70 Power Plant Iae V2500 PDF

Single Aisle
TECHNICAL TRAINING MANUAL

M35 LINE MECHANICS (IAE V2500) (Lvl 2&3)
POWER PLANT IAE V2500
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Under no circumstances should this document be used as a reference
It will not be updated.
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Single Aisle TECHNICAL TRAINING MANUAL
POWER PLANT IAE V2500

GENERAL MAINTENANCE PRACTICE
Powerplant System Component Location (2) . . . . . . . . . . . . . . . . . . . . 2 Opening & Closing of Engine Cowl Doors (2) . . . . . . . . . . . . . . . . 214
Power Plant Drain Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Thrust Reverser Deactivation & Lockout (2) . . . . . . . . . . . . . . . . . . 222
Power Plant Installation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 Power Plant System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . 226
Manual Operation of Thrust Reverser Sleeves (3) . . . . . . . . . . . . . . 242
FUEL
Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
FADEC
FADEC Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
EEC Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . . 90
IGNITION AND STARTING
Ignition & Starting System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . 92
AIR
Air System Description/Operation (2) . . . . . . . . . . . . . . . . . . . . . . . 132
ENGINE CONTROLS
Throttle Control System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 156
ENGINE INDICATING
Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
EXHAUST - THRUST REVERSER
Thrust Reverser System Presentation (2) . . . . . . . . . . . . . . . . . . . . . 192
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OIL
Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 198
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) TABLE OF CONTENTS Feb 01, 2011
70 - POWER PLANT IAE V2500 Page 1
POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW
The IAE V2500-A5 engine is a two-spool, axial-flow, high-bypass-ratio
turbo-fan power engine. The V2500-A5 can power all aircraft types of
the Single Aisle family except the A318. V2500-A5 engines are available
in several thrust ratings.
All the engines have the same basic configuration. A programming plug
on the Electronic Engine Control (EEC) changes the available thrust.
The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon connects
the engine to the wing structure. The engine is attached to the pylon by
FWD and AFT mounts.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) POWERPLANT SYSTEM COMPONENT LOCATION (2) Feb 01, 2011
SYSTEM OVERVIEW

SYSTEM OVERVIEW (continued)
THRUST REVERSER SYSTEM
Reverse thrust is controlled by the EEC. A manual selection of the
reverse is done when the flight crew lifts the latching levers on the
throttle control levers. The reverse thrust command is sent to the EEC
and the EIU. The DEPLOY command from the EEC goes through
the INHIBITION RELAY (controlled by the EIU) as a second level
of protection against accidental deployment.
In relation to commands from the EEC and the EIU, a Hydraulic
Control Unit (HCU) supplies hydraulic power to operate the thrust
reverser. The thrust reverser assembly has 2 hydraulically operated
translating sleeves. The translating sleeves are each energized by 2
actuators. When the translating sleeve moves aft during deployment,
it lifts blocker doors that redirect the engine fan airflow.
SYSTEM OVERVIEW - THRUST REVERSER SYSTEM
SYSTEM OVERVIEW - THRUST REVERSER SYSTEM
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COMPONENT LOCATION
The engine system components are at the following locations.
FADEC
The EEC is on the RH side of the fan case. The FADEC alternator is
on the gearbox.
COMPONENT LOCATION - FADEC

COMPONENT LOCATION (continued)
STARTING
Two ignition boxes are on the RH side of the engine core. The air
starter is on the RH side of the gearbox front face.
COMPONENT LOCATION - STARTING

FUEL
The primary components of the fuel system are on the LH side of the
engine.
The fuel pump and the FMU are on the gearbox. The filter is on the
LH side of the fan case.
COMPONENT LOCATION - FUEL

AIR
The next picture shows the compressor airflow control system and
the turbine clearance control system
COMPONENT LOCATION - AIR

OIL
The oil tank, the pressure pump, the scavenge pumps and the filter
are on the gearbox.
COMPONENT LOCATION - OIL

THRUST REVERSER
The hydraulic shut-off valve is on the forward part of the pylon. The
HCU is installed on the forward part of the RH 'C' duct.
COMPONENT LOCATION - THRUST REVERSER
POWER PLANT DRAIN PRESENTATION (2)

GENERAL
The power plant drain system collects fluids which can leak from the
pylon, the engine accessories and drives. The fluids collected from the
power plant can be fuel, oil, hydraulic or water. They are discharged
overboard through the pylon drains and the engine drains.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) POWER PLANT DRAIN PRESENTATION (2) Feb 01, 2011
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GENERAL

PYLON DRAINS
The engine pylon is divided into 7 compartments; various systems are
routed through these areas. Any leakage from fluid lines is drained
overboard through separate lines in the rear of the pylon.
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PYLON DRAINS

ENGINE DRAINS
Fluid drained from the oil tank scupper, fuel diverter valve and gear box
mounted accessories, is independently routed to the drain mast. The fuel
drains from the core engine accessories, are routed through a separate
drain line which passes through the bifurcation panel.
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ENGINE DRAINS
POWER PLANT INSTALLATION D/O (3)

AIR INTAKE COWL
The air intake cowl is bolted onto the front of the fan case flange. It
includes an anti-ice system, an interphone jack and a P2/ T2 probe.
For removal and installation, the components that follow supply the inlet
cowl:
- 4 hoisting points,
- 36 identical attach fittings,
- 4 alignment dowels.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) POWER PLANT INSTALLATION D/O (3) Feb 01, 2011
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AIR INTAKE COWL

FAN COWL DOORS (LH & RH)
There are two fan cowl doors to give access to the fan case and gearbox
installed accessories.
Four hinges hold each door at the pylon. Four latches latch the door
assembly along the bottom centerline.
Each door is installed with:
- 2 hoisting points, for removal and installation,
- 2 hold-open struts, to open.
Access doors are also installed for the start valve and to service the oil
tank.
NOTE: Note that aerodynamic strakes are installed on the inboard

nacelle side (A320).
As an option, the aerodynamic strakes can be installed at the outboard
nacelle side.
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FAN COWL DOORS (LH & RH)

THRUST REVERSER "C" DUCTS
The thrust reverser "C" ducts are in two halves installed with cascades,
blocker doors and translating sleeves.
Four hinges hold each half at the pylon. 6 latches latch the halves
assembly along the bottom centerline.
Each half is installed with:
- 3 attachment points for handling,
- 1 opening actuator operated with a hand pump,
- 2 hold-open rods for opening.
The latch assembly includes:
- 1 FWD bumper latch,
- 3 center latches, with access through a hinged access panel,
- 1 aft twin latch.
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THRUST REVERSER "C" DUCTS

FIREWALLS AND ACOUSTIC PANELS
The firewalls and fire seals protect from fire (to a fireproof standard)
between the power plant designated fire zones. The fire seals divide the
space in the engine into compartments. This means isolation limits
propagation, if a fire occurs.
The aft bulkhead of the intake cowl and the rear of the inner barrel are
made of carbon composite sandwich and the two supply a firewall barrier
to the fan case compartment (zone 1).
The inner barrel in the air intake cowl is made of carbon fiber
composite/Nomex honeycomb for acoustic purpose and is bolted to the
engine fan casing front flange. The acoustic panels are structural and
transmit air-intake cowl loads.
The mixed exhaust system structure has acoustic panels. The engine
exhaust cone makes the inner contour of the common nozzle exhaust
collector. This exhaust cone is made of a welded inco 625 honeycomb
perforated panel for sound attenuation.
In the thrust reverser, the translating sleeves are also installed with
acoustic panels. The acoustic panels are sandwich panels.
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FIREWALLS AND ACOUSTIC PANELS

COMMON NOZZLE ASSEMBLY
The Common Nozzle Assembly (CNA) mixes the exhaust gases from
the secondary and primary airflows. It is bolted to the rear flange of the
turbine exhaust case.
56 bolts attach the CNA to the LP turbine frame.
EXHAUST CONE
The exhaust cone supplies the inner contour of the common exhaust
stream flow. It is attached to the inner flange of the turbine exhaust case.
13 bolts attach the exhaust cone to the inner LP turbine frame.
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COMMON NOZZLE ASSEMBLY & EXHAUST CONE

FWD MOUNT
The FWD mount transmits the engine thrust, vertical and side loads. It
is installed on the intermediate case, at the top center of the LP
compressor, with the FWD support shaft of the engine.
The FWD mount is made of 4 main parts:
- two thrust link assemblies,
- a beam assembly,
- a cross beam assembly,
- a support bearing assembly.
The FWD mount is made to be fail-safe. 4 bolts and self-locking nuts
link it to the pylon FWD part.
AFT MOUNT
The aft mount transmits the engine torque, vertical and side loads. It is
free in FWD and aft directions to let engine thermal expand.
It is installed on the case lugs of the turbine exhaust.
The aft mount is made of 3 main parts:
- a beam assembly,
- two side link assemblies,
- a center link assembly.
The aft mount is made to be fail-safe. 4 bolts link it to the pylon aft part.
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FWD MOUNT & AFT MOUNT

FLUID DISCONNECT PANEL
The fluid disconnect panel supplies the fluid connection between engine
and pylon. It is installed on the LH side of the fan-case upper part.
The fluid connection lines for the fuel system are:
- fuel supply,
- fuel return to tank.
The fluid connection lines for the hydraulic system are:
- hydraulic pump suction,
- hydraulic pump pressure delivery,
- hydraulic pump case drain.
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FLUID DISCONNECT PANEL

FAN ELECTRICAL CONNECTOR PANEL
The fan electrical connector panel supplies the interface between the fan
electrical harnesses and the pylon.
It is installed on the RH side of the fan-case upper part.
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FAN ELECTRICAL CONNECTOR PANEL

CORE ELECTRICAL JUNCTION BOX
The core electrical junction box supplies the interface between the core
electrical harnesses and the pylon.
It is installed in the FWD mount zone.
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CORE ELECTRICAL JUNCTION BOX

BOOTSTRAP SYSTEM INSTALLATION
The removal and installation of the engine requires the installation of a
bootstrap system on the aircraft pylon. The bootstrap system is composed
of two elements, to be installed at the front and at the rear of the pylon.
Each element permits to attach at its ends the chain pulley blocks assembly
and dynamometers that are used to lower or to lift the transportation stand
attached to the engine.
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ENGINE TRANSPORTATION STAND ATTACHMENT
POINTS
The engine transportation stand, which is used for engine removal and
installation, can be fixed to the engine by means of four trunnions:
- two front trunnions fixed on the LP compressor case, LH side and RH
side,
- two rear trunnions fixed on the LP turbine case, LH side and RH side.
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ENGINE TRANSPORTATION STAND ATTACHMENT POINTS
ENGINE FUEL SYSTEM D/O (3)

FUEL FEED
The engine fuel system is designed to provide fuel flow into the
combustion chamber, servo fuel for actuation of the compressor airflow
control and turbine clearance control systems and cooling for engine oil
and Integrated Drive Generator (IDG) oil.
The fuel coming from the aircraft tanks supplies the Low Pressure (LP)
fuel pump then provides engine oil cooling, through the fuel cooled oil
cooler. It then passes through the filter before entering into the High
Pressure (HP) pump then into the Fuel Metering Unit (FMU). A fuel
Differential Pressure (DELTA P) Switch provides indication to the cockpit
if the filter is clogged. A fuel temperature sensor is installed at the fuel
filter outlet for the fuel diverter and return valve operation.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) ENGINE FUEL SYSTEM D/O (3) Feb 01, 2011
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FUEL FEED

FUEL FEED (continued)
FUEL COOLED OIL COOLER
The Fuel Cooled Oil Cooler (FCOC) cools the engine oil by using
fuel. It is installed on the left fan case.
The FCOC has a housing, containing a removable core, a header and
fuel filter cap.
The core is composed of more than 700 tubes where the fuel goes
through. 13 baffle plates show the way of the oil flow towards the
tubes.
The FCOC has two bypass valves. One is an oil pressure relief valve
for the core. This valve diverts the excessive oil pressure during cold
engine start.
The other one is the fuel filter bypass valve. The fuel filter bypass
valve makes sure that the fuel still flow in the event of fuel filter
clogging.
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FUEL FEED - FUEL COOLED OIL COOLER

ENGINE PRESSURE RAISING AND SHUT-OFF VALVE
CONTROL
GENERAL
The pressure raising and Shut-Off Valve (SOV) can be controlled
from the cockpit through the MASTER lever or by the Electronic
Engine Control (EEC) during engine start.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - GENERAL

CONTROL (continued)
ENGINE MASTER LEVER OPENING COMMAND
During the start sequence, the EEC controls the opening of the Fuel
Metering Valve (FMV), which causes the pressure raising and SOV
to open, provided its latching torque motor is de-energized. When the
MASTER lever is set to ON, the pressure raising and SOV will only
open if fuel pressure from the FMV is available.
NOTE: During engine start in automatic mode, the EEC can close
the pressure raising and SOV to abort the start sequence up
to 50% High Pressure Rotor Speed (N2).
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER OPENING COMMAND
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER OPENING COMMAND

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CONTROL (continued)
ENGINE MASTER LEVER CLOSURE COMMAND
The closure of the pressure raising and SOV is controlled directly
from the MASTER lever. When it is set at the OFF position, it
energizes the latching torque motor which closes the valve.
A time-delay relay automatically de-energizes the pressure raising
and SOV latching torque motor 2 minutes after engine shutdown. This
device avoids damage due to high temperature induced by a long time
power supply on ground.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER CLOSURE COMMAND
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER CLOSURE COMMAND

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CONTROL (continued)
MONITORING
The pressure raising and SOV is monitored by two microswitches,
which send signals to the EEC and then to the Engine Interface Unit
(EIU). In case of disagreement between control and position, an
ECAM warning is triggered and the FAULT light comes on.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - MONITORING

METERED FUEL
The fuel from the fuel pump assembly goes through a fuel metering valve,
an overspeed valve and a pressure raising and Shut-Off Valve (SOV)
included in the FMU. The fuel flow is then routed to a fuel distribution
valve, which supplies 20 nozzles through 10 manifolds. The Electronic
Engine Control (EEC) controls the valves included in the FMU through
Torque Motors (TMs) to carry out fuel metering, overspeed protection,
pressure raising and shut-off functions. A flow adjuster installed below
the metering valve is used for the fuel flow adjustment between "high
flow" and "normal flow" by a maintenance action.
NOTE: Note: The LP SOV, pressure raising and SOV close when the
ENGine MASTER lever is set to OFF. The pressure raising
and SOV could be automatically closed by the EEC, during
auto start only, to abort in case of an incident.
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METERED FUEL

METERED FUEL (continued)
FUEL DISTRIBUTION VALVE
The Fuel Distribution Valve (FDV) is installed at the 4:00 o'clock
location, at the front flange of the diffuser case.
The FDV receives metered fuel through a fuel line from the FMU.
The fuel goes through a 200-micron strainer and then into ten internal
discharge ports. If the strainer gets blocked, a bypass valve will open.
The ten discharge ports are connected to the ten fuel manifolds, each
of which in turn supplies two nozzles (20 nozzles at all).
At an engine shutdown, eight of the ten internal discharge ports in the
valve are connected due to the fact, that there is no more fuel coming
from the FMU and the drain valve in the FDV is spring-loaded in the
closed position. This lets remaining fuel from the upper eight fuel
manifolds to be drained into the engine through the two lowest fuel
manifolds and their related nozzles.
The two fuel manifolds, which remain full, help to supply fuel for the
next engine start.
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METERED FUEL - FUEL DISTRIBUTION VALVE

DIVERTED FUEL
Part of the fuel is used to provide adequate cooling of the engine oil and
IDG oil, and to maintain engine fuel and oil temperatures within specified
limits. These functions are controlled through a fuel diverter and return
valve, which incorporates a module to permit fuel to be returned to the
aircraft tanks under certain conditions. The EEC processes the operation
modes of the fuel diverter and return valve by software logic. The logic
is generated around the limiting temperatures of fuel and oil, to provide
the heat management system.
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DIVERTED FUEL

SERVO FUEL
In the FMU, a servo regulator provides the HP fuel to:
- the FMU TM servo valves,
- the Air Cooled Oil Cooler (ACOC) actuator,
- the booster stage bleed valve actuators,
- the Variable Stator Vane (VSV) actuator,
- the Active Clearance Control (ACC) actuator.
The servo regulator of the FMU regulates a fuel pressure to the
compressor airflow control systems, i.e. the booster stage bleed valve
and VSV and the pressure of the turbine ACC system.
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SERVO FUEL

EEC CONTROL
The EEC controls the operation of the FMU TM servo valves, the fuel
diverter and return valve, the ACOC actuator, the actuators of the booster
stage bleed valve, VSV and ACC systems. The EEC performs control
functions and fault analysis required to regulate the fuel and to maintain
the engine operation in all conditions. In the event of loss of control
functions on both channels, each servo valve and actuator has a fail-safe
position.
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EEC CONTROL

ENGINE SHUT DOWN
Normal Engine Shut Down:
When the Master switch is set from On to OFF, an electrical signal is
sent directly to the Pressure Raising and Shut Off Valve (PRSOV) Torque
Motor (TM). The PRSOV closes and the fuel flow to the Fuel Distribution
Valve and the combustion chamber is stopped.
A second electrical signal is sent to the two motors of the LP Valve,
which is controlled to close, to isolate the aircraft fuel system from the
engine. The EEC closes the Fuel Metering Valve (FMV)
In case of an engine fire, after the Master Switch is set to OFF, the Fire
Pushbutton is released out to confirm the closure of the LP Valve.
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ENGINE SHUT DOWN

ENGINE LP FUEL SHUT-OFF VALVE CONTROL
GENERAL
The LP fuel Shut-Off Valve (SOV) operation is controlled from the
engine FIRE panel or from the ENGine start panel.
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ENGINE LP FUEL SHUT-OFF VALVE CONTROL - GENERAL

(continued)
ENGINE MASTER LEVER CONTROL
When the MASTER lever is set to OFF, both electrical motors drive
the LP SOV to the closed position.
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ENGINE LP FUEL SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER CONTROL

(continued)
ENGINE FIRE P/B COMMAND
When the ENG FIRE P/B is released out, both electrical motors drive
the LP SOV to the closed position.
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ENGINE LP FUEL SHUT-OFF VALVE CONTROL - ENGINE FIRE P/B COMMAND
FADEC PRESENTATION (2)

- it allows the optimum adaptation of thrust rating schedules to the A/C
PURPOSE needs.
The Full Authority Digital Engine Control (FADEC) system provides POWER SUPPLY
full range engine control throughout all flight and operational phases. It
consists of a dual channel Electronic Engine Control (EEC) and its The FADEC system is self-powered by a dedicated Permanent Magnet
peripheral components and sensors. Alternator (PMA) when N2 is greater than 10%. The EEC is powered by
the aircraft 28 VDC electrical network for starting, as a backup and for
FADEC FUNCTIONS testing with the engine not running. 115 VAC is used for the power supply
of the ignition system and the P2/T2 probe heating. The PMA also
The FADEC provides the engine system regulation and scheduling to
provides the EEC Channel A and Channel B with the N2 rotation speed.
control the thrust and optimize the engine operation. The FADEC
provides:
- power setting with EPR or N1 back-up mode,
- P2/T2 heating,
- acceleration and deceleration times,
- idle speed governing,
- overspeed limits for N1 and N2,
- Fuel Flow (FF) control,
- Variable Stator Vane system (VSV) control,
- compressor handling bleed valves control,
- booster stage bleed valve system control,
- High Pressure (HP)/Low Pressure (LP) turbine Active Clearance Control
(ACC),
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- automatic and manual engine starting,

- thrust reverser control,
- oil and fuel temperature management through the heat management
system.
FADEC BENEFITS
The application of a FADEC system provides multiple benefits:
- it saves weight and fuel by a full range control of the gas generator,
- it reduces pilot workload and maintenance cost,
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PURPOSE ... POWER SUPPLY
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) FADEC PRESENTATION (2) Feb 01, 2011
FADEC PRINCIPLE (2)

FADEC automatically reverts to the N1 alternate control mode. The
GENERAL FADEC manages power according to two thrust modes:
- manual mode depending on the Throttle Resolver Angle (TRA),
The Full Authority Digital Engine Control (FADEC) system manages
- auto thrust mode depending on the auto thrust function generated by
the engine thrust and optimizes the performance.
the Auto Flight System (AFS).
FADEC The FADEC also provides two idle mode selections:
- approach idle,
The FADEC consists of the Electronic Engine Control (EEC) and its - minimum idle.
peripheral components and sensors used for control and monitoring. The Approach idle is obtained when the slats are extended. Minimum idle
EEC is in relation with the other A/C systems through the Engine Interface can be modulated up to approach idle depending on air conditioning,
Unit (EIU). The primary parameters Engine Pressure Ratio (EPR), Low engine anti-ice and wing anti-ice demands.
Pressure Rotor Speed (N1), High Pressure Rotor Speed (N2), Exhaust
Gas Temperature (EGT), and Fuel Flow (FF) are sent directly by the EEC ENGINE LIMITS
to the ECAM.
The FADEC provides overspeed protection for N1 and N2, in order to
Secondary parameters:
prevent the engine from exceeding limits, and also monitors the EGT
- the oil quantity and oil pressure are sent to the DMCs by the SDACs.
and Engine Pressure Ratio (EPR).
In case of SDACs failure, the EIU sends data to DMCs by the FWCs,
- the oil temperature is sent by the EIU to DMCs via thhe FWCs, ENGINE SYSTEMS
- the fuel used data is directly sent to DMCs via the EEC,
- the vibration parameters are sent by the EIVMU to DMCs via the The FADEC provides optimal engine operation by controlling the:
SDACs. - FF,
- compressor airflow and turbine clearance.
EIU
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IGNITION AND STARTING

Each EIU, located in the avionics bay, is an interface concentrator between
the airframe and the corresponding FADEC located on the engine. There The FADEC controls the engine start sequence. It monitors N1, N2, and
is one EIU for each engine. EGT parameters and can abort or recycle an engine start. The FADEC
controls the ignition and starting in automatic or manual mode when
POWER MANAGEMENT initiated from the ENGine start or ENGine MANual START panels.
The FADEC provides automatic engine thrust control and thrust parameter THRUST REVERSER
limit computation. The thrust is computed according to the Engine
Pressure Ratio (EPR) in normal mode or N1 in back-up mode. In fact, The FADEC supervises the thrust reverser operation entirely.
when the Engine Pressure Ratio (EPR) mode is no longer operational the
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) FADEC PRINCIPLE (2) Feb 01, 2011
NOTE: Note: during reverse operation the thrust is controlled as a
function of N1.
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GENERAL ... THRUST REVERSER

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EEC ELECTRICAL PWR SPLY CONTROL (3)

- 5 min after A/C power-up,
GENERAL - 5 min after engine shutdown.
The Electronic Engine Control (EEC) is electrically supplied by:
NOTE: Note: An action on the ENGine FIRE P/B provides EEC power
- the A/C network when High Pressure Rotor Speed (N2) is below 10%
cut-off from the A/C network.
or when the dedicated alternator has failed,
- the dedicated alternator when N2 is above 10%. MANUAL REPOWERING
POWERING N2 < 10% For maintenance purposes and MCDU engine tests, the ENGine FADEC
GrouND PoWeR panel permits FADEC power supply to be restored on
The EEC is supplied by the A/C electrical power network when N2 is
the ground with engines shut down. When the corresponding ENGine
below 10%. Each channel is independently supplied by the A/C 28V DC
FADEC GrouND PoWeR P/B is pressed ON the EEC recovers its power
through the Engine Interface Unit (EIU). The aircraft 28V DC permits:
supply.
- automatic ground check of the Full Authority Digital Engine Control
(FADEC) system before the engine is running, that is to say FADEC NOTE: Note: The FADEC is also repowered as soon as the engine start
GrouND PoWeR ON, selector is in IGNition/START or CRANK position, or the
- engine starting: MASTER lever ON or mode selector on IGNition or MASTER lever is selected ON.
CRANK,
- powering the EEC while the engine reaches 10% of N2.
NOTE: Note: the EIU takes its power from the same bus bar as the
EEC.
POWERING N2 > 10%

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As soon as the engine is running above 10% of N2, the dedicated

alternator directly supplies the EEC. The dedicated alternator supplies
each channel with three-phase AC power. Two transformer rectifiers
provide 28V DC power supply to channels A and B. Switching between
the A/C 28V DC supply and the dedicated alternator power supplies is
done automatically by the EEC.
AUTO DEPOWERING
The FADEC is automatically depowered on the ground, through the EIU,
after engine shutdown. EEC automatic depowering occurs on the ground:
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) EEC ELECTRICAL PWR SPLY CONTROL (3) Feb 01, 2011
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GENERAL ... MANUAL REPOWERING
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) EEC ELECTRICAL PWR SPLY CONTROL (3) Feb 01, 2011
IGNITION & STARTING SYSTEM D/O (3)

GENERAL
The Electronic Engine Control (EEC) controls and monitors the start
sequence either in automatic or in manual mode.
The start sequence is aborted below 50% N2 in case of:
- starter valve failure,
- ignition failure,
- pressure raising Shut-Off Valve (SOV) failure,
- hot start,
- hung start,
The system consists of a starter valve, a pneumatic starter, a relay box,
two ignition exciters and igniters A and B. The starter valve is fitted with
a manual override for mechanic operation on ground.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) IGNITION & STARTING SYSTEM D/O (3) Feb 01, 2011
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GENERAL

AUTO START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGNition START, the EEC
is armed for the start sequence. After checking indications and obtaining
Ground Clearance, set the ENG/MASTER control switch to ON.
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AUTO START

AUTO START (continued)
MASTER SWITCH ON
As soon as the MASTER switch is set to ON, the Low Pressure (LP)
fuel SOV opens and the EEC opens the starter valve:
- N2 increases,
- the pressure raising and SOV solenoid is de-energized because the
MASTER switch is ON.
- Then the EEC provides ignition, which is automatically selected by
the EEC and displayed on the ECAM ENGINE page.
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AUTO START - MASTER SWITCH ON

AFTER 30 SECONDS
After 30 seconds and together with the ignition, the EEC opens the
Fuel Metering Valve (FMV) and the resulting fuel flow opens the
pressure raising and SOV. In case of malfunction, the EEC
automatically shuts down the engine and performs a dry motoring
sequence.
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AUTO START - AFTER 30 SECONDS

N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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AUTO START - N2 AT 43%

MODE SELECTOR SET TO NORM
Engine 2 is now stabilized at minimum idle.
NOTE: to start the second engine, you leave the MODE selector in
the IGN START position, and set the MASTER lever 1 to
ON.
After engine start the MODE selector is set to NORMal with the
engine running.
WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS

RELIGHT FUNCTION IS INITIATED ON THE
RUNNING ENGINE(S).
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AUTO START - MODE SELECTOR SET TO NORM

MASTER LEVER OFF
At any time, if the MASTER lever is set to OFF, the start sequence
or engine operation is stopped because the MASTER lever directly
energizes the pressure raising and SOV solenoid. With the MASTER
lever to OFF, the LP and pressure raising SOVs close.
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AUTO START - MASTER LEVER OFF

MANUAL START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGN START, the EEC is
armed for the start sequence. Action on the ENG MANual START P/B
opens the starter valve, via the EEC. After 30 seconds dry crank, set the
ENG/MASTER control switch to ON.
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MANUAL START

MANUAL START (continued)
AFTER 30 SECONDS
As soon as the MASTER lever is in the ON position, both ignition
systems are energized, LP and pressure raising SOVs open and the
fuel flow increases. A dual ignition and a fuel flow start. The MAN
START P/B stays latched and is normally left alone during the start
sequence.
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MANUAL START - AFTER 30 SECONDS

EGT INCREASING
Action on the MAN START P/B has no effect on the start sequence
as long as the MASTER lever is set in the ON position. The MAN
START P/B is normally released at the end when the engine
parameters are stabilized. In case of malfunction, set the MASTER
lever in the OFF position to abort the start. Start for up to 2 minutes
maximum.
NOTE: there is no automatic shutdown function in manual start.

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MANUAL START - EGT INCREASING

N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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MANUAL START - N2 AT 43%

Engine 2 is now stabilized at minimum idle.
NOTE: to start the second engine, you leave the MODE selector in
the IGN START position, and set the MAN START P/B to
ON, and after 30 seconds dry crank set the MASTER lever
to ON.
After engine start the MODE selector is set to NORM with the engine
running.
WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS

RELIGHT FUNCTION IS INITIATED ON THE
RUNNING ENGINE(S).
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MANUAL START - MODE SELECTOR SET TO NORM

CONTINUOUS RELIGHT
In aircraft configuration:
- the APU is running and APU bleed air is available,
- engine 2 is running.
The continuous ignition is manually selected or automatically controlled
by the EEC according to the following logic.
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CONTINUOUS RELIGHT

CONTINUOUS RELIGHT (continued)
IGN START SELECTION
IF IGNition START is reselected with an engine running, the
corresponding EEC supplies the 2 igniters together, to provide
continuous ignition.
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CONTINUOUS RELIGHT - IGN START SELECTION

NORM SELECTION
When NORM is restored, the continuous relight is cut off.
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CONTINUOUS RELIGHT - NORM SELECTION

MASTER LEVER OFF
When the MASTER lever is set to OFF, the LP and pressure raising
SOVs close and the EEC functions are reset. Engine 2 is shut down.
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CONTINUOUS RELIGHT - MASTER LEVER OFF

ENGINE DRY CRANK
In aircraft configuration:
- the APU is running and APU bleed air is available,
- both engines are shut down.
When CRANK is selected on the ground, the ignition is inhibited. Action
on the ENG MAN START P/B provides opening of the starter valve via
the EEC. During the crank sequence, the starter limitations should be
observed. If the starter operation time is exceeded, a warning message is
displayed on the ECAM, but there is no automatic abort.
The starter limitations when performing a dry crank are:
- a maximum of 3 consecutive cycles; 2 minutes on, 15 seconds off up
2 times and one minute on, then 30 minutes off for cooling,
- or 4 continuous minutes on, then 30 minutes off for cooling.
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ENGINE DRY CRANK

ENGINE DRY CRANK (continued)
ENGINE WET CRANK-LEVER ON
To perform a wet crank, allow N2 to increase to 20% RPM before
setting the MASTER lever to ON. When the MASTER lever is set in
the ON position, the LP and pressure raising SOVs open.
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ENGINE DRY CRANK - ENGINE WET CRANK-LEVER ON

ENGINE WET CRANK-CRANK
After wet cranking, the MASTER lever should be set to OFF, and dry
cranking will continue to eliminate fuel vapors from the engine. The
pressure raising and SOV is closed. Continue to dry crank for at least
60 seconds.
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ENGINE DRY CRANK - ENGINE WET CRANK-CRANK

When the MAN START P/B is released out, the starter valve closes
and the engine shuts down. To complete the crank sequence the MODE
selector is set in the NORM position.
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ENGINE DRY CRANK - MODE SELECTOR SET TO NORM
AIR SYSTEM DESCRIPTION/OPERATION (2)

GENERAL
The engine air system makes sure that the compressor airflow and turbine
clearances are controlled. The system also deals with the cooling and
pressurizing airflows.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) AIR SYSTEM DESCRIPTION/OPERATION (2) Feb 01, 2011
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GENERAL

COMPRESSOR AIRFLOW CONTROL
The compressor airflow control is fulfilled by a booster stage bleed valve
system, a Variable Stator Vane (VSV) system and additional bleed valves
at the 7th and 10th stages of the High-Pressure Compressor (HPC). All
these systems are controlled by the Electronic Engine Control (EEC).
The booster stage bleed valve system is used for the booster compressor
airflow discharge into the fan air stream to make sure that the booster
compressor output matches the HPC requirements at low engine speed
and deceleration. The VSV system directs the airflow into the HPC 4
initial stages to prevent blade stall and engine surge. Four bleed valves,
three for the 7th stage and one for the 10th stage of the HPC, complete
the compressor airflow control.
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COMPRESSOR AIRFLOW CONTROL

During an engine deceleration the reverse operation occurs and the
COMPRESSOR AIRFLOW CONTROL (continued) bleed valve opens.
HANDLING BLEED VALVES
Handling bleed valves are installed onto the H.P. compressor to
improve engine starting, and prevent engine surge when the
compressor is operating at off-design conditions.
A total of four bleed valves are used, three on stage 7 and one on stage
10.
The handling bleed valves are 'two position' only - fully open or fully
closed, and are operated pneumatically by their respective solenoid
control valve. The solenoid control valves are scheduled by the EEC.
When the bleed valves are open, H.P. compressor 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 H.P. compressor
delivery air.
The bleed valves are arranged radially around the H.P. compressor
case. Silencers are used on some bleed valves.
All the bleed valves are spring loaded to the open position and as a
result will always be in the correct position (open) for starting.
The bleed valves and the solenoid control valves operate in the same
manner. The bleed valve is a two-position valve and is either fully
open or fully closed. The bleed valve is spring loaded to the open
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position and so all the bleed valves will be in the correct open position
for engine start.
When the engine is started the bleed air will try to close the valve.
The valve is kept in the open position by servo air (P3) supplied from
the solenoid control valve, (solenoid de-energised) as shown below.
The EEC will close the bleed valves at the correct time during
acceleration. The bleed valve is closed by the EEC, which energizes
the solenoid control valve, as shown below.
Energizing the solenoid control valve vents the P3 servo air from the
opening chamber of the bleed valve, and the valve will move to the
closed position.
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COMPRESSOR AIRFLOW CONTROL - HANDLING BLEED VALVES
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COMPRESSOR AIRFLOW CONTROL - HANDLING BLEED VALVES

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COMPRESSOR AIRFLOW CONTROL (continued)
BOOSTER STAGE BLEED VALVE FUNCTION
The Booster Stage Bleed Valve (BSBV) System discharges air from
the Low Pressure compressor at engine station 2.5 into the fan air
duct.
The BSBV gives improved surge margin during engine start and
transient operation. The bleed valve is controlled by the EEC and is
fully modulating, between the fully open and the fully closed positions.
For starting the BSBV is fully open and will be progressively close
during engine acceleration, while during cruise and take off the valve
is fully closed. For deceleration and engine operation in reverse thrust
the valve is fully open. In the event of an engine surge the valve is
opened to recover the airflow through the compressor.
The BSBV is a continuous ring valve that rotates and slides forward
to open and rearwards to close. Ten support arms are driven via a
lever and actuating rod by both BSBV actuators.
The two actuators use the high-pressure fuel from the FMU as a
hydraulic medium.
The two BSBV actuators use pressurized fuel from the Fuel Metering
Unit (FMU) as a hydraulic medium. The actuators are located on the
rear of the intermediate casing on both sides of the High Pressure
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Compressor.
Only the left actuator interfaces with the EEC through a torque motor
and is identified as the Master Actuator. The actuator on the right
hand side is identified as the Slave Actuator. The two actuators are
hydraulically linked to carry out a simultaneous operation.
The Master Actuator includes a LVDT, which transmits the actuator
position and therefore the BSBV position to the EEC.
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COMPRESSOR AIRFLOW CONTROL - BOOSTER STAGE BLEED VALVE FUNCTION
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COMPRESSOR AIRFLOW CONTROL - BOOSTER STAGE BLEED VALVE FUNCTION

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COMPRESSOR AIRFLOW CONTROL (continued)
VSV SYSTEM
Variable Stator Vanes control the entry of air into the H.P. compressor.
The variable vanes control the angle at which the air enters the first
three stages of the H.P. compressor.
The angle varies with the H.P. compressor speed (N2); this reduces
the risk of blade stall and compressor surge.
The four stages of variable vanes comprises Inlet Guide Vanes (IGVs)
in front of stage 3 and the Variable Stator Vanes (VSVs) behind the
stages 3, 4, and 5.
Mechanical Arrangement
Each vane has pivots at its inner and outer ends, which allow the vane
to rotate about its longitudinal axis.
The outer end of each vane is shaped into a shaft, which goes through
the compressor case and is attached by a short lever to a 'unison ring',
(one unison ring for each stage).
Short rods to a crankshaft connect the five unison rings. A short rod
to an actuator that uses H.P. fuel as a hydraulic operating medium
connects the crankshaft.
Signals from the EEC direct the H.P. fuel to extend/retract the actuator.
The actuator movement causes the crankshaft to rotate, and, through
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the unison rings, moves the variable stator vanes.

The actuator has an LVDT, which sends actuator positional
information back to the EEC.
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COMPRESSOR AIRFLOW CONTROL - VSV SYSTEM

TURBINE CLEARANCE CONTROL AND TURBINE
COOLING
The EEC controls the actuation of an Active Clearance Control (ACC)
valve for the High Pressure (HP) and LP turbine active clearance control.
The ACC system fulfills the blade tip clearances of the turbines for better
performance. The EEC controls a dual ACC valve, which discharges fan
air through manifolds to cool the surfaces of the HP and LP turbine cases
during climb and cruise power operations. The continuous flow adapter
supplies supplemental air, from the HPC 10th stage, to cool the stage 2
blades and HP 1 turbine disc bore.
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TURBINE CLEARANCE CONTROL AND TURBINE COOLING

TURBINE CLEARANCE CONTROL AND TURBINE
COOLING (continued)
HP/LPTACC SYSTEM
The EEC controls the opening and closing of the ACC system by
monitoring input signals of:
. Corrected N2
. Altitude
The EEC commands an input signal to the torque motor. The torque
motor positions the jet pipe servo valve.
The torque motor can deflect the jet pipe servo valve to bias the
direction of flow of the servo fuel pressure.
The jet pipe servo valve controls the direction of flow of servo fuel
pressure to effectively move the pilot valve.
The pilot valve moves and gets servo fuel pressure to either side of
the piston. Servo fuel pressure will act on one side of the piston at
any one time when a movement is required.
The movement of the piston moves a push pull rod that in turn operates
the modulating air control valve.
When stabilisation of the piston is required the EEC will cancel the
input signal to the torque motor.
This allows the jet pipe to return to the central position and as a result
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of this the pilot valve will move into the balanced position.
Servo fuel pressure is now present on both sides of the pilot valve.
The spring will bias the pilot valve position by forcing it to one side.
The dual track LVDTs will send feedback signals to the EEC of the
ACC system operation.
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TURBINE CLEARANCE CONTROL AND TURBINE COOLING - HP/LPTACC SYSTEM

N°4 BEARING COMPARTMENT COOLING
The number 4 bearing compartment is cooled by 12th stage air of the

HPC. An external line carries this air through an air-cooled air cooler
before entering into the Nº4 bearing compartment. The air-cooled air
cooler cools the 12th stage air of the HPC with fan air before going into
the Nº4 bearing compartment. The fan air is then discharged overboard.
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N°4 BEARING COMPARTMENT COOLING

FAN AND CORE VENTILATION ZONES
The fan case and engine core compartments, which make the nacelle, are
ventilated to supply airflow around the engine during its operation.
Zone 1: the fan case and accessories are cooled by air taken in by a scoop
on the upper side of the air intake cowl. The air is then vented overboard
through two ventilation grilles at the bottom of each fan cowl door.
Zone 2: core compartment ventilation is supplied by fan air through holes
in the inner wall of the thrust reverser "C" ducts. 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.
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FAN AND CORE VENTILATION ZONES

NACELLE TEMPERATURE
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.
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NACELLE TEMPERATURE
THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
- a throttle control lever which incorporates stop devices, autothrust
instinctive disconnect pushbutton switch
- a graduated fixed sector
- a reverse latching lever.
The throttle control lever is linked to a mechanical rod. This rod drives
the input lever of the throttle control artificial feel unit.
The throttle control lever moves over a range from -20 deg. TLA
(Reverser Full Throttle stop) to +45 deg. TLA:
- -20 degrees TLA corresponds to Reverser Full Throttle stop
- +45 degrees TLA corresponds to Forward Full Throttle stop
An intermediate mechanical stop is set to 0 deg.TLA. This stop is
overridden when the reverse latching lever is pulled up for selection of
the reverse power. This stop is reset as soon as the throttle control lever
is selected back to forward thrust area.
In the forward thrust area, there are two detent points, the MAX CLIMB
detent point set to 25 deg.TLA and the MAX CONTINUOUS/FLEX
TAKE-OFF detent point set to 35 deg.TLA.
In the reverse thrust throttle range, there is one detent point at - 6
deg.TLA. This position agrees with the selection of the thrust reverser
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command and the Reverse Idle setting.

In the middle throttle range (0deg. To 35 deg.TLA), the autothrust
function can be active if engaged. This range agrees with the selection
of MAX CLIMB or MAX CONTINUOUS thrust limit mode (in single
operation). If the autothrust is not engaged, the engine control is manual.
In the forward range (35 deg. To 45 deg.TLA), the autothrust function
cannot be activated (except in alpha floor condition).This range agrees
with the selection of FLEX TAKE-OFF/MAX TAKE-OFF Mode.
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) THROTTLE CONTROL SYSTEM D/O (3) Feb 01, 2011
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THROTTLE CONTROL LEVER
THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL UNIT
A mechanical rod transmits the throttle control lever movement. It
connects the throttle artificial feel unit to the input lever of the throttle
control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range
-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and the potentiometer
-A pin device for rigging the resolver and potentiometers
-1 switch whose signal is dedicated to the EIU
-2 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. The
relationship between the throttle lever angle and throttle resolver angle
(TRA) IS LINEAR AND 1 DEG.TLA = 1.9 TRA. The accuracy of the
throttle control unit (error between the input lever position and the resolver
angle) is 0.5 deg.TRA. The maximum discrepancy between the signals
generated by two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is used
for positive angles and the second quadrant for negative angles. Each
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resolver is dedicated to one FADEC channel (ECU / EEC) and receives

its electrical excitation current (6 VAC) from the related FADEC channel
(ECU / EEC)
The ECU considers a throttle resolver angle value:
- less than -47.5 deg.TRA
or
- greater than 98.8 deg.TRA as resolver position signal failure.
The ECU includes a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver
position signal.
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THROTTLE CONTROL UNIT
ENGINE MONITORING D/O (3)

(AIDS). CFDS interface: maintenance fault messages and vibration
GENERAL data analysis. AIDS interface: performance data reports.
This system provides the vibration monitoring for both engines.
NOTE: There is no interface with the Electronic Engine Control
DUAL ACCELEROMETER (EEC).
A dual accelerometer is installed on each engine. It provides the analog
signals of N1 and N2 vibration frequencies. Only one sensor, A or B,
of the dual accelerometer is used at a time and during one flight. It is
automatically selected by the Engine Vibration Monitoring Unit
(EVMU) at each flight, the second one is in back-up mode in case of
failure. These accelerometers are also used for fan trim balance.
NOTE: In case of sensor failure, the transfer to the second sensor

is carried out on the ground through the MCDU.
EVMU
An EVMU monitors the N1 and N2 vibration levels of both engines.
The EVMU determines for each engine, the N1 and N2 vibration
levels by analyzing:
- N1 and N2 speeds,
- dual accelerometer frequency signals.
The EVMU also computes the position and amplitude of the unbalance
and is capable of on-board fan trim balancing.
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VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines are displayed
on the ENGINE and CRUISE pages. The maximum value that can
be displayed is of 10 units. 1 unit for N1 or N2 rotor corresponds to
0.3IPS (Inch Per Second).
INTERFACES
The EVMU interfaces with the ECAM, with the Centralized Fault
Display System (CFDS) and the Aircraft Integrated Data System
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) ENGINE MONITORING D/O (3) Feb 01, 2011
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GENERAL - DUAL ACCELEROMETER ... INTERFACES

PRIMARY PARAMETERS
The engine primary monitoring parameters displayed on the ECAM EWD
are:
- Engine Pressure Ratio (EPR)
- Exhaust Gas Temperature (EGT)
- Low Pressure (LP) rotor speed indication (N1)
- Fuel Flow (FF) indication
- High Pressure (HP) rotor speed indication (N2)
- thrust limit mode
- EPR thrust limit
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PRIMARY PARAMETERS

PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION
The fan speed (N1) indicating system has 4 sensors:
o two sensors send N1 rotational speed signal to EEC channel A and
B,
o one sensor is a spare for either EEC channel,
o one sensor sends N1 analog signals (trim balance sensor) to the
Engine Vibration Monitoring Unit.
The N1 speed sensors and the trim balance sensor are installed on the
front brackets attached to the No. 2 bearing support in the front bearing
compartment.
The N1 rotational speed indication is shown on the ECAM EWD by
a needle and a N1 digital indication display.
The N2 indicating system sends signals proportional to the High
Pressure (HP) shaft rotational speed to the EEC for use in engine
control computation, to the ECAM for visual display in the cockpit
and to the Engine Vibration Monitoring Unit for use in processing
engine vibration data. The N2 speed signal is sensed by the dedicated
alternator, installed at the front face of the accessory gearbox.
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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

LPT SECTION PARAMETERS DESCRIPTION
The engine EGT is sensed and averaged by 4 thermocouple probe
assemblies are located at station 4.95 (LP turbine exhaust case strut)
at 9.5, 7.5, 4.5 and 2 o'clock viewed from the rear. The actual engine
EGT is displayed on the ECAM EWD with a needle and an EGT
digital indication.
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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION

FUEL FLOW PARAMETER DESCRIPTION
The fuel flow transmitter is installed in the fuel line between the fuel
metering unit and the fuel distribution valve. It is mounted on the
lower left-hand side of the fan case, rearward of the LP/HP fuel pump.
The FF is shown on the ECAM EWD by a FF digital indication.
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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION

SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently on the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- vibration indication
The engine secondary parameters not permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure.
Fuel used, oil quantity and vibration indications are also displayed on
the ECAM CRUISE page.
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SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION
The oil quantity XMTR is located in the oil tank. It is displayed on
the ECAM SD
The oil pressure XMTR is bolted to a bracket on the top left side of
the engine fan case. It is displayed on ECAM the SD.
The scavenge oil temperature thermocouple is located in the combined
scavenge line between the master magnetic chip detector and the
scavenge filter for indication in the cockpit.
The oil temperature is sensed by a dual resistor unit. The unit has a
sealed, wire-wound resistance element. This element causes a linear
change in the DC resistance when exposed to a temperature change.
Temperature measurement range: -60°C to 250°C.
The scavenge filter differential pressure switch is installed on a bracket
at the top left side of the engine fan case. The switch is connected to
ports on the filter housing.
The differential pressure switch is set to operate when the differential
pressure increases and gets to 12 psi plus or minus 2 psi
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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION
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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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VIBRATION PARAMETERS DESCRIPTION
The system monitors engine vibration for engine 1 and engine 2. On
each engine fan case, a vibration transducer does monitoring. This
produces an electrical signal in proportion to the vibration detected
and sends it to the cockpit. Two channels come from each engine.
Each vibration transducer is installed in the fan case at the top left
side of the engine. It is attached with bolts and is installed on a
mounting plate.
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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

FUEL PARAMETERS DESCRIPTION
The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber with an ECAM message only
when the differential pressure across the fuel filter is too high.
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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

NACELLE TEMPERATURE INDICATION
A temperature probe installed in the nacelle core zone ventilation air
exit monitors the nacelle temperature.
The nacelle temperature sensor can give the indication to the ECAM
SD.
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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION

OPTIONAL PARAMETERS
These additional engine sensors are optional and dedicated to the engine
condition monitoring through the AIDS. These engine parameters (P12.5,
P2.5, T2.5) are available on the EEC data bus output if installed on the
engine:
- P12.5 sensor supplies air pressure from the fan exit,
- P2.5 sensor supplies air pressure from the LP compressor exit,
- T2.5 sensor supplies air pressure from the LP compressor exit.
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OPTIONAL PARAMETERS

INLET AIR STREAM PARAMETERS DESCRIPTION
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.
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INLET AIR STREAM PARAMETERS DESCRIPTION

HP COMPRESSOR EXIT PARAMETERS DESCRITPION
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 sends an independent electrical
signal, proportional to the temperature, to one channel of the Electronic
Engine Control (EEC).
The function of the P3/T3 sensor is to give performance data to the EEC
for starting and during transient and steady state operation of the engine.
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HP COMPRESSOR EXIT PARAMETERS DESCRITPION

TURBINE EXHAUST CASE PARAMETERS DESCRITPION
Pressure sensing instrumentation is included in the leading edge of specific
turbine exhaust case struts. Struts 4, 7 and 10 contain the pressure sensing
ports. The pressure value is then ducted into a manifold, which supplies
an overall turbine exhaust pressure average (P4.9). A tube from this
manifold is connected to the Electronic Engine Control (EEC).
A pressure transducer installed within the EEC converts the average
pressure at station 4.9 into a useable electronic signal (proportional to
the pressure) that can be processed and used by the EEC as required to
control the engine, perform fault detection.
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TURBINE EXHAUST CASE PARAMETERS DESCRITPION
THRUST REVERSER SYSTEM PRESENTATION (2)

REVERSER DESIGN
The thrust reverser system is of the aerodynamic blockage type. It consists
of two translating sleeves, blocker doors and cascade vanes to redirect
fan discharge airflow. The thrust reverser system is designed for use on
the ground only to reduce aircraft landing roll.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) THRUST REVERSER SYSTEM PRESENTATION (2) Feb 01, 2011
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REVERSER DESIGN

HYDRAULIC SUPPLY
The thrust reverser system is hydraulically actuated utilizing the aircraft
hydraulic pressure from the corresponding engine. The thrust reverser
system is isolated from the hydraulic supply by a Shut-Off Valve (SOV).
ACTUATION
Each translating sleeve is operated by two hydraulic actuators. The
actuators receive fluid from the Hydraulic Control Unit (HCU), which
is controlled by the Electronic Engine Control (EEC). When the deploy
sequence is commanded the pressure in the lower actuators releases the
locks as the four actuator pistons move rearward to deploy the reverser.
The actuators are linked together by a synchronizing system.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the EEC from
the two reverser latching levers located on the throttle control levers. The
HCU has an isolation valve and a directional valve to select deploy or
stow mode. The directional valve is operated to deploy only. For third
defense line purposes, the Spoiler Elevator Computers (SECs) have
previously opened the SOV and the hydraulic pressure is supplied to the
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HCU. Then, the Engine Interface Unit (EIU) permits reverser deployment
by energizing of the inhibition relay, so the directional valve can be
opened by the EEC. To command the thrust reverser, the EEC needs an
"aircraft on ground" signal supplied by the Landing Gear Control and
Interface Units (LGCIUs).
REVERSER INDICATING
The actual state of the thrust reverser is shown on the upper ECAM, REV
indication appears in the middle of the Engine Pressure Ratio (EPR) dial.
The signals come from the lock sensor and the Linear Variable
Differential Transducer (LVDT).
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HYDRAULIC SUPPLY ... REVERSER INDICATING

MAINTENANCE PRACTICES
To help trouble shooting, a reverser test can be performed through the
MCDU. For maintenance purposes or to increase aircraft dispatch, the
HCU is fitted with a manual deactivation lever to inhibit the thrust reverser
system. In case of an inoperative thrust reverser, lockout pins stowed on
the translating sleeves have to be installed to complete the deactivation
procedure.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE

INHIBITED USING THE HCU DEACTIVATION LEVER
BEFORE WORKING ON THE SYSTEM OR ON THE
ENGINE. THE SYSTEM MUST BE DEACTIVATED IN
ORDER TO PREVENT THE THRUST REVERSER FROM
OPERATING ACCIDENTALLY AND CAUSE SERIOUS
INJURIES TO PERSONNEL AND/OR DAMAGE TO THE
REVERSER.
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MAINTENANCE PRACTICES
OIL SYSTEM D/O (3)

GENERAL
The engine oil system includes 3 circuits:
- a supply circuit,
- a scavenge circuit,
- a vent circuit.
The oil system lubricates and cools the bearings in the 3 bearing
compartments. It also lubricates bearings and gears in the Angle Gearbox
(AGB) and Main Gearbox (MGB). Oil cooling is controlled by a dedicated
heat management system, which makes sure that engine oil, Integrated
Drive Generator (IDG) oil and fuel temperatures are maintained within
limits. The oil system is a dry sump full flow type system. The single
pressure pump is independent of the 6 scavenge pumps (standard gear
type). The 6 scavenge pumps are mounted on the MGB. The major
components of the oil system are: oil tank, pressure and scavenge pumps,
Fuel Cooled Oil Cooler (FCOC) and Air Cooled Oil Cooler (ACOC).
Other components are a pressure filter included in the pressure pump, a
scavenge filter, a de-oiler, a scavenge valve, chip detectors and sensors.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) OIL SYSTEM D/O (3) Feb 01, 2011
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GENERAL
OIL SYSTEM D/O (3)

OIL SUPPLY CIRCUIT
The oil from the tank goes through the pressure pump and the pressure
filter to flow through the Fuel Cooled Oil Cooler (FCOC) and Air Cooled
Oil Cooler (ACOC) heat exchangers.
The oil temperature sensor is installed upstream of the Air Cooled Oil
Cooler (ACOC) heat exchanger. This sensor is used for the heat
management system, as controlled by the EEC
There is no pressure regulator, so the oil pressure varies with N2.
A pressure relief valve is used to limit the pressure during cold starts.
The cold start pressure relief valve opens at 450 PSI.
The pressurized oil that is filtered and then cooled by the Heat Exchangers
according to the HMS control, is routed to each of the 3 bearing
compartments, to the Angle gearbox and also the Main gearbox.
The oil supply has:
- an Low Oil Pressure (LOP) switch ,
- an Oil Pressure transmitter,
These sensors are used for the ECAM indication and monitoring.
The oil supply to the oil tank through the Anti Siphon Restrictor is used
to clean the oil sight glass.
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OIL SUPPLY CIRCUIT
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OIL SUPPLY CIRCUIT

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OIL SYSTEM D/O (3)

OIL SCAVENGE CIRCUIT
Six scavenge pumps suck the oil from bearing compartments, and
gearboxes. The pumps then return this oil to the tank through the scavenge
filter.
The oil tank content is measured by an oil quantity transmitter.
The main scavenge line has:
- a master chip detector for inspection,
- an oil temperature sensor for indication,
- an oil differential pressure switch which is used for monitoring and
warning to the cockpit when the scavenge filter is clogged.
If the scavenge filter becomes clogged a differential pressure switch sends
a signal to the ECAM and eventually the by-pass valve will open. The
ECAM is activated when the differential pressure is greater than 12 PSI.
The by-pass valve opens at 20 PSI.
NOTE: The scavenge line of the No. 4 bearing compartment is

controlled by the No. 4 bearing scavenge valve. Each scavenge
line has a strainer and a magnetic chip detector to protect the
pumps.
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OIL SCAVENGE CIRCUIT
OIL SYSTEM D/O (3)

VENT CIRCUIT & NO.4 BEARING SCAVENGE VALVE
Air drawn in with the scavenge oil is separated in the tank by a de-aerator
and is vented to a de-oiler. The No.4 bearing scavenge line is connected
to the de-oiler through the scavenge valve. The de-oiler separates the oil
still in the air and discharges this air overboard. Oil and air from the No.4
bearing compartment is scavenged through a common line. A pressure
transducer, installed on this line, monitors the No.4 bearing scavenge
pressure. The No.4 bearing scavenge valve maintains the compartment
differential pressure to make sure that the sealing is adequate.
The No.4 bearing scavenge valve maintains No.4 bearing compartment
seal differential-pressure by controlling the venting of the de-oiler
compartment air/oil mixture. It is a pneumatically operated two-position
valve, which uses stage 10-compressor air pressure as servo air. The
valve is fully open at low engine speeds and closed to minimum-flow
position at high engine speeds.
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VENT CIRCUIT & NO.4 BEARING SCAVENGE VALVE
OIL SYSTEM D/O (3)

ELECTRICAL SENSORS AND TRANSMITTERS
The Oil QTY transmitter analog signal is sent to the SDAC 1 and SDAC
2 and to the related EIU and FWC .The digital signal is received by the
DMC's that process the parameter for indication on the ECAM .
Normal quantity is indicated in green on the ECAM, flashing green in
Advisory mode if oil quantity is lower than 5 Quarts.
The Oil TEMP (ACOC) sensor located upstream of the Heat Exchangers
is used for HMS (Heat management System). The HMS shall calculate
the need for oil cooling by the fuel only or by fuel supplemented by the
air/oil heat exchanger. Such oil temp analog signal is sent to the related
EEC for the Fuel Diverter and Return valve control.
The Oil LOW PRESSURE switch sends its discrete signal to the FWC
to trigger the LOP warning, when the pressure drops below 60 PSI. The
signal is also sends to the EIU to elaborate the Low Oil Pressure on
Ground output discrete.
The Oil PRESSURE transmitter analog signal is sent to the SDAC 1 and
SDAC 2 and to the related EIU and FWC .The digital signal is received
by the DMC's that process the parameter for indication on ECAM. Normal
pressure is indicated green on the ECAM, flashing green in Advisory
mode if oil pressure gets too high (390 °C increasing or 386 °C
decreasing). If the oil pressure gets below 80 PSI the indication becomes
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amber and red if the pressure drops below 60 PSI.

The N°4 BRG pressure transmitter analog signal is sent via the related
EIU to the FWC to trigger the N 4 BRG SCAV VALVE warning.
The Oil TEMP Scavenge sensor analog signal is sent to the related EIU
and FWC, and is used for indication on the ECAM. Normal temperature
is indicated green on ECAM, flashing green in Advisory mode if oil
temperature gets too high (> 157 °C) , or steady amber if over temperature
condition of 157 °C lasts more than 15 minutes. The indication becomes
amber and a high oil temperature warning is triggered, if the oil
temperature reaches 165 °C.
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ELECTRICAL SENSORS AND TRANSMITTERS
OIL SYSTEM D/O (3)

The function of the No.4 bearing indicating system is to monitor the
NO. 4 BEARING correct operation of the No.4 bearing 2-position scavenge valve and to
detect a No.4 bearing carbon-seal failure.
Oil and vent air from the No. 4 bearing compartment is scavenged through
The No.4 bearing pressure transducer is installed on the right side of the
a common line. This dual-purpose line is piped through the two-position
deoiler and senses pressure at the No.4 bearing outlet line.
No. 4 bearing scavenge valve (and then continues to the deoiler).
The position indicator is integral with the No.4 bearing scavenge valve
The two-position scavenge valve opens to the maximum flow area at low
which is located in the No.4 bearing compartment scavenge line.
power to maximum scavenging. At high power this valve closes to the
At engine low power, the valve is open and the switch closes sending a
minimum area to maintain the seal pressure differentials and reduce
ground signal. At engine high power, the valve closes and the switch
overboard loss of vent air.
opens.
The valve operates in the following manner.
The EIU has two logics, allowing the monitoring of the No 4 Bearing
There are two basic operating positions, low power and high power. In
Scavenge Valve operation as well as the No. 4 bearing carbon seal failure.
the low-power position, where the compressor 10th stage pressure (P10)
is less than 150 PSI, the valve is held spring loaded in the fully open
position. The bearing compartment scavenge flow goes through the valve,
restricted only by the porting in the valve seat.
As the engine power increases, the P10 pressure rises. When this pressure
exceeds 150 psi, the valve moves away from the max flow stop. This is
due to the pressure acting on the differential areas of the valve and
overcoming the spring load. The valve moves towards the min flow or
high power setting. As the valve moves towards the peripheral ports in
the seat, totally closing these ports, the flow through the valve is now
restricted to one central port in the valve seat. Full travel is achieved at
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P10 pressure of approximately 210 psi.

As the valve moves away from the max flow stop, the influence of the
magnets on the reed switch decreases and the reed switch opens. The
circuit is broken, indicating that the valve has moved.
As the engine power decreases, the spring load overcomes the decreasing
P10 pressure. The valve moves towards the max flow or low power
position, uncovering the ports in the valve seat and restoring maximum
flow through the valve. As the valve approaches the maximum flow stop,
the influence of the magnets on the reed switch increases.
The reed switch closes, completing the circuit and indicating the valve
position.
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NO. 4 BEARING
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NO. 4 BEARING

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

FAN AND THRUST REVERSER COWL DOORS OPENING CAUTION: Caution: Do not attempt to open the fan Cowl doors if
the wind speed is higher than 96 Km/h (60MPH).
WARNING: DO NOT OPEN THE FAN COWL DOORS IF THE WIND Release the four latches starting from the front to the rear.
SPEED IS MORE THAN 60 MPH (96 KM/H). BE Push the latch snapper and pull the latch handle.
CAREFUL IF YOU OPEN THE FAN COWL DOORS IF Lift and support the door by hand.
THE WIND SPEED IS MORE THAN 30 MPH (48 KM/H), Release one of the hold open rods from the stowing bracket on the
INJURY OR DAMAGE TO THE ENGINE CAN OCCUR cowl door.
IF THE WIND MOVES THE FAN COWL DOORS. MAKE Disengage the lock arm and move the release collar towards the
SURE THAT THE HOLD OPEN RODS OF THE FAN permanently attached end of the rod.
COWL DOORS ARE IN THE EXTENDED POSITION The word UNLOCKED can be seen when the release collar is not in
AND ARE ATTACHED CORRECTLY. IF NOT, THE the locked position.
COWL DOORS CAN CLOSE ACCIDENTALLY. Extend the inner part of the hold open rod and let the release collar
and its lock arm go to their locked position.
WARNING: MAKE SURE THAT THE TAKE-UP DEVICE IS The word UNLOCKED doesn't show again.
CORRECTLY ENGAGED BEFORE YOU RELEASE THE Put the push-lock into the hole on the attach point bracket.
LATCHES. FAILURE TO DO SO CAN CAUSE THE Repeat this procedure for each all hold open rod.
LATCHES TO OPEN FAST AND CAUSE INJURY TO
PERSONS.
CAUTION: Do not open the inboard thrust reverser "C" duct if the wing
leading edge slats are extended. Damage to the thrust
reverser, wing leading edge slats and wing can occur.
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FAN COWL DOORS OPENING

Before working on the engine, safety Precautions have to be taken in
the Cockpit.
On Panel 115 VU, put a warning notice to tell people not to start the
Engines.
On the Overhead Panel, on panel 50 VU, make sure that the ON legend
from the FADEC Ground Power switch is OFF and install a warning
notice.
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FAN AND THRUST REVERSER COWL DOORS OPENING - FAN COWL DOORS OPENING

- finally release the V-groove latch in position number 1, which will
FAN AND THRUST REVERSER COWL DOORS OPENING make the red flag of the hold open device appear.
(continued) Turn the auxiliary latch assembly to make it longer and disengage it
from the hook on the right hand thrust reverser half.
THRUST REVERSER COWL DOORS OPENING Then stow the auxiliary latch assembly into its retention clip.
Before you start work, make sure you follow all the safety precautions Before opening the thrust reverser cowl doors make certain that the
as outlined in the Aircraft Maintenance Manual. slats are retracted and the translating sleeves stowed.
Put a warning notice on the center pedestal to tell people not to start The thrust reverser cowl doors are opened using a hydraulic hand
the engine. pump. Make sure the hand pump reservoir is filled with the correct
In the same way put a warning notice on the overhead maintenance type of oil.
panel to make sure that the FADEC Ground Power pushbutton stays Remove the protection cap and connect the hose of the hand pump to
in the off position. the quick-disconnect on the thrust reverser half.
Open the fan cowl doors. Close the valve on the hand pump.
Gain access to the hydraulic control unit lever and de-activate the Now operate the hand pump until the thrust reverser half is fully open
thrust reverser system. The thrust reverser half is held open by two hold open rods stowed
Now open the thrust reverser pressure relief doors on the bottom of inside the thrust reverser half:
the nacelle. Open the clip assembly to release the aft hold-open rod.
Remove the auxiliary latch assembly from its retention clip on the Push the lock arm and fully extend the hold open rod until it locks in
left hand thrust reverser half and make sure that the latch is adjusted the fully extended position.
to its minimum length before engaging the auxiliary latch assembly While the rod plunger is held close to the anchorage bracket on the
in the hook on the right hand thrust reverser half. engine, the valve on the hand pump is slowly opened until the plunger
Turn the body of the auxiliary latch assembly with a spanner to pull engages.
the thrust reverser halves closer together and to relieve the tension on Close the valve on the hand pump again.
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the latches. Release the forward hold open rod from its clip assembly and hold it
Once the tension is relieved release the five latches in the following in position in its bracket on the engine.
order according to the Aircraft Maintenance Manual. The latches are Open the valve on the hand pump so that the plunger of the forward
counted from forward to aft. They are released in the following order: hold open rod engages.
3 - 2 - 5 and then 6 - 4 - 1. Now the weight of the thrust reverser half is equally carried by the
- Begin with the latch in position number 3, the middle bifurcation two hold open rods.
latch, The second half is opened in the same way. Once all doors are opened,
- continue with latch number 2, the forward bifurcation latch, the engine is accessible for maintenance operations.
- release the translating sleeve double latch in positions 5 and 6,
- then the aft bifurcation latch, number 4,
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FAN AND THRUST REVERSER COWL DOORS OPENING - THRUST REVERSER COWL DOORS OPENING

Turn the body of the auxiliary latch assembly with a spanner to pull
FAN AND THRUST REVERSER COWL DOORS CLOSING the thrust reverser halves closer together.
Close the thrust reverser latches in sequence as outlined in the Aircraft
CAUTION: Make sure that the engine area is clear of tools and Maintenance Manual:
equipment before closing the fan cowl doors. - 1st V-Groove Latch,
- followed by aft bifurcation latch,
THRUST REVERSER COWL DOORS CLOSING
- the thrust reverser translating sleeve double latches,
After removal of the opening actuator manifold connector protection - the forward bifurcation latch,
cap, connect the flexible hose of the Hand Pump to the opening - and the middle bifurcation latch.
actuator manifold connector on the thrust reverser half. Turn the auxiliary latch assembly to make it longer and disengage it
Make sure the hydrl. Hand pump reservoir is filled with the correct from the hook on the right hand thrust reverser half.
type of oil. Then stow the auxiliary latch assembly into the retention clip.
Operate the hand pump to open the thrust reverser half, to remove the Close the thrust reverser pressure relief doors
load from the hold open rods. Disconnect the flexible hose of the hydraulic hand pump from the
Disengage the hold open rods from the rod anchorage brackets and actuator manifold connector of the thrust reverser half and activate
apply pressure to the spring-loaded lock that is marked "PUSH". the thrust reverser hydraulic control unit.
Retract the coupler end of the rod and release the lock. Continue to
retract the coupler until the lock engages in the front locking groove.
Stow both rods into their clips on the inside of the thrust reverser half
and secure with the latches.
Open the valve on the hydraulic hand pump slowly and let the thrust
reverser half close.
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CAUTION: Do not disconnect the hand pump until the opening

actuator system has been drained for a minimum of one
minute after closing of the thrust reverser cowl.
Compliance with this recommendation has proven to
extend the thrust reverser cowl operating service life and
to minimize leakage.
Remove the auxiliary latch assembly from its retention clip on the
left hand thrust reverser half and make sure that the latch is adjusted
to its minimum length before starting to engage the auxiliary latch
assembly in the hook on the right hand thrust reverser half.
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FAN AND THRUST REVERSER COWL DOORS CLOSING - THRUST REVERSER COWL DOORS CLOSING

FAN AND THRUST REVERSER COWL DOORS CLOSING
(continued)
FAN COWL DOORS CLOSING
Hold the cowl door.
Disengage the hold-open rod from its attach point bracket.
Disengage the lock-arm and move the release collar towards the
permanently attached end of the rod.
NOTE: Note: The word unlocked can be seen when the release collar
is not in the locked position.
Push the inner part of the rod fully into the outer part of the rod.
Put the push-lock into the stowing bracket.
Make sure that the push-lock assembly engages correctly and locks
in the stowing bracket.
Lower the cowl door slowly.
Release the fan cowl doors from the hold-open device.
It can be easily seen that the fan cowl doors have been left unlatched.
The hold open device leaves at one each gap at three or nine o'clock.
Use a Phillips screwdriver to push the pin towards the door locator
until the fan cowl doors are released.
Remove the screwdriver from between the fan cowl doors.
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Start by closing the rear latch and then move forward.

Hold the fan cowl doors together and engage the spigots in their
locating holes.
Start to close with a rear latch and move forward.
Clean the Area and remove the Safety Precaution signs.
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FAN AND THRUST REVERSER COWL DOORS CLOSING - FAN COWL DOORS CLOSING
THRUST REVERSER DEACTIVATION & LOCKOUT (2)

Make sure that the lockout pin and the plug are cleaned and that anti seize
THRUST REVERSER DEACTIVATION AND LOCKOUT material is applied to the threads of both components before you continue
with the deactivation procedure.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE Install the lockout pin in the lockout assembly of the translating sleeve.
DEACTIVATED USING THE HYDRAULIC CONTROL Install the plug in the lockout pin stowage bracket assembly of the
UNIT (HCU) LEVER, BEFORE WORKING ON THE translating sleeve
SYSTEM OR ON THE ENGINE. IF NOT THE THRUST
REVERSER CAN ACCIDENTALLY OPERATE AND NOTE: Note: For easy identification of a deactivated thrust reverser,
CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR the red colored lockout pin will stand out of the structure of the
DAMAGE TO THE REVERSER. translating sleeve when installed in the lockout assembly.
This procedure is carried out when a fault occurs on a thrust reverser Do an operational test of the thrust reverser system with the CFDS in
which can not be repaired for the next flight. Deactivation and lockout accordance to the AMM.
are therefore provided to secure the translating sleeves in stowed position Energize the related EEC with the FADEC Ground Power Pushbutton
when the aircraft has to be dispatched with an inoperative thrust reverser. Switch on panel 50VU.
Before working on the engine safety precautions have to be taken in the Get access to the CFDS System Report Test, select next page and select
cockpit. the line key next to engine.
On Panel 115 VU put a warning notice to tell people not to start the Select the line key related to the FADEC 1A or 1B menu and activate
engines. the interactive test by selecting the line key next to System Test and
On the Overhead Panel, panel 50 VU, make sure that the on legend from Reverser Test.
the FADEC Ground Power switch is off and install a warning notice. Obey the cautions and warnings in the AMM and on the MCDU before
Open the fan cowl doors and put the access platform into position. you start the Reverser Test to prevent any injury to personnel or damage
Deactivate the Thrust Reverser HCU by removing the quick release pin to equipment.
from the stowage position on the HCU. Move the inhibition lever to the During the test make sure that the green or amber REV indication does
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OFF position and insert the quick release pin. not appear in the EPR indication on the engine and warning display.
Make sure that the translating sleeves are in the fully retracted position. Make sure that none of the following messages appeared on the test report
If not move them manually to the retracted position in accordance to the after the test :
AMM procedure. The following deactivation procedure needs to be done REV LVDT CHA/HC/EEC 1(2)
on both translating sleeves of the related engine. REV LVDT CHB/HC/EEC 1(2)
Remove the plug from the lockout assembly on the outside of the REV POS OR LVDT FAULT 1(2)
translating sleeve. Exit the reverser test menu on the MCDU in accordance to the AMM
Remove the lockout pin from the stowage position on the outside of the procedure and bring the aircraft back to its initial configuration. Check
translating sleeve. that the ECAM warning ENG 1(or 2) Reverse Unlocked is not displayed.
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) THRUST REVERSER DEACTIVATION & LOCKOUT (2) Feb 01, 2011
Make sure that the working area is clean and clear of tools. Remove the
access platform and close the fan cowl doors.
Remove the warning notices in the cockpit.
In the cockpit install a warning notice to show that the thrust reverser is
inoperative. Make an entry in the logbook.
This completes the Thrust Reverser deactivation procedure for flight
operation.
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THRUST REVERSER DEACTIVATION AND LOCKOUT

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

ENGINE OIL SERVICING
CAUTION: Caution: The engine should be shut down for at least 5

minutes prior to oil servicing. This allows the residual
pressure in the oil tank to decrease. If you open the filler
cap when there is pressure in the tank the hot oil can spray
out and burn you.
NOTE: Note: If possible, the engine oil should be checked and serviced
within 5 to 60 minutes after shutdown.
Note: If the engine has been shutdown more 1 hour but less
than 10 hours, start the engine and run at idle for 3 minutes
prior to servicing.
Note: If the engine has been shut down for 10 hours or more,
you must dry crank the engine followed by an engine start and
idle run of at least 3 minutes duration. This is to ensure that the
oil level shown in the tank is correct before oil is added.
- open engine oil service door on left fan cowl,
- check oil level on the sight gage on the oil tank,
- raise filler cap handle to vertical (unlocked position),
- turn the oil filler cap to remove,
- add oil as necessary up to the FULL mark on the sight gage,
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- install oil filler cap - make sure to LOCK the cap.
NOTE: Note: It is also possible to Pressure Fill the engine oil. Two
ports are installed on the oil tank, one for pressure and one for
overflow. See AMM for procedure.
M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) POWER PLANT SYSTEM LINE MAINTENANCE (2) Feb 01, 2011
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ENGINE OIL SERVICING

MASTER CHIP DETECTOR CHECK
The Master Magnetic Chip Detector (MCD) is located on the oil scavenge
filter housing attached to the oil tank. The probe will collect any magnetic
particles in the oil system. To check for contamination, remove the Master
MCD first:
- open rear access door at left fan cowl,
- push in and turn the MCD plug counterclockwise,
- check the AMM for examples of NORMAL and ABNORMAL
contamination
NOTE: Note: NO CONTAMINATION on Master MCD - No

maintenance required.
Note: CONTAMINATION on Master MCD - Inspect ALL
other MCD's.
- clean the MCD,
- replace seal ring and re-install - check that the RED marks are aligned.
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MASTER CHIP DETECTOR CHECK

MASTER CHIP DETECTOR CHECK (continued)
ADDITIONAL CHIP DETECTORS
Additional magnetic chip detectors are installed in the oil system to
isolate the source of metallic debris.
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MASTER CHIP DETECTOR CHECK - ADDITIONAL CHIP DETECTORS

MEL / DEACTIVATION
FUEL FILTER CLOGGING
In case of a failure of the FUEL CLOG warning on ECAM, the aircraft
may be dispatched per MEL as long as the fuel filter is changed once
each day. The filter housing is part of the fuel cooled oil cooler on
the fan case LH side. Procedure:
- FADEC GND PWR selected OFF,
- open LH fan cowl,
- drain residual fuel using drain plug,
- open filter cover to remove and replace fuel filter element and
o-rings,
- close filter cover. Check AMM for correct torque value for filter
cover bolts,
- perform minimum idle check for leaks,
- close fan cowl.
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MEL / DEACTIVATION - FUEL FILTER CLOGGING

MEL / DEACTIVATION (continued)
T/R DEACTIVATION AND LOCKOUT
Per the MEL, one or both Thrust Reversers may be deactivated in the
STOWED position for dispatch. The deactivation procedure has two
parts. First, the Hydraulic Control Unit (HCU) is deactivated. Moving
the deactivation lever to the inhibit position prevents the pressurizing
valve from supplying hydraulic pressure to the reverser actuators. In
the second part of the deactivation procedure each translating sleeve
is secured (bolted) to the reverser structure preventing any movement.
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MEL / DEACTIVATION - T/R DEACTIVATION AND LOCKOUT

MEL / DEACTIVATION (continued)
START VALVE MANUAL OPERATION
In case of an electrical failure of the start valve, the valve may be
operated manually to start the engine. The aircraft may be dispatched
per the MEL with the valve INOP closed.
NOTE: Note: Do not operate the valve unless the starter system is
pressurized. Damage to the valve can occur.
- open the start valve access door on the RH cowl,
- establish communications with the cockpit (Interphone jack on engine
inlet cowl),
- on command from the cockpit, Use a 3/8" square drive to move the
start valve manual handle to the OPEN position.
NOTE: Note: Make sure you maintain pressure against the spring
tension to keep the valve open.
- after engine start, on command from the cockpit, move start valve
manual handle to CLOSED. Make sure that the start valve is fully
closed.
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MEL / DEACTIVATION - START VALVE MANUAL OPERATION

MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil, water
and hydraulic fluid from engine systems and accessories and discharge
them overboard through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation the drain mast body has separate
drains identified and visible with the cowls closed. The pylon drain tubes
collect fluids from individual pylon chambers, also for leak isolation.
If fluid leaks are found during transit operations, run the engine at idle
for 5 minutes. If the leak stops, the aircraft may be dispatched without
maintenance action. If leaks continue after 5 minutes, consult the AMM
(ATA 71-70) for maximum permitted leakage limits for all of the drains.
There are 2 limits for each drain. If the first limit is exceeded, the aircraft
may be dispatched and can continue to operate for a maximum of 25
hours or 10 flights as long as the second limit is not exceeded.
Here are some examples of engine drains with both leakage limits. See
the AMM for complete list.
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MAINTENANCE TIPS

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
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ENVIRONMENTAL PRECAUTIONS
MANUAL OPERATION OF THRUST REVERSER SLEEVES (3)

PRECAUTIONS
CAUTION: Do not extend and stow the translating sleeves with the thrust
reverser "C" ducts open. Damage to the translating sleeves,
synchronizing system and the hinge access panels could
occur. Do not use power tools in the manual drive sockets.
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M35 LINE MECHANICS (IAE V2500) (Lvl 2&3) MANUAL OPERATION OF THRUST REVERSER SLEEVES (3) Feb 01, 2011
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PRECAUTIONS
MANUAL OPERATION OF THRUST REVERSER SLEEVES (3)

Make sure that the A/C is in the same configuration as for the
MANUAL DEPLOYMENT AND STOWAGE PROCEDURE manual deploying task.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE

DEACTIVATED USING THE HYDRAULIC CONTROL
UNIT (HCU) LEVER, BEFORE WORKING ON THE
SYSTEM OR ON THE ENGINE. IF NOT THE THRUST
REVERSER CAN ACCIDENTLY OPERATE AND
CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR
DAMAGE TO THE REVERSER.
Before the manual deployment of the translating sleeves some precautions
have to be taken in the cockpit. On the ENGine START panel, check that
the MASTER lever is at OFF position and install a warning notice. On
the maintenance panel, make sure that the ENGine FADEC GrouND
PoWeR SWitch is OFF and install a warning notice. Gain access to the
HCU, move the lever to the OFF position to deactivate the thrust reverser
system and install the safety pin. Gain access to the manually by-passable
non-return valve by removing the corresponding pylon access panel.
Now, move the non-return valve lever to the bypass position. After that,
on the lower actuator move the lock lever to the unlocked position, this
releases the actuator and permits manual deployment. Before operating,
check that the flexible shaft is correctly engaged inside the manual drive,
then insert a speed wrench into the manual drive shaft and deploy the
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translating sleeves. When looking FWD, you can see the blocker doors
moving. With the translating sleeves deployed the cascades are accessible.
To stow the translating sleeves, reverse the procedure. When the
translating sleeves reach the fully stowed position the lock lever on the
lower actuator automatically engages. Then return the manually
by-passable non-return valve lever to the normal position and reactivate
the thrust reverser system through the HCU lever. Finally, in the cockpit
remove the warning notices.
NOTE: Both translating sleeves move together due to the synchronizing

system.
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MANUAL DEPLOYMENT AND STOWAGE PROCEDURE
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UCE11021
FEBRUARY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
ALL RIGHTS RESERVED
AN EADS COMPANY

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TECHNICAL TRAINING MANUAL

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AIRBUS Environmental Recommendation

POWER PLANT IAE V2500

POWERPLANT SYSTEM COMPONENT LOCATION (2)

POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - FADEC

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - STARTING

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - FUEL

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - AIR

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - OIL

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - THRUST REVERSER

POWER PLANT DRAIN PRESENTATION (2)

POWER PLANT DRAIN PRESENTATION (2)

POWER PLANT DRAIN PRESENTATION (2)

POWER PLANT INSTALLATION D/O (3)

AIR INTAKE COWL

POWER PLANT INSTALLATION D/O (3)

NOTE: Note that aerodynamic strakes are installed on the inboard

FAN COWL DOORS (LH & RH)

POWER PLANT INSTALLATION D/O (3)

THRUST REVERSER "C" DUCTS

POWER PLANT INSTALLATION D/O (3)

FIREWALLS AND ACOUSTIC PANELS

POWER PLANT INSTALLATION D/O (3)

COMMON NOZZLE ASSEMBLY & EXHAUST CONE

POWER PLANT INSTALLATION D/O (3)

FWD MOUNT & AFT MOUNT

POWER PLANT INSTALLATION D/O (3)

FLUID DISCONNECT PANEL

POWER PLANT INSTALLATION D/O (3)

FAN ELECTRICAL CONNECTOR PANEL

POWER PLANT INSTALLATION D/O (3)

CORE ELECTRICAL JUNCTION BOX

POWER PLANT INSTALLATION D/O (3)

BOOTSTRAP SYSTEM INSTALLATION

BOOTSTRAP SYSTEM INSTALLATION

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POWER PLANT INSTALLATION D/O (3)

ENGINE TRANSPORTATION STAND ATTACHMENT POINTS

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

FUEL FEED - FUEL COOLED OIL COOLER

ENGINE FUEL SYSTEM D/O (3)

ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - GENERAL

ENGINE FUEL SYSTEM D/O (3)

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