Engine#1

Training Manual A 319/320/321 ATA 71 71-8 -80 0 Engine IAE V2500 ATA 30-20 Intake Ice Protection Level 2

Book Book N No: o:

A319/2 A319/20/2 0/21 1 71-80 71-80 IAE L2

Lufthansa Technical Training GmbH Lufthansa Base

Issue: Issue: Octob October er 99 99 For Training Purposes Only  Lufthansa 1995

For training purposes and internal use only. Copyright by Lufthansa Technical Training GmbH. All rights reserved. No parts of this training manual may be sold or reproduced in any any form without permission of:

Lufthansa Technical Training GmbH Lufthansa Base Frankfurt D-60546 Frankfurt/Main Tel. +49 +49 69 / 696 41 41 78 Fax +49 69 / 696 63 84 84 Lufthansa Base Hamburg Weg beim Jäger 193 D-22335 Hamburg Tel. +49 40 / 5070 24 13 Fax +49 40 / 5070 47 46

TABLE OF CONTENTS ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . .

1

71-00

INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1 2 3 4

71-00

ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6

ATA 73 73 ENGINE FUEL AND CONTROL . . . . . . . . 73-20

78-32

TRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . T/R CO COWLING ( ”C-DUCT” ) OPENING / CL CLOSING . . . . THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . C - DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . C - DUCT HOLD OPEN STRUTS . . . . . . . . . . . . . . . . . . . .

40 40 40 42 44 46 48 50

8

FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROL P/B’S AND SWITCHES . . . . . . . . . .

8 8 10

INDICATING . . . . . . . . . . . . . . . . . . . . . . . . .

14

77-00

ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE RE REMOVAL / INSTALLATION . . . . . . . . . . . .

14 14 20 22 24

72-00

BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOE INSPECTION OF THE HP COMP. . . . . . . BORESCOPE INSPECTION OF THE HP COMP. . . . . . .

28 28 30 32

71-10

NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . .

34 34 34 36 38

ATA 77

ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

52

OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . .

52 52

79-30

54 54 54 56 56 56 56 56 58 58 60 62 64 66

OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . NO.4 BE BEARING SC SCAVENGE VA VALVE IN INDICATING . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . MASTER CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ATA 73 73 ENGINE FUEL AND CONTROL . . . . . . . . 73-00

FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

68 68 68

TABLE OF CONTENTS DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . .

68

73-30

INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

70 70

71-70

POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

72 72 74 76

INDICATING . . . . . . . . . . . . . . . . . . . . . . . . .

78

77-00

ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . .

78 78

77-10

POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . .

80 80 82 84

77-20

TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

86 86

77-10

POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . .

88 88

77-10

POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . .

90 90 90

77-30

AN A NALYZERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . CFDS AC ACCELEROMETER RECONFIG. . . . . . . . . . . . . . FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

92 92 94 96 98 100 102 104 108

ATA 77

73-20

FADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . .

110 110 112 112 116 118 120

ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 122

73-25

THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . .

122 122 124

ENGINE INTERFACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . .

1 26 126 126 1 28 130 130 132 134 136

ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . 138 75-00

SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13 8 138

ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . .

14 0 140 140

TABLE OF CONTENTS IGNITION SYTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . .

142 144 146

ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 148 80-00

GE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CRANKING-DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

148 148 150 152 154 156 158 160 162 162 164

ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 166 78-00

REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOY / STOW . . . . . THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . .

166 166 1 68 170 170 172 174 174 176 178 180 182

FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . .

1 84

ATA 30 30 ICE AND RAIN PROTECTION . . . . . . . . . . 186 30-20

ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . ANTI-ICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . .

18 6 186 186 188 190 190

TABLE OF FIGURES Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 13 Figure 14 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35

V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . Engine Control P / B‘s and Switches . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . Engine Components Location (L/H side) . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . . . . . Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . ”C” Duct opening/closing . . . . . . . . . . . . . . . . . . . . . . . . . . „C“ Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magntic Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . .

5 7 9 11 12 13 15 17 19 21 23 25 26 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 63 65 67 69

Figure 36 Figure 37 Figure 38 38 Figure 39 Figure 40 Figure 41 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 68 Figure 69 Figure 70

Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . EPR Indication - Upper ECAM Display Unit . . . . . . . . P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N 1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . Fan Sp Speed & Tr Trim Balance Sensor,N1 Terminal Block . Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Frequency Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reconfig. of the Accelerometer . . . . . . . . . . . . . . . . . . . . FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . . Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EI Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . .

71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 106 107 109 111 113 114 115 117 119 121 123 125 127 129 131 133 135

TABLE OF FIGURES Figure 71 Figure 72 Figure 73 Figure 74 Figure 75 Figure 76 Figure 77 Figure 78 Figure 79 Figure 80 Figure 81 Figure 82 Figure 83 Figure 84 Figure 85 Figure 86 86 Figure 87 Figure 88 Figu Figure89 re89 Figure 90 Figure 91 Figure 92 Figure 93 Figure 94 94 Figure 95 Figure 96 Figure 97 Figure 98

Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Ignition System Components . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . . . Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . . Starting Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . . Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . . T/R T/R Inde Indepe pend nden entt Lock Lockiing Syst Syste em (**On **On A/C A/C 116-19 6-199 9) Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . . T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (FAULT DETECTED) . . . . . . . . . . . . . . FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . . Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti-Ice Duct and Valve . . . . . . . . . . . . . . . . . . . .

137 139 141 143 145 147 149 151 153 155 157 159 161 163 165 167 169 171 173 173 175 177 179 181 183 185 187 189 191

g n i n i a r T l a c i n h c e T a s n a h t f u L

POWER PLANT INTRODUCTION

A319/A320/A321 IAE V2530-A5

71-00

ATA 71

POWER PLANT

71-00

INTRODUCTION

It is produced by International Aero Engines ( IAE ) corporation. This corporation consits of the following companys: JAEC ( Japanese Aero Engines Engines Corporation ) Rolls Royce Pratt & Whittney MTU ( Motoren & Turbinen Turbinen Union ) Fiat Avio

JAEC

y l n O s e s o p r u P g n i n i a r T r o F

RR

P&W

MTU

FIAT

I A E ( INTERNATIONAL INTERNATIONAL AERO ENGINES )




A319/A320/A321 IAE V2530-A5

71-00 ENGINE MARK NUMBERS For easy identification of the present and all future variants of the V2500, International Aero Engines has introduced a new engine designation system.

- All engines will retain V2500 as their generic name. - The first three characters of the full designation are V25, identifying each engine as a V2500. The next two figures indicate the engine’s rated rated sea - level takeoff thrust. The following letter shows the aircraft manufacturer. The last figure represents the mechanical standard of the engine. This system will provide a clear designation of a particular engine as well as a simple way of grouping by name, engines with similar characteristics. The designation V2500 - D collectively describes, irrespective of thrust, all engines for McDonnell Douglas applications and V2500 - A all engines for Airbus Industrie. Similarly, V2500 - 5 describes all engines built to the -5 mechanical standard, irrespective of airframe application. For example : The V2500 - A1 engine is used on A320 and has only a 3 stage booster.



A319/A320/A321 IAE V2530-A5

71-00 ENGINE MARK NUMBERS

V2530-A5 Mechanical Standarts of engine

Generic to all V2500 engines

Takeoff thrust in thousands of pounds


Airframe manufacturer -A for Airbus Industrie -D for McDonnell Douglas

MARK NUMBER

TAKEOFF THRUST (LB)

AIRCRAFT

V2500 - A1

25.000

A320 - 200

V2530 - A5

30.000

A321 - 100

V2525 - A5

25.000

A320 - 200

V2527 - A5

26.500

A320 - 200

V2528 - D5

28.000

MD - 90 - 40

V2525 - D5

25.000

MD - 90 - 30

V2522 - D5

22.000

MD - 90 - 10



A319/A320/A321 IAE V2530-A5

71-00 INTRODUCTION The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan engine.

IAE V2530-A5 DATA

80% of the thrust is produced by the fan. 20% of thrust is produced by the engine core.

Fan tip diameter : Bare engine length :

63.5 in ( 161 cm ) 126 in ( 320 cm )

Its compression system features a single stage fan, a four stage booster, and a ten stage high pressure compressor. The LP compressor is driven by a fivestage low pressure turbine and the HP compressor by a two stage HP turbine. The HP turbine also drives a gearbox which, in turn, drives the engine and aircraft mounted accessories. The two shafts are supported by five main bearings. The V2500 incorporates a full authority digital Electronic Engine Control ( EEC ). The control system governs all engine functions, including power management. Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated thrust reverser.

Weight : Take - off thrust : Bypass ratio : Overall Pressure Ratio : Mass Flow lbs/s : N1 : N2 : EGT ( Takeoff ) EGT ( Starting ) EGT ( Max Continous/Climb )

4942 lbs ( 2242 KG ) 30,000 lb, flat rated to +30 deg. C 5.44 : 1 31.9 :1 856 lbs 100% ( 5650 RPM ) 100% ( 14950 RPM ) 650 deg. C 635 deg. C 610 deg.C

The IAE V2530-A5 engine is flat rated. The rated thrust can be obtained for a limited limited time up to an ambient temperature of 30 _ C otherwise engine operating limits can be exceeded. To have a constant thrust at variable ambient conditions the engine RPM has to be adjusted adjusted ( regulated ) to compensate the variying variying air density. density. The Thrust parameter is EPR.In case this parameter is not available the N1 is used as the Thrust parameter. y l n O s e s o p r u P g n i n i a r T r o F



A319/A320/A321 IAE V2530-A5

71-00


Figu Figure re 1

V250 V2500 0 Prop Propul ulsi sion on Unit Unit



ENGINE HAZARD AREAS

A319/A320/A321 IAE V2530-A5

71-00

71-00

ENGINE HAZARD AREAS



ENGINE HAZARD AREAS

A319/A320/A321 IAE V2530-A5

71-00

INLET SUCTION DANGER AREA

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS

Figu Figure re 2

Engi Engine ne Haza Hazard rd Area Areas s

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER

ENTRY CORRIDOR


ENGINE FUEL AND CONTROL FADEC GENERAL

IAE V2530 A5

73-20

ATA 73

ENGINE FU FUEL AN AND CONTROL

73-20

FADEC PRESENTATION

FADEC GENERAL FADEC = Full Authority Digital Engine Control.


A319/A320/A321

GENERAL The Full Authority Digital Electronic Control ( FADEC ) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems. The FADEC system consists of : A dual - channel FADEC unit ( EEC ) Fuel Metering Unit; Dedicated Permanent Magnetic Alternator ; Actuation systems for stator vanes, engine bleeds, Active Clearance Control, 10th stage cooling air, engine and IDG heat management control control ; sensors; electrical electrical harness ; start system components and reverser system components. The Electronic Engine Control ( EEC ) is a vibration - isolated, air - cooled unit mounted on the engine fan case. Its vibration isolation and cooling systems are specifically designed to provide a protected and controlled internal environment that is completely compatible with the electronic components. NOTE : There are no adjustments possible on the FADEC system ( e.g. Idle, Part Power etc. )



A319/A320/A321 IAE V2530 A5

73-20

FMV FEEDBACK

T2,5

P4.9

IDG

(EGT) P2/T2 HEATER

THRUST LEVER

IGN B IGN A

ANALOG & DISCRETE SIGNALS

A

Ignition Boxes

B

Thrust Reverser

POWER

TRUST CONTROL UNIT

IAE V2500

RESOLVER 7th 7th

IGNITORS 10th

7th

FUEL PRESS & COMMAND SIGNAL


FUEL METERING UNIT (FMU)

EEC

( CH: A & B )

FUEL FLOW

FEEDBACK

COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FUEL DIVERTER & RETURN VALVE

Return Fuel to Aircraft Tank

T/R REVERSER Stow / Deploy Feedback

F FLOW

T/R REVERSER Stow / Deploy Command

P12,5

Figur Figure e3

L V

Hydraulic Press

HCU SOLENOID CONTROL VALVES

FEEDBACK FOR ENGINE TREND MONITORING

H P T C O O L . V

TO BURNERS

COMMAND

P2,5

H D L B L E E D V L V ‘ s

FADE ADEC C Presen Presenta tatio tion n IAE IAE V250 V2500 0



IAE V2530 A5

73-20 ENGINE CONTROL P/B’S AND SWITCHES Engine Mode Selector Position CRANK : - select selects s FADEC FADEC pow power er..

FADEC GND PWR P/B Position ON : - select selects s FADE FADEC C powe powerr

- allows allows dry and and wet motoring motoring ( ignition ignition is is not availia availiable ble ). Position IGNITION / START : - select selects s FADE FADEC C powe powerr - allows allows engine engine starting starting (manual (manual and and auto). auto). Position NORM : - FADEC FADEC power power selecte selected d OFF ( Engine Engine not running running )

N1 MODE P/B Position ON : - switches switches EEC EEC from EPR Mode Mode to N1 Mode Mode

Engine Master Lever Position OFF : - closes closes the HP fuel valve valve in the FMU and the the LP fuel valve valve and resets resets the EEC. Position ON : - starts starts the engine engine in automati automatic c mode ( when the the mode selecto selectorr is in IGNITION / START ). - selects selects fuel and ignition ignition on during during manual manual start procedure. procedure.


A319/A320/A321

Manual Start P/B - controls controls the start valve valve (when (when the the mode selecto selectorr is in IGNITION IGNITION / START or CRANK position ).



A319/A320/A321 IAE V2530 A5

73-20 A

CENTRAL PEDESTAL 115VU

NORM

C

B

MAINTENANCE PANEL 50VU

OVERHEAD PANEL 22VU


Figur Figure e4

Engi Engine ne Contro Controll P / B‘s B‘s and and Swi Switc tche hes s



A319/A320/A321 IAE V2530 A5

73-20

49VU


2450000HMQ0

Figu Figure re 5

Engi Engine ne Circ Circui uitt Bre Break aker ers s



A319/A320/A321 IAE V2530 A5

73-20 121VU

ANTI ICE

122VU

2450000VAQ0


2450000UMR0

Figu Figure re 6



ENGINE INDICATING ECAM

IAE V2530-A5

77-00

ATA 77 77-00

INDICATING ENGINE IN INDICATING PR PRESENTATION

INDICATION GENERAL Primary Engine Display The primary engine parameters listed below are permanently permanently displayed on the Engine and Warning Warning display ( E / WD ) : - Engine Pressure Ratio ( EPR ) - Exhaust Gas Temperature Temperature ( EGT ) - N1 ( low rotor rotor speed ) - N2 ( high rotor speed ) - FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. Display.


A319/A320/A321

Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault : - Total FUEL USED For further info see ATA 73 - OIL quantity For further info see ATA 79 - OIL pressure For further info see ATA 79

- OIL temperature For further info see ATA 79 - Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START START PAGE ) - In case of high nacelle temperature a indication is provided below the engine oil temp. indication. - Engine Vibration - of N1 and N2 - As warnings by system problems only : - OIL OIL FIL FILTER TER COLG COLG - Fuel Fuel FILTER FILTER CLOG CLOG - No. 4 BRG SCAV SCAV VALVE VALVE with valve valve position position Some engine parameters also displayed on the CRUISE page


ENGINE INDICATING ECAM

A319/A320/A321 IAE V2530-A5

77-00

FF KG / H FOB: 19.125

NAC temp. indication : 320


A IGN B P S I 35

Figu Figure re 7

nac c

320

ONLY ON ENGINE

35 PSI

Engi Engine ne ECAM ECAM Indi Indica cati tion ons s

START PAGE

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

STAGE NUMBERING V2530-A5 STAGES :

COMPONENT :

STAGE NUMBER :

NOTES :

1

FAN FAN

1

ACOC,ACC,ACAC

1 2 3 4

LOW PRESSURE COMPRESSOR ( BOOSTER )

1,5 2 2,3 2.5

B.S.B.V.

1 2 3 4 5 6 7 8 9 10

HIGH PRESSURE COMPRESSOR

3 4 5 6 7 8 9 10 11 12

COMBUSTION CHAMBER 1 2

1 2 3 4 5

CUST. BLEED Hdlg. Bleed, Buffer Air, 1. HPT & NGV, Muscl Air 20 Fuel Nozzles, 2 Ignitor Plugs

HIGH PRESSURE TURBINE

1 2

LOW PRESSURE TURBINE

3 4 5 6 7

COMMON NOZZLE

VSV ( & IGV ) VSV VSV VSV CUST. CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling

ACTIVE CLEARANCE CONTROL

ACTIVE CLEARANCE CONTROL


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

V2500-A1

V2500-A5


Figure ure 8

Stage Num Number bering

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

ENGINE STATIONS V2500 AERODYNAMIC STATION :

STATION LOCATION :

STATION USED FOR:

0

AMBIENT

1

INTAKE / ENGINE INLET INTERFACE

2

FAN INLET

Press P2 for EPR & Temp T2

12.5

FAN EXIT

Press for Monitoring 12.5

2 .5

L.P. COMPRESSOR ( BOOSTER EXIT )

Temp T2.5 or (CIT) & Press P2.5 for Monitoring

3

H.P. COMPRESSOR

Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb )

4

COMBUSTION SECTION EXIT

4 .5

H.P. TURBINE EXIT

4 .9

L.P. TURBINE EXIT

5

EXHAUST

Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring. The manufacture uses numerical station designations.The station numbers are used as subscripts when designating different temperatures and pressures,throughout the engine.

P0 ( ambient )

Temp T4.9 for EGT & Press P4.9 for EPR also called P 5

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

Figur gure 9

Engine gine Sta Stati tio ons



ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 MODULE 31 ( FAN FAN MODULE ) Module 31 is the complete Fan assembly and comprises : - 22 wide-cord ,titanium shroudless hollow fan blades - 22 annulus fillers - the titanium titanium fan disc - the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. Axial retention is provided by the front and rear blade retaining rings. Blade removal / replacement is achieved by removing the front blade retaining ring and sliding the blade along the dovetail slot in the disc. The fan inner annulus is formed by 22 annulus fillers.

Annulus Fillers The blades do not have integral platforms to form the gas-path inner annulus boundary. boundary. This function is fulfilled by annulus fillers which are located between neighbouring pairs of blades. The material of the fillers is aluminium. Each annulus filler has a hooked hooked trunnion at the rear and a dowel pin pin and a pin at the front. The rear trunnion is inserted in a hole in the rear blade retaining ring. The front pins are inserted in holes in the front blade retaining ring. The fillers are radially located by the front and rear blade retaining rings. Each filler is secured to the front blade retaining ring by a bolt. In order to minimize the leakage of air between the fillers and the aerofoils, there is a rubber seal bonded to each side of each filler.

Nose Cone The class-fibre cone smoothes the airflow into the fan.It is secured to the front blade retaining ring by 18 bolts. The nose cone is balanced during manufacture by applying weights to its inside surface.The nose cone is unheated.Ice protection is provided by a soft rubber cone tip. The nose cone retaining bolt flange is faired by a titanium fairing which is secured by 6 bolts.

Fan Disc The fan disk is driven through a curvic coupling which attaches it to the LP stub shaft. The curvic coupling radially locates and drives the fan disk. During manufacture of the fan disk, it is dynamically balanced by removal of metal from a land on the disk.

Note : Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of the weights must be marked before removal to ensure they are refitted in the same position.


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

Showing Crossection of Fan Disc

Slot Numbering


Rubber

SOFT RUBBER CONE TIP

Figu Figure re 10

LP Comp Compre ress ssor or ( Fan Fan )

Rubber



ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 INLET CONE REMOV REMOVAL AL A special tool is used to remove the Inlet Cone to prevent it from damage as shown below. NOTE : The Inlet Cone is made from glassfiber.


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

A


A

Figu Figure re 11

Inle Inlett Cone Cone Remo Remova vall



ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 FAN BLADE REMOV REMOVAL AL / INSTALLATION INSTALLATION Removal

Installation

The Nose cone is secured to the front blade retaining ring by 18 bolts. Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of these weights must be marked before removal to ensure they are refitted to the same position.

After the new blade and the annulus fillers are fitted, The front blade retaining ring can be fitted. The front blade retaining ring can only be fitted in one position which is determined by tree off - set locating dowells on the fan disc. When the retaining ring is fitted to the fan disc the lettet T, etched on the retaining ring, identifies No 1 fan blade position.

The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A second ( outer ) ring of bolts passes passes through the retaining ring and screws into into each of the 22 annulus fillers. Both rings of bolts must be removed before attempting to remove the front retaining ring. After all the securing bolts ( 22 + 36 ) have been removed the the retaining ring can be removed by srewing pusher bolts bolts into the 6 threaded holes provided for this purpose. Balance weights, if required are located on the retaining ring.

NOTE : Fan blade Inspection / repair repair are described in the AMM 72-31-11 Page block 800.

The fan blades and annulus filler positions are not identified.For this reason it is important to identify the blade and annulus filler position, relative to the numbered slots in the fan disc, before disassembly.

NOTE : The moment weight of the fan blade is written on the the root surface

Remove the annulus fillers on either side of the blade to be removed. The annulus fillers can be removed as follows : - lift the front end of the annulus filler 3 to 4 inches. - twist the annulus filler through about 60 deg counter - clockwise - draw the annulus filler forward to clear the blades The blade to be removed can then be pulled forward to clear the dovetail slot in the fan disc.


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

”T”


MOMENT WEIGHT

Figur Figure e 12

Fan Fan Blad Blade e Remov Removal al / Inst Instal alla lati tion on


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00


Figu Figure re 13

Engi Engine ne Comp Compone onents nts Locati Location on (L/ (L/H H side side))


ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00


Figur Figure e 14

Engi Engine ne Comp Compone onents nts Loca Locati tion on (R/H (R/H side side))



ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00

72-00

BORESCOPING

GENERAL Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.


ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00


Figu Figure re 15

Manu Manual al Hand Handcr cran anki king ng



ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00 BORESCOOE INSPECTION OF THE HP COMP. Borescope ports are provided to give acess for visual inspection of the compressor and the turbine . For furter information and limits refer to AMM 72-00-00. Inspection/Check Procedure - Install the tool to turn the HP system. - Prepare the borescope equipment for use as given in the makers instructions. - Carefully put the borescope probe into the access port of the stage of the compressor you want to examine . Note: Use an 8mm probe for portsX,A,B and a 5.5mm probe for ports C,D,E,F & G and a flexible borescope for inspection of the heatshield assemblies. - Whilst turning the HP system, examine each blade in turn for: - Nick Nicks s & Tears ears - Cracks - Dents - Tip Tip dama damage ge & discolo discoloura uratio tion n Note: Blade numbers & dimensions are shown for each stage. - Examples of blade damage limits are in AMM 72-00-00 - On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page. - Remove the tool used to turn the HP system & return the engine to normal.


ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00

NOTE: Port ”B” is available at both sides of the engine The left hand side is better accessible

V2530-A5

V2500-A1

V2530-A5

STAGE OF COMPRESSOR TO BE EXAMIND


3 to 4 3 to 4 7 to 8 8 to 9 9 to 10 11 to 12

Figur Figure e 16

HP Compr Compres esso sorr Bores Boresco cope pe Acc Acces ess s

ACCESS PORT TO BE USED A B D E F G



ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00 BORESCOPE INSPECTION OF THE HP COMP. Borescope Access Note 1: IAE recommends that only the stage 3 & 12 HP compressor blades are examined with the engine on-wing. Note 2: Access port D should not be used on engines that are pre SBE72-0033 as damage can be caused to the borescope equipment. - Remove the required borescope access part covers X,A,B,C,D,E,F,G, X,A,B,C,D,E,F,G, by removing the attaching bolts. The diagram below shows which stage are accessed through each port. - Remove the old jointing compound from around the access ports and access port covers using a non-metallic scraper and a lint free cloth made moist with cleaning fluid. - Prior to installation of the borescope access port covers it Is necessary to apply jointing compound. compound. The procedure to be taken is: Access ports X, A, B & C - Apply a thin thin layer layer of jointing jointing compound compound to the mating mating faces faces using using a stiff stiff bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port. - Wait 10 minutes, install access port cover & attach with bolts. Torque load to between 85 - 105 lbf in. - Re-torque Re-torque again again to same same figures figures after after 2 minutes minutes then remove excess jointing compound. Access ports D,E,F & G. - Do not not require require jointing jointing compou compound. nd.



ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00

STAGE OF COMPRESSOR TO BE EXAMIND VIGV TO 3 -LE 3 to 4 5 to 6

ACCESS PORT TO BE USED X B C

Figur Figure e 17

HP Compr Compres esso sorr Bores Boresco cope pe Acc Acces ess s


POWER PLANT COWLINGS

V2530-A5

71-10

71-10

NACELLE ACCESS DOORS & OPENINGS

NACELLE GENERAL The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are: - the air inlet cowl - the fan cowls (left and right hand) - The ”C” ducts which incorporate the hydraulically operated thrust reverser unit. - the Combined Nozzle Assembly (CNA)

ACCESS DOORS & OPENINGS Access to units mounted on the low pressure compressor compressor (fan) case and external gearbox is gained by opening the hinged fan cowls. Access to the core engine ,and the units mounted on it ,is gained by opening the hinged ”C” ducts. ducts. Pressure relief Doors: Two access doors also operate as pressure relief doors.They are installed on each nacelle. - The air starter valve and pressure relief door in the right fan cowl - and the oil fill and sight glass pressure relief door in the left fan cowl. y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321

The two pressure relief doors protect the core compartment against a differential overpressure of 0.2 bar (2.9007 psi) and more. Spring-loaded latches hold the doors in place. If overpressure causes one or the two doors in a nacelle to open during flight, they will not latch close again automatically. automatically. The door (doors) will be found open during ground inspections.



A319/A320/A321 V2530-A5

71-10

RIGHT SIDE

STRAKE

ACAC OUTLET STRAKE


LEFT SIDE ACAC OUTLET

Figu Figure re 18

Nace Nacell lle e Acce Access ss Door Doors s



V2530-A5

71-10 FAN COWLS OPENING / CLOSING The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge of the ”C” ducts.When in the open position the fan cowls are supported by two telescopic hold - open struts,using support points provided on the fan case (rear) and inlet cowl (front). Storage brackets are provided to securely locate the struts when they are not in use.

Warning The fan cowl hold open struts must be in the extended position and both struts must always be used to hold the doors open.


A319/A320/A321

Be careful when opening the doors in winds of more than 26 knots (30mph)

Warning The fan cowl doors must not be opened in winds of more than 52 knots (60mph)



A319/A320/A321 V2530-A5

71-10

DETAIL AT 4 POSITIONS


Figu Figure re 19

Fan Fan Cowl Cowls s Ope Openi ning ng / Clos Closin ing g



Power Plant General

A319/A320/A321 V2530-A5

71-10 FAN COWL LATCH ADJUSTMENT The mismatch between the two cowl doors can be adjusted by fitting / removing shims,as shown below. Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper as shown below.


Power Plant General

A319/A320/A321 V2530-A5

71-10


Figu Figure re 20

Fan Fan Cowl Cowl Latc Latch h Adj Adjus ustm tmen entt


ENGINE EXHAUST THRUST REVERSER COWLS

V2530-A5

78-32

ATA 78

EXHAUST

78-32

THRUST REVERSER COWL DOORS

T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING

Caution Before opening:


A319/A320/A321

1.

Wing sl slats mu must be be re retracted an and de deactivated.

2.

All 6 latches & take - up devices must be released.

3.

If rev ever ers ser is dep deploye loyed d, pylo pylon n fairi airing ng must be removed oved..

4.

Dea eact ctiv iva ate Thru hrust Reve vers rse er Hy Hydra raul ulic ic Control trol Unit ( HCU )

5.

FADEC power ”OFF”

6.

Put Warning Notices in the Cockpit




A319/A320/A321 V2530-A5

78-32

PYLON FAIRING With deployed reverser the fairing must be removed !

REVERSER CASCADES

Figu Figure re 21

C-Du C-Duct ct Open Openin ing/ g/Cl Clos osin ing g




A319/A320/A321 V2530-A5

78-32 THRUST REVERSER HALF LATCHES 6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located : - 1 Front latch ( access through the left fan cowl ) - 3 Bifurcation latches ( access through a panel under the C-Duct halves ) - 2 latches on the reverser translating sleeve ( Double Latch )



A319/A320/A321 V2530-A5

78-32

C

A

B


Figu Figure re 22

Thru Thrust st Reve Revers rser er Hal Halff Latc Latche hes s



V2530-A5

78-32 LATCH ACCESS PANEL & TAKE UP DEVICE An access panel ,as shown below , is provided to gain access to the three BIFURCATION ”C” duct latches and the ”C” duct take up device (also called, Auxiliary Latch Assembly ). The take up device is a ”turnbuckle” arrangement which is used to draw the two ”C” ducts together.This is necessary to compress the ”C” duct seals far enough to enable the latch hooks to engage with the latch keepers. The take up device is used both when closing and opening the ”C” ducts. The take up device must be disengaged and returned to its stowage bracket,inside the L/H ”C” duct,when not in use. NOTE: Red Open Flags ,installed on the C-Duct indicate that the Bifurcation Bifurcation latches are open.


A319/A320/A321



A319/A320/A321 V2530-A5

78-32

DETAIL VIEW of a typical Latch - Open Indicator on the Bifurcation Latch.


Open-Indicator ( 3 installed )

Figu Figure re 23

Latc Latch h Pane Panell & Tak Take e Up Devi Device ce



V2530-A5

78-32 FRONT LATCH AND OPEN INDICATOR Access to the front latch is gained through the left hand fan cowl. The latch is equipped with a red open indicator. The open -indicator gets in view through a gap in the cowling ( also when the thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl.

Caution: Make sure that you position the front latch correctly against the front latch open indicator while you pull the thrust reverser halves together with the auxiliary latch assembly.(take assembly.(take up device) If you do not do this ,the front latch can get caught between the thrust reverser halves and the auxiliary latch assembly and the hook can get damaged.


A319/A320/A321



A319/A320/A321 V2530-A5

78-32

B

SPRING y l n O s e s o p r u P g n i n i a r T r o F

FRONT LATCH OPEN INDICATOR RED FRONT LATCH OPEN INDICATOR

Figu Figure re 24

FRONT LATCH

Fron Frontt Lat Latch ch with with Open Open Indi Indica cator tor




A319/A320/A321 V2530-A5

78-32 C - DUCT OPENING / CLOSING SYSTEM On each ”C” duct a single acting hydraulic actuator is provided for opening. A hydraulic hand pump must be connected connected to a self sealing /quick release hydraulic connection for opening. Note: Note: The hydraulic fluid used in the system is engine lubricating oil.



A319/A320/A321 V2530-A5

78-32


Figu Figure re 25

”C” ”C” Duct Duct open openin ing/ g/cl clos osin ing g



V2530-A5

78-32 C - DUCT HOLD OPEN STRUTS Two hold open struts are provided provided on each C - duct to support the C - ducts in the open position. The struts engage with anchorage points located on the engine as shown below. When,not in use the struts are located in stowage brackets provided inside the C - duct The front strut is a fixed length strut. The rear strut is a telescopic strut and must be extended before use. The arrangement for the L.H. ’C’ duct is shown below, the R.H. ’C’ duct is similar.

Warning Both struts must always be used to support the ’C’ ducts in the open position. The ’C’ ducts weigh weigh approx 578 lbs each. Serious injury to personnel working under the ’C’ ducts can occur if the ’C’ duct is suddenly released.


A319/A320/A321



A319/A320/A321 V2530-A5

78-32


Figu Figure re 26

„C“ „C“ Duc Ductt Hol Hold d Ope Open n Str Strut uts s



ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00

ATA 79

OIL

OIL SYSTEM OIL SYSTEM PRESENTATION System Description The lubrication system is self-contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quick-connect a pressurized oil line and a drain line. It is a hot tank system that is not pressure regulated. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter. A coarse cleanable filter is employed. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler ,which are part of the Heat Management System (HMS) ,which ensures that engine oil,IDG oil and fuel temperatures are maintained at acceptable levels, to the bearings.Except for the No 3 bearing damper and the No.4 bearing compartment,the pressure supplied to each location is controlled by a restrictor.There is a ”last chance” strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil. The savenge oil is then piped,either directly or through the de-oiler to the 5 stage scavenge pumps.There is a disposable cartridge cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. A differential pressure warning switch.set at 12 psi gives cockpit indication of impending scavenge filter bypass. The oil pressure is measured as a differential between the main supply line pressure, upstream of any restrictors, and the pressure in the No.4 bearing compartment scavenge line, upstream of the two position scavenge valve. A low pressure warning switch, which is set for 60 psi, is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping points as the oil pressure sensor.This allows for cockpit monitoring of low oil pressure.The engine oil temperature is measured in the combined scavenge line to the oil tank.

The No.4 bearing two position scavenge valve is operated pnuematically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting.At engine idle power, thevalve opens to provide the maximum area area for scavenge flow. At higher power, the valve closes to a reduced area which provides,adequate pressure in the No.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. The scavenge valve pressure transducer senses the pressure present in the scavenge line upstream of the scavenge valve and supplies a signal to the EIU. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. Lubrication System Components The lubrication system consits of four subsystems: - the lubrication supply system - the lubrication scavenge system - the oil seal pressurization system - the sump venting system. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications. - engine oil pressure - engine oil temperature - MIN MINIMU IMUM M ST STARTIN ARTING: G: - 400 C - MIN MIN.PR .PRIOR IOR EXCEE EXCEEDIN DING G IDLE IDLE : -100C - MIN MIN.. PRIOR PRIOR TAKE OFF: OFF: 500C - MAX MAX CONT CONTIN INIO IOUS US:: 1550C - MAX TRANSI TRANSIENT ENT: 1650C - oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions: - low oil pressure - RED LINE LINE LIMI LIMIT T: 60 PSI - AMBER AMBER LINE LINE LIMIT LIMIT:: 80 PSI - scavenge filter clogged. - No. 4 compartment scavenge valve inoperative.


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00

OIL TEMPERATURE SENSOR( HMS )

FUEL IN

ACOC

BYPASS VLV‘ S

OIL TANK PRESSURIZATION VLV

SCAVENGE FILTER ∆ P SWITCH ( 12 PSI , ECAM MESS: ” OIL FILTER CLOG )”

FAN AIR

RESTRICTOR

FCOC ENG OIL

NO.5 BEARING NO 1, 2 & 3 BEARINGS

FUEL FILTER OUT

NO. 4 BEARING

OIL TANK FILLER CAP

OIL QTY XMTR ANTI-DRAIN VLV

BUFFER AIR ( 12TH )

CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI ∆ P )

FLOW TIMING VLV COLD START PRESS RELIEF VLV ( 450 ∆ PSI )


MASTER CHIP DETECTOR

NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH

OIL TEMPERATURE SENSOR

SCAVENGE FILTER NO 4 BEARING COMPARTMENT 2 POSITION SCAVENGE VLV

SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR

LOW OIL PRESS. WARNING SWITCH ( 60 PSI )

OIL PRESS. XMTR

Figu Figure re 27

Oil Oil Syst System em Sche Schema mati tic c


OIL SYSTEM INDICATING

A319/A320/A321 IAE V2530-A5

79-30

79-30

OIL INDICATING SYSTEM

GENERAL

ECAM OIL INDICATIONS

The oil system monitoring is performed by: - indications: - oil quantity (quarts) - oil temperature (degree celsius) - oil pressure (psi) - audio and visual warnings: - oil low pressure (LO PRESS) - oil filter clogging (OIL FILTER CLOG)

1.- Oil quantity indication flashes green (Advisory): - when QTY <4quarts.

2.- Oil pressure indication color turns red (Warning) : - when press <60PSI.

3.- Oiltemperature indication flashes green (Advisory) : - when TEMP >156 deg.C - turns amber when oil TEMP < 10 deg C or > 165 deg C. Oil HI TEMP is displayed : - when oil TEMP >165 deg C or 156 deg C more than 15 min.

4.- Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged.




A319/A320/A321 IAE V2530-A5

79-30

1 2 3


Figu Figure re 28

ECAM ECAM Oil Oil Ind Indic ica ation tion



A319/A320/A321 IAE V2530-A5

79-30 OIL QUANTITY INDICATING

LOW OIL PRESSURE SWITCH

The analog signal from the oil quantity transmitter is sent to: - the SDAC1 - the SDAC2 - the EIU which transforms the analog signal into a digital signal. The DMC’s process the information received as a priority order from the EIU’s through FWC 1 and 2, SDAC1, SDAC2. The oil quantity displayed in green on the ECAM display unit is graduated from: - 0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts) - 0 to 99.9 in digital form.

The low oil pressure information is send to different aircraft systems.

OIL TEMPERATURE INDICATION The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU.The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The ECAM oil temperature indication scale is graduated from 0 deg.C to 999 deg.C .

Low Oil Pressure switching: - To Steering (ATA 32-51) - To Door Warning (ATA (ATA 52-73) - To FWC (ATA 31-52) - To FAC (ATA 22 ) - To FMGC (ATA 22-65) - To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU: - To CIDS (ATA 23-73) - To DFDRS INTCOM Monitoring (ATA 31-33 ) - To CVR Power Supply (ATA 23-71) - To WHC (ATA 30-42) - To PHC (ATA 30-31) - To FCDC (ATA 27-95) - To Blue Main Hydraulic PWR (ATA 29-12) - To Rain RPLNT ( ATA 30-45 )

OIL PRESSURE INDICATION


The analog signal from the oil pressure transmitter is transmitted to the SDAC 1,SDAC2 and the EIU .The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The order of priority has been defined as follows: SDAC 1 SDAC 2 EIU. The oil pressure indication scale is graduated from 0 - 400 PSI .

SCAV. FILT. DIFF. PRESSURE WARNING The Scavenge filter diff.pressure warning is send to the SDAC 1,2 and then to ECAM. A message will be displayed on the E/WD.



A319/A320/A321 IAE V2530-A5

79-30


Figu Figure re 29

Bas Basic Sche Schema mati tic c



ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00 NO4 BEAR. SCAV. VALVE DESCRIPTION Operation There are two basic operating positions, low power and high power. In 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 passes 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 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.

NO.4 BEARING SCAVENGE VALVE INDICATING The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No.4 bearing carbon - seal failure LOW POWER SETTING: At engine low power, the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic. HIGH POWER SETTING: At engine high power, the bearing scavenge valve closes (to maintain the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens. The No.4 bearing internal pressure is measured by the No.4 bearing pressure XMTR in the oil return line to the deoiler.The transducer supplies a pressure signal to one of the three EIU logics. Two EIU logics provide a warning message to the ECAM : ENG 1 (2) BEARING 4 OIL SYS.( class 2 ) and a CFDS CFDS message, when the valve is not in the correct position according to the sensed burner pressure. One EIU logic provides a message on the lower ECAM : Eng.1 (2) Bearing ( class 2 ) and a fault message message is set on the CFDS ( EIU menu ) when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible press.(possible Carbon seal failure )


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00

TO OTHER BLEED SOLENOID VALVES

10TH STAGE SOLENOIT VALVE

FAN AIR BUFFER AIR COOLER ( ACAC)

EEC COMBUS- TION CHAMBER

MAX FLOW


MIN FLOW

OIL PRESSURE

NO.4 BEARING SCAVENGE SCAVENGE VALVE

OIL PRESS XMTR LOW OIL PRESS. SWITCH

TO DEOILER NO.4 BEARING PRESS XMTR

EEC

PB

EIU Figu Figure re 30

No.4 No.4 Bea Beari ring ng Scav Scaven enge ge Valve alve



ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00 ENGINE OIL PRESSURE The Oil pressure is directly linked to the opening and closing of the No.4 Bearing Scavenge Valve. A closing of the valve (at approx. 85% N2 ) will restrict the return scavenge flow to the deoiler. This will result in a pressure drop,because the ratio of the pressures will change. ( the oil pressure is the differential pressure of the oil pressure feed line and the scavenge line). The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI . Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed.


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00


Figu Figure re 31

Oil Oil Pre Pres ssure sure Char Chartt


ENGINE OIL SYSTEM

IAE V2530-A5

79-00 MAGNETIC CHIP DETECTORS (M.C.D.) A total of 7 M.C.D. ‘s are used in the oil scavenge system. Each bearing compartment and gearbox has its own deticated M.C.D. (two in the case of the main gearbox)although that for the No.4 bearing is located in the de-oiler scavenge outlet). Magnetic Chip Detectors Location The M.C.D. ‘s for: - No.1,2 and 3 bearings - main gearbox / L/H scavenge pick-up - angle gearbox are located to the rear of the main gearbox on the L/H side ,as shown below. The M.C.D.‘s for: - No.5 bearing - De - oiler ( No.4 bearing ) - Main gearbox ( R/H scavenge pick up ) are located as shown below.

CAUTION:


A319/A320/A321

Do not try to install the MCD if the seal rings are not installed.A saftey mechanism is installed in the MCD housing to prevent installation of the MCD if the front seal ring is not installed. If only the front seal ring is installed , failure of this seal ring could result in an in-flight shutdown of the engine because of oil leakage.


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00

No. 4 BEARING


Figu Figurre 32

Chi Chip Dete Detec ctors ors


ENGINE OIL SYSTEM

IAE V2530-A5

79-00 MASTER CHIP DETECTOR The master chip detector is located in the combined scavenge return linie,on the scavenge filter housing. The Master Chip Detector is accessible through its own access panel in the L/H fan cowl. If the master M.C.D. indicates a problem then each of the other M.C.D.‘s is inspected to indicate the source of the problem.

CAUTION: Do not try to install the MCD if the seal rings are not installed.A saftey mechanism is installed in the MCD housing to prevent installation of the MCD if the front seal ring is not installed. If only the front seal ring is installed , failure of this seal ring could result in an in-flight shutdown of the engine because of oil leakage.


A319/A320/A321


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00


Figu Figure re 33

Magn Magnti tic c Chi Chip p Dete Detect ctor ors s


ENGINE OIL SYSTEM

IAE V2530-A5

79-00 IDG OIL SERVICING IDG oil pressure fill A quick fill coupling situated on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures : - the priming of the external circuit - the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Oil filter A clogged filter indication is provided by a local visual pop out indicator. The indicator is installed on the anti drive end of the IDG. Oil level check You can read the oil level through two sight glasses located on the IDG. One sight glass serves for the CFM 56 engine, the other one for the V2500 engine. - The oil level must be at or near the linie between the yellow and green bands. - If the oil level is not at this position,connect the overflow drain hose and drain the oil until the correct filling level is reached.This will also depressurize the IDG case.


A319/A320/A321

Note: If the overflow drainage procedure is used it can take up to 20 minutes to complete. Failure to observe the overflow time requirements can cause high oil level condition resulting in elevated operating temperatures and damage/ disconnect to IDG.


ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79-00

A

Press Fill Valve

V2500

Overflow Drain Valve Dust Cap Dust Cap y l n O s e s o p r u P g n i n i a r T r o F

Figu Figure re 34

IDG IDG Oil Oil Servi ervici cing ng


ENGINE FUEL AND CONTROL GENERAL

IAE V2530-A5

73-00

ATA 73

ENGINE FU FUEL AN AND CONTROL

73-00

FUEL SYSTEM PRESENTATION

GENERAL The fuel system enables delivery of a fuel flow corresponding to the power required and compatible with engine limits. The system consists of: - the two stage fuel pump with low pressure & high pressure elements, - the engine fuel cooled oil cooler (FCOC), - the fuel filter - the fuel diverter and return to tank valve. - the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), - the fuel metering unit (FMU), - the fuel distribution valve, - the fuel flow transmitter, - 20 fuel nozzles,

DESCRIPTION AND OPERATION


A319/A320/A321

Distribution The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage) then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump (HP stage). The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution valve). The FMU also provides hydraulic pressure to all hydraulic system external actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil, engine oil and fuel fuel temperatures within specified limits.The transfer between configurations is determined by a software logic contained in the EEC.

Controlling The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure failure detection capability.In capability.In case of specific failure detection, the FADEC switches from one channel to the other. The FADEC System operates compatibly with applicable aircraft systems to perform the following: - Control of fuel flow, stator vanes and bleeds to automatically maintain forward and reverse thrust settings and to provide satisfactory satisfactory transient response. - Protect the powerplant from exceeding limits for N1, N2, maximum allowable thrust, and burner pressure. - Control of the HPT 10th stage cooling air, and low and high turbine active clearance control systems. - Control of fuel, engine and IDG oil temperature. - Control of the thrust reverser. - Automatic sequencing of start system components. - Extensive diagnostic and maintenance capability.


ENGINE FUEL AND CONTROL GENERAL

A319/A320/A321 IAE V2530-A5

73-00

SDAC

DMC

TANK FUEL TEMP SNSR

R V D T


Figu Figure re 35

Fuel Fuel Syst System em Sche Schema mati tic c

FWC


ENGINE FUEL AND CONTROL INDICATING

IAE V2530-A5

73-30

73-30

INDICATING

GENERAL Indicating

Fuel flow indication, Fuel Used

The engine fuel system is monitored from: - the ECAM display, - the warning and caution lights. The indications cover all the main engine parameters through the FADEC.

The Fuel Flow Transmitter is installed installed near the FMU. The signals are routed routed to the EEC and via the DMCs to the ECAM.

The warning and cautions reflect: - the engine health and status through the FADEC, - the FADEC health & status, - the fuel filter condition through a dedicated hardwired pressure switch. The fuel system is monitored by:

- The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form. - The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime).


A319/A320/A321

The Fuel Used-is calculated calculated in the DMCs . The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . Fuel filter clogging indication General The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. This causes: - Triggering of the MASTER CAUT light and single chime. - The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. - The associated caution message to come on the upper ECAM DU. When the pressure loss in the filter decreases between 0 and -1.5 psid from the filter clog energizing pressure, the pressure switch is de-energized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC through the hardware .


ENGINE FUEL AND CONTROL INDICATING

A319/A320/A321 IAE V2530-A5

73-30

2500

KG/H 2500 13000 KG


Figu Figure re 36

Fuel Fuel Syst System em Indi Indica cati tion on



POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70

71-70

POWER PLANT DRAINS

GENERAL The powerplant drain system collects fluids that may leak from some of the engine accessories and drives. The fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox. The drain system comprises two sub-systems: - fuel drains - oil, hydraulic and water drains The two sub-systems come together at the same drain mast.


POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70

RIGHT SIDE R E P P U C S K N A T L I O

OIL TANK SCUPPER

FUEL PUMPS

FUEL DIVERTER VALVE

FUEL METERING UNIT

LP BOOSTER BLEED MASTER ACTUATOR

BIFURCATION PANEL

ACTIVE CLEARANCE CONTROL ACTUATOR

FWD

DRAINS MAST ACOC


VARIABLE STATOR VANE ACTUATOR

IDG

HYDRAULIC PUMPS

AIR COOLED OIL COOLER ACTUATOR

AIR STARTER

INTEGRATED DRIVE GENERATOR

LP BOOSTER BLEED SLAVE ACTUATOR

S. ( STARTER )

HYDRAULICS

OIL TANK SCUPPER

LEFT SIDE NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY

Figure ure 37

Drain System


POWER PLANT DRAINS

IAE V2530-A5

71-70 DRAIN SYSTEM DESCRIPTION Fuel Drain The fuel drain lines come from engine accessories on the engine core, the engine fan case and gearbox. The engine core drains go through the bifurcation panel. The fuel drain system is connected to these engine accessories: - Booster bleed master actuator) - Booster bleed slave actuator) Engine- Variable Variable Stator Vane Actuator) Core - Active Clearance Control Actuator ) - Fuel diverter valve ) Engine fan Case - Fuel metering unit ) Gearbox - LP/HP fuel pumps) Oil, Hydraulic and Water Drains The oil, hydraulic and water drains system comes from engine accessories on the engine fan case and gearbox. The drain system is connected to these engine accessories: - Air Cooled Oil Cooler actuator ) Engine fan case - Integrated Drive Generator) - Air starter) Gearbox - Hydraulic Pump) - Oil tank scupper) Oil tank The only hydraulic fluid drain is from the hydraulic pump. The other drains are for engine oil or accessory lubricant.


A319/A320/A321


POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70


Figur Figure e 38

Drain Dra in Sys Syste tem m Leak Leakag age e Tes Testt & Lim Limits its



POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

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


POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70

PYLON DRAINS


Figure 39

Pylon Dra Drains


ENGINE INDICATING GENERAL

IAE V2530-A5

77-00

ATA 77 77-00

INDICATING ENGINE IN INDICATING PR PRESENTATION

INDICATION GENERAL Primary Engine Display The primary engine parameters listed below are permanently permanently displayed on the Engine and Warning display ( E/WD ): - Engine Pressure Ratio ( EPR ) - Exhaust Gas Temperature ( EGT ) - N1 ( low rotor speed ) - N2 ( high rotor speed ) - FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. Display.


A319/A320/A321

Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault: - Total FUEL USED For further info see ATA 73 - OIL quantity For further info see ATA 79 - OIL pressure For further info see ATA 79 - OIL temperature For further info see ATA 79 - Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START START PAGE ) - In case of high nacelle temperature a indication is provided below the engine oil temp. indication. - Engine Vibration - of N1 and N2 - As warnings by system problems only: - OIL OIL FIL FILTER TER COLG COLG - Fuel Fuel FILTER FILTER CLOG CLOG - No. 4 BRG SCAV SCAV VALVE VALVE with valve valve position position Some engine parameters also displayed on the CRUISE page



A319/A320/A321 IAE V2530-A5

77-00

FF KG / H FOB: 19.125


A IGN B 35

Figu Figure re 40

35

Engi Engine ne ECAM ECAM Indi Indica cati tion ons s

ONLY ON ENGINE START PAGE



IAE V2530-A5

77-00

77-10

POWER INDICATING

EPR INDICATION EPR - Engine Pressure Ratio The Engine Pressure Ratio indicating system consists of one combined P2 / T2 sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. The pressure from this sensors are routed to the EEC pressure transducer.The EEC converts the signal to a digital format and proccess the pressure to form actual ERP ( P 4.9 / P 2 ) and transmits the ERP value to the ECAM. Each of the two channels performs this operation independently. 1

Actual EPR Actual EPR is green.

2

Cyan EPR command arc ( transient ) from current EPR pointer to EPR command value. is only displayed with A / THR engaged.

3

EPR TLA ( white circle ) Predicted EPR corresponding to the thrust lever position.

4 y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321

EPR max ( thicker amber mark ) It is the limit value of EPR corresponding to the full forward thrust lever position.

5

REV indication Appears in amber when one reverser is unstowed or unlocked or inadvertenly deployed. ( In flight, the indication first flashes for 9 sec. and then remains steady. It changes to green when the reverser is fully deployed .

6

Thrust limit mode, EPR rating limit TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the associated EPR rating is displayed in blue. In MREV no EPR value is dis played. Thrust limit mode is displayed in digital form, it indicates the mode which the EPR limit value will be computed. - In flight flight ( or on on ground ground with ENG ENG stopped stopped ): - The selected mode corresponds to the detent of the most advanced thrust lever position - Rating limit is computed by the EEC receiving the highest actual EPR value ( exept on ground with ENG stopped where it is computed by the EEC receiving the most advanced thrust lever position ). Notes: 1 - When a thrust lever is set between two positions the EEC selects the rating limit corresponding to the highest mode. 2 - When idle is selected the EEC selects CL 3 - When M REV is selected, the EPR rating limit value is re placed by amber crosses ( M REV mode is limited by N1) - On ground ground ( with engines engines running running ) - With engines running, on ground, whatever the lever position is,this limit corresponds to: TO GA thrust limit. - With engine running, on ground, if FLX mode is selected, FLX EPR is displayed whatever the thrust lever position between IDLE and FLX / MCT. If FLX mode is selected, the flexible take off temperature in _ C, selected through the FMS MCDU’ s, is displayed. For FLX mode indication the ADIRU‘s ADIRU‘s must be switched on. The temperature value is displayed in green and the _ C is displayed in blue. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.



A319/A320/A321 IAE V2530-A5

77-00

3

4

3

2

4

2 6

5

REV

EPR

FLX

1.503 OR

1

TOGA 1. 520 OR

MCT y l n O s e s o p r u P g n i n i a r T r o F

OR

CL OR

MREV

Figu Figure re 41

EPR EPR Indic Indicat ation ion - Upper Upper ECA ECAM M Disp Displa lay y Unit Unit

35 _ C



IAE V2530-A5

77-00 P2 / T2 HEATER Aircraft Power ,which is used for the heater , is switched on and off by the EEC, via the relay box. The heater and the heating Circuit can be tested using the the FADEC CFDS Test Test menu. Note: The relay box also contains the 115v Ignition relays. FAIL SAFE POSITION: ”PROBE HEATER OFF”


A319/A320/A321



A319/A320/A321 IAE V2530-A5

77-00

204XP-C 115VAC BUS 2 11DA2 C/B 24-58-06 ANTI ICE / PROBES P2/T2 ENG 2 122VU212

INPUT FOR IGNITION RELAYS

1WD ENG/APU FIRE PNL 20VU210 26-12

4100KS RELAY BOX 446STA450 73-25

4014KS SENSOR P2/T2 444STA390 73-25

RELAY BOX

CH B CONNECTOR y l n O s e s o p r u P g n i n i a r T r o F

RELAY BOX

CH A CONNECTOR

P2/T2 HEATING CONNECTOR Figu Figure re 42

P2/T P2/T2 2H Hea eate terr Sch Schem emat atic ic




A319/A320/A321 IAE V2530-A5

77-00 FADEC P2/T2 HEATER TEST



A319/A320/A321 IAE V2530-A5

77-00


Figu Figure re 43

P2/T P2/T2 2 Hea Heate terr Tes Testt



A319/A320/A321 IAE V2530-A5

77-00

77-20

TEMPERATURE

EGT INDICATION EGT Indicator 1

Actual EGT Normally displayed in green. Pulses amber up to MCT when EGT Pulses red when EGT w650 _ C.

w

610 _ C.

Note: EGT index pulsing amber must be disregarded when using TO or FLX thrust. 2

Max EGT Thicker amber mark is set at w 610 _ C, it is the max EGT value up to MCT thrust. It is not displayed during: -Engine start up, instead a amber mark is placed at 635 _ C -Take Off sequence.

3

Max permissible EGT Goes up to 650 _ C. C. A red band begins at the point of over temperature and a red cross line appears at the max value achieved.


4

Red cross line is set at the max EGT over temperature achieved during the last leg. The red cross line will disappear through corresponding DMC’ s - MCDU action or by the next T/ O.



A319/A320/A321 IAE V2530-A5

77-00

2 3

4

1


Figure 44

EGT Ind Indicatio tion



IAE V2530-A5

77-00

77-10

POWER

N1 AND N2 INDICATION N1 Indication The low pressure rotor speed signal is used in the EEC for engine control computation and for ECAM visual display. 1

2

Max permissible N1 is 100 %. At 100 % a red band begins. If the RPM exeeds 100 % index and numeric value pulses red.

3

Red cross line is set at the max N1 over speed value achieved during the last leg.

4

White circle

N1 command corresponding to the thrust lever ( angle ) position ( predict N1 ) appears when in rated N1 mode. N1 rated MODE can activated automaticly or by switching the N1 MODE switch at the overhead panel ( close to the ENG MAN START switches ). Both engine must be in the same MODE, rated or unrated. Not displayed in unrated N1 MODE. Auto thrust is not active in rated N1 mode . General: A failure title will be displayed on E / WD in the MEMO display. 5

6

Actual N1 Displayed normaly in green. Pulses red if N1 exceeds 100%. Pulses amber when N1 exeeds the N1 rating limit, in N1 MODE.


A319/A320/A321

CHECK appears for EPR, EGT, N1 , N2 and FF, if the displayed value compared by the DMC’ s with the actual value from the EEC differs and the last digit from the value shown will be XX ed.

6

N1 MODE switches

ON: - Thrust control reverts reverts from EPR mode to N1 rated mode. Following an automatic reversion to N1, rated or unrated mode, pressing the P/B switch to confirm the mode. ON, it illuminates blue OFF: - If available, EPR mode is selected N2 Indication The signal fore the HP rotor speed is originated from the dedicated alternator to the EEC for use in engine control computation and to the ECAM for visual display on ECAM. A separate signal signal goes to the engine vibration monitoring unit ( EVMU ) for use in processing engine vibration data. 7

Actual N2

Digital indication normally green. It is overbrightness and grey boxed during engine start sequence up to 43 % ( starter cut out ). Turns red if N2 exceeds 100 % and a red ” X ” appears. The red ” X ” will disappear through corresponding DMC’s - MCDU action or by the next T/O. General: A failure title will be displayed on E / WD on the MEMO display. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.



A319/A320/A321 IAE V2530-A5

77-00

4

EPR

XX

XX 4

5

2

1

3

C H E C K y l n O s e s o p r u P g n i n i a r T r o F

7

4 7

X

ENG 1 EPR MODE FAULT ENG 1 N 2 OVER LIMIT Figu Figure re 45

N 1 and and N2 N2 Spe Speed ed Indi Indica cati tion on

MCT

N 1 MODE 95.8



IAE V2530-A5

77-00

77-10

POWER

N1 INDICATION The fan speed ( N1 ) indication system has four sensors:

- Two of them are used to provide EEC channels ” A ” and ” B ” with N1 rotational speed signal. - One sensor acts as a spare fore either EEC channel ( it can be activated by changeover connectors at the junction box ). This sensor cannot be used in place of the N1 sensor dedicated to the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ), see below. - One sensor provides the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ). - The N1 electrical harness tube goes through the inner strut of the no. 3 strut of the intermediate structure and to the terminal block. The electrical leads from each sensor goes through the N1 tube and is connected to the terminal block. - For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the phonic wheel to pass its sensor. For the trimbalance sensor, one slot in the phonic wheel passes the sensor one time for one turn. - The EEC speed sensors have two pole pieces compared to the trimbalance sensor who has only one pole piece.

INTERCHANGE OF N1 SPEED SENSORS y l n O s e s o p r u P g n i n i a r T r o F

A319/A320A321

Task 77-11-00-860-010 - If the fan speed sensor No. 1 is unserviceable, disconnect the harness leads No. 1 and No. 2 from their terminals No 1 and No 2. Reconnect the harness lead No 1 to the terminal No. 3 and the harness lead No. 2 to the terminal No. 4 of the spare speed sensor. - If the fan speed sensor No 3 is unserviceable, disconnect the harness leads No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the harness leads to the spare speed sensor as described above.



A319/A320A321 IAE V2530-A5

77-00

TWO POL PIECES

TERMINAL BLOCK

TERMINAL NO. 4 (SPARE)

ONE POL PIECE THREE FAN SPEED SENSORS

ONE TRIM BALANCE SENSOR y l n O s e s o p r u P g n i n i a r T r o F

Figure Figure 46

Fan Spee Speed d & Trim Trim Bal Balanc ance e Senso Sensor, r,N1 N1 Term Termina inall Block Block


ENGINE INDICATING ANALYZERS

IAE V2530-A5

77-30

77-30

ANALYZERS

VIBRATION INDICATION An engine vibration monitoring unit monitors the N1 and N2 levels of both engines. General The engine vibration measurement system comprises : - one transducer on each engine with 2 piezoelectric accelerometers . - an Engine Vibration Monitoring Unit - two vibration indications N1 and N2. The engine vibration system provides the following functions : - vibration indication due to rotor unbalance via N1 and N2 slaved tracking filters - excess vibration (above advisory level of 5 units ) - fan balancing (phase and displacement) - shaft speed (N1 and N2) - storage of balancing data - initial values acquisition on request (option ) - BITE and MCDU communication - accelerometer selection - frequency analysis when the printer is available.

NOTE: Only one accelerometer is used at a time (A or B). The same accelerometer is not used for two successive flights. The changeover occurs at power-up or on special request (MCDU) on the ground. y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321

Interfaces The EVMU interfaces with the ECAM and the CFDS CFDS interfaces: Maintenance fault messages. The N1 and N2 vibrations of the left and right engines are displayed on the engine and cruise pages.



A319/A320/A321 IAE V2530-A5

77-30

VIBRATION VIBRATION indications: THE VIBRATION INDICATIONS OF THE LP AND HP ROTORS ARE DISPLAYED IN GREEN. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5

VIB 0.8 VIB 1.2

N1 0.9 N2 1.3

0.8 0.8

1.2 1.2 1 40

160

80

Powersupply 115V AC

VIB SENSOR A y l n O s e s o p r u P g n i n i a r T r o F

SDAC1 VIB SENSOR B

SDAC2 CFDIU Ded. Gen.

Figu Figure re 47

Vibra ibrati tion on Indi Indica cati tion on

80



IAE V2530-A5

77-30 CFDS SYSTEM REPORT / TEST The Centralized Fault Data System (CFDS) enables access to the system. The first menu sent to the MCDU is the main menu. The various functions are detailed here after.

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

Previous leg report The EVMU sends the list of the LRUs which have been detected faulty during the legs (maximum 64) previous to the last leg. The faults detected are the same as for the last leg report.

LRU identification The EVMU sends the EVM unit part number

Test The test item allows initiation of a complete check of the EVM system. If no failure has been detected, the message ”TEST OK” is displayed. If any failure has been detected the failed LRU is displayed.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

77-30

OR

TEST TEST IN PROGRESS

TEST

TEST

77-32-16 ENG1 ACCLRM 4004EV (A)

SELF-TEST O.K.


Figu Figure re 48

CFDS CFDS Syst System em Repor Reportt / Test est EVM EVMU U



IAE V2530-A5

77-30 CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU This menu permits for both engine, to command unbalance unbalance data storage during next flight and the read out of the stored data. It also permits to effectuate balancing for a selected engine with both accelerometers. Measurement of the unbalance data The EVMU measures the position and the amplitude of the rotor unbalance of each engine. It provides this information, when available,to the output bus. Storage of unbalance data If requested, the system can store the balancing data during the cruise phase when stabilized conditions are reached (the actual N1speed does not fluctuate more than plus or minus 2% during at least 30s). For every stored measurement the stabilized conditions shall be met once more again. NOTE: This test can be done during an engine run-up in order to obtain vibration measurement for different N1 speeds. Refer to AMM ATA 77-32-34. 77-32-34. To get access again to the system report / test menu ENG, refer to AMM 31-32-00.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

77-30

EVMU

EVMU ENGINE UNBALANCE

CLEAR

RIGHT >

< ENGINE UNBALANCE

< LEFT

READ

RIGHT >

< FREQUENCY ANALYSIS

< LEFT

BALANCING

< RETURN

RIGHT >

PRINT >

NOTE: The N1 Speed can de indicated in % or RPM depending on EVMU software.

EVMU

EVMU

BALANCING LEFT

BALANCING LEFT


< ACC.A

START

ACC.B >

< ACC.A

START

ACC.B >

00 / 00

N1/N2%

00 / 00

20 / 59

N1/N2%

20 / 59

0 0/0

PHASE DEG

0 0/0

359 0 / 359

PHASE DEG

359 0 / 359

0 .0 0.0 / 0.0

DISPL MILS

0 .0 0.0 / 0.0

0.1 0.1 / 0.1

DISPL MILS

0.0 0.0 / 0.1

STOP

ACC.B >

< ACC.A

STOP

* ACC.B >

< ACC.A *

Fig Figure 49

Unb Unbalance Da Data ta




A319/A320/A321 IAE V2530-A5

77-30 CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu.



A319/A320/A321 IAE V2530-A5

77-30


Fig Figure 50

Unb Unbalance Da Data ta



IAE V2530-A5

77-30 CFDS SYSTEM REPORT /TEST FREQUENCY ANALYSIS MENU This menu enables a request for a frequency analysis of the acceleration signal. The results of the frequency analysis are sent to the printer. Frequency analysis The EVMU can perform a frequency analysis if requested from the MCDU on the ground. The EVMU makes the analysis at a selected N1 or N2 speed and uses any valid accelerometer (A or B). The maximum frequency analysis is 500 Hz and the frequency increment between adjacent spectral lines is 4 Hz. On the printer it shown in semi-graphic form. NOTE: The frequency analysis may be performed during cruise ( flight phase = 6 ) or when the aircraft is on ground, engin(s) running ( flight phase = 2,3 or 9 ) Frequency Analysis Report When the speed and phase are those shown on the MCDU, the printer will automatically print the Frequency Analysis Report. The printer gives the vibration in ” IPS Peak ” ( Inch per seconds) , every 4 HZ and in frequency range from 0 - 500 Hz. For interpretation of the frequency analysis report , contact the IAE representative.


A319/A320/A321




A319/A320/A321 IAE V2530-A5

77-30

NOTE: The Comments menu offers the operator the possibility to load up to three lines of comments.These three lines appear on the printout of the frequency analysis.

Figu Figure re 51

Fre Frequen quency cy Ana Analysi lysis s




A319/A320/A321 IAE V2530-A5

77-30 CFDS ACCELEROMETER RECONFIG. This menu allows selection of the accelerometer A or B or the auto switch mode alternate to be used for the next flights. The EVMU indicates which accelerometer is in operation.



A319/A320/A321 IAE V2530-A5

77-30


Figur Figure e 52

Reco Reconfi nfig. g. of the the Acce Accele lerom romet eter er


ENGINE AND FUEL CONTROL CONTROLLING

IAE V2530 A5

73-20 FADEC POWER SUPPLY EIU Power supply The EIU is powered from the aircraft electrical power, no switching has to be done.

Auto Depowering The FADEC is automatically depowered on ground, through the EIU after engine shutdown.

Electronic Engine Control Control (EEC) Power Supply Supply The EEC is supplied from the aircraft electrical power when engine is shutdown, then from the EEC generator when the engine is running. - aircraft aircraft electrica electricall power when N N2 2 <10%. <10%. - EEC generator generator power when N2 >10%. >10%.

EEC automatic depowering on ground :

Powering N2 <10% Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit. A/C 28 VDC permits : - automatic automatic ground ground check check of FADEC FADEC before before engine runnin running g - engi engine ne sta start rtin ing g - powering powering the EEC while while engine engine reaches reaches 10% 10% N2. Note: The EIU takes power from the same bus bar as the EEC.


A319/A3207A321

Powering N2 >10% As soon as engine is running above 10% N2, the EEC generator can supply directly the EEC. The EEC generator supplies each channel with three-phase AC. Two TRU’s in the EEC provides 28VDC to each EEC channel.

- after after 5 mn o off A/C A/C power power up. - after after 5 mn of of eng engine ine shut shutdow down n Note: An action on the ENG FIRE P/B provides EEC power cut off. FADEC Ground Power Panel For maintenance purposes and MCDU engine tests, the FADEC Ground Power Panel permits FADEC power supply to be restored on ground with engine shut down. When the corresponding ENG FADEC GND POWER P/B is pressed pressed ”ON” the EEC is powered again . Note: Also the FADEC is repowered as soon as the engine MODE SELECTOR or the MASTER LEVER is selected .



A319/A3207A321 IAE V2530 A5

73-20

NOTE: * supplied for 5 min

EEC

A

401 PP (DC ESS BUS) FOR ENGINE 1 & 2

DEDICATED GEN

TRU/ 28V

TRU/ 28V

EEC y l n O s e s o p r u P g n i n i a r T r o F

B 202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1

Figu Figure re 53

FADEC ADEC Powe Powerr Sup Suppl ply y



A319/A3207A321 IAE V2530 A5

73-20

49VU


2450000HMQ0

Figu Figure re 54




A319/A3207A321 IAE V2530 A5

73-20 121VU

ANTI ICE

122VU

2450000VAQ0


2450000UMR0

Figu Figure re 55



ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT

IAE V2530 - A5

73-20 IDLE CONTROL - Minimum idle ( 56 % - 60% N2 ) is corrected for ambient temp >30 °C, then N2 will increase. - Approach idle (approx. 70% N2 ) It varies as a function of Total Air Temperat Temperature ure ( TAT TAT ) and altitud e. This idle speed is selected to ensure sufficiently short accelleration time to go around thrust and is set when the aircraft is in an approach configuration.(Flap Lever Position -” NOT UP”) - Reverse Idle ( approx. 70% N2 ) = Approach Idle + 1000 RPM FADEC sets the engine speed speed at reverse idle when the throttle is set in the reverse idle detent position . - Bleed Idle = Bleed demand. Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization ,wing anti ice and engine anti ice pressurization ( Pb-”ON” or valves not closed ) . - HMS Idle (Min Idle - Approach Idle) For conditions where the compensated fuel temperature is greater than 140 deg. C. , the heat management control logic calculates calculates raised idle speed. (in flight and on ground !)


A319/A320/A321


ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT

A319/A320/A321 IAE V2530 - A5

73-20 THRUST LEVERS

EIU

Reverse Idle

EIU

Approach Idle

TLA (REV. IDLE) LANDING GEARS

SLAT / FLAP LEVER

WOW (GRD)

LGCIU 1/2 0

0

1

1

2

2

3

3

FULL

AIR

SFCC 1/2

LEVER NOT ZERO

EIU FAULT

FULL

WING ANTI ICE

N2 Idle

Min Idle ENG ANTI ICE

ECS DEMAND y l n O s e s o p r u P g n i n i a r T r o F

ZONE CONT.

EIU

Setting

Bleed Idle

ENGINE FUEL TEMPERATURE

PACKs

HMS

PACK CONT. 1/2

EEC Figu Figure re 56

Idle Idle C Con ontr trol ol Req Requi uire reme ment nts s


ENGINE FUEL AND CONTROL FADEC TEST

IAE V2530 -A5

73-20

73-20

FADEC TEST

GENERAL: To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD PWR must be switched ”ON”. Then press the line key adjacent adjacent to CFDS SYSTEM REPORT / TEST - NEXT PAGE - ENG 1A (1B),(2A),(2B).

FADEC PREVIOUS LEGS REPORT This CFDS menu menu function gives access to the faults which which have been detected and stored during the previous 64 flight legs. The Cells indicate if the failure was detected in the ground memory or the flight memory.


A319/A320/A321



A319/A320/A321 IAE V2530 -A5

73-20

FADEC A FAULT


NEXT PAGE

Figu Figure re 57

Prev Previo ious us Legs Legs Repo Report rt

CLASS 3>



IAE V2530 -A5

73-20 FADEC TROUBLESHOOTING REPORT The trouble shooting menu has 4 submenus: - FLIGHT DATA - GROUND DATA - AIRCRAFT DATA - EEC CONFIGURATION FLIGHT DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured during the flight. This data is saved in a CELL.Each CELL provides 2 menu pages of troubleshooting informations.The cell allows a identification which CFDS FAULT FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.) In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE ) is indicated. GROUND DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured on ground. This data is saved in a CELL. The cell allows a identification which CFDS FAULT FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.)

FADEC FAILURE TYPES DEFINITION


A319/A320/A321

WRAP - AROUND FAILURE (WAF) A detected failure in the circuitry of a system.The EEC checks for continuity. If failed in one channel: - EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: - specific output is depowered (exception - solenoids are depowered in groups) T/S ACTION: Most likley a loose connector or chaffed harness next LRU and finally EEC.

TRACK-CHECK FAILURES (TKF) Failure of the system to follow the commands of the EEC. The EEC compares feedback position against commanded position. If failed in one channel: - EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: - Healthiest channel continues to command actuator. T/S ACTION: one channel - most likely LRU failure. both channels - most likely mechanical failure ,check LRU/moving mechanism.

CROSS CHECK FAILURES (XCF) A detected difference in the feedbacks from the LRU LVDT‘s or microswitches. The EEC compares channel A against Channel B. Failure of TRA: EEC has specific fault accomodation based on previous value. Failure of Reverser: EEC will select most stowed and will not allow a deploy. Failure of Temperature sensors: EEC will use fail safe value. T/S ACTION: Most likely a LRU problem ,next check harness then EEC INPUT LATCHED LATCHED FAILED (ILF) (Single Input Signal Failure ) There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE: Faults are not latched. Thus automatic recovery is possible.



A319/A320/A321 IAE V2530 -A5

73-20

A second page is available to give more trouble shooting data TROUBLE SHOOTING

Figu Figure re 58

Troub rouble le Shoo Shooti ting ng Repo Report rt

CLASS 3>



IAE V2530 -A5

73-20

FADEC FAULT CELL N1 RPM T5 Temperature ( T4.9 EGT ) Cold Junction Temperature Temperature ( Actual Temp. in EEC ) Air Pressure on Eng. Station 3 ( PB = Burner Pressure ) Mach Number


A319/A320/A321

FADEC 1B FLIGHT DATA

PG:01

CELL:: 31 CELL 31 FAU AUL LT: WOF WOFW WAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.0 T2 = 26.0 FLTPH = 3 TCJC = 42.0

Page one of the Cell 31 Fault Code N2 RPM T2 Temperature ( Eng. Inlet ) Flight Phase Total Air Pressure ( Eng. Station 2 )

PSIA: PB = 458.5 P2 = 14.62 MN = .117 .117 HOURS = 571.0

EEC Operating Hours

Note: The Abbreviations used in the GROUND DATA DATA are the same.

Figu Figure re 59

Flig Flight ht Dat Data a / Grou Ground nd Data Data



IAE V2530 -A5

73-20

FADEC Fault Cell Standart Altitude Stator Vane Actuator ( Feedback ) Fuel Flow 2.5 Bleed Actuator Feedback

Weight on Wheels 1 = Yes ( Ground ) 0 = NO ( Flight ) y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321

FADEC 1B FLIGHT DATA

PG:02

CELL:: 31 CELL 31 FAU AUL LT: WOF WOFW WAF ALT: ALT: = 336.0 FT EPRI = 1.562 SVA SVA : = 1.906 INCH INCOM = 1 BACKUP = 0 FF = 11162 PPH B 25 = 1.21 1.218 8 INCH INCH LEG LEG = 398 398.0 .0 WOW = 1

Note: The Abbreviations used in the GROUND DATA DATA are the same.

Figu Figure re 60

Flig Flight ht Dat Data a / Grou Ground nd Data Data

Page two of the Cell 31 Fault Code EPR ( indicated ) Channel in Control 1 = Yes , 0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs




A319/A320/A321 IAE V2530 -A5

73-20 FADEC SYSTEM TEST The FADEC SELF TEST should really be known as the FADEC SYSTEM TEST. The test and results can be split into three categories described as follows. Output Driver Test This is a systen maintenance test that performs a wraparound (continuity) test of all the EEC output driver lines and associated component wiring. There are three possible results as follows: 4. Output Driver Test Failed - Indicates that a continuity fault was found. 5. Output Driver Test Passed - Indicates that no wraparound fault was found. 6. Output Driver Test No Run - Indicates that the test was not run because the tested channel was not capable of powering the outputs.

Input / lnternal Test This is the FADEC (EEC) internal check to verify that the local channel interface, input and output circuits are functional prior to entering MENU MODE. There are three possible results as follows: 7. Input / Internal Test Failed - Indicates that the activity monitor circuit test failed or the local channel was unable to provide power to any Output or there were interface or input fault. 8. Input / lnternal Test Passed - Indicates that the activity monitor circuit passed and that no interface or input faults were set prior to entry into menu mode. 9. Input / Internal Test No Run - Indicates that the local cannel was not capable of powering its outputs or that the EEC has not spent the minimum of 30 seconds in normal mode.

Pressure Sensor Test This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in the EEC via the local channel to make sure they are within a specified tolerance of each other. The three possible results are as follows: 10.Pressure 10.Pressure Sensor(s) Failed - Indicates that an interface or range failure (from normal mode) is set for any pressure sensor (hard failures). 11.Pressure 11.Pressure Sensor(s) Agree - Indicates that the static pressure sensor test ran and that all the pressure sensors are within tolerances. 12.Pressure 12.Pressure Sensor(s) Disagree - Indicates that the static pressure sensor test ran and any two pressure sensors were not within the specified tolerances.



A319/A320/A321 IAE V2530 -A5

73-20

SYSTEM TEST

NOTE: If every test failed,return to FADEC / MENU push the line key adjacent to GROUND SCANNING and check the failure message.


Figu Figure re 61

FADEC ADEC Self Self Test est




A319/A320/A321 IAE V2530 -A5

73-20 FADEC GROUND SCANNING This menu shows the faults which are present on ground.More information can be obtained using the troubleshooting menu. This menu must also be used to indicate which faults were detected in the other FADEC TEST menus (eg. Starter Valve Test,Reverser Test,etc.)



A319/A320/A321 IAE V2530 -A5

73-20

CLASS 3>


Figu Figure re 62

Grou Ground nd Scan Scanni ning ng




A319/A320/A321 IAE V2530 -A5

73-20 FADEC CLASS 3 FAULT REPORT This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check.



A319/A320/A321 IAE V2530 -A5

73-20

CLASS 3 FAULT

CLASS 3>


Figu Figure re 63

FADEC ADEC Clas Class s 3 Fau Fault lt Repo Report rt


Engine Controls General

A319/A320/A321 V2530-A5

76-00

ATA 76

ENGINE CONTROLS

THROTTLE CONTROL SYSTEM General The throttle control system consist of : - the throttle control lever - the throttle control artificial feel unit (Mecanical Box) - the thrust control unit - the electrical harness. The design of the throttle control is based upon a fixed throttle concept : this means that the throttle control levers are not servo motorized. Thrust Control Unit The Thrust Control Unit contains two resolvers, each of which sends the thrust lever position to the Electronic Engine Control .The extraction current for the resolvers is provided by the EEC.

The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: - 0° STOP = FWD IDLE THRUST - -20° STOP = FULL REVERSE THRUST - 45° STOP = MAX .TAKE OFF THRUST

- DETENT  = (REVERSE) IDLE THRUST - DETENT  = MAX.CLIMB (ALSO CRUISE SELECTION) - DETENT  = MAX. CONTINOUS (FLEX TAKE OFF THRUST)

3

2

Autothrust Disconnect pushbutton. The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function.

1

THRUST LEVERS


General The thrust levers comprises : - a thrust lever which incorporates stop devices and autothrust instinctive disconnect pushbutton switch - a graduated fixed sector - a reverse latching lever. The thrust lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box). Reverse Thrust Latching Lever To obtain reverse thrust settings, the revers thrust laching lever must be lifted. A mechanical cam design is provided to allow allow reverse thrust selection whenthrust lever is at fowward idle position.

1



A319/A320/A321 V2530-A5

76-00

ENGINE THRUST LEVER CONTROL AUTOTHRUST DISCONNECT PB REVERSE THRUST LATCHING LEVER

THRUST LEVER

REVERSE THRUST LATCHING LAT CHING LEVER LEV ER

MECHANICAL BOX


THRUST CONTROL UNIT

FMU

CHANNEL A

- FUEL FUEL METERING VALVE

CHANNEL B

EEC

Figu Figure re 64

RESOLVER 1 RESOLVER 2

Engi Engine ne Thr Thrus ustt Leve Leverr Cont Contro roll




A319/A320/A321 V2530-A5

76-00 BUMP RATING PUSH BUTTON This Push Buttons are optional equipment. In some cases the throttle control levers are provided with ”BUMP” rating push buttons,one per engine.This enables the EEC to be re-rated to provide additional thrust capability for use during specific aircraft operations. Bump Rating Description The takeoff bump ratings can be selected, regardless of the thrust lever angle, only in the EPR mode when the airplane is on the ground. The bump ratings, if available, are selected by a push button located on the thrust lever. Actuation of the switch will generate a digital signal to both EECs via the EIU. The maximum take-off rating will then be increased by the pre-programmed delta EPR provided the airplane is on the ground. The bump ratings can be de-selected at anytime by actuating the bump rating push button as long as the airplane is on the ground and the thrust lever is not in the maximum takeoff (TO) detent. Inflight, the bump ratings are fully removed when the thrust lever is moved from the TO detent to, or below, the MCT detent. The bump rating is available inflight (EPR or rated N1 mode) under the following conditions. - Bump rating initially selected on the ground. - TO/GA thrust lever position set. - Airplane is within the takeoff envelope. The bump rating is a non-standard rating and is only available on certain designated operator missions. Use of the bump rating must be recorded.This information is for tracking by maintenance personnel.



A319/A320/A321 V2530-A5

76-00


Figu Figure re 65

Bump Bump Push Push Bott Botton ons s


ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT

A319/A320/A321 IAE V2530 A5

73-20

73-25

ENGINE INTERFACE UNIT

EIU PRESENTATION

824

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

80VU

The main functions of the EIU are: - to concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine, - to insure the segregation of the two engines, - to select the airframe electrical supplies for the FADEC, - to give to the airframe the necessary logic and information from engine to other systems (APU, ECS, Bleed Air, Maintenance).

EIU INPUT DESCRIPTION


EIU input from the EEC The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. When some data are not available on the channel in control, data from the other channel are used. In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control. The EIU looks at particular engine data on the EEC digital data flow to interface them with other aircraft computers and with engine cockpit panels.

EIU output to the EEC Through its output ARINC 429 data bus, the EIU transmits data coming from all the A/C computers which have to communicate with the EEC, except from ADCs and throttle which communicate directly with the EEC. There is no data flow during EIU internal test or initialization.

EIU

EIU Location



A319/A320/A321 IAE V2530 A5

73-20


Figure 66

EIU S Sc chematic




A319/A320/A321 IAE V2530 A5

73-20 CFDS SYSTEM REPORT/TEST EIU This Page shows the menu of the Engine Interface Unit ( EIU ) The EIU is a Type 1 System. The EIU is availlable in CFDS back up Mode.



A319/A320/A321 IAE V2530 A5

73-20


Figure 67

EIU Menu



IAE V2530 A5

73-20 LAST LEG REPORT Last leg Report Here are Displayed the Internal EIU Faillures that Occured during Last Flights.

LRU INDENTIFICATION Shows the EIU part number.


A319/A320/A321



A319/A320/A321 IAE V2530 A5

73-20


Figur Figure e 68

Last Last Leg Leg Rep. Rep.// LRU LRU Inde Indent ntifi ifica cati tion on




A319/A320/A321 IAE V2530 A5

73-20 GROUND SCANNING This Page gives the EIU Faillures still presend on Ground. - RTOK means Re - Test Ok, you can ignore this Fault



A319/A320/A321 IAE V2530 A5

73-20


Figu Figure re 69

Grou Ground nd Scan Scanni ning ng



IAE V2530 A5

73-20 EIU CFDS DISCRETE OUTPUTS SIMULATION The Purpose of this Menu is to Simulate some Engine Interface Unit ( EIU ) Discrete Outputs by Setting their Status to 0 or1 . WARNING: The DISCRETE OUTPUT SIMULATION SIMULATION can operate systems and components without special indication on the MCDU. Make allways sure that the working areas are clear ! For the simulation refer to AMM 73-25-34 , (TASK 73-25-34-860-041). The Discrete Outputs are Listed on two Pages, one for the Positive Type and one for the Negative Type. SIMULATION : ” APU BOOST ” To simulate an APU BOOST command through the MCDU. Push the line key adjacent to”APU BOOST” discrete output status: ”APU BOOST”becomes ”1” and the EIU sends the APU BOOST command to the 59KD ECB. APU BOOST 1 simulates a not closed starter air valve.The valve.The APU APU is boosted boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. .


A319/A320/A321

SIMULATION : ” FAULT ” To simulate a disagree between the position and the command of the HP fuel valve through the MCDU the line key adjacent toFAULT discrete output statusis must be pushed.The FAULT becomes ”1” and the FAULT FAULT legend of the 5KS1(2) annunciator light comes on. SIMULATION : ”LOP GND 1 ” To simulate ”OIL LOW PRESS & GND” for the following systems through the MCDU : PHC1, PHC3, WHC1, AEVC, DFDR and CVR. CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST.

If the line key adjacent to LOP is pused, LOP GND1 discrete output status becomes GND1 ”0” The PHC1(3) commands a low probes heating level The WHC1 commands a low captain windshield heating level The CVR and DFDR are switched on NOTE : When ”LOP GND1” is simulated to ”0” the horn will be inhibited incase of low avionic bay extract airflow. SIMULATION : ”LOP GND 2 ” To simulate ”OIL LOW PRESS & GND” for the following systems through the MCDU : Blue / yellow main hydraulic pressure power warning indicating WHC2, PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2. When the line key adjacent to LOP ”LOP GND2 ” discrete output status becomes GND2 ”0”. ”B (Y) ELEC PUMP LO PR” warning message is no longer inhibited The PHC2 commands a low probes heating level The WHC2 commands a low windshield (F/O) heating level The 3DB1 and 3DB2 rain repellant valve opening is authorized NOTE : The ”LOP GND2” discrete is used to inhibit the Flight Control System test through the CFDS. Access to this menu is prohibited by the CFDS architecture as long as you work on the EIU DISCRETE OUTPUTS menu. SIMULATION : ” T/R INHIB ” To simulate the authorization of the T/R directional control valve solenoid closure (through the 14KS1(2) relay) through the MCDU. When the line key adjacent to T/R is pushed, ” T/R INHIB ” discrete output status INHIB becomes ”1” and the 14KS1(2) inhibition relay is energized, authorizing the directional control valve solenoid energization



A319/A320/A321 IAE V2530 A5

73-20

APU BST1 APU BST2


Figur Figure e 70

Disc Discre rete te Outpu Outputs ts Simul Simulat atio ion n



IAE V2530 A5

73-20 EIU CFDS DISCRETE OUTPUTS SIMULATION SIMULATION : ” HP FUEL PN ” To simulate a HP FUEL VALVE VALVE 1(2) in open position through the MCDU. Push the line key adjacent to HP”HP FUEL PN” discrete output status FUEL PN becomes ”1” and the zone controller 8HK will receive the HP FUEL FUEL VALVE 1(2) open condition. NOTE : The zone controller uses the HP fuel valve position to elaborate the bleed status on label 061 and sends it to the EEC through the EIU (label 030). The bleed status can only be modified by this input if the PRV opens (engine running). SIMULATION OF ” PACKS OFF ” To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent to”PACKS OFF” discrete output status. PACKS OFF becomes ”1” and the PACK FLOW control valve closure solenoid is energized. NOTE : The PACK FLOW control valve 1(2) require a muscle air pressure to open.


A319/A320/A321

SIMULATION OF ” N2 > IDLE ” To simulate ”N2 > IDLE” for the following systems : XCVR radio altimeter 25A Blue main hydraulic power WARNING : MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE / DEPRESSURIZE A HYDRAULIC SYSTEM. Push the line key adjacent to N2 . N2 > IDLE DISCRETE OUTPUT becomes ”1”> IDLE The electric pump of the blue hydraulic system start and the blue hydraulic system is pressurized (approximately 3000PSI)

NOTE : The N2 > IDLE discrete is used to inhibit the ”RAMP TEST” of the RADIO ALTIMETER 1(2). Access to radio altimeter RAMP TEST menu is prohibited bythe CFDS architecture as long as you work on the EIU DISCRETE OUTPUTSmenu. SIMULATION OF ” TLA > MCT ” To simulate ”TLA > MCT” for the following systems : AEVC, PACK CONTROLLERS CONT ROLLERS CABIN PRESSURE CONTROLLERS. Push the line key adjacent to TLA ”TLA > MCT” discrete output status status > MCT becomes ”1” On the ECAM PRESS page check that the inlet and extract skin air valves close .



A319/A320/A321 IAE V2530 A5

73-20

APU BST1 APU BST2


Figur Figure e 71

Disc Discre rete te Outpu Outputs ts Simul Simulat atio ion n


ENGINE AIR AIR SYSTEMS GENERAL

IAE V2530-A5

75-00

ATA 75

ENGINE AIR

75-00

SYSTEM PRESENTATION

GENERAL -

Nacelle Nacelle Comparte Compartement ment and and Accessory Accessory Cooling Cooling Bearing Bearing Com Compartm partment ent Cooling Cooling and and Sea Sealing ling HP Turbi TurbineC neCool ooling ing HP / LP Turbine Turbine Clearance Clearance Control Control System System ( ACC ACC ) Ignition Ignition System System Cooling Cooling ( REF, ATA ATA 74 )

75-30 Compressor Control - LP Compress Compressor or Airflow Airflow Contro Controll System System - HP Compres Compressor sor Airflow Airflow Control Control System System 75-40 Nacelle Temperature Indicating The external air system consits of the following subsystems: - Fuel control system air bleed - HP / LP turbine active clearance control - High energy igniter harness cooling air - Engine bleed air.


A319/A320/A321

The internal air system consits of : - Propulsion airflow ( secondary & primary primary flows ) - Bearing compartments pressurizing air - Cooling air

FADEC Compressor and Clearance Control General The engine compressor and clearance control system are provided with servo valves operated by fuel pressure, but the HP compressor handling bleed valves are operated by pneumatic pressure. The actuators have two feedback signals, one for channel A one for channel B, exept for the HP compressor handling bleed valves which do not have any position feedback. There is a cross-talk between the two channels, so that each channel knows the position sensed by the other channel. Compressor and Clearance Control LRU‘s - BSBV Master Actuator - Serv Servo o Val Valve ve - Feed Feedba back ck for for EEC EEC - BSBV Slave Actuator - Serv Servo o Val Valve ve - Feed Feedba back ck for for EEC EEC - VSV Actuator - Sevo Sevo Valve alve - Feed Feedba back ck for for EEC EEC - 7TH Stage Bleed Valves Valves ( 3 ) - 7th Stage Stage Soleno Solenoids ids ( 3 ) - 10th Stage Bleed Valve - 10th 10th Stag Stage e Sole Solenoi noid d


ENGINE AIR AIR SYSTEMS GENERAL

A319/A320/A321 IAE V2530-A5

75-00

LOCATIONS

LOCATIONS

VSV

HPT AIR VALVE ENGINE BLEED VALVE

LOCATIONS

FAN AIR

ENGINE BLEED VALVE


HP Turbine Active Clearance

HPC BLEED VALVE (3x) HPC BLEED VALVE (1x)

LP Turbine Active Clearance

Figu Figure re 72

Air Air Syst System ems s Sche Schema mati tic c

FAN AIR LPC BLEED

ENGINE STABILITY BLEED PART


IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00

ATA 74

IGNITION

74-00 IGNITION SYSTEM PRESENTATION GENERAL

IGNITION SYSTEM COMPONENTS

System Operation - Dual ignition is automatically selected for: - all inflig inflight ht starts starts - man manual ual start start atte attempt mpts s - contin continuou uous s igni ignitio tion n Single alternate ignition is selected for ground auto starts.

The system comprises: - one ignition relay box - two ignition exiter units - two igniter plugs - located in the combustion system adjacent to No‘s 7&8 fuel spray nozzles. - two air cooled H.T. ignition connector leads (cooling is provided by fan air).

System Test The system can be checked on the ground, with the engine shutdown, through the CFDS maintenance menu.

Ignition relay box The ignition sytem utilises 115V AC supplied from the AC 115V normal and standby bus bars to the relay box. The 115V relays which are used to connect / isolate the supplies are located in the relay box and are controlled by signals from the EEC. NOTE:The NOTE:The same relay box also houses the relays which control the 115V AC supplies for P2/T2 probe heating. NOTE: According to M.E.L. the IGN. system A is required as minimum!



IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00

IGNITION RELAY BOX CH B CONNECTOR

CH A CONNECTOR P2/T2 HEATING CONNECTOR

IGNITION EXCITER 1 (A)

IGN A IGN B CONNECTOR IGNITOR PLUG AIR INLET HOSE y l n O s e s o p r u P g n i n i a r T r o F

COOLING JACKET

B HIGH TENSION LEAD

Figu Figure re 73

IGNITION EXCITER 2 (B)

Igni Igniti tion on Sys Syste tem m Compo Compone nent nts s



IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00 IGNITION SYTEM TEST Igniter Plug Test The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC. The test will be performed by selecting the corresponding IGNITOR TEST page in the MENU and positioning the MASTER control switch to ON to have the 115VAC 115VAC power supply to the relevant engine.


IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00

MASTER 1 ON

ENG 1

OFF


CONTINIUOUE I NEXT PAGE

Figu Figure re 74

FADEC ADEC Igni Igniti tion on Test est


IGNITION GENERAL

IAE V2530-A5

74-00 IGNITOR TEST Operational Test of the Ignition System with CFDS Each ignition system must be individually selected to be tested. For the test procedure, procedure, refer to AMM TASK 74-00-00-710-041

NOTE: During the test,an aural check of the ignitor plug operation has to be done.


A319/A320/A321


IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00


THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figu Figure re 75

FADEC ADEC Ign Ignit itio ion n Tes Testt Cont Cont..



IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00 IGNITION TEST WITHOUT CFDS For the test procedure, refer to AMM TASK74-00-00-710-041-01 TASK74-00-00-710-041-01 During the test,an aural check of the ignitor plug operation has to be done.

WARNING: MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER VALVE INLET BEFORE YOU PUSH THE MAN START P/B. READ THE PRESSURE ON THE ECAM START PAGE. PAGE.


IGNITION GENERAL

A319/A320/A321 IAE V2530-A5

74-00

1. CHECK AIR PRESSURE AT START VALVE VALVE -

0

2. MODE SELECTOR TO-

IGN/START

3. MAN START P/B TO-

ON

4. MASTER LEVER-

ON IGN A & B is ”ON” 115VU

ON

OFF

ENG 1 NORM


Figu Figure re 76

Igni Igniti tion on Tes Testt with withou outt CFDS CFDS



STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00

ATA 80

STARTING

80-00

GENERAL

STARTING SCHEMATIC The starting system of the engine utilizes pressurized air to drive a turbine at high speed. This turbine drives the engine high pressure rotor through a reduction gear and the engine accessory drive system. The air which is necessary to drive the starter comes from : - either the APU - or the second engine - or a ground power unit. The starter supply is controlled by a starter shut-off valve (SOV) pneumatically operated and electrically controlled. In case of failure, the SOV can be operated by hand. The starter valve closes when the N2 speed reaches 43 %. The starter centrifugal clutch disengages when N2 speed is higher than 43%. Engine starting is controlled from the ENG start panel 115VU located on center pedestal and ENG/MAN START switch on the overhead panel. The starting sequence may be interrupted at any time by placing the MASTER control lever in OFF position which overrides the FADEC. When the MASTER control lever is in OFF position the HP fuel shut off valve is closed and the engine is stopped. Two procedures are applicable for engine starting : A. Normal Starting Procedure (automatic) The starting sequence is fully controlled by the FADEC and is selected when the ENG/MODE/CRANK/NORM/IGN START selector switch is in IGN/START IGN/START position and the MASTER control lever in ON position. Start can be aborted on ground only by the FADEC in case of failure. B. Alternative Starting Procedure This sequence controlled by the pilot is as follows: - the ignition selector switch in IGN/START position and MAN START pushbutton switch command the starter shut-off valve, - the MASTER control lever controls the HP fuel shut-off valve. NOTE : No start abort by the FADEC in case of failure.


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00


Figu Figure re 77

Star Starti ting ng Syst System em Sch Schem emat atic ic



STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 STARTING COMPONENTS Starter Motor The pneumatic starter motor is mounted on the forward face of the external gearbox and provides the drive to rotate the H.P. compressor to a speed at which light up can occur. Attachment to the gearbox is done by a V-clamp adaptor. The starter motor is connected by ducting to the aircraft pneumatic system. The starter motor gears and bearings are lubricated by an integral lubrication system. Servicing features include:- oil level sight glass - oil fill plug - oil drain plug with magnetic chip detector Starter Motor - Operation The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor to the required speed for engine starting. The unit is mounted on the front face of the external gearbox. The starter, shown below, comprises a single stage turbine, a reduction gear train, a clutch and an output drive shaft - all housed within a case incorporating an air inlet and exhaust. Compressed air enters the starter, impinges on the turbine blades to rotate the turbine, and leaves through the air exhaust. The reduction gear train converts the high speed, low torque rotation of the turbine to low speed, high torque rotation of the gear train hub. The ratchet teeth of the gear hub engage the pawls of the output drive shaft to transmit drive to the external gearbox, which in turn accelerates the engine H.P. compressor rotor assembly. When the air supply to the starter is cut off, the pawls overrun the gear train hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P. H.P. turbine compressor assembly and, therefore, the external gearbox and starter output drive shaft continue to rotate. When the starter output drive shaft rotational speed increases above a predetermined r.p.m., centrifugal force overcomes the tension of the clutch leaf springs, allowing the pawls to be pulled clear of the gear hub ratchet teeth to disengage the output drive shaft from the turbine.

Starter Air Control Valve The starter air control valve is a pneumatically operated, electrically controlled shut-of f valve positioned on the lower right hand side of the L.P. compressor (fan) case. The start valve controls the air flow from the starter air duct to the starter motor. The start valve basically comprises a butterfly butterfly type valve housed in a cylindrical valve body with in-line flanged end connectors, an actuator, a solenoid valve and a pressure controller. A micro switch provides valve position feed back information to the FADEC.


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00

STARTER VALVE

GEARBOX STARTER DUCT

STARTER FILL PLUG


SIGHT GLASS

DRAIN PLUG/CHIP DETECTOR

Figu Figure re 78

Sta Startin rting g Comp Compon onen ents ts


STARTING GENERAL

IAE V2530-A5

80-00 STARTER AIR CONTROL VALVE Description The start air control valve is a pneumatically operated , electrically controlled shut-of f valve positioned on the lower right hand side of the L.P. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0.375 inch square drive. Acces is through a panel in the R. H. fan cowl. A valve position indicator is provided on the valve body. A micro switch provides valve position feed back information to the FADEC. NOTE: Do not operate the valve manually without positive duct pressure. FAIL SAFE POSITION: ”SOV CLOSED”


A319/A320/A321


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00

STARTER VALVE FILTER

MANUAL OVERRIDE

A

CL OP


STARTER VALVE STARTER VALVE

Figu Figure re 79

Star Starte terr Ai Airr Cont Contro roll Val Valve ve



STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 START AIR CONTROL VAL VALVE VE TEST Start Air Control Valve Test via CFDS The start air control valve operation may be tested via CFDS. Refer to AMM Task 80-13-51-710-040.


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00

/ F M U T E S T


N O T E : R R E O E T R T U U R R N N F N A O U L F T A U D L E T T S E C T E D

Figu Figure re 80

Star Starter ter Valve alve Test est via via CFDS CFDS



STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 START AIR CONTROL VALVE TEST ( FAULT DETECTED )

AMM Starter Valve Valve Test Test ata 80-13-51 p507

1 5 0 2 A 3 0 0 3 0 A / 5 8 0 2 2 V 3 E A A / I 9 1 3 A

7 5 1 : e g a P

/FMU TEST

S D F C a i v t s e T e v


STARTING GENERAL

IAE V2530-A5

80-00 CRANKING-DESCRIPTION Air Supply The air necessary for the starting comes from the duct connecting engine bleed and the precooler.. The air necessary for the starter is supplied by either: - the other engine through the crossbleed system - the APU and in that case, all the air bled from the APU is used for starting - an external source able to supply a pressure between 30 and 40 psig. Dry Cranking ( Test No 1 ) Requirement A dry motoring of the engine will be needed when:

- it is necessary to eliminate any fuel accumulated in the combustion chamber - a leak ckeck of engine systems is needed. To perform this operation, the starter is engaged and the engine is motored but the HP fuel shut off valve remains closed and both ignition systems are OFF. OFF. An engine dry motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 minutes of continuous cranking, stop for a cooling period of 30 minutes. y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00

PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘

BOOST PUMP STARTS TO RUN

PULL C/B: HP FUEL SOV

LP FUEL SOV OPENS (ECAM WARNING)

PUT MODE SELECTOR TO ‘CRANK‘ POSITION

ECAM ENG START PAGE APPEARS

CHECK STARTER AIR PRESSURE

MIN. 30 PSI

PUSH ‘MAN START‘ PB TO ‘ON‘

START VALVE OPENS

MONITOR INDICATIONS INDICATIONS

N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE

AFTER MAX. 2 MINUTES

RELEASE ‘MAN START‘ PB TO OFF

START VALVE CLOSES,ENGINE INDICATIONS -BACK TO ‘0‘

PUT MODE SELECTOR TO ‘NORM‘ POSITION

ECAM ENG START PAGE DISAPPEARS

PUSH C/B: HP FUEL SOV

LP FUEL SOV CLOSES

NORM y l n O s e s o p r u P g n i n i a r T r o F

Figu Figure re 82

Dry Dry Cran Cranki king ng Proc Proced edur ure e


STARTING GENERAL

IAE V2530-A5

80-00 WET CRANKING Wet Cranking ( Test No 2 ) A wet motoring will be needed when the integrity of the fuel system has to be checked. If such a test is performed, both ignition systems are off ( also pull the circuit breakers) and the starter is engaged to raise N2 up to the required speed of 20%. The MASTER control switch is moved to ON and the exhaust nozzle of the engine carefully monitored to detect any trace of fuel. On the ECAM the FF indication shows approx. 180kg initial fuel flow. When the MASTER control switch will be returned to the OFF position to shut-off the fuel , also the starter valve closes . The EEC automatically reengages the starter at 10% N2 and the engine should be motored for at least 60 seconds to eliminate entrapped fuel or vapor. The motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 miutes of continuous cranking, stop for a cooling period of 30 minutes.


A319/A320/A321


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 PULL IGNITION SYSTEM C/B‘S (5) PUSH ONE L/H BOOST PUMP P/B TO ‘ON‘ DO NOT PULL C/B: HP FUEL SOV

BOOST PUMP STARTS TO RUN

PUT MODE SELECTOR TO ‘CRANK‘ POSITION

ECAM ENG START PAGE APPEARS

CHECK STARTER AIR PRESSURE

MIN. 30 PSI

PUSH ‘MAN START‘ PB TO ‘ON‘

START VALVE OPENS

MONITOR INDICATIONS INDICATIONS

N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE

WHEN N2 SPEED IS >20% PUT ENG MASTER SWITCH TO ‘ON‘

FUEL FLOW INDICATION INDICATION INCREASES

AFTER 10-20 SECONDS PUT ENG MASTER SWITCH TO ‘OFF‘ NORM y l n O s e s o p r u P g n i n i a r T r o F

FUEL FLOW INDICATION GOES TO ‘0‘ START VALVE CLOSES

WHEN N2 SPEED REACHES 10% THE EEC RE-ENGAGES THE STARTER AFTER 60 SECONDS MOTORING RELEASE ‘MAN START‘ PB TO OFF

START VALVE CLOSES,ENGINE INDICATIONS -BACK TO ‘0‘

PUT MODE SELECTOR TO ‘NORM‘ POSITION

ECAM ENG START PAGE DISAPPEARS

Figu Figure re 83

Wet Cran Cranki king ng Proc Proced edur ure e


STARTING GENERAL

IAE V2530-A5

80-00 AUTOMATIC START The automatic start mode gives the EEC full control to automatically sequence the starter air valve, ignition relays and the fuel on / off torque motor. Upon receipt of the appropriate start command signals from the engine interface unit ( EIU ) , the EEC commands commands , in sequence: - the starter air valve - ignition exiter relay(s), - alternativ alternatively ely selected selected for for each ground ground start start - both select selected ed for infligh inflightt or manual manual starts starts - fuel on function of the torque motor which opens the shutoff valve. During a normal start, the starter air valve and ignition exciter are automatically turned off by the EEC at a predetermined N2 speed of 43% Starter assist will be comanded by the EEC for inflight starts at low MACH numbers where windmilling conditions are insufficient for engine starting. (The EEC has input data necessary to activate starter assist function where necessary.) NOTE: In case a Auto Start is initiated and one thrust lever is not in idle position a ECAM warning is triggert. The start sequence will contiue and the engine will accelerate to the trust lever position.


A319/A320/A321

EEC AUTO START ABBORT The autostart procedure commences only when the engine is not running, the mode selector set to IGN/START and the master switch is ON. Intermittent mode selector position or manual start push button switch selection has no effect on autostart sequence once the autostart procedure is initiated. Switching the master switch OFF during an autostart will close the fuel and starter air valves and turn the ignition system off.It also resets the EEC. The automatic start abort function is only available when N2 speed is below 43% and in case of: - Start valve failure - Ignition failure - Pressure Raising Shut Off Valve failure - Hot start - Hung start - Surge - EGT >250 deg C when restart (max 2 min) - Loss of EGT NOTE: The oil pressure is not monitored during Auto Start ! The EEC automatically shuts off fuel, ignition, and starter air and provides the appropriate fault indication to the cockpit. (Auto Start Fault) Autostart fault messages will be displayed until approximately idle speed. The EEC’s ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions conditions inflight. In case of an automatic start start abort, the EEC re-opens the start valve when reaching 10% N2 for a 30 second dry motoring cycle to clear fuel vapor and to cool the engine. Then the operator has to select the Master switch to the OFF position by a command indicated on the ECAM page ( ”Master lever OFF ” ). The operator then has to decide to perform a new engine start or troubleshoot the system.


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 Panel 115 VU -T urn Mode Selector to IGNSTART IGNSTART Position

ECAM ENG Start Page is displayed, the airpreessure ( HP-Connection or APU ) must be 30-40 psi.

Panel 115 VU -T urn Mode Selector to NORM NORM

ENG

NORM

1

NORM

Panel 115 VU -Set the ENG-MASTER switch to ON ( The Pack valves also ”Close” )

ENG

1


NORM

Upper ECAM -MONIT OR: EPR, N1, N2, EGT, EGT, FF

On the ENG Start Page: - the starter valve symbole goes in line (open) After 50 seconds: -the A or B IGN indication comes in to view -the FUEL FLOW indication 180KG/H comes into view -the EGT rises (max. 20 sec. after FF).

-at 43% N2 the starter starter valve symbole must go to cross line (closed) - IGN OFF -Check Oil Pressure min. 60psi. -record the start EGT (R/U sheet)

Figu Figure re 84

Auto Automa mati tic c Star Startt Proc Proced edur ure e


STARTING GENERAL

IAE V2530-A5

80-00 MANUAL START The engine manual start panel, used for manual start, is located on the overhead panel and is composed of two manual start push button switches (one per engine). The manual start mode limits the authority of the EEC so that the pilot can sequence the starter, ignition and fuel on/off manually. This includes the ability to dry crank or wet crank. During manual Start operation, the EEC Auto Startabort feature is not available and conventional monitoring of the start parameters is required. The EEC continues to provide fault indications to the cockpit. The manual start procedure commences when the mode selector is set to: IGN/START, the manual start push button switch is set to ON and the master switch is OFF. The starter air valve is then commanded open by the EEC. When the master switch is turned ON ( at 22% N2 ) during a manual start, both ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H). Intermittent mode selector position has no effect on the manual start sequence once the manual start procedure is initiated. The starter air valve can be closed by selecting the manual start push button switch OFF at any time prior to turning the master switch ON. Once the master switch is turned ON, the manual start push button switch has no effect on the start. When the master switch is turned OFF, OFF, the control commands the HP fuel valve closed, the starter air valve closed and the ignitors off and the EEC is resetted..


A319/A320/A321


STARTING GENERAL

A319/A320/A321 IAE V2530-A5

80-00 Panel 115 VU

Panel 122 VU

- Turn Turn MODE MODE Select Selector or to IGN / START START Position

ECAM ECAM ENG STAR START T Page Page is displa displayed yed,, the airpre airpressu ssure re ( HP - Connection or APU ) must be 30 - 40 psi

- Turn Turn MODE MODE Select Selector or to NORM NORM

ENG

1

NORM

NORM

Panel 122 VU -Push the MAN START PB

- the blue ON lght of this PB comes on. On the ENG Start Page : -the starter valve symbole goes in line (open). (-P ACK VALVES VALVES closed ) -N2, Oilpressure and N1 must increase

Panel 115 VU -at 22% N2: set the ENG MASTER switch to ON y l n O s e s o p r u P g n i n i a r T r o F

-A and B indication comes in to view below IGN -FUEL FLOW indication 180KG/H

ENG

1

-EGT rise (max. 20 sec. after FF ) NORM

-at43% N2 the starter valve symbole must go to cross line (closed) - IGN OFF -Check Oil Pressure min. 60psi. -record the start EGT (R/U sheet)

Figu Figure re 85

Manu Manual al Star Startt Pro Proce cedu dure re

Panel 122 VU -release the MAN START PB


Exhaust Reverser System

IAE V2530-A5

78-30

ATA 78

EXHAUST

78-00

REVERSER SYSTEM

INTRODUCTION Description The thrust reverser comprises a fixed inner and a movable outer ( translating ) assembly. The translating cowl is moved by four hydraulically operated actuators which are pressurized by the pumps mounted on each engine.. The air is discharged through cacades. The reverser is controlled through the FADEC system from the cockpit by a lever hinged to the corresponding throttle control leverThe thrust reverser system comprises: - a hydraulic control unit (HCU) - four actuators with internal lock for lower actuators - three flexible shafts - two linear variable differential transformers transformers located on each upper ac tuator - two proximity switches located on each lower actuator - two thrust reverser cowls comprising a fixed structure and 2 translating sleeves latched together.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

78-30

DRAG LINK


Figur Figure e 86

Thrus Thrustt Reve Revers rser er stow stowed ed / dep deplo loye yed d




A319/A320/A321 IAE V2530-A5

78-30 THRUST REVERSER SYSTEM DESCRIPTION General The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser hydraulic control unit. Thrust Reverser Deployment Thrust reverser deployment is initiated by rearward movement of the reverser lever which inputs a signal, via a dual resolver, to the EEC. The EEC supplies a 28 volt signal to the isolation valve and directional control valve solenoids mounted in the HCU. The supply of the signal to the directional control valve solenoid is also dependent if aircraft is on ground (weight onwheels) and upon the closure of the aircraft permission switch ( T/R inhibition relay) in that line. This switch is closed by the Throttle Lever Angle signal via the spoiler/elevator computer and the Engine Interface Unit energization of the isolation valve solenoid and the directional control valve solenoid allows hydraulic pressure into the system .This event being relayed to the EEC by the pressure switch mounted in the HCU. Pressure in the lower actuators releases the locks and these events are signalled to the EEC by the Proximity Switches (lock sensors). As the pistons move rearward to deploy the reverser, the Linear Variable Differential Differential Transformer (LVDT) on the upper actuators monitors the movement and informs the EEC when the translating sleeve is fully deployed, the Proximity Switches and LVDTs remain active and the isolation valve remains energized. Thrust Reverser Stowage Stowage of reverser is initiated by forward movement of the piggyback levers which signal this intent to the EEC. The signal to the directional control valve solenoid is then cancelled by the EEC and permission switch, allowing pressure to remain only in the stow side of the actuators. The pistons then move forward until stowing is complete and the lower actuator locks are engaged after which the isolation valve solenoid is de-energized and the reverser is locked in the forward thrust mode. NOTE : During normal reverser operation the isolation valve remains energized for a period of five seconds after the LVDTs LVDTs have registered fully stowed to ensure full lock engagement and completion of the stow cycle.

Inadvertent Stowage/Deployment In either case the LVDT sensors would detect a movement the EEC would execute auto-restow or auto-redeploy. This occurs when the LVDTs LVDTs sense uncommanded movement greater than 10% of actuator full travel. When auto-restow is initiated the EEC signals the isolation valve to open. Pressure is returned to the system and with the directional control valve in its stow position the reverser is returned to its stowed condition. Following auto-restow the isolation valve would remain energized for the remainder of the flight. If the reverser travel exceeds 15% of its travel from the fully stowed position then the EEC will command idle. Following restow, full power is again obtainable. When auto redeploy is initiated to counteract inadvertent stow, the EEC will command the isolation valve to close and maintain it closed until forward thrust has been reselected. This action will prevent further movement in the stow direction by virtue of the large aerodynamic loads on the translating sleeves which will normally be sufficient to deploy the reverser. If the reverser travel exceeds 22% of its travel from the fully deployed position then the EEC will command idle power. T/R components monitored by CFDS The following components are monitored by the CFDS: - HYDRAULIC CONTROL UNIT (HCU) - STOW SWITCH LOWER ACTUATOR R/H - STOW SWITCH - LOWER ACTUATOR L/H - LVDT -THRUST REV UPPER ACTUATOR R/H ( DEPLOY ) - LVDT - THRUST REV UPPER ACTUATOR L/H ( DEPLOY ) THRUST REVERSER INDEPENDENT LOCKING SYSTEM General **ON A/C 116-199, An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit.



A319/A320/A321 IAE V2530-A5

78-30

SEC 1

OR

DMC

CFDIU

1,2 1,4 1,6 1 REV

SEC 2 (3 )

MCDU T/R TEST

LGCIU 1/2

(WOW) MAIN LANDING GEARS1&2

THRUST LEVER

TLA RESOLVERS POTENTIOMETERS

FWC

T/R POSITION CHANNEL A

T/R POSITION CHANNEL B

E.E.C.


STATIC RELAY

EIU 1/ 2

N2 >50%

AND CHANNEL B CHANNEL A

CHANNEL A CHANNEL B PRESS SW SOV F

SUPPLY

HYDRAULIC RETURN INHIBITION RELAY

HCU T / R

DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL

Figu Figure re 87

Reve Revers rser er Sys Syste tem m Sche Schema mati tic c

1 ,0 0 9

EPR

1,2 1,4 1,6 1 REV 1,010




A319/A320/A321 IAE V2530-A5

78-30 THRUST REVERSER HYDRAU LIC SUPPLY Thrust Reverser Operation The thrust reverser is oprated by aicraft hydraulic pressure. The reverser hydraulic control unit ( HCU ) directs hydraulic pressure to the actuators. The EEC controls the HCU and the reverser operation.

THRUST REVERSER MANUAL DEPLOYMENT Non Return Valve ( By-pass ). During manual deployment the non return valve must be set in the bypass position to allow the hydraulic from the actuators to go back to return. Acces to the non return valve is gained by removing the pylon acces panel on the left hand side..



A319/A320/A321 IAE V2530-A5

78-30

NON RETURN VALVE


Figu Figure re 88

Reve Revers rser er Hyd Hydra raul ulic ic Sup Suppl ply y




A319/A320/A321 IAE V2530-A5

78-30 THRUST REVERSER INDEPENDENT LOCKING SYSTEM **ON A/C 116-199, General An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser Shut-Off Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit. Component Location The SOV and the filter are located under the pylon. (Ref. Fig. 001) COMPONENT DESCRIPTION Shut-Off Valve The thrust reverser Shut-Off Valve (SOV) is a 3 port, two position spool valve. It is controlled by a solenoid driven 3 port, two position normally open pilot valve. Electrical power is supplied to the SOV through the fan electrical feeder box. Filter and Clogging Indicator It is used to filter the fluid from the aircraft hydraulic system. The filter is a flowthrough cartridge-type filter. The clogging indicatormonitors the pressure loss through the filter cartridge and has a pop-out indicator to signal when it is necessary to replace the filter element. Two spring-loaded magnetic pistons keep the pop out indicator in retracted position. The lower magnetic piston monitors the differential between the filtered and unfiltered fluid pressure across the filter element. As the differential pressure increases, the piston compresses its spring and moves away from the upper magnetic piston. At a preset displacement of approximately 2 mm, the upper magnetic piston spring overcomes the magnetic force and drives the pop-out indicator from its retracted position.The filter assembly contains a check valve to permit the removal of the canister and the change of the filter element with a minimum of spillage.

LOCTION



A319/A320/A321 IAE V2530-A5

78-30


Figure Figure 89

T/R Independ Independent ent Lockin Locking g Syste System m (**On (**On A/C 116-199 16-199))



IAE V2530-A5

78-30 HYDRAULIC ACTUATION AC TUATION SYS. COMP. COMP. Hydraulic Actuators The actuator base is attached to a torque ring and the end of the piston is attached to the translating sleeve. As hydraulic pressure builds up in the actuator, the piston extends. This moves the translating sleeve aft to the deploy position. In the retract mode,the piston retracts which moves the translating back to the stow position. The Upper actuators ( 2 ) have internal LVDT. LVDT. The Lower actuators ( 2 ) have a manual unlocking handle and proximity proximity switches.

FLEXSHAFT INSTALLA INSTALLATION TION Syncronization System


A319/A320/A321

Flexible Shafts Three flexible shafts connect the four actuators together to synchronize the speed with which the actuators operate and the T/R sleves on each side of the engine . This synchronization keeps the top and bottom of the sleeve traveling at the same rate so the sleeve will not tilt and jam. The synchronization also keeps the two translating sleeves moving together so reverse pressure in the secondary air flow is equal on both sides of the engine. The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The shaft engages a worm gear at the base of the actuator that translates the turning action of the actuator piston as it moves out or in. A cross-over shaft connects the two upper actuators. Another shaft connects the upper and lower actuators on each side.



A319/A320/A321 IAE V2530-A5

78-30


MANUAL DRIVE

Figu Figure re 90

Flex Flexib ible le Driv Drive e Shaf Shafts ts




A319/A320/A321 IAE V2530-A5

78-30 THRUST REVERSER MANUAL DEPLOY / STOW Manual Deploy/stow The thrust reverser may be deployed/stowed manually for maintenance - troubleshooting operations. The procedure is summarised below, the full procedure, warnings and caution s may be found in the MM ATA ATA 78-30. 78 -30. - open and tag the CB’s listed in the MM. - open the L. and R. hand fan cowls. - move the thrust reverser hydraulic control unit de-activation lever to the deactivated position and insert the lockout pin. - disengage the locks on the two locking actuators. Insert pins to ensure locks remain disengaged. - position the non return valve in the bypass position ( deploy only-not necessary for stow operation ). - insert 3/8 inch square drive speed brace into external socket, push to engage drive and rotate speed brace to extend/retract translating cowl as required. - NOTE: do not exceed max. indicated torque loading.



A319/A320/A321 IAE V2530-A5

78-30

NON RETURN VALVE


Figu Figure re 91

Reve Revers rser er Man Manua uall Oper Operat atio ion n



IAE V2530-A5

78-30 THRUST REVERSER DEACTIVATION De-activation The procedure is summarised below, the full procedure is described in the MM 78-30-00 P.407. - if the thrust reverser is deployed,it has to be stowed manually. - install the lock out pin in the de-activation lever of the hydraulic control unit. - remove the translating cowl de-activation pins (2) from their stowage and insert them in the de-activation position. T / R Lockout pin installation NOTE: NOTE: When fully inserted in the de-activation position the pins will protude approx. 0.8” to provide visual indication of ”lock out”.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

78-30


Figu Figure re 92

T/R T/R D Dea eac ctiv tivati ation



IAE V2530-A5

78-30 FADEC CFDS REVERSER TEST Reverser Testing via MCDU Via MCDU it is possible to operate the reverser on ground with engines OFFto make sure the system operation is o.k. For the TEST refer to: MM Task 78-31-00-710-41 Operational Test Test of the Thrust Reverser System wth the CFDS. CFDS. Description For the test hydraulic power must be switched on depending which reverser system will be tested.( Green ENG 1, Yellow END 2 ). All the test steps are written on the MCDU.If the the test is active active the REV UNSTOW warning appears on the engine warning display. Movement of the throttle into the reverse idle position will deploy the reverser.Returning the throttle to the FWD idle position will restow the reverser. During the test also the REV indication in the EPR indicator must be checked. The actual position of the T/R is also indicated on the MCDU .

CAUTION: Make sure the travel ranges of the thrust reversers are clear. For saftey reasons the Test time duration is limited to 60 sec.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

78-30


Figu Figure re 93

FADE ADEC C T/R T/R Tes Testt (NO (NO FAUL AULT)




A319/A320/A321 IAE V2530-A5

78-30 FADEC T/R TEST ( FAULT DETECTED )



A319/A320/A321 IAE V2530-A5

78-30


Figur Figure e 94

FADE ADEC C T/R T/R Tes Testt (FAUL (FAULT T DETE DETECTE CTED) D)



IAE V2530-A5

78-30 FADEC T/R TEST ( NOT O.K. ) For saftey reasons the time for the test is limited.

Note: If the Test procedure is not performed within 15 seconds (moving the Throttle Lever to reverse ) the test will be interrupted and a new Test must be initiated. Note: The duration of the complete T/R operational Test (opening & closing ) is limited to 60 seconds. If this time is exceeded the test will be interrupted and a new Test must be initiated.


A319/A320/A321



A319/A320/A321 IAE V2530-A5

78-30

NO THRUST LEVER MOVEMENT TO REV. WITHIN THE TIMELIMIT


Figu Figure re 95

FADEC ADEC T/R T/R Tes Testt (NOT (NOT O.K O.K.) .)


ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION

IAE V2530-A5

30-20

ATA 30

ICE AN AND RAIN PROTECTION

30-20

ENG. AIR INTAKE IC ICE PR PROTETION

SYSTEM DESCRIPTION

SYSTEM CONTROL

Engine Air Intake Anti-Ice Air source The air bled from the 7th stage of the high compressor is the heat source. A solenoid-operated shutoff valve (which is designed to fail to the open position) provides the on-off control. The piccolo tube distributes the air whithin the leading edge of the intake cowl. The spent air exhausts via a flush duct in the aft cavity of the intake cowl.

ON - (PB-Switch In, Blue) The ON light comes on in blue. (valve solenoid deenergized) . ENG ANTI ICE ON is indicated on the ECAM MEMO page. When the anti ice valve is open (valve position sw. NOT CLOSED), the zone controller sends a signal to the FADEC (ECS signal), this will: Schedule Demand for both engines. engines. - Modulate the Idle speed to Min.PS3 Schedule - Switch the Cont. Ignition- ON (via EIU/EEC).

Valve For each Engine, hot bleed air is ducted via an ”ON/OFF” valve. The valve is pneumatically operated,electrically controlled and spring loaded closed. Upon energization of the solenoid, the valve will close. In case of loss of electrical power supply and pneumatic air supply available, the valve will open. S It has a “Manual Override and Lock”. It can be blocked in the OPEN or in the CLOSED position. Control For each engine, the”ON/OFF” valve is controlled by a pushbutton. Continuos ignition (A/B) is automaticaly activated on both engines when the valve is opened. y l n O s e s o p r u P g n i n i a r T r o F

A319/A320/A321

The ”FAULT” light comes on during transit or in case of abnormal operation. When the anti-ice valve is open, the zone controller determines the bleed air demand for the Full Authority Digital Engine Control (FADEC) system. ECAM Page If at least one of the two engine air intake anti-ice systems is selected ”ON”, a message appears in GREEN on the ”ECAM MEMO” display.

OFF - (PB-Switch Out) Anti ice system is OFF (valve solenoid energized). FAULT - (PB Switch In, Amber) Fault light illuminates amber when valve not fully open. FAULT - (PB-Switch Out, Amber) Fault light illuminates amber. The ECAM is activated - Single chime sounds - MASTER CAUT light ”ON” - Warning message: - ANTI ICE ENG 1 (2) VALVE CLSD - ANTI ICE ENG 1 (2) VALVE OPEN.



A319/A320/A321 IAE V2530-A5

30-20

7

1

FADEC

OPEN POSITION CABI CA BIN N ZO ZONE NE y l n O s e s o p r u P g n i n i a r T r o F

SIGNAL

CONTROLLER

Figur Figure e 96

Engi Engine ne Nace Nacell lle e A/I A/I Arc Archit hitec ectur ture e

2




A319/A320/A321 IAE V2530-A5

30-20 SYSTEM CONTROL SCHEMATIC



A319/A320/A321 IAE V2530-A5

30-20

( ZONE CONT.)

( EIU )


Figu Figure re 97

Cont Contro roll Sch Schem emat atic ic




A319/A320/A321 IAE V2530-A5

30-20 ENGINE ANTI ICE DUCT AND VAL VALVE VE

ANTI-ICE ANTIICE VAL VALVE VE DEACT DEACTIVA IVATION TION refer to MEL.ATA 30. Procedure - Lock the intake anti-ice valve (1) in the open or the closed position - Remove the lock-pin (4) from the transportation hole (5) in the valve (1). - Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed). - Hold the valve in the necessary position and install the lock-pin (4) in to the valve locking hole (3).



A319/A320/A321 IAE V2530-A5

30-20

ANTI-ICE DUCT

1 ANTI-ICE VALVE

2 NUT


3 VALVE LOCKI NG-

5 TRANSPORTATION-

HOLE

HOLE

4 LOCK PIN

Figur Figure e 98

Engin Engine e Anti Anti-I -Ice ce Duct Duct and and Valve alve

Engine#1

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