VU
115V AC
ESS BUS
CH A EXCITER
A
EIU 2 IGNITOR
PLUG B
901 XP
115V AC CH B
STAT INV FILTER
BUS BAR ENG/IGN 1/SYS B
103 XP 121VU
115V AC
BUS 1 FILTER EEC
FIRE P/BSW RELAY BOX
401 PP A
28V DC A
ESS BUS FILTER STARTER
VALVE
B
301 PP B
28V DC
BAT BUS FILTER 1
ON B
OF A PERMANENT
F CRANK MAGNETIC
NORM FILTER ALTERNATOR
IGN/START ECAM A1
A2 A
B1
ENGINE 1
B2
ON MAN
START 1
Figure 179 Ignition and Starting System Eng. 1

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IGNITION SYSTEM TEST

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Igniter Plug Test

The operation of the igniter plugs can be checked on the ground, engine not
running, through the maintenance MENU mode of the FADEC.
The test will be performed by selecting the corresponding IGNITOR TEST
page in the MENU and positioning the MASTER control switch in ON to have
the 115V AC power supply to the relevant engine.
FRA US/O-2 FrM Jan 22, 2009 03|sys test|L2/B1 Page 302
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STEP 1 STEP 2

%
%

& !
!

!

!
!
&

STEP 3
STEP 4

%

& !
!
!

!
!
& /

!
Figure 180 FADEC Ignition Test

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IGNITOR TEST
Operational Test of the Ignition System with CFDS
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Each ignition system must be individually selected to be tested.

For the test procedure, refer to AMM TASK 74−00−00−710−041
NOTE: During the test, an aural check of the ignitor plug operation has
to be done.
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Training

74−00
Technical
LAN Technical
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STEP 4 STEP 5

%
%

& ! & !
! !

!
!
! !
& /
& /

STEP 6

%

& !
!


!
!
/

NOTE: THE GROUND CREW MUST CONFIRM

THAT THE IGNITION OPERATES!
Figure 181 FADEC Ignition Test Continued

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Training

74−00
Technical
LAN Technical
IGNITION TEST WITHOUT CFDS

LufthansaLufthansa
For the test procedure, refer to the associated AMM TASK. WARNING: MAKE SURE THAT THERE IS ZERO PSI AT THE
NOTE: During the test, an aural check of the ignitor plug operation has STARTER VALVE INLET BEFORE YOU PUSH THE
to be done. MAN START P/B. READ THE PRESSURE ON THE
ECAM START PAGE.
Position of the Starter Valve

Pressure for Engine Start (Bleed Pressure)
Selection of the Ignition System A or B or A and B

(Continuous Ignition)
ATTENTION: In Configuration other than starting, the bleed
pressure and ignition is not displayed.
Figure 182 Ignition Test without CFDS

FRA US/T-5 FrM Feb 11, 2009 04|Man sys test|L2/B1 Page 306
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74−00
Technical
LAN Technical
Panel Configuration for the Test

1. CHECK AIR PRESSURE AT START VALVE 0 STEP 4
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2. MODE SELECTOR TO IGN/START

3. MAN START P/B TO ON
4. MASTER LEVER ON
(IGN A & B is ”ON”)
STEP 1
STEP 2
STEP 3
Figure 183 ECAM Indication Air Pressure check Figure 184 Panel Configuration for Ignition Test
FRA US/T-5 FrM Feb 11, 2009 04|Man sys test|L2/B1 Page 307
Training
STARTING A319/A320/A321
Training
STARTING-GENERAL IAE V2530−A5

80−00
Technical
LAN Technical
ATA 80 STARTING
LufthansaLufthansa
80−00 STARTING-GENERAL
GENERAL DESCRIPTION
Starting Introduction TWO PROCEDURES ARE APPLICABLE FOR ENGINE STARTING:
The starting system of the engine utilizes pressurized air to drive a turbine at A. Normal Starting Procedure (Automatic)
high speed. This turbine drives the engine high pressure rotor through a The starting sequence is fully controlled by the FADEC and is selected
reduction gear and the engine accessory drive system. when the ENG/MODE/CRANK/NORM/IGN START Selector Switch is in
The air which is necessary to drive the starter comes from: IGN/START position and the MASTER Control Lever in ON position.
S either the APU Start can be aborted on ground only by the FADEC in case of failure.
S or the second engine B. Alternative Starting Procedure
S or a ground power unit. This sequence is controlled by the pilot as follows:
The starter supply is controlled by a Starter SOV (Shut−Off Valve), − the ignition selector switch is set in IGN/START position and the MAN
pneumatically operated and electrically controlled. START pushbutton switch commands the starter shut−off valve,
In case of failure, the SOV can be operated by hand. − the MASTER control lever controls the HP fuel shut−off valve.
The starter valve closes when the N2 speed reaches 43 %. NOTE: No start abort is performed by the FADEC in case of failure.
The starter centrifugal clutch disengages when N2 speed is above 43%.
Engine starting is controlled from the ENG start panel 115VU located on the
center pedestal and from ENG/MAN START Switch on the overhead panel.
The starting sequence may be interrupted at any time by placing the MASTER
Control Lever in OFF position which overrides the FADEC and closes the HP
Fuel Shut Off Valve and thus the engine is stopped.
FRA US/T-5 FrM Feb 11, 2009 05|80−00|start gen|L1/B1 Page 308
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Training
STARTING-GENERAL IAE V2530−A5

80−00
Technical
LAN Technical
OVERBOARD
LufthansaLufthansa
OTHER
A/C
SYSTEMS
BMC
PRECOOLER
TLT TCT
FIRE WALL
P P
OPV FAV
PRV
HPV
TO HYDRAULIC RESERVOIR PRESSURIZATION

(ENGINE 1 ONLY)
IPC
HP
STARTER IP
VALVE
ENGINE
STARTER
Figure 185 Starting System Schematic

FRA US/T-5 FrM Feb 11, 2009 05|80−00|start gen|L1/B1 Page 309
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Training
ENGINE STARTING SYSTEM IAE V2530−A5

80−13
Technical
LAN Technical
80−13 ENGINE STARTING SYSTEM

LufthansaLufthansa
STARTING SYSTEM PRESENTATION

STARTER MOTOR
Starter Motor Description
The pneumatic starter motor is mounted on the forward face of the external When the starter output drive shaft rotational speed increases above a
gearbox and drives the HP Compressor to a rotation speed at which a light up predetermined value, the centrifugal force overcomes the tension of the clutch
can occur. leaf springs, allowing the pawls to be pulled clear of the gear hub ratchet teeth
It is attached to the gearbox by a V−Clamp adaptor ands connected by ducts to to disengage the output drive shaft from the turbine.
the aircraft pneumatic system.
The starter motor gears and bearings are lubricated by an integral lubrication
system.
Servicing features include:
S Oil level sight glass
S Oil fill plug
S Oil drain plug with a magnetic chip detector
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, as shown below, comprises a single stage turbine, a reduction
gear train, a clutch and an output drive shaft housed within a case
incorporating an air inlet and exhaust.
Compressed air enters the starter, impinges on the turbine blades to rotate the
turbine, and leaves through the air exhaust. The reduction gear train converts
the high speed, low torque rotation of the turbine to a low speed high torque
rotation of the gear train hub.
The ratchet teeth of the gear hub engage the pawls of the output drive shaft to
transmit the drive to the external gearbox, which in turn accelerates the engine
HP-Compressor rotor assembly.
When the air supply to the starter is cut off, the pawls overrun the gear train
hub ratchet teeth. This allows the turbine to coast to a stop while the engine
HP-Turbine compressor assembly and, therefore, the external gearbox and STARTER
starter output drive shaft continue to rotate.
Figure 186 Starter Location
FRA US/T-5 FrM Feb 11, 2009 06|−13|starter|L2/B1 Page 310

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Technical
LAN Technical
REDUCTION GEARS
TURBINE STARTER
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ROTOR DRIVE SHAFT VALVE
AIR GEARBOX
INLET
STARTER
DUCT
STARTER
ROTATING
ANNULUS
OIL REPLENISHMENT
POINT
DISENGAGING MECHANISM QAD SIGHT GLASS

TURBINE TURBINE ADAPTER
NOZZLES ROTOR
GEAR TRAIN
CLUTCH
TWO PIECE
OUTPUT SHAFT
AIR
IN
DRAIN PLUG AND

AIR EXHAUST CHIP DETECTOR
Figure 187 Starter Motor
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Training

80−13
Technical
LAN Technical
STARTER AIR CONTROL VALVE

Starter Air Control Valve General
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The starter air control valve is a pneumatically operated, electrically controlled

shut−off valve. It is located on the lower right hand side of the LP−Compressor
(Fan) case.
The start valve controls the air flow from the starter air duct to the starter
motor. It basically comprises a butterfly valve type housed in a cylindrical valve
body with in−line flanged end connectors, an actuator, a solenoid valve and a
pressure controller.
A micro switch provides valve position feed back information to the FADEC.
Manual Operation
The starter air valve can be opened/ closed manually using a 0.375 inch
square drive. Access is through a panel in the R. H. fan cowl. A valve position
indicator is provided on the valve body.
A micro switch provides valve position feed back information to the FADEC.
NOTE: Do not operate the valve manually without positive duct pressure.
ATTENTION: FAIL SAFE POSITION: ”SOV CLOSED”
STARTER VALVE
Figure 188 Starter Air Control Valve Location

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Technical
LAN Technical
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STARTER VALVE
FILTER
MANUAL OVERRIDE
STARTER VALVE OP
CL
STARTER VALVE
Figure 189 Starter Valve (Manual Override)

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80−13
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STARTER AIR CONTROL VALVE OPERATION

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To open the Valve Manual Operation

Air from immediately upstream of the butterfly valve is put through a filter. If an electrical failure occurs in the starter valve, the butterfly valve can be
The filtered air is then passed through an orifice and supplied to the solenoid operated manually. An extension is included at the actuator end of the butterfly
valve. Air from upstream of the orifice is also supplied to the smaller piston of shaft, which is used to manually operate the valve. The end of the shaft is
the two−function actuator. adapted to engage a 0.375 in. square drive.
When the solenoid is energized, its ball valve opens, which permits the flow of Position Indication
air to the larger piston. The movement of this ball valve also simultaneously
The position of the butterfly valve is indicated through a plunger operated
closes the bleed to ambient. The air then pushes against the face of the larger
switch.
piston on the two−function actuator.
The piston moves to the left as its pressure increases above that of both the Pneumatic Starter Valve Test
spring and the small−area piston. Actuator movement is transmitted through its The operation of the pneumatic starter valve can be checked on ground,
linkage and turns the butterfly valve to the open position. engine not running, through the maintenance MENU mode of the EEC.
To close the Valve This test will be performed by selecting the STARTER VALVE TEST page in
the MENU.
When electrical power is removed from the solenoid valve, the ball valve
closes.
DUAL COIL
Air pressure from the larger piston of the two−function actuator is bled to SHUT-OFF
ambient through the solenoid valve. The air pressure from the smaller piston SOLENOID
closes the two−function actuator and through its linkage, closes the butterfly
SWITCH
valve. The actuator spring will also close the butterfly valve if there is a
(CONTACTS SHOWN OPEN)
pressure drop upstream of the butterfly valve.
The valve will stay closed until air pressure is supplied and the solenoid is 1
operated again.
2
3
4
5
6
7
8
VALVE WIRING
9
(SHOWN WITH VALVE
IN CLOSED POSITION) 10
Figure 190 Starter Valve (Electrical Schematic)
FRA US/T-5 FrM Feb 12, 2009 07|start valve|L3/B1 Page 314
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Technical
LAN Technical
LufthansaLufthansa
SHUT-OFF SOLENOID
(SHOWN DE-ENERGIZED)
VALVE SHOWN IN CLOSED POSITION
CLOSED POSITION SWITCH

(CONTACTS OPEN WHEN VALVE IS CLOSED)
TEST
AMBIENT ACTUATOR PORT
PRESSURE
CLOSE
ORIFICE
FILTER
AMBIENT
PRESSURE
FLOW TO PNEUMATIC
STARTER INLET
Figure 191 Starter Air Control Valve

FRA US/T-5 FrM Feb 12, 2009 07|start valve|L3/B1 Page 315
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STARTING GENERAL IAE V2530−A5

80−00
Technical
LAN Technical
START AIR CONTROL VALVE TEST

STEP 1
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Start Air Control Valve Test via CFDS

%
The start air control valve operation may be tested via CFDS.
Refer to AMM Task 80−13−51−710−040.

STEP 2

%

& !

!
!
!

CONTINUE
TO STEP 3
Figure 192 Starter Valve Test (Precautions)
FRA US/O-2 FrM Mar 20, 2009 08|test|L2/B1 Page 316

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Training

80−00
Technical
LAN Technical
LufthansaLufthansa
STEP 3 STEP 4

%
%
%

& ! & ! & !

!
!
!
! ! !
! ! !

RESULT: OK
STEP 5

%
%

& ! & !

!
!
! !

! !

" #
RETURN RESULT: OK
TO STEP 1
Figure 193 Starter Valve Test via CFDS (Test OK)
Training
Training

80−00
Technical
LAN Technical
LufthansaLufthansa


80−00

%
%
%

& !
!'

! !

!
! B

! '!(( '$( ('
$

A

RESULT: NOT OK
B 1

%
%
%

!'

!'
!(' !

! ' !(' !
*' *
1

! (*$'' *'
.*' *' *$$ *

*' )*'
! *(' *
(*' *($'
*' *$' &&*
Figure 194 Starter Valve Test via CFDS (Test Fail)

Training
Training
CRANKING IAE V2530−A5

80−10
Technical
LAN Technical
80−10 CRANKING
LufthansaLufthansa
DRY CRANKING−DESCRIPTION
Air Supply
The air necessary for the starting comes from the duct connecting engine bleed
and the precooler.
The air necessary for the starter is supplied by either:
S the other engine through the crossbleed system
S the APU and in that case, all the air bled from the APU is used for starting
S an external source able to supply a pressure between 30 and 40 psig.
Dry Cranking (Test No 1)

Requirement
A dry motoring of the engine will be needed when:
S it is necessary to eliminate any fuel accumulated in the combustion
chamber
S a leak check of engine systems is needed.
To perform this operation, the starter is engaged and the engine is motored but
the HP fuel shut off valve remains closed and both ignition systems are OFF.
ATTENTION: An engine dry motoring can be performed for a maximum of
three consecutive cycles (2 of 2 minutes and 1 of 1 minute with
a cooling period of 15 seconds between each cycles).
After three cycles or 4 minutes of continuous cranking, stop for a
cooling period of 30 minutes.
FRA US/O-2 FrM Mar 20, 2009 09|−10|Dry cranking|L2/B1 Page 320
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80−10
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LufthansaLufthansa
PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘ BOOST PUMP STARTS TO RUN
OVERHEAD PANEL
PULL C/B: HP FUEL LP FUEL SOV OPENS (ECAM WARNING)
SOV
PUT MODE SELECTOR TO ‘CRANK‘ POSITION ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE MIN. 30 PSI
PUSH ‘MAN START‘ PB TO ‘ON‘ START VALVE OPENS
MONITOR INDICATIONS N2 AND N1 COMES INTO VIEW
N2, N1 AND OIL PRESSURE MUST

INCREASE
AFTER MAX. 2 MINUTES
RELEASE ‘MAN START‘ PB TO OFF START VALVE CLOSES,

ENGINE INDICATIONS
−BACK TO ‘0‘
PUT MODE SELECTOR ECAM ENG START PAGE

TO ‘NORM‘ POSITION DISAPPEARS
PUSH C/B: HP FUEL SOV LP FUEL SOV CLOSES
Figure 195 Dry Cranking Procedure

FRA US/O-2 FrM Mar 20, 2009 09|−10|Dry cranking|L2/B1 Page 321
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80−10
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WET CRANKING DESCRIPTION

Wet Cranking (Test No 2)
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A wet motoring will be needed when the integrity of the fuel system has to be
checked.
If such a test is performed, both ignition systems are off (also pull the circuit
breakers) and the starter is engaged to raise N2 up to the required speed of
20%.
The MASTER control switch is moved to ON and the exhaust nozzle of the
engine carefully monitored to detect any trace of fuel. On the ECAM the FF
indication shows approx. 180kg initial fuel flow.
ATTENTION: When the MASTER control switch will be returned to the OFF
position to shut-off the fuel, also the starter valve closes.
The EEC automatically reengages the starter at 10% N2 and the
engine should be motored for at least 60 seconds to eliminate
entrapped fuel or vapor.
The motoring can be performed for a maximum of three consecutive cycles.
(2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between
each cycles).
After three cycles or 4 minutes of continuous cranking, stop for a cooling period
of 30 minutes.
FRA US/O-2 FrM Mar 20,2009 10|Wet cranking|L2/B1 Page 322

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LAN Technical
PULL IGNITION SYSTEM C/B‘S (5)

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PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘ BOOST PUMP STARTS TO RUN
OVERHEAD PANEL
DO NOT PULL C/B: HP FUEL SOV
PUT MODE SELECTOR TO ‘CRANK‘ POSITION ECAM ENG START PAGE APPEARS
CHECK STARTER AIR PRESSURE MIN. 30 PSI
PUSH ‘MAN START‘ PB TO ‘ON‘ START VALVE OPENS
MONITOR INDICATIONS N2 AND N1 COMES INTO VIEW
N2, N1 AND OIL PRESSURE MUST

INCREASE
WHEN N2 SPEED IS >20%
PUT ENG MASTER SWITCH TO ‘ON‘ FUEL FLOW INDICATION INCREASES
AFTER 10−20 SECONDS
PUT ENG MASTER SWITCH TO ‘OFF‘ FUEL FLOW INDICATION GOES TO ‘0‘
NORM START VALVE CLOSES
WHEN N2 SPEED REACHES 10% THE EEC RE−ENGAGES THE STARTER

AFTER 60 SECONDS MOTORING
RELEASE ‘MAN START‘ PB TO OFF START VALVE CLOSES,ENGINE

INDICATIONS
−BACK TO ‘0‘
PUT MODE SELECTOR ECAM ENG START PAGE
TO ‘NORM‘ POSITION DISAPPEARS
Figure 196 Wet Cranking Procedure

FRA US/O-2 FrM Mar 20,2009 10|Wet cranking|L2/B1 Page 323
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Training

80−00
Technical
LAN Technical
80−13 ENGINE STARTING SYSTEM

AUTOMATIC START PRESENTATION EEC AUTO START ABORT DESCRIPTION
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The automatic start mode gives the EEC (Electronic Engine Control) full control The autostart procedure commences only when the engine is not running, the
to automatically sequence the starter air valve, ignition relays and the fuel mode selector set to IGN/START and the master switch is ON.
on/off torque motor. Intermittent mode selector position or manual start push button switch selection
Upon receipt of the appropriate start command signals from the EIU (Engine have no effect on autostart sequence once the autostart procedure is initiated.
Interface Unit), the EEC commands, in sequence: Switching the master switch OFF during an autostart will close the fuel and
S the starter air valve starter air valves and turn the ignition system off. It also resets the EEC.
S ignition exciter relay(s), Auto Start Abort Function
− alternatively selected for each ground start The automatic start abort function is only available when N2 speed is below
− both selected for inflight or manual starts 43% and in case of:
S fuel on function of the torque motor which opens the shutoff valve. S Start valve failure
During a normal start, the starter air valve and ignition exciter are automatically S Ignition failure
turned off by the EEC at a predetermined N2 speed of 43%. S Pressure Raising Shut Off Valve failure
Starter assistance will be commanded by the EEC for inflight starts at low S Hot start
MACH numbers where windmilling conditions are insufficient for engine
S Hung start
starting.
S Surge
(The EEC has input data necessary to activate the starter assistance function
where necessary). S EGT >250 deg C when restart (max 2 min)
S Loss of EGT
NOTE: In case a Auto Start is initiated and one thrust lever is not in idle
position a ECAM warning is triggered. The start sequence will NOTE: The oil pressure is not monitored during Auto Start.
continue and the engine will accelerate to the trust lever position. The EEC automatically shuts off fuel, ignition, and starter air and provides the
appropriate fault indication to the cockpit. (Auto Start Fault)
Autostart fault messages will be displayed until approximately idle speed.
ATTENTION: The EECs ability to shut off fuel is inhibited above 43% N2 on the
ground and at all conditions inflight. In case of an automatic start
abort, the EEC re−opens the start valve when reaching 10% N2
for a 30 second dry motoring cycle to clear fuel vapor and to cool
the engine.
Then the operator has to select the Master switch to the OFF
position by a command indicated on the ECAM page (”Master
lever OFF”).
The operator then has to decide to perform a new engine start or
troubleshoot the system.
FRA US/O-2 FrM Apr 27, 2009 11|−13|auto start|L2/B1 Page 324

80−00
Panel 115VU ECAM INDICATIONS DURING AUTO START

−Turn Mode Selector to IGN/START ECAM ENG Start Page is displayed, the airpressure
Position (HP−Connection or APU) must be 30−40 psi.
−Set the ENG−MASTER switch to ON On the ENG Start Page (SD):

(The Pack valves also ”Close”) − the starter valve symbol goes in line (open)
After 30 seconds:
-the A or B IGN indication comes in to view
-the FUEL FLOW indication 180KG/H comes into view
-the EGT rises (max. 20 sec. after FF).
On the Primary ENG Page (E/WD): E/WD
−monitoring of EPR, N1, N2, EGT, FF is required
−at 43% N2 the starter valve symbol must
go to cross line (closed)
−IGN OFF
−Check Oil Pressure min. 60psi.
−record the start EGT (R/U sheet)
After Engine has been started
−Turn Mode Selector to NORM
SD
Figure 197 Automatic Start Procedure
FRA US/O-2 FrM Apr 27, 2009 11|−13|auto start|L2/B1 Page 325
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MANUAL START PRESENTATION

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General
The engine manual start panel, used for manual start, is located on the Panel 115VU
overhead panel and is composed of two manual start push button switches −Turn Mode Selector to IGN START ECAM ENG start Page is
(one per engine). Position displayed, the airpressure
(HP−Connection or APU)
The manual start mode limits the authority of the EEC so that the pilot can
must be 30−40 psi.
sequence the starter, ignition and fuel on/off manually. This includes the ability
to dry crank or wet crank.
ATTENTION: During manual start operation, the EEC autostart abort feature is
not available and conventional monitoring of the start parameters
is required.
The EEC continues to provide fault indications to the cockpit.
Manual Start Procedure

The manual start procedure commences when:
S the mode selector is set to IGN/START, Panel 122VU
S the manual start push button switch is set to ON and -Push the MAN START PB -the blue ON-Light of the
P/BSW1 comes on.
S the master switch is OFF.
On the ENG start page:
The starter air valve is then commanded open by the EEC.
-the starter valve symbol
When the master switch is turned ON (at 22% N2) during a manual start, both goes in line (open).
ignitors are energized (IGN A/B) and fuel is turned on (Initial FF 180 KG/H). (Pack Valves closed)
Intermittent mode selector position has no effect on the manual start sequence -N2, Oilpressure and N1
once the manual start procedure is initiated. must increase.
The starter air valve can be closed by selecting the manual start push button
switch OFF at any time prior to turning the master switch ON.
Once the master switch is turned ON, the manual start push button switch has
no effect on the start.
When the master switch is turned OFF, the control commands the HP fuel
valve closed, the starter air valve closed and the ignitors off and the EEC is
resetted.
Figure 198 MAN Start Step 1 and 2
FRA US/O-2 FrM Apr 27,2009 12|man start|L2/B1 Page 326

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Panel 115VU
−Set the ENG−MASTER switch to ON On the ENG Start Page (SD):
ECAM INDICATIONS DURING MAN START
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(The Pack valves also ”Close”) -A and B IGN indication comes in to view (below IGN)
-FUEL FLOW indication 180KG/H is shown
-EGT rises (max. 20 sec. after FF).
On the Primary ENG Page (E/WD):

−at 43% N2 the starter valve symbol must go to cross
line (closed)
−IGN OFF
−Check Oil Pressure min. 60psi.
−record the start EGT (R/U sheet)
Panel 115VU
-Turn MODE Selector to NORM.
E/WD
Panel 115VU
-release MAN START P/BSW.
SD
Figure 199 MAN Start Step 3−5
FRA US/O-2 FrM Apr 27,2009 12|man start|L2/B1 Page 327
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EXHAUST A319/A320/A321
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THRUST REVERSER SYSTEM IAE V2530-A5

78−30
Technical
LAN Technical
ATA 78 EXHAUST
Lufthansa Lufthansa
78−30 THRUST REVERSER SYSTEM

INTRODUCTION
Description
The thrust reverser comprises a fixed inner and a movable outer (translating)
assembly.
The translating cowl is moved by four hydraulically operated actuators which
are pressurized by the pumps mounted on each engine.
The air is discharged through cascades.
The thrust reverser is controlled through the FADEC (Full Authority Digital
Engine Control) system from the cockpit by a lever hinged to the corresponding
throttle control lever.
S a HCU (Hydraulic Control Unit),
S four actuators with internal lock for lower actuators,
S three flexible shafts,
S two linear variable differential transformers located on each upper actuator,
S two proximity switches located on each lower actuator and
S two thrust reverser cowls comprising a fixed structure and 2 translating
sleeves latched together.
FRA US/O-2 FrM Apr 27, 2009 01|78−00|T/R intro|L1/B1 Page 328
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78−30
Technical
LAN Technical
CASCADE
TRANSLATING
Lufthansa Lufthansa
SLEEVE
DRAG LINK
BLOCKER
DOOR
STOWED (VIEW LOOKING DOWN)

CASCADE
TRANSLATING
SLEEVE
BLOCKER
DOOR
DEPLOYED (VIEW LOOKING DOWN)

Figure 200 Thrust Reverser stowed/deployed
FRA US/O-2 FrM Apr 27, 2009 01|78−00|T/R intro|L1/B1 Page 329
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78−30
Technical
LAN Technical
THRUST REVERSER SYSTEM DESCRIPTION

General NOTE: During normal reverser operation the isolation valve remains
LufthansaLufthansa
The T/R (Thrust/Reverser) is actuated in response to signals from the EEC energized for a period of five seconds after the LVDTs have
(Engine Electronic Control). Selection of either stow or deploy from the cockpit registered fully stowed to ensure full lock engagement and
generates a signal to the engine EEC which in turn, supplies signals to the completion of the stow cycle.
thrust reverser hydraulic control unit. Inadvertent Stowage/Deployment
Thrust Reverser Deployment ATTENTION: In either case the LVDT sensors detect a movement the EEC will
Thrust reverser deployment is initiated by rearward movement of the reverser execute an auto−stow or an auto−deploy.
lever which inputs a signal, via a dual resolver, to the EEC. This occurs when the LVDTs sense uncommanded movement greater than
The EEC supplies a 28V signal to the isolation valve and directional control 10% of actuator full travel.
valve solenoids mounted in the HCU (Hydraulic Control Unit). When auto−stow is initiated the EEC signals the isolation valve to open.
The supply of the signal to the directional control valve solenoid is also Pressure is returned to the system, and with the directional control valve in its
controlled upon the aircraft being on the ground (weight on wheels) and upon stow position, the reverser is returned to its stowed condition.
the closure of the aircraft permission switch (T/R inhibition relay) in that line. Following auto−stow the isolation valve would remain energized for the
This switch is closed by the TLA (Throttle Lever Angle) signal via the SEC remainder of the flight.
(Spoiler Elevator Computer) and the EIU (Engine Interface Unit). Energization If the reverser travel exceeds 15% of its travel from the fully stowed position
of the isolation valve solenoid and the directional control valve solenoid allows then the EEC will command idle.
hydraulic pressure into the system. This function is being relayed to the EEC
Following stow, full power is again obtainable.
by a pressure switch mounted in the HCU.
When auto deploy is initiated to counteract inadvertent stow, the EEC will
Pressure in the lower actuators releases the locks which is signalled to the
command the isolation valve to close and keep it closed until forward thrust has
EEC by the Proximity Switches (lock sensors). As the pistons move rearward
been selected. This action will prevent further movement in the stow direction
to deploy the reverser, the LVDT (Linear Variable Differential Transformer) on
by virtue of the large aerodynamic loads on the translating sleeves which will
the upper actuators monitors the movement and informs the EEC when the
normally be sufficient to deploy the reverser. If the reverser travel exceeds 22%
translating sleeve is fully deployed. The Proximity Switches and LVDTs remain
of its travel from the fully deployed position then the EEC will command idle
active and the isolation valve remains energized.
power.
Thrust Reverser Stowage T/R components monitored by CFDS

Stowage of reverser is initiated by forward movement of the piggyback levers The following components are monitored by the CFDS:
which is sent to the EEC. As a result the signal to the directional control valve
S HCU (Hydraulic Control Unit)
solenoid is cancelled by the EEC and the permission switch, allowing pressure
to remain only in the stow side of the actuators. The pistons then move forward S STOW Switch Lower Actuator R/H
until stowing is complete and the lower actuator locks are engaged. Then the S STOW Switch Lower Actuator L/H
isolation valve solenoid is de−energized and the reverser is locked in the S LVDT-Thrust Reverser Upper Actuator R/H (DEPLOY)
forward thrust mode.
S LVDT-Thrust Reverser Upper Actuator L/H (DEPLOY)
ATTENTION: In all following schematics according reverser hydraulic supply
(ENG 1, green system) is shown. Yellow system is for ENG 2.
FRA US/O-2 FrM Apr 28, 2009 02|sys descr|L2/B1 Page 330

78−30
STATIC MREV 70,0%

RELAY
SEC 1
OR DMC
CFDIU
SEC 2(3)
EIU 1/2
MCDU FWC
LGCIU T/R TEST
EWD
1/2
TR LOCKED
T/R TR POSITION
POSITION
(WOW) CHANNEL A TR LOCKED
MAIN
TR POSITION
Î
LANDING
GEARS1&2
LVDT
T/R
ÈÈÈÈÈÈÈ
TR LOCKED
ÈÈÈÈÈÈÈ Î
Î
POSITION TR POSITION
CHANNEL B
ÈÈÈÈÈÈÈ Î
PRESS
SW ACTUATOR RIGHT
ÈÈÈÈÈÈÈ Î
PROXIMITY SLEEVE
ÈÈÈÈÈÈÈ Î
CHANNEL A SENSOR
EEC CHANNEL B
ÈÈÈÈÈÈÈ Î
HCU ÈÈÈÈÈÈÈ
SUPPLY INNER
THRUST LEVER
N2 >50% SOV F
ÈÈÈÈÈ T/R ÈÈÈÈÈÈÈ Î

LATCH
HYDRAULIC LVDT
ÈÈÈÈÈÈÈ Î
TCU RETURN
SWITCH INHIBITION
ÈÈÈÈÈÈÈ Î
ÈÈÈÈÈÈÈ Î
RELAY ACTUATOR LEFT
ÈÈÈÈÈÈÈ Î
AND PROXIMITY SLEEVE
RESOLVERS DIRECT V SOL
SENSOR
POTENTIO
METERS
CHANNEL B
CHANNEL A
DIRECT V SOLÈÈÈÈÈÈÈ
ISOLATION V SOL
ÈÈÈÈÈÈÈ
Î
Î
ISOLATION V SOL INNER
LATCH
Figure 201 Reverser System Schematic
FRA US/O-2 FrM Apr 28, 2009 02|sys descr|L2/B1 Page 331
Training
Training
THRUST REVERSER SYSTEM IAE V2530-A5 (**ON A/C 116−199)

78−30
Technical
LAN Technical
T/R INDEPENDENT LOCKING SYSTEM FUNCTION ELECTRICAL

CONNECTOR
Lufthansa Lufthansa
General
An independent locking system is designed to isolate the thrust reverser from
the aircraft hydraulic system.
This system consists of:
S a thrust reverser SOV (Shut−Off Valve) upstream of the HCU (Hydraulic
Control Unit),
S a filter and associated plumbing,
S mounting and electrical supply.
The SOV is electrically actuated from an independent signal from the SEC
(Spoiler Elevator Computer), bypassing the FADEC command circuit.
The SOV and the filter are located under the pylon.
COMPONENT DESCRIPTION
Shut−Off Valve
The thrust reverser SOV is a 3 port, two position spool valve. It is controlled by
a solenoid driven 3 port, two position normally open pilot valve. Electrical power
is supplied to the SOV through the fan electrical feeder box.
Filter and Clogging Indicator SERVICE
It is used to filter the fluid from the aircraft hydraulic system. The filter is a TO CASE
flow−through cartridge−type filter. The clogging indicator monitors the head DRAIN SUPPLY
loss through the filter cartridge and has a pop−out indicator to advice when it is
necessary to replace the filter element.
Two spring−loaded magnetic pistons keep the pop out indicator in retracted
position. The lower magnetic piston monitors the differential between the INLET
filtered and unfiltered fluid pressure across the filter element. As the differential PORT
pressure increases, the piston compresses its spring and moves away from the
upper magnetic piston.
At a preset displacement of approximately 2 mm, the upper magnetic piston
spring overcomes the magnetic force and drives the pop−out indicator from its
retracted position. The filter assembly contains a check valve to permit the
removal of the canister and the change of the filter element with a minimum of OUTLET
spillage. PORT CLOGGING
INDICATOR
Figure 202 T/R Independent Locking System (Location)
FRA US/O-2 FrM Oct 8, 2009 03|indep lock|L2/B1 Page 332

Training
Training
THRUST REVERSER SYSTEM IAE V2530-A5 (**ON A/C 116−199)

78−30
Technical
LAN Technical
RADIO
Lufthansa Lufthansa
ALT
SEC
TLA
EIU EEC ELAC
RELAYS 115V AC
TO HYDRAULIC
ACTUATORS HCU
T/R
SOV
SOV
FILTER
HYDRAULIC
FROM AIRCRAFT
Figure 203 T/R Independent Locking System (**On A/C 116−199)

FRA US/O-2 FrM Oct 8, 2009 03|indep lock|L2/B1 Page 333
REVERSER SYSTEM IAE V2530-A5
78−30
THRUST REVERSER COMPONENT DESCRIPTION
Cascades
There are 16 accedes installed. UPPER ACTUATOR
The cascades are not interchangeable.
LOWER ACTUATOR
GRAPHITE
COMPOSITE
CASCADES
Figure 204 Location of Cascades Reverser deployed

FRA US/TO-2 FrM Oct 9, 2009 04|cascades|L3/B1 Page 334
Training
Training

78−30
Technical
LAN Technical
LufthansaLufthansa
ACTUATOR ACCESS
PRECOOLER DUCT
TRANSLATING
UPPER TRACK COWL
AND HINGE
FITTING
ONE PIECE
INNER
BARREL
STOW
LOCKOUT
PIN
STOWAGE
BLOCKER
DOORS
Figure 205 Stowed Reverser

FRA US/TO-2 FrM Oct 9, 2009 04|cascades|L3/B1 Page 335
Training
Training

78−30
Technical
LAN Technical
THRUST REVERSER FUNCTION/MANUAL DEPLOYMENT

LufthansaLufthansa
THRUST REVERSER HYDRAULIC SUPPLY

Thrust Reverser Operation
The thrust reverser is operated by aircraft hydraulic pressure.
The reverser HCU (Hydraulic Control Unit) directs hydraulic pressure to the
actuators.
The EEC controls the HCU and the reverser operation.
THRUST REVERSER MANUAL DEPLOYMENT

Non Return Valve (By−pass)
During manual deployment the non return valve must be set in the bypass
position to allow the hydraulic from the actuators to go back to return.
Access to the non return valve is gained by removing the pylon access panel
on the left hand side.
FRA US/O-2 FrM Oct 9, 2009 05|hyd supply|L2/B1 Page 336

Training
Training

78−30
Technical
LAN Technical
LufthansaLufthansa
HYDRAULIC
TO HYDRAULIC SYSTEMS
RESERVOIR
FILTER/
HYDRAULIC INTEGRATED N. R. V.
FIRE S. O. V. OPEN SHUT
SUCTION LINE
WING
HP LINE COLLECTOR
T/R
RETURN TO HYDRAULIC
RESERVOIR
PYLON
CASE DRAIN LINE
MANUALLY
BYPASSABLE
NON RETURN
VALVE
FROM HCU
HCU NORMAL NORMAL

BYPASS
PUMP
NON RETURN VALVE

Figure 206 Reverser Hydraulic Supply/Non Return Valve
FRA US/O-2 FrM Oct 9, 2009 05|hyd supply|L2/B1 Page 337
78−30
REVERSER HCU COMPONENT DESCRIPTION

General Pressure Switch
The HCU (Hydraulic Control Unit) controls hydraulic fluid flow to the thrust The pressure switch provides signals to the EEC to indicate when there is
reverser actuators. Control and feedback signals are exchanged with the EEC. hydraulic pressure downstream of the isolation valve.
The HCU is mounted on the pylon over the engine centerline, just forward of The pressure switch is closed at pressure between 798 and 1450 psi and is
the C−duct and is accessible from the left side. opened at a minimum pressure of 798 psi.
The hydraulic control unit includes the following items:
Filter and clogging indicator
S isolation solenoid valve solenoid,
The hydraulic control unit filter is used to filter the fluid supply from the aircraft
S isolation valve, hydraulic system.
S directional control valve solenoid, The filter is a flow through cartridge type filter. The clogging indicator monitors
S directional control valve, pressure loss through the filter cartridge and features a pop−out indicator to
S pressure switch, signal when it is necessary to replace the filter element.
S filter and clogging indicator (pop out). Manual Lockout Lever
Isolation Valve With the manual lockout lever it is possible to shut the hydraulic supply to the
reverser by closing the isolation valve in the HCU.
The solenoid operated isolation valve isolates the thrust reverser actuation
systems from the remaining hydraulic network on the engine. ATTENTION: The lever can be secured in the lockout position with a pin (this is
The isolation valve solenoid is a dual coil valve solenoid connected to both also a part of blocking the reverser.) This must always be done
channels of the EEC. The isolation valve is in the closed position while the when working on the reverser system.
thrust reverser is in the stowed position. Upon actuation of the thrust reverser
system, the isolation valve solenoid is energized and the isolation valve is
opened.
Directional Control Valve

The solenoid operated directional control valve directs high pressure hydraulic
fluid to the correct end(s) of the actuators to either stow or deploy the
translating sleeve.
The directional control valve solenoid is a dual wound solenoid connected to
both channels of the EEC. The directional control valve solenoid is energized
when the deploy command is given and provides hydraulic fluid at hydraulic
pump supply pressure to both ends of the actuators through the directional
control valve to initiate deployment of translating sleeve.
FRA US/O-2 FrM Oct 12, 2009 06|HCU|L3/B1 Page 338

Training
Training

78−30
Technical
LAN Technical
LufthansaLufthansa
ISOLATION VALVE
HYDRAULIC SOLENOID VALVE
INPUT UNION
FILTER (POP-OUT)
INDICATOR DIRECTIONAL VALVE
SOLENOID VALVE
HOUSING
SPRING
BLEED VALVE
FILTER
PRESSURE
SWITCH
QUICK RELEASE PIN

HYDRAULIC
OUTPUT
ISOLATING LEVER
CONNECTOR „A“ CHANNEL

CONNECTOR „B“ CHANNEL
Figure 207 Hydraulic Control Unit (HCU)

FRA US/O-2 FrM Oct 12, 2009 06|HCU|L3/B1 Page 339
Training
Training
THRUST REVERSER CONTROL AND IAE V2530-A5

INDICATING 78−31
Technical
LAN Technical
78−31 THRUST REVERSER CONTROL AND INDICATING

LufthansaLufthansa
REVERSER (HCU) FUNCTIONAL OPERATING MODES

HCU IN FORWARD THRUST POSITION
In the initial stowed position with the reverse stow control selected in the
cockpit, the hydraulic pressure is applied to the input of the HCU (Hydraulic
Control Unit). All reverser hydraulic systems are pressurized at the return
pressure as long as the aircraft is in flight and no signal is sent to open the
isolation valve solenoid.
ATTENTION: In all following schematics according reverser hydraulic supply
(ENG 1, green system) is shown. Yellow system is for ENG 2.
FRA US/O-2 FrM Oct 13, 2009 07|−31|Fwd Thr/Stow/Deploy|L3/B1 Page 340
Training
Training

INDICATING 78−31
Technical
LAN Technical
LufthansaLufthansa
DIRECTION
ÇÇÇ
ISOLATION PRESSURE CONTROL
RETURN S. V. SWITCH BLEED SOLENOID
ÑÑÑÇÇÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
VALVE
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇ
SUPPLY
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
Ç
ÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇ ÇÇÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÇÇÇÇÇ
Ç ÇÇÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÇÇÇÇÇ
ÇÇÇÇÇÇ
Ç
Ç Ç ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇ
ÇÇÇÇ
SHUT-OFF VALVE
ÇÇÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÇÇÇÇÇÇÇÇ
FILTER AND
ÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇ
ÇÇÇÇ
**ON A/C 116−199, CLOGGING
ÇÇÇÇ
INDICATOR
STOW SPEED
ÑÑ
ÇÇÇÇ
RESTRICTOR
ÇÇÇÇ
FILTER
DIRECTION
ÑÑÑ
ÇÇÇÇ
SUPPLY CONTROL
VALVE
ÇÇÇÇ
ÑÑÑ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÑÑÑ ÇÇÇÇÇÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ STOW DEPLOY
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇ ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇ
ÇÇÇÇ ÑÑ
ÑÑ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
RETURN ISOLATION DEPLOY SPEED
VALVE
RESTRICTOR
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ TO OTHER TO OTHER
NON RETURN VALVE ACTUATORS ACTUATORS
MANUAL
(MANUAL OPERATED)
ÇÇÇÇÇÇ
INHIBITION
LOWER ACTUATORS
ÇÇÇÇÇÇ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ INTERNAL LATCH
LOCK
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ENGAGED
SENSOR
FORWARD THRUST CONFIGURATION
ACTUATORS STOWED. ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ACTUATOR
LVDT
Figure 208 HCU in FWD Thrust Configuration
Training
Training

INDICATING 78−31
Technical
LAN Technical
HCU DEPLOY SEQUENCE DESCRIPTION

1. When reverse thrust is selected in the cockpit, the EEC (Electronic Engine
Control) ensures that deployment is permitted.
LufthansaLufthansa
In that case, the electrical power (28V DC) is sent to the Isolation Valve
Solenoid and to the Directional Valve Solenoid.
2. When the Isolation Valve is opened and the Directional Control Valve
Solenoid is energized, hydraulic pressure (3000 psi) moves the Directional
Control Valve.
This supplies hydraulic pressure to the head end of the actuator to unlock
the actuators, and then extending them.
3. As soon as both lock sensors indicate an unlocked condition for more than
0.2 seconds (indicating that translating sleeves are ”unlocked sleeves”) a
signal is sent by these sensors to the EEC.
In the cockpit an amber “REV“ indication is displayed in the middle of the
EPR dial on the E/WD (Engine Warning Display).
4. Each translating sleeve arriving at 95 percent of its travel is slowed down
until completely deployed through hydraulic actuator inner restriction.
This event is indicated to EEC when both LVTD (Linear Variable Differential
Transformers) detect this position. REV indication changes to green.
NOTE: When the thrust reverser is in the deployed position, the Isolation
Valve remains energized to maintain the hydraulic pressure in
the actuators to prevent vibration.
If an uncommanded stow movement is detected, the EEC will
de−energize the Isolation Valve. This will lead to a thrust reverser
redeploy due to aerodynamical forces on the blocker doors.
INDICATING 78−31
DIRECTION
ÇÇÇ
ÑÑÑÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
VALVE
ÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÑÑÑ
ÑÑ
SUPPLY
ÇÇÇÇÇÇÇÇÇÇÇÇ
ÑÑÑÑÑ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑ
ÑÑÑ
ÑÑ
ÑÑÑÑÑ
Ñ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÑÑÑ ÑÑÑÑÑÑ
ÑÑÑÑÑ
Ñ ÑÑÑÑÑÑ
ÇÇÇÇÇ
ÑÑÑÑÑ
ÇÇÇÇÇ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑ
Ç
Ç Ñ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ
ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
SHUT-OFF VALVE
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑ ÑÑÑÑÑÑÑÑ
FILTER AND
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
INDICATOR
STOW SPEED
ÑÑ
ÑÑÑÑ
ÑÑÑÑ
RESTRICTOR
ÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑ
FILTER
DIRECTION
ÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
SUPPLY CONTROL
VALVE
ÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÑÑÑÑÑÑÑÑ
ÇÇÇÇÇÇ ÑÑÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑÇÇ
ÑÑÑÑ
ÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑÑ ÇÇ
STOW
DEPLOY
ÇÇÇÇÇÇ
ÑÑÑÑ ÑÑÑÑÑÑ
ÑÑÑÑÑÑÑÑ ÑÑÑÑÑÑÑ
ÑÑÑ ÇÇ
ÑÑÑÑ ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ
VALVE RESTRICTOR
ÑÑ
ÑÑ
ÇÇÇÇÇÇ ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ
ÑÑ
ÑÑ
ÇÇÇÇÇÇ ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ TO OTHER TO OTHER
ÇÇÇÇÇÇ ÑÑÑÑÑÑÑÑÑÑÑÑÑ
MANUAL
(MANUAL OPERATED)
ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ
INHIBITION
ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ LOCK
ÑÑÑÑÑÑ
ÑÑÑÑÑÑ ÑÑÑÑÑÑÑ
ÑÑÑÑÑÑ
ÑÑÑÑÑÑ
SENSOR
ACTUATOR
DEPLOY MODE
ÑÑÑÑÑÑ
ÑÑÑÑÑÑ DEPLOY
LVDT
Figure 209 Deploy Sequence
Training
Training

INDICATING 78−31
Technical
LAN Technical
HCU STOW SEQUENCE DESCRIPTION

1. When stowing is selected for the translating sleeves, the EEC ensures that
stowing is permitted.
LufthansaLufthansa
In that case the EEC de−energizes the Directional Valve Solenoid. When
one translating sleeve is less than 95 % deployed, “REV“ indication changes
to amber.
2. Hydraulic pressure is supplied to the rod end of the actuator, the head is
connected to return.
A flow limiter controls hydraulic actuator piston retraction speed.
3. When both translating sleeves are at 0 % from their stowed position, they
set the proximity switches (lock sensor) which send the ”stowed sleeves”
information to the EEC.
The REV indication disappears.
4. The actuators move until stowing is complete and the lower actuator locks
are engaged after which the Isolation Valve Solenoid is de−energized and
the reverser is locked in the Forward Thrust Mode position.
Training
Training

INDICATING 78−31
Technical
LAN Technical
LufthansaLufthansa
DIRECTION
ÇÇÇ
ÑÑÑÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
VALVE
ÇÇÇÇÇÇÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇ
ÇÇ
SUPPLY
ÑÑÑÑÑ ÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇÇ
ÇÇÇ
ÇÇ
ÑÑÑÑÑ
Ç
ÇÇÇ ÑÑÑÑÑÑ
ÑÑÑÑÑ
Ç ÑÑÑÑÑÑ
ÇÇÇÇÇ
ÑÑÑÑÑ
ÇÇÇÇÇ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑ
Ç
Ç Ç
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ
ÇÇÇÇÇÇÇÇ
ÑÑÑÑ
SHUT-OFF VALVE
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑ ÇÇÇÇÇÇÇÇ
FILTER AND
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
ÑÑÑÑ
INDICATOR
STOW SPEED
ÑÑ
ÑÑÑÑ
ÑÑÑÑ
RESTRICTOR
ÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑ
FILTER
DIRECTION
ÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÇÇÇÇÇÇÇÇ
ÑÑÑÑ
SUPPLY CONTROL
VALVE
ÇÇÇÇ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ
ÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑÑ ÇÇÇÇÇÇÇÇ
ÇÇÇÇÇÇ ÇÇÇÇÇÇÇÇ
ÑÑÑÑ
ÑÑ
ÑÑÑÑ
ÑÑÑÑÑÑ
ÑÑÑÑ
ÑÑ
ÇÇÇÇ
ÇÇÇÇ STOW DEPLOY
ÇÇÇÇÇÇ
ÑÑÑÑ ÑÑÑÑÑÑ
ÇÇÇÇÇÇÇÇ ÑÑÇÇÇÇÇÇÇ
ÇÇÇÇ
ÑÑÑÑ ÑÑÑÑÑÑ ÇÇÇÇÇÇÇ
VALVE RESTRICTOR
ÑÑ
ÑÑ
ÇÇÇÇÇÇ ÑÑÑÑÑÑ ÇÇÇÇÇÇÇ
ÑÑ
ÑÑ
ÇÇÇÇÇÇ ÑÑÑÑÑÑ ÇÇÇÇÇÇÇ FROM OTHER TO OTHER
ÇÇÇÇÇÇ ÑÑÑÑÑÑÇÇÇÇÇÇÇ
MANUAL
(MANUAL OPERATED)
ÑÑÑÑÑÑ ÇÇÇÇÇÇÇ
INHIBITION
LOCK
SENSOR
ÇÇÇÇÇÇ
ÇÇÇÇÇÇ
ÑÑÑÑÑÑ ACTUATOR
STOW MODE
ÑÑÑÑÑÑ
ÇÇÇÇÇÇ STOW
LVDT
Figure 210 Stow Sequence
Training
Training

78−30
Technical
LAN Technical
78−30 THRUST REVERSER SYSTEM FLEXIBLE FLEXIBLE

DEPLOY HOSE
STOW HOSE
LufthansaLufthansa
SYSTEM PRESENTATION NON-LOCKING NON-LOCKING

ACTUATOR ACTUATOR
HYDRAULIC ACTUATORS
The actuator base is attached to a torque ring and the end of the piston is
attached to the translating sleeve. As hydraulic pressure builds up in the
actuator, the piston extends. This moves the translating sleeve aft to the
deploy position. In the retract mode, the piston retracts which moves the STOW
translating back to the stow position. TUBE
The Upper actuators (2) have internal LVDT (Linear Variable Differential DEPLOY
Transformers). TUBE
The Lower actuators (2) have a manual unlocking handle and proximity
switches.
FLEXSHAFT INSTALLATION
Synchronization System (Flexible Shafts) SECTION THROUGH DRIVES
Three flexible shafts connect the four actuators together to synchronize the AND TUBES
speed with which the actuators operate and the T/R sleeves on each side of
the engine.
This synchronization keeps the top and bottom of the sleeve traveling at the
same rate so the sleeve will not tilt and jam. The synchronization also keeps
the two translating sleeves moving together so reverse pressure in the
secondary air flow is equal on both sides of the engine.
The flexible shafts are installed inside the extend (deploy) hydraulic hoses.
The shaft engages a worm gear at the base of the actuator that translates the
turning action of the actuator piston as it moves out or in.

A cross−over shaft connects the two upper actuators.
Another shaft connects the upper and lower actuators on each side.
LOCKING LOCKING
ACTUATOR ACTUATOR
HAND WINDING MECHANISMS

Figure 211 Flexshaft Installation and Actuators
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T-PIECE HOUSING FLEXIBLE GUIDE TUBE

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SLEEVE
O-RING SEAL FLEXIBLE
DRIVE SHAFT
(TOP)
ADAPTER
END FITTING
FLEXIBLE
DRIVE SHAFT SHAFTING
(TOP) GUIDE
FLEXIBLE
DRIVE SHAFT
(SIDE)
GUIDE TUBE
GUIDE TUBE
FLEXSHAFT
FLEXIBLE
DRIVE SHAFT INSTALLATION
(SIDE)
LOCKNUT
O-RING SEAL MANUAL DRIVE END FITTING

Figure 212 Flexible Drive Shafts
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HYDRAULIC ACTUATORS COMPONENT DESCRIPTION

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General
Four actuators are used for each thrust reverser, two actuators are used for
each translating cowl.
All actuators use hydraulic snubbing at the end of the deploy stroke to slow
down the actuators over the final part of the deploy stroke. All actuators also
incorporate the necessary deploy stroke mechanical stops.
UPPER NON-LOCKING ACTUATORS
The two upper actuators are identical and in conjunction with the two lower
locking actuators, control movement of the fan reverser translating elements in
response to hydraulic inputs from the HCU.
The upper actuators incorporate an integral LVDT (Linear Variable Directional
Transformer) to indicate piston position, and thus translating cowl position, to
the EEC.
FRA US/O-2 FrM Oct 14, 2009 09|T/R Actuators|L3/B1 Page 348
78−30
EYE END
MOUNTING GIMBAL ADJUSTABLE EYE END
FLOW CONTROL SEALS

UNION (STOW) VALVE
SPLIT GUIDE
BEARING
RINGS
ADAPTER SEAL
(DEPLOY)
PIVOT PIN
SCRAPER
THRUST NEEDLE ROD GUIDE
BEARING PISTON
NUT
WORMWHEEL JACKHEAD ASSEMBLY
SCREWSHAFT
UNION (STOW) PISTON
MOUNTING BUSH BALL
* CLUTCH SHAFT GIMBAL

JACKHEAD ASSEMBLY
SCREWSHAFT
WORMSHAFT
LOCKNUT ADAPTER (DEPLOY)

END CAP
* CLUTCH SHAFT
END CAP
LVDT
Figure 213 Upper Non-locking Actuator
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LOWER LOCKING ACTUATORS

The two lower locking actuators are identical and in conjunction with the two
upper actuators, control movement of the fan reverser translating elements in
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response to hydraulic inputs from the HCU (Hydraulic Control Unit).

The actuators incorporate an integral lock mechanism to hold the piston rod
when the actuator is in the fully stowed position.
The lock releases on rising hydraulic pressure when deploy is commanded via
the HCU. The lock mechanism incorporates a manual release facility and
proximity switch for electrical lock position feedback to the EEC (Electronic
Engine Control).
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LAN Technical
MOUNTING
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GIMBAL
ADAPTER
(DEPLOY) ADJUSTABLE EYE-END
EYE END
DIRECTIONAL FLOW
CONTROL VALVE NUT
SEALS
SPLIT GUIDE
BEARING
RINGS
UNION UNLOCK LEVER SEAL

SCRAPER
(STOW) PIVOT PIN
ROD GUIDE
PROXIMITY UNLOCK
SLEEVE PISTON
SWITCH
THRUST JACKHEAD ASSEMBLY
NEEDLE
BEARING SCREWSHAFT
PISTON
UNION JACKHEAD ASSEMBLY
(STOW)
NUT
MOUNTING BUSH
GIMBAL
END CAP
TINELOCK
LOCK NUT
SCREWSHAFT WORMSHAFT
WORMWHEEL
ADAPTER
(DEPLOY)
Figure 214 Lower Locking Actuator

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THRUST REVERSER TROUBLESHOOTING

MANUAL EXTENSION/RETRACTION OF THE T/R TRANSLATING SLEEVES
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The thrust reverser may be deployed/stowed manually for CAUTION: DO NOT EXTEND THE THRUST REVERSER TRANSLATING
maintenance-troubleshooting operations. SLEEVE WITH THE THRUST REVERSER HALVES FULLY
OPEN.
obligation! DAMAGE TO THE TRANSLATING SLEEVE SYNCHRONIZING
CABLES, AND THE HINGE ACCESS PANELS OF THE
ATTENTION: The procedure is summarized below, the full procedure, warnings THRUST REVERSER HALF COULD OCCUR.
and cautions may be found in the MM ATA 78−30.
3. Put a 0.375 in. square drive in to the manual drive socket of the left and
Procedure right thrust reverser halves.
1. Obey the safety precautions as mentioned in the AMM associated subtask Push the square drive in to engage the internal actuator drives. For the left
(warning notices, open CBs, etc.) and right thrust reverser halves, turn the square drive clockwise.
2. Open the fan cowls CAUTION: DO NOT USE POWER TOOLS IN THE MANUAL DRIVE
WARNING: THE THRUST REVERSER HYDRAULIC CONTROL UNIT SOCKETS TO MOVE THE THRUST REVERSER
(HCU) MUST BE DEACTIVATED BEFORE WORKING ON OR TRANSLATING SLEEVE.
AROUND THE THRUST REVERSER. FAILURE TO DO NOT EXCEED MAXIMUM INDICATED TORQUE LOADING.
DEACTIVATE THE HCU CAN RESULT IN INADVERTENT
THRUST REVERSER OPERATION AND INJURY TO
STEP A
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
Deactivate the Thrust Reverser NON-RETURN
VALVE
Deactivate the thrust reverser HCU (Hydraulic Control Unit).
Deactivate the Thrust Reverser HCU with Lockout Pin with red warning flag. STEP
Set the lockout lever on the HCU to the lockout position. Install the (HCU)
LOCKOUT PIN−THRUST REVERSER with the red warning flag, in the
lockout hole of the HCU.

STEP
Put the locking actuators in the unlocked position
LOCKING
Move the lock levers on both locking actuators aft to the unlocked position ACTUATOR
and install the PIN−LOCKOUT ACTUATOR, to hold the lock levers in the
unlocked position and remove the pylon access panel
Put the non−return valve in the by−pass position

Remove the lockwire that safeties the lever in the normal position and move
the lever of the non−return valve to the by−pass position. Figure 215 Location of Components T/R
FRA US/O-2 FrM Oct 15, 2009 10|T/R man ops|L2/B1 Page 352
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HCU LOCKING
PYLON
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ACTUATOR
LOCKOUT
PIN
MANUAL
DRIVE
MECHANISM
LOCK
LEVER
TO LOCKOUT
NON-RETURN HYDRAULIC LEVER
RESERVOIR MANUAL DRIVE
FROM VALVE
HCU LOCKOUT SOCKET
LOCKING PIN
ACTUATOR
NORMAL
POSITION
LOCKWIRE PROXIMITY
SENSOR
BYPASS
POSITION
LEVER UNLOCK
LOCK POSITION
NORMAL POSITION
POSITION LOCK LEVER
Figure 216 Reverser Manual Operation
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THRUST REVERSER DEACTIVATION

TRANSLATING COWL
De−activation
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(STOWED)
The procedure is summarized below, the full procedure is described in the
AMM 78−30.
S if the thrust reverser is deployed, it has to be stowed manually.
S install the lock out pin in the de−activation lever of the hydraulic control unit.
S remove the translating cowl de−activation pins (2) from their stowage and
insert them in the de−activation position.
T/R Lockout pin installation

NOTE: When fully inserted in the de−activation position the pins will
protrude approx. 0.8” to provide visual indication of ”lock out”.
CASCADES
LOCKOUT PIN
THRUST REVERSER IN LOCKOUT MODE

PIN STOWAGE
Figure 217 Lockout-Mode/Pin installation
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Technical
LAN Technical
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LOCK PIN
LOCK PIN
STORAGE HOLE
LOCKOUT
HOLE
IN-FLIGHT LOCKOUT
LOCK PIN
LOCKOUT
LEVER
TYPICAL FOR LOCK PIN POSITION
BOTH C-DUCTS
HYDRAULIC
LOCK PIN STORAGE CONTROL UNIT PIN STORAGE UNLOCK LEVER
BRACKET POSITION
Figure 218 T/R Deactivation
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FADEC CFDS REVERSER TEST

Reverser Testing via MCDU
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Via MCDU it is possible to operate the reverser on ground with engines

shutdown to make sure the system operation is o.k.
Operational Test of the Thrust Reverser System with the CFDS

For the test hydraulic power must be switched on depending which reverser
system will be tested. (Green ENG 1, Yellow END 2).
All the test steps are written on the MCDU.
If the test is active the REV UNSTOW warning appears on the engine warning
display.
Movement of the throttle into the reverse idle position will deploy the reverser.
Returning the throttle to the FWD idle position will stow the reverser.
During the test also the REV indication in the EPR indicator must be checked.
The actual position of the T/R is also indicated on the MCDU.
CAUTION: MAKE SURE THE TRAVEL RANGES OF THE THRUST
REVERSERS ARE CLEAR.
FOR SAFETY REASONS THE TEST TIME DURATION IS
LIMITED TO 60 SEC.
Figure 219 Reverser Unlocked Indication (ECAM)
FRA US/O-2 FrM Oct 19, 2009 11|T/R test|L2/B1 Page 356

78−30

%
%
%

& !
!

!
! &

& (
'

STEP 5 STEP 6
THROTTLE CONTROL THROTTLE CONTROL
LEVER IN IDLE LEVER IN THE
REVERSE POSITION IDLE POSITION
STEP 4

%
%
%

& ! & !

!
!

&
! !

! & !

RESULT: OK
Figure 220 FADEC T/R Test (Example without Fault)
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Technical
LAN Technical
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LAN Technical
STEP 2
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%

STEP 1

MOVE THRUST LEVER

TO IDLE

RESULT: NOT OK
STEP 3 STEP 4

%
%
%

!'

!. ( ! &&

.( $! ,('' ((
&
$ .( $! '''''' (

.( $!, '''''' ($

TAKE FAULT MESSAGE

AND REFER TO TSM
Figure 221 FADEC T/R Test (Example with Fault)

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REMARKS FOR FADEC T/R TEST

For saftey reasons the time for the test is limited.
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NOTE: If the Test procedure is not performed within 15 seconds (moving

the Throttle Lever to reverse) the test will be interrupted and a
new Test must be initiated.
NOTE: The duration of the complete T/R operational Test (opening &
closing) is limited to 60 seconds.
If this time is exceeded the test will be interrupted and a new
Test must be initiated.
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Technical
LAN Technical
NO THRUST LEVER MOVEMENT

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TO REV. WITHIN THE TIMELIMIT

%

& (

& '

%


!
&

Figure 222 FADEC T/R Test Limits

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71-00
Technical
LAN Technical
71−00 ENGINE CHANGE

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ENGINE REMOVAL/INSTALLATION
obligation!
GENERAL
ATTENTION: The arrangements for slinging/hoisting the engine are shown
below (Bootstrap).
NOTE: During this operation the ”C” ducts are supported by rods which
are positioned between the ”C” duct and the engine pylon.
ATTENTION: After a new engine was installed different Test Tasks have to be
performed.
S Check of engine data via CFDS (ESN, EEC P/N, Engine Rating, Bump
level) to make sure that they are the same as written on the EEC, data
entry plug and engine identification plates.
S Operational Test of EEC via CFDS.
S If A/C is operated in actual CAT III conditions, a Land Test must be
performed.
S Functional check of IDG disconnect system.
S Functional check of engine ice protection system.
S TEST NO. 1 (Dry motor leak check)
S TEST NO. 2 (Wet motor leak check)
S TEST NO. 3 (Idle leak check)
S TEST NO. 6 (EEC system idle test)

S TEST NO. 13 (Pre−tested engine replacement test)
ATTENTION: For further information refer to AMM ATA 71-00-00.
FRA US/O-2 FrM Oct 19, 2009 01|71−00|eng R/I|L3/B1 Page 362
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ENGINE STRUT
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C-DUCTS ENGINE STRUT
C-DUCTS
FRONT BOOTSTRAP
ENGINE STRUT
HAND REAR BOOTSTRAP

HOISTS
C-DUCT
SUPPORT
ROD
LIFTING
FRAME
C-DUCTS HYD JACK INSTL
AND GSE SUPPORT RODS
TRANSPORTATION
STAND
Figure 223 Engine Removal/Installation
FRA US/O-2 FrM Oct 19, 2009 01|71−00|eng R/I|L3/B1 Page 363
POWER PLANT A319/320/321
Training
Training
POWER PLANT GENERAL

71−00
Technical
LAN Technical
ENGINE GROUND OPERATION

ATTENTION: The following example is for information only and without 5. Protect the Engine External Surfaces
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obligation! Task 71−00−00−600−011

1. List of Preservation Procedures A. General
Task 71−00−00−500−010 The procedures in AMM 71−00−00−600−011 describes the protection of
2. Preservation of the Power Plant external surfaces.
Task 71−00−00−550−010 B. Equipment
A. General Anti-corrosion inhibit fluid.
The procedures in AMM 71−00−00−550−010 are for Engines stored on 6. Preservation of the Main Line Bearings
wing or inside/outside. The periods are for 7 days, 7−30 days, 31 days-3 Task 71−00−00−550−012
months and over 3 months.
A. General
B. Equipment
The procedures in AMM 71−00−00−550−012 describes the preservation
Engine Covers, desiccant, rust preventative, moisture resistant tape. of the main line Bearings.
3. De-preservation of the Power Plant B. Equipment
Task 71−00−00−550−011 Engine Oil.
A. General
The procedures in AMM 71−00−00−550−011 are for de−preservation up
to 3 months or over 3 months.
B. Equipment
Engine Oil.
4. Clean and Examine the Power Plant
Task 71−00−00−100−010
A. General
The procedures in AMM 71−00−00−100−010 describes the cleaning of

the Engine.
B. Equipment
Cleaning Solvent.
FRA US/O-2 FrM Oct 20, 2009 02|Pres Gnd Ops|L3/B1 Page 364
POWER PLANT A319/320/321
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POWER PLANT GENERAL

71−00
Technical
LAN Technical
LufthansaLufthansa

FRA US/O-2 FrM Oct 20, 2009 02|Pres Gnd Ops|L3/B1 Page 365
ICE AND RAIN PROTECTION A319/A320/A321
Training
Training
ENGINE AIR INTAKE ANTI ICE IAE V2530−A5

PROTECTION 30−21
Technical
LAN Technical
ATA 30 ICE AND RAIN PROTECTION

LufthansaLufthansa
30−21 ENGINE AIR INTAKE ICE PROTECTION

GENERAL DESCRIPTION
Engine Air Intake Anti−Ice Air source ECAM Page
The air bleed from the 7th stage of the high pressure compressor is the heat If at least one of the two engine air intake anti−ice systems is selected ”ON”, a
source. message “ENG ANTI ICE ON“ appears in GREEN on the ECAM MEMO
A solenoid−operated shutoff valve (fail safe open position) provides the on−off display.
control. The piccolo tube distributes the air within the leading edge of the intake
P/BSW (pressed in) ON
cowl. The spent air exhausts via a flush duct in the aft cavity of the intake cowl.
The “ON“ light comes on in blue. (valve solenoid deenergized).
Anti Ice On/Off Valve ENG ANTI ICE ON is indicated on the ECAM MEMO page.
For each Engine, hot bleed air is ducted via an ”ON/OFF” valve. When the anti ice valve is open (valve position switch detects “NOT
The valve is pneumatically operated, electrically controlled and spring loaded CLOSED“), the zone controller sends a ECS (Environmental Control System)
closed. signal to the FADEC, this will:
Upon energization of the solenoid, the valve will close. S modulate the Idle speed to Minimum PS3 Schedule Demand for both
In case of loss of electrical power supply and pneumatic air supply available, engines and
the valve will open. (Fail safe “OPEN“) S switches the Continuous Ignition to ON via EIU (Engine Interface Unit) and
S It has a “Manual Override and Lock” mechanism and can be blocked in the EEC (Electronic Engine Control).
OPEN or in the CLOSED position.
P/BSW (released out) OFF
System Control Anti ice system is OFF (valve solenoid energized).
For each engine, the ”ON/OFF” valve is controlled by a pushbutton.
P/BSW (pressed in) ON (FAULT)
Continuos ignition (A/B) is automatically activated on both engines when the
Fault light illuminates amber when valve not fully open.

valve is open.
The ”FAULT” light comes on during transit or in case of abnormal operation. P/BSW (released out) OFF (FAULT)
When the anti−ice valve is open, the zone controller determines a bleed air Fault light illuminates amber.
demand for the FADEC (Full Authority Digital Engine Control) system. The ECAM is activated
S Single chime sounds
S MASTER CAUT light ”ON”
S Warning message:
− ANTI ICE ENG 1 (2) VALVE CLSD
− ANTI ICE ENG 1 (2) VALVE OPEN.
FRA US/O-2 FrM Oct 20, 2009 03|30−21|A/I sys|L1/B1/B2 Page 366
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Training

PROTECTION 30−21
Technical
LAN Technical
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INLET AFT
BULKHEAD
INLET FWD
BULKHEAD
7th STAGE
BLEED AIR
SWIRL
NOZZLE
FADEC
POSITION
SWITCHES
(2)
CABIN ZONE OPEN POSITION

CONTROLLER SIGNAL
ANTI-ICE
ON/OFF VALVE TO SOLENOID
Figure 224 Engine Nacelle A/I Architecture

FRA US/O-2 FrM Oct 20, 2009 03|30−21|A/I sys|L1/B1/B2 Page 367
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PROTECTION 30−21
Technical
LAN Technical
SYSTEM CONTROL SCHEMATIC

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FRA US/O-2 FrM Oct 21, 2009 04|A/I sys contr|L3/B1 Page 368
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Technical
LAN Technical
25VU
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7th STAGE
BLEED AIR
ENERGIZED
TO CLOSE
AIR CIRCUIT
TEST
3 FAULT BRT/DIM
A FUSE
101PP ON SPRING
28V DC C/B ANTI B UNSD XFMR−SYS 1
ICE LOADED
BUS 1 ENG 1 AIR BUTTERFLY
33−14
FLOW VISUAL
POSITION
ANN LT TEST & INTFC INDICATOR
BOARD TO EIU TO ZONE NOT CLOSED
CONTROLLER
UNSD
CLOSED
OPEN
UNSD
NOT OPEN
AIR INLET
ENG 1 ANTI ICE ANTI ICE VALVE
VALVE P/BSW 4000DN
ENG AIR INTAKE
ANTI ICE VALVE
ENG 1 ANTI-ICE
VALVE FAULT
ENG 1 ANTI-ICE
P/BSW ON
SDAC 1
ENG 1 ANTI-ICE
VALVE FAULT
ENG 1 ANTI-ICE
P/BSW ON
SDAC 2
Figure 225 Control Schematic

FRA US/O-2 FrM Oct 21, 2009 04|A/I sys contr|L3/B1 Page 369
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PROTECTION 30−21
Technical
LAN Technical
ANTI−ICE VALVE DEACTIVATION DESCRIPTION

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obligation!
MAINTENANCE (M)
1. Deactivation in closed position
A. On ANTI ICE panel 25VU
ENG 1(2) pushbutton switch is released (ON extinguished)
B. Open safety and tag C/B 1DN1 (1DN2)
C. Confirm nacelle anti−ice valve in CL position by means of manual
override (using an hexagonal wrench) and lock it with its locking pin.
D. Close C/B 1DN1 (1DN2)
2. Deactivation in open position
A. Open safety and tag C/B 1DN1 (1DN2)
B. Move nacelle anti−ice valve in OP position by means of manual override
(using an hexagonal wrench) and lock it with its locking pin
C. Close C/B 1DN1 (1DN2)
D. On ANTI ICE panel 25 VU.
Press ENG 1(2) pushbutton switch (ON illuminated).
Figure 226 A/I Valve Location
FRA US/O-2 FrM Oct 22, 2009 05|A/I deact|L2/B1 Page 370
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PROTECTION 30−21
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LAN Technical
ANTI−ICE DUCT
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OP
NUT
CL
ANTI−ICE VALVE
STOW
LOCK
VALVE
LOCKING
HOLE
TRANSPORTATION
HOLE
LOCK PIN
Figure 227 Engine Anti−Ice Duct and Valve
FRA US/O-2 FrM Oct 22, 2009 05|A/I deact|L2/B1 Page 371
A319−21V2 71−80 L3
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 1 ENGINE MODULES PRESENTATION . . . . . . . . . . . . . . . 34
MODULE 32 INTERMEDIATE CASE COMPON.
71−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . 2 MODULE 31 (FAN MODULE) COMPON. DESCRIPTION 38
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 72−38−11 INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
ENGINE GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . 6 INLET CONE PRESENTATION . . . . . . . . . . . . . . . . . . . . . 40
ENGINE HAZARD AREAS INTRODUCTION . . . . . . . . . 8 72−31−11 FAN BLADE REMOVAL/INSTALLATION . . . . . . . . . . . . . 42
FAN BLADE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 42
MODULE 40 HP COMPRESSOR COMPONENT
ATA 73 ENGINE FUEL AND CONTROL . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
COMBUSTION SECTION COMPONENT
73−20 CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
FADEC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 10 10 TH. STAGE MAKE UP AIR VALVE COMP.
FADEC FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . 12 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ENGINE CONTROLS P/B AND SWITCHES . . . . . . . . . . 14 COMMON NOZZLE ASSY (CNA) COMPON.
CIRCUIT BREAKER COCKPIT LAYOUT . . . . . . . . . . . . . 16 DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
72−60 ACCESSORY DRIVE (EXTERNAL GEARBOX) . . . . . . 52
ANGLE AND MAIN GEARBOX PRESENTATION . . . . . 52
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . 18 ENGINE COMPONENTS LOCATION . . . . . . . . . . . . . . . . 54
77−00 ENGINE INDICATING GENERAL . . . . . . . . . . . . . . . . . . . 18 72−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
INDICATION LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 72−00−00 MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . 56
ROTATION OF THE HP COMPRESS. MAINT.
PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 BORESCOPING INSPECTION/CHECK . . . . . . . . . . . . . . 58
72−00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
STAGE NUMBERING PRESENTATION V2530−A5 . . . . 20 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . 62
ENGINE STATIONS PRESENTATION V2500 . . . . . . . . . 24
ENGINE BEARINGS PRESENTATION . . . . . . . . . . . . . . 26 71−20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
FRONT BEARING COMPARTMENT ENGINE MOUNTS GENERAL DESCRIPTION . . . . . . . . 62
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 28 ENGINE MOUNTS PRESENTATION . . . . . . . . . . . . . . . . 64
NO 4 BEARING COMPARTMENT COMPONENT 71−10 COWLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
NACELLE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 66
REAR BEARING COMPARTMENT
COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 32 FAN COWLS OPENING/CLOSING . . . . . . . . . . . . . . . . . . 68
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FAN COWL LATCH ADJUSTMENT FUNCTION . . . . . . 70 FUEL COOLED OIL COOLER COMPONENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
71−70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . 72
PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 79−22 OIL SCAVENGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
SCAVENGE PUMPS COMPONENT DESCRIPTION . . 108
SCAVENGE OIL COMPONENTS DESCRIPTION . . . . . 110
ATA 78 THRUST REVERSER . . . . . . . . . . . . . . . 76 79−23 N0. 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . 112
NO. 4 BEARING COMPARTMENT
78−32 THRUST REVERSER HALVES . . . . . . . . . . . . . . . . . . . . . 76 COMPONENTS DESCRIPTION . . . . . . . . . . . . . . . . . . . . 112
78−32−00 OPENING/CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76 NO. 4 BEARING SCAVENGE VALVE DESCRIPTION . 116
T/R COWLING (”C-DUCT”) MAINTENANCE 79−33 OIL PRESSURE INDICATING SYSTEM . . . . . . . . . . . . . 118
PRACTICES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
ENGINE OIL PRESSURE PRESENTATION . . . . . . . . . . 118
THRUST REVERSER HALF LATCHES FUNCTION . . . 78
OIL PRESSURE INDICATION SYSTEM OPERATION . 120
LATCH ACCESS PANEL & TAKE UP DEVICE
FUNCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 79−22 OIL SCAVENGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
FRONT LATCH AND OPEN INDICATOR FUNCTION . . 82 MAGNETIC CHIP DETECTORS PRESENTATION . . . . 122
C-DUCT OPENING/CLOSING SYSTEM FUNCTION . . 84 MASTER MAGNETIC CHIP DETECTOR
C-DUCT HOLD OPEN STRUTS FUNCTION . . . . . . . . . 86 PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 ATA 73 ENGINE FUEL AND CONTROL . . . . . . 126

79−00 OIL GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 73−00 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . 126
GENERAL LAYOUT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88 FUEL SYSTEM GENERAL LAYOUT . . . . . . . . . . . . . . . . 126
OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . 90 ENGINE FUEL SYSTEM PRESENTATION . . . . . . . . . . . 128
OIL SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . 92 ENGINE FUEL SYSTEM OPERATION . . . . . . . . . . . . . . 130
79−30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 73−30 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
ECAM OIL INDICATING PRESENTATION . . . . . . . . . . . 94 SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . 132
OIL INDICATION FUNCTIONAL OPERATION . . . . . . . . 96 73−12 LP/HP FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134
79−11 STORAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 LP/HP FUEL PUMP COMPONENT DESCRIPTION . . . 134
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 FUEL METERING UNIT COMPONENT DESCRIPTION 134
ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . 98 73−10 FUEL DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
OIL SYSTEM COMPONENT DESCRIPTION . . . . . . . . . 100 FUEL DISTRIBUTION COMPONENT DESCRIPTION . 136
79−21 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 FUEL DISTRIBUTION VALVE FUNCTIONAL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
OIL PRESSURE PUMP COMPONENT DESCRIPTION 102
FUEL MANIFOLD, TUBES AND NOZZLES
AIR COOLED OIL COOLER SYSTEM OPERATION . . . 104 OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
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IDG FUEL COOLED OIL COOLER OPERATION . . . . . 142 FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . 176
73−20 CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144 77−20 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
FUEL METERING UNIT SYSTEM OPERATION . . . . . . 144 EGT INDICATION PRESENTATION . . . . . . . . . . . . . . . . . 178
HP & LP FUEL SOV CONTROL OPERATION . . . . . . . . 146 EGT PROBES FUNCTIONAL OPERATION . . . . . . . . . . 180
73−10 DISTRIBUTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 77−11 N1 ROTATIONAL SPEED INDICATING SYSTEM . . . . . 182
LOW PRESSURE FUEL S. O. V. FUNCTIONAL N1 AND N2 INDICATION PRESENTATION . . . . . . . . . . . 182
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 N1 INDICATION SIGNAL PROCESSING OPERATION 184
HEAT MANAGEMENT SYSTEM OPERATION . . . . . . . . 150 INTERCHANGE OF N1 SPD SENSORS MAINTEN.
FUEL DIVERTER & RETURN VALVE OPERATION . . . 152 PRACT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186
RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . . . . . . 152
NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . 154
AIR MODULATING VALVE COMPONENT ATA 31 INDICATING/RECORDING SYSTEMS 188
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
31−60 ELECTRONIC INSTRUMENT SYSTEM . . . . . . . . . . . . . 188
MAX POINTER RESET (N1, N2 & EGT) OPERATION . 188
ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . 158
76−00 ENGINE CONTROLS-GENERAL . . . . . . . . . . . . . . . . . . . 158 ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . 192
THROTTLE CONTROL SYSTEM INTRODUCTION . . . 158
ARTIFICIAL FEEL UNIT (MECH. BOX) OPERATION . . 160 77−10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192
THROTTLE CONTROL UNIT COMPONENT DEDICATED ALTERNATOR (PMA)
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162 COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . 192
TRA RIGGING OPERATION . . . . . . . . . . . . . . . . . . . . . . . 164 77−30 ANALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194
BUMP RATING PUSH BUTTON OPERATION . . . . . . . . 166 VIBRATION INDICATION PRESENTATION . . . . . . . . . . 194
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . 196
EVMU OPERATION (CFDS) PRESENTATION . . . . . . . . 198
ATA 77 ENGINE INDICATING . . . . . . . . . . . . . . . 168 EIVMU SYSTEM REPORT/TEST . . . . . . . . . . . . . . . . . . . 200
ACCELEROMETER RECONFIGURATION FUNCTION 202
77−00 ENGINE INDICATING GENERAL . . . . . . . . . . . . . . . . . . . 168
AIRCRAFT INTEGRATED DATA SYSTEM INTERFACE 204
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
77−10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
EPR INDICATION PRESENTATION . . . . . . . . . . . . . . . . . 170 ATA 73 ENGINE FUEL AND CONTROL . . . . . . 206
77−00 ENGINE INDICATING GENERAL . . . . . . . . . . . . . . . . . . . 172
73−20 CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206
EPR SYSTEM COMPONENTS DESCRIPTION . . . . . . . 172
FADEC INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . 206
P2/T2 HEATER PRESENTATION . . . . . . . . . . . . . . . . . . . 174
FADEC COMPONENTS DESCRIPTION . . . . . . . . . . . . . 208
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EEC COMPONENT DESCRIPTION . . . . . . . . . . . . . . . . . 210 75−32 HP COMPRESSOR AIR FLOW CONTROL SYSTEM . 282
FADEC POWER SUPPLY PRESENTATION . . . . . . . . . . 212 VSV SYSTEM COMPONENTS DESCRIPTION . . . . . . . 282
73−22 FADEC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 75−00 AIR GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
PRESENTATION OF FADEC SENSORS . . . . . . . . . . . . . 214 VSV RIGGING ADJUSTMENT/TESTS . . . . . . . . . . . . . . 284
FADEC SENSORS COMPONENT DESCRIPTION . . . . 216 HANDLING BLEED VALVES FUNCTIONAL
OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
73−20 CONTROLLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220
NACELLE VENTILATION OPERATION . . . . . . . . . . . . . . 292
FADEC FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . 220
FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . 222 75−41 NACELLE TEMPERATURE INDICATING . . . . . . . . . . . . 294
FAILURES, REDUNDANCY FUNCTIONAL OPERATION 224 NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . 294
ENGINE LIMITS PROTECTION OPERATION . . . . . . . . 224
POWER MANAGEMENT FUNCTIONAL OPERATION . 226
SETTING OPERATION REQUIREMENTS . . . . . . . . . . . 232
ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . 296
IDLE CONTROL FUNCTIONAL OPERATION . . . . . . . . 234 74−00 IGNITION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . 296
FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238 IGNITION/STARTING OPERATION . . . . . . . . . . . . . . . . . 298
FADEC BITE FUNCTIONS (MCDU) . . . . . . . . . . . . . . . . . 240 IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . 302
73−25 FUNCTIONAL INTERFACES . . . . . . . . . . . . . . . . . . . . . . . 250 IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . 306
EIU FUNCTIONAL OPERATION . . . . . . . . . . . . . . . . . . . . 250
EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
EIU BITE FUNCTIONS (MCDU) . . . . . . . . . . . . . . . . . . . . 254 ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . 308
EIU DISCRETE OUTPUTS SIMULATION
ADJUSTM./TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260 80−00 STARTING-GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . 308
80−13 ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 310
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264 STARTING SYSTEM PRESENTATION . . . . . . . . . . . . . . 310
STARTER AIR CONTROL VALVE OPERATION . . . . . . 314
75−00 AIR GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . 316
TURBINE COOLING CONTROL OPERATION . . . . . . . . 266 80−10 CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320
HP TURBINE COOLING FUNCTIONAL OPERATION . 268 DRY CRANKING−DESCRIPTION . . . . . . . . . . . . . . . . . . . 320
HPT/LPT ACC SYSTEM OPERATION . . . . . . . . . . . . . . . 272 WET CRANKING DESCRIPTION . . . . . . . . . . . . . . . . . . . 322
COMPRESSOR CONTROL FUNCTIONAL OPERATION 276 80−13 ENGINE STARTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . 324
75−31 LP COMPRESSOR AIR FLOW CONTROL SYSTEM . 278 AUTOMATIC START PRESENTATION . . . . . . . . . . . . . . 324
BOOSTER BLEED SYSTEM SYSTEM OPERATION . . 278 EEC AUTO START ABORT DESCRIPTION . . . . . . . . . . 324
BSBV ACTUATING MECHANISM OPERATION . . . . . . 280 MANUAL START PRESENTATION . . . . . . . . . . . . . . . . . . 326
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ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . 328
78−30 THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . 328
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328
THRUST REVERSER SYSTEM DESCRIPTION . . . . . . 330
T/R INDEPENDENT LOCKING SYSTEM FUNCTION . 332
THRUST REVERSER COMPONENT DESCRIPTION . 334
THRUST REVERSER FUNCTION/MANUAL
DEPLOYMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
REVERSER HCU COMPONENT DESCRIPTION . . . . . 338
78−31 THRUST REVERSER CONTROL AND INDICATING . . 340
REVERSER (HCU) FUNCTIONAL OPERATING
MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 340
78−30 THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . 346
SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . 346
HYDRAULIC ACTUATORS COMPONENT
DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
THRUST REVERSER TROUBLESHOOTING . . . . . . . . 352
THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . 354
FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . 356
71−00 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 362
ENGINE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . 362
ENGINE GROUND OPERATION . . . . . . . . . . . . . . . . . . . 364
ATA 30 ICE AND RAIN PROTECTION . . . . . . . . 366

30−21 ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . . 366
SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . 368
ANTI−ICE VALVE DEACTIVATION DESCRIPTION . . . . 370
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Figure 1 Engine Mark Number Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 HP Compressor Borescope Access (RH Side) . . . . . . . . . . . . 59
Figure 2 V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 37 HP Compressor Borescope Access (LH Side) . . . . . . . . . . . . 61
Figure 3 Propulsion Unit Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 38 Mounts and Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Figure 4 Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Figure 39 Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
Figure 5 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . . . . . . 11 Figure 40 Engine Nacelle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Figure 6 FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . . . . . . 13 Figure 41 Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 7 ENG Start Panel Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Figure 42 Cowlings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Figure 8 Engine Control P/B Switches . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 43 Fan Cowls Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 9 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Figure 44 Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 10 Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 45 Engine Drain Mast Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
Figure 11 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 46 Engine Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 12 Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 Figure 47 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 13 Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 48 C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 14 Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25 Figure 49 Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 15 Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . . . . . 27 Figure 50 Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 16 Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29 Figure 51 Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 17 Air Cooled Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 Figure 52 ”C” Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 18 No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 53 „C“ Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 19 Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 54 Oil System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 20 Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 55 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 21 Booster Stage Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Figure 56 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 22 Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 57 ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 23 LP Compressor (Fan) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 58 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 24 Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 59 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 25 Fan Blade Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 60 Oil Quantity Transmitter Analog Signal . . . . . . . . . . . . . . . . . . 100
Figure 26 HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 61 Oil Tank Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 27 Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 62 Pressure Pump and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 28 Make Up Air Valve (Two Position Stage) . . . . . . . . . . . . . . . . . 48 Figure 63 ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
Figure 29 Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 64 Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 30 Common Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 65 Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 31 Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 66 Scavenge Filter,Delta P/BSW and Oil Temp. Sensor . . . . . . . 111
Figure 32 Engine Components Location (R/H Side) . . . . . . . . . . . . . . . . 54 Figure 67 De-Oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 33 Engine Components Location (L/H Side) . . . . . . . . . . . . . . . . . 55 Figure 68 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 34 Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 69 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 35 Boroscoping Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 Figure 70 Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Page i
A319−21V2 71−80 L3
TABLE OF FIGURES
Figure 71 LOP Switch and Oil Pressure Transmitter . . . . . . . . . . . . . . . . 121 Figure 106 P2/T2 Heater Test (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Figure 72 Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 123 Figure 107 P2/T2 Heater Test (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure 73 Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . 125 Figure 108 EGT Indication on E/WD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179
Figure 74 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127 Figure 109 EGT Probes and Junction Box Location . . . . . . . . . . . . . . . . 180
Figure 75 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 129 Figure 110 EGT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181
Figure 76 Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131 Figure 111 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . 183
Figure 77 Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Figure 112 N1 Signal Processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184
Figure 78 Fuel Pump and Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . 135 Figure 113 Fan Speed & Trim Balance Sensor, N1 Terminal Block . . . . 185
Figure 79 Fuel Distribution Component Locations . . . . . . . . . . . . . . . . . . 136 Figure 114 N1 Terminal Block Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 187
Figure 80 Fuel Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 115 Max Pointer (N1/N2) Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . 189
Figure 81 Fuel Distribution Valve Assembly . . . . . . . . . . . . . . . . . . . . . . . 138 Figure 116 Max Pointer (EGT) Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191
Figure 82 Fuel Distribution Valve Location . . . . . . . . . . . . . . . . . . . . . . . . 138 Figure 117 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . 193
Figure 83 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 118 Vibration Indication (Cruise Page) . . . . . . . . . . . . . . . . . . . . . . 194
Figure 84 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 119 Vibration Indication (Signal Processing) . . . . . . . . . . . . . . . . . 195
Figure 85 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 120 Vibration Sensors and EIVMU Location . . . . . . . . . . . . . . . . . 197
Figure 86 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 121 EIVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 199
Figure 87 HP- and LP Fuel Shutoff Valve (SOV) . . . . . . . . . . . . . . . . . . . 147 Figure 122 CFDS System Report/Test EVMU . . . . . . . . . . . . . . . . . . . . . 201
Figure 88 LP Fuel Shut−Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 123 Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . . . . . . 203
Figure 89 HMS Main System Components . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 124 AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 90 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 125 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 91 Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . . . . . . . . . . . 155 Figure 126 EEC/Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 92 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 157 Figure 127 Electronic Engine Control (EEC) . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 93 Throttle Lever Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158 Figure 128 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 213
Figure 94 Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 129 FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 95 Artificial Feel Unit (Mechanical Boxes) . . . . . . . . . . . . . . . . . . . 161 Figure 130 Location of P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216
Figure 96 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 131 P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 97 Alpha Call Up for TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164 Figure 132 P2.5/T2.5 Sensor Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 98 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 133 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 221
Figure 99 Bump Push Buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 134 FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 100 ECAM Engine Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 135 FADEC Processing and Fault Logic . . . . . . . . . . . . . . . . . . . . 225
Figure 101 EPR Indication−Upper ECAM Display Unit . . . . . . . . . . . . . . 171 Figure 136 Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . 227
Figure 102 P4.9 Sensor Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172 Figure 137 Auto Thrust Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 103 P2/T2 and P4.9 Sensor Location . . . . . . . . . . . . . . . . . . . . . . 173 Figure 138 Throttle Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230
Figure 104 Heater Relay Box Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 174 Figure 139 Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 105 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 140 Power Setting Requirements Schematic . . . . . . . . . . . . . . . . 233
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A319−21V2 71−80 L3
TABLE OF FIGURES
Figure 141 Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . 235 Figure 176 Ignition Relay Box Location . . . . . . . . . . . . . . . . . . . . . . . . . . . 296
Figure 142 Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . . . . . 237 Figure 177 Ignition System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 297
Figure 143 Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239 Figure 178 Ignition Circuit Breaker Location . . . . . . . . . . . . . . . . . . . . . . . 299
Figure 144 Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241 Figure 179 Ignition and Starting System Eng. 1 . . . . . . . . . . . . . . . . . . . . 301
Figure 145 Flight Data/Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 242 Figure 180 FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303
Figure 146 Flight Data/Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 243 Figure 181 FADEC Ignition Test Continued . . . . . . . . . . . . . . . . . . . . . . . . 305
Figure 147 FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 245 Figure 182 Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
Figure 148 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 247 Figure 183 ECAM Indication Air Pressure check . . . . . . . . . . . . . . . . . . . 307
Figure 149 FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . . . . . 249 Figure 184 Panel Configuration for Ignition Test . . . . . . . . . . . . . . . . . . . . 307
Figure 150 EIU LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250 Figure 185 Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . 309
Figure 151 EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251 Figure 186 Starter Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310
Figure 152 EIU BITE ACCESS (MCDU) . . . . . . . . . . . . . . . . . . . . . . . . . . 254 Figure 187 Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 311
Figure 153 EIU FAULT (ECAM) and Post Flight Report . . . . . . . . . . . . . 255 Figure 188 Starter Air Control Valve Location . . . . . . . . . . . . . . . . . . . . . . 312
Figure 154 Last Leg Rep/LRU Indentification . . . . . . . . . . . . . . . . . . . . . . 257 Figure 189 Starter Valve (Manual Override) . . . . . . . . . . . . . . . . . . . . . . . 313
Figure 155 Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 259 Figure 190 Starter Valve (Electrical Schematic) . . . . . . . . . . . . . . . . . . . . 314
Figure 156 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . 261 Figure 191 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 315
Figure 157 Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . 263 Figure 192 Starter Valve Test (Precautions) . . . . . . . . . . . . . . . . . . . . . . . 316
Figure 158 Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 265 Figure 193 Starter Valve Test via CFDS (Test OK) . . . . . . . . . . . . . . . . . 317
Figure 159 Turbine Cooling Control Schematic . . . . . . . . . . . . . . . . . . . . 267 Figure 194 Starter Valve Test via CFDS (Test Fail) . . . . . . . . . . . . . . . . . 319
Figure 160 Turbine Cooling Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268 Figure 195 Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 321
Figure 161 No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . 269 Figure 196 Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323
Figure 162 Turbine Clearance Control & Turbine Cooling . . . . . . . . . . . . 271 Figure 197 Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 325
Figure 163 Cooling Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272 Figure 198 MAN Start Step 1 and 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
Figure 164 LPT/HPT Active Clearance Control System Locations . . . . 273 Figure 199 MAN Start Step 3−5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 327
Figure 165 LPT/HPT Active Clearance Control Valve Component . . . . 275 Figure 200 Thrust Reverser stowed/deployed . . . . . . . . . . . . . . . . . . . . . 329
Figure 166 Compressor Control Schematic . . . . . . . . . . . . . . . . . . . . . . . 277 Figure 201 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 331
Figure 167 Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . . . . . 279 Figure 202 T/R Independent Locking System (Location) . . . . . . . . . . . . 332
Figure 168 BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . 281 Figure 203 T/R Independent Locking System (**On A/C 116−199) . . . . 333
Figure 169 VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Figure 204 Location of Cascades Reverser deployed . . . . . . . . . . . . . . . 334
Figure 170 VSV Actuator Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 Figure 205 Stowed Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335
Figure 171 Bleed Handling Valves Location . . . . . . . . . . . . . . . . . . . . . . . 286 Figure 206 Reverser Hydraulic Supply/Non Return Valve . . . . . . . . . . . . 337
Figure 172 HP Compressor Bleed Valve Operation . . . . . . . . . . . . . . . . . 287 Figure 207 Hydraulic Control Unit (HCU) . . . . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 173 Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 208 HCU in FWD Thrust Configuration . . . . . . . . . . . . . . . . . . . . . 341
Figure 174 Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Figure 209 Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 175 Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . . . . . . 295 Figure 210 Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
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A319−21V2 71−80 L3
TABLE OF FIGURES
Figure 211 Flexshaft Installation and Actuators . . . . . . . . . . . . . . . . . . . . 346
Figure 212 Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 213 Upper Non-locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . 349
Figure 214 Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Figure 215 Location of Components T/R . . . . . . . . . . . . . . . . . . . . . . . . . . 352
Figure 216 Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 217 Lockout-Mode/Pin installation . . . . . . . . . . . . . . . . . . . . . . . . . 354
Figure 218 T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 355
Figure 219 Reverser Unlocked Indication (ECAM) . . . . . . . . . . . . . . . . . . 356
Figure 220 FADEC T/R Test (Example without Fault) . . . . . . . . . . . . . . . 357
Figure 221 FADEC T/R Test (Example with Fault) . . . . . . . . . . . . . . . . . . 359
Figure 222 FADEC T/R Test Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 361
Figure 223 Engine Removal/Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Figure 224 Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . . . . . . 367
Figure 225 Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 369
Figure 226 A/I Valve Location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
Figure 227 Engine Anti−Ice Duct and Valve . . . . . . . . . . . . . . . . . . . . . . . 371
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A319−21V2 71−80 L3
TABLE OF FIGURES
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A319−21V2 71−80 L3
TABLE OF FIGURES
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30−21 Engine Air Intake Ice

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INTRODUCTION IAE V2530-A5

ATA 71 POWER PLANT

FRA US/T-5 FrM Aug 21, 2008 ATA_DOC Page 1

POWER PLANT GENERAL IAE V2530-A5

ENGINE MARK NUMBERS

irrespective of airframe application.

FRA US/E-1 FrM Aug 21, 2008 01|71−00|EngMarkNr|L1|B1/B2 Page 2

POWER PLANT GENERAL IAE V2530-A5

Takeoff thrust in Airframe manufacturer

MARK NUMBER TAKEOFF THRUST (LB) AIRCRAFT

V2533 - A5 33.000 A321 - 200

Figure 1 Engine Mark Number Table

POWER PLANT GENERAL IAE V2530-A5

engine. The rated thrust can be obtained for a limited time up to an

IAE V2530-A5 DATA

Mass Flow lbs/s 856 lbs

FRA US/E-1 FrM Aug 21, 2008 02|INTRO|L1|B1/B2 Page 4

POWER PLANT GENERAL IAE V2530-A5

Figure 2 V2500 Propulsion Unit

POWER PLANT GENERAL IAE V2530-A5

ENGINE GENERAL DESCRIPTION

A simplified view of the engine is shown below.

Core Engine Flow

Combined Nozzle Assembly

FRA US/E-1 FrM Aug 21, 2008 03|eng descrip|L1|B1/B2 Page 6

POWER PLANT GENERAL IAE V2530-A5

FAN OUTLET GVs HIGH PRESSURE

Figure 3 Propulsion Unit Outline

POWER PLANT GENERAL IAE V2530−A5

ENGINE HAZARD AREAS INTRODUCTION

FRA US/E-1 FrM Aug 22, 2008 04|hazard|L1|B1/B2 Page 8

POWER PLANT GENERAL IAE V2530−A5

Dangerous Engine Areas Dangerous Engine Areas

Minimum Idle Take-off Thrust

Danger Areas Exhaust Wake

The values include (worst case)

Figure 4 Engine Hazard Areas

CONTROLLING IAE V2530 A5

ATA 73 ENGINE FUEL AND CONTROL

− Engine primary parameters

FRA US/E-1 FrM Aug 22, 2008 05|73−20|FADEC pres|L1|B1/B2 Page 10

CONTROLLING IAE V2530 A5

THRUST LEVER ANGLE

EIU START VALVE

ZONE CONT THRUST REVERSER

Figure 5 FADEC Presentation IAE V2500

FADEC GENERAL IAE V2530 A5

FADEC FUNCTIONAL OPERATION

FUEL METERING UNIT

FRA US/E-1 FrM Oct 26, 2009 06|FADEC FUNC|L3|B1/B2 Page 12

FADEC GENERAL IAE V2530 A5