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EASA PART 66 B1
A320 7180V2500JARB1
For training purposes only. E Copyright by Lufthansa Technical Training. LTT is the owner of all rights to training documents and training software. Any use outside the training measures, especially reproduction and/or copying of training documents and software also extracts thereof in any format all (photocopying, using electronic systems or with the aid of other methods) is prohibited. Passing on training material and training software to third parties for the purpose of reproduction and/or copying is prohibited without the express written consent of LTT. Copyright endorsements, trademarks or brands may not be removed. A tape or video recording of training courses or similar services is only permissible with the written consent of LTT. In other respects, legal requirements, especially under copyright and criminal law, apply. Lufthansa Technical Training Dept HAM US Lufthansa Base Hamburg Weg beim Jger 193 22335 Hamburg Germany Tel: +49 (0)40 5070 2520 Fax: +49 (0)40 5070 4746 E-Mail: Customer-Service@LTT.DLH.DE www.Lufthansa-Technical-Training.com
A319/A320/A321
IAE V2530-A5
71-00
JAEC
RR
P&W
MTU
FIAT
IAE
( INTERNATIONAL AERO ENGINES )
FRA US/T bu
Aug 2001
Page: 1
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 2
A319/A320/A321
IAE V2530-A5
71-00
V2530-A5
Generic to all V2500 engines Mechanical Standarts of engine Takeoff thrust in thousands of pounds Airframe manufacturer A for Airbus Industrie -D for McDonnellDouglas
TAKEOFF THRUST (LB) 25.000 30.000 25.000 26.500 28.000 25.000 22.000
FRA US/T bu
August 2001
Page: 3
A319/A320/A321
IAE V2530-A5
71-00 INTRODUCTION
The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan engine. 80% of the thrust is produced by the fan. 20% of thrust is produced by the engine core. 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 five stage 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 ( FADEC ). 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. IAE V2530-A5 DA TA Fan tip diameter : Bare engine length : Weight : Take - of f thrust : Bypass ratio : Overall Pressure Ratio : Mass Flow lbs/s : N1 : N2 : EGT ( Takeoff ) EGT ( Starting ) EGT ( Max Continous/Climb ) 63.5 in ( 161 cm ) 126 in ( 320 cm ) 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 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 ( regulated ) to compensate the variying air density. The Thrust parameter is EPR.In case this parameter is not available the N1 is used as the Thrust parameter. For Training Purposes Only
FRA US/T bu
August 2001
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A319/A320/A321
IAE V2530-A5
71-00
Figure 1
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 6
A319/A320/A321
IAE V2530-A5
71-00
V2500-A1 V2500-A5
V2500-A1 V2500-A5
Figure 2
FRA US/T bu August 2001
A319/A320/A321
IAE V2530A5
71-00
FRA US/T Bu
.August 2001
Page: 8
A319/A320/A321
IAE V2530A5
71-00
ENTRY CORRIDOR
Figure 3
FRA US/T Bu .August 2001
A319/A320/A321
IAE V2530 A5
7320
Page: 10
A319/A320/A321
IAE V2530 A5
7320
Figure 4
FRA US/T bu August 2001
A319/A320/A321
IAE V2530 A5
Page: 12
A319/A320/A321
IAE V2530 A5
7320
FMV FEEDBACK
T2,5
P4.9
IDG
A
TRUST CONTROL UNIT
Ignition Boxes
Thrust Reverser
POWER
IAE V2500
RESOLVER
EIU
Hydraulic Press
FUEL FLOW
TO BURNERS
( CH: A & B )
EEC
FEEDBACK COMMAND COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FEEDBACK FUEL DIVERTER & RETURN VALVE T/R REVERSER Stow / Deploy Feedback
SOLENOID CONTROL VALVES
HCU
Return Fuel to Aircraft Tank
P2,5
F FLOW
P12,5
Figure 5
FRA US/T bu August 2001
A319/A320/A321
IAE V2530 A5
Engine Master Lever Position OFF : closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position ON : starts the engine in automatic mode ( when the mode selector is in IGNITION / START ). selects fuel and ignition on during manual start procedure. Manual Start P/B controls the start valve (when the mode selector is in IGNITION / START or CRANK position ).
FRA US/T bu
August 2001
Page: 14
A319/A320/A321
IAE V2530 A5
NORM
Figure 6
FRA US/T bu August 2001
A319/A320/A321
IAE V2530 A5
7320
49VU
2450000HMQ0
Figure 7
FRA US/T bu August 2001
A319/A320/A321
IAE V2530 A5
7320
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 8
FRA US/T bu August 2001
A319/A320/A321
IAE V2530A5
7700
ATA 77 INDICATING
7700 ENGINE INDICATING PRESENTATION
Indication general - Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E / WD ) : S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S 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.
S OIL temperature For further info see ATA 79 S Starter valve positions, the starter duct pressure and during eng start up, the operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. indication. S Engine Vibration of N1 and N2 S As warnings by system problems only : OIL FILTER COLG Fuel FILTER CLOG No. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page
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 : S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79
FRA US/T bu
August 2001
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A319/A320/A321
IAE V2530A5
7700
FF KG / H FOB: 19.125
nac c
320
A IGN B
ONLY ON ENGINE
PSI 35
35 PSI
START PAGE
Figure 9
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
COMPONENT :
STAGE NUMBER :
1 1,5 2 2,3 2.5 3 4 5 6 7 8 9 10 11 12
NOTES :
ACOC,ACC,ACAC
B.S.B.V. VSV ( & IGV ) VSV VSV VSV CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling CUST. BLEED Hdlg. Bleed, Buffer Air, 1. HPT & NGV, Muscl Air 20 Fuel Nozzles, 2 Ignitor Plugs
COMBUSTION CHAMBER
1 2
1 2
1 2 3 4 5
3 4 5 6 7
FRA US/T-5
APR 2006
Page: 20
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
V2500-A1
V2500-A5
Figure 10
FRA US/T-5 APR 2006
Stage Numbering
Page: 21
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
STATION LOCATION :
AMBIENT INTAKE / ENGINE INLET INTERFACE FAN INLET FAN EXIT L.P. COMPRESSOR ( BOOSTER EXIT ) H.P. COMPRESSOR COMBUSTION SECTION EXIT H.P. TURBINE EXIT L.P. TURBINE EXIT EXHAUST
Press P2 for EPR & Temp T2 Press for Monitoring 12.5 Temp T2.5 or (CIT) & Press P2.5 for Monitoring Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb )
Temp T4.9 for EGT & Press P4.9 for EPR also called P 5
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.
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August 2001
Page: 22
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 11
FRA US/T bu August 2001
Engine Stations
Page: 23
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ATA 72 ENGINE
72-00 ENGINE PRESENTATION
Engine Main Bearings The 5 bearings are located in 3 bearing compartments. Front bearing compartment The front bearing compartment is located at the centre of the intermediate case, and houses bearing No. 1, 2 & 3. Center bearing compartment (No.4 Bearing Compartement ) The center bearing compartment is located in the diffuser/combustor case and houses bearing No. 4 Rear bearing compartment The rear bearing compartment is located in the turbine exhaust case No.5 The Low Pressure or N1 rotor, is supported by three bearings : S Bearing 1 ( Single track thrust ball bearing ). S Bearing 2 ( Single track roller bearing utilising squeeze film oil damping ). S Bearing 5 ( Single track roller bearing utilising squeeze film oil damping ). The High Pressure or N2 rotor is supported by two bearings : S Bearing 3 ( thrust ball bearing mounted in an hydraulic damper which is centered by a series of rod springs ( Squirrel Cage ) ). S Bearing 4 ( Single track roller bearing ).
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
2 3 4
Page: 25
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 26
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
BOOSTER AIR
SPRING ROD
Sealing Air
Figure 13
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
NOTE : A drain hole is provided to indicate a possible leckage at the No 4 bearing compartment. It is located in the exhaust at 5 o clock position ( aft looking forward ) 12th Stage Air Cooler ( BUFFER AIR ) The No. 4 bearing compartment air cooler is installed on the turbine casing. The exchanger is held by its coolant air duct flanges.
FRA US/T bu
August 2001
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 14
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 30
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 15
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
Fan Module It consists of a single stage, widechord, shroudless fan and hub. Intermediate Case Module It consists of the fan containment case, fan exit guide vanes ( EGV ), intermediate case, booster, low spool stubshaft, the accessory gearbox towershaft drive assembly, high spool stubshaft and the station 2.5 bleed valve ( BSBV ). The booster consists of inlet stators, rotor assembly, and outlet stators. The No. 1, 2 and 3 ( front ) bearing compartment is built into the module and contains the support bearings for the low spool and high spool stubshafts. High Pressure Compressor The HP compressor is a ten stage, axial flow module. It is comprised of the drum rotor assembly, the front casing which houses the variable stator vanes and the rear casing which contains the fixed stators and forms the bleed manifolds. Diffuser / Combustor Module The combustion section consists primarily of the diffuser case, annular two piece combustor, with 20 fuel injector and 2 ignitors. The high compressor exit guide vanes and the No. 4 bearing compartment are also part of the module. The main features of the module include a closecoupled prediffuser and combustor that provide low velocity shroud air to feed the combustor liners and to minimize performance losses.
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August 2001
Page: 32
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
31 - F AN
Figure 16
FRA US/T bu August 2001
Engine Modules
Page: 33
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 34
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
3 ea
Figure 17
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
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.
FRA US/T bu
August 2001
Page: 36
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Slot Numbering
Rubber
Rubber
Figure 18
FRA US/T bu August 2001
LP Compressor ( Fan )
Page: 37
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 38
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 19
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
NOTE :
FRA US/T bu
August 2001
Page: 40
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
MOMENT WEIGHT
Figure 20
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
PROCEDURE
NOTE: THIS REPAIR LETS YOU SCALLOP THE LEADING EDGE, REMOVE DAMAGE FROM THE AIRFOIL SURFACE AND IF DAMAGE IS FOUND IN ZONE AD, THEN YOU MUST BLEND PARALLEL WITH THE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA BY MATERIAL REMOVAL.
( 2 ) Examine the blade for damage ( Ref. TASK 723111200010 ). ( a ) If a blade is damaged, do step ( 4.D. ) that follows.
FRA US/T bu
August 2001
Page: 42
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 21
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
72-00
NOTE:
IF YOU BLEND IN ZONE AD, YOU CAN ONLY HAVE ONE SCALLOP IN ZONE AC, ZONE AA AND ZONE AB, CAN EACH HAVE A SCALLOP, INDEPENDENTLY OF THE REPAIR OF ZONES AD AND AC. ( 2 ) Remove damage as necessary on the airfoil surface by the removal of minimum material. Continue to remove damage until all the damage is removed. The maximum depth to remove the damage must not be more than 0.015 in. ( 0.38 mm ). The diameter of the repaired area is to be 50 times the depth. ( 3 ) Make smooth the repaired areas. Make sure all the damaged marks are completely removed and the surface finish is made the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05021 ), waterproof abrasive paper ( Material No. V05020 ) and / or waterproof abrasive paper ( Material No. V05064 ). ( 4 ) Polish the repaired areas, to remove scratches and make the surface finish the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05021 ), waterproof abrasive paper ( Material No. V05020 ) and / or waterproof abrasive paper ( Material No. V05064 ).
NOTE:
FRA US/T bu
August 2001
Page: 44
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 22
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
72-00
NOTE:
BLADES REPAIRED TO THIS SCHEME, MUST BE SWAB ETCHED AND INSPECTED AS SPECIFIED IN THE ( REF. EM 723111300025 ) ( VRS1026 ) AND GLASS BEAD PEENED AT THE NEXT SHOP VISIT, TO THE INSTRUCTIONS SPECIFIED IN THE ( REF. EM 723111 300016 ) ( VRS1724 ).
FRA US/T bu
August 2001
Page: 46
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 23
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 48
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
V2500-A1
V2500-A5
Figure 24
FRA US/T bu August 2001
HP Compressor
Page: 49
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 50
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 25
FRA US/T bu August 2001
Combustion Section
Page: 51
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 HP TURBINE
10th stage Make up air valve The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. Purpose The make up air discharges into the area around No 4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine,stage 2. All of the HPT airfoils are cooled by secondary air flow. The first stage HPT blades are cooled by the HPC discharge air which flows through the fist stage HPT duct assembly. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally. The 10th stage air is supplied through 4 tubes ( 2 tubes on each engine side ) Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage compressor ( make up air ). This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs. The air then goes into the second blade root and out the cooling holes, 10th Stage Makeup Air System Introduction The make up air discharges into the area around No4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine, stage 2. The cooling air used is taken from the 10th stage manifold, and is controlled by a two position pneumatically operated valve. The valve position is controlled by the E.E.C. as a function of corrected N2 and altitude. Operation Signals from the E.E.C. will energise / deenergise the solenoid control valve. This directs pneumatic servo supplies to position the 10th stage air valve to the open / close position. In the open position ( solenoid deenergized ) the valve allows 10th stage air to flow through two outlet tubes down the left and right hand side of the diffuser case and then pass into the engine across the diffuser area. The air then discharges into the area around No 4 bearing housing. FRA US/T bu August 2001 Page: 52 NOTE : The E.E.C. will keep the air valve open at all engine operating phases except cruise. The valve incorporates 2 micro switches for transmitting valve position to the E.E.C channel A & B. The fail safe position is valve open, solenoid deenergised. The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
MAKE UP AIR 10TH STAGE SOLENOID VALVE
TO OTHER BLEED SOLENOID VALVES
STAGE 10 AIR
STAGE 12
MAX FLOW
MIN FLOW
TO DEOILER REED SW
EEC
PB
FRA US/T bu
August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 54
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
INDICATOR PIN
Figure 27
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 56
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 28
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Rear Face S Fuel pumps ( and Fuel Metering Unit FMU ) S Oil scavenge pumps unit S Integrated Drive Generator System ( I.D.G.)
FRA US/T bu
August 2001
Page: 58
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
REAR VIEW
SCAVENGE
Manual Drive
FRONT VIEW
Figure 29
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 60
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
SEALOL SEAL
Figure 30
FRA US/T bu August 2001
Drive Seals
Page: 61
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 31
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 32
FRA US/T bu August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
Page: 64
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 33
FRA US/T bu August 2001
Engine Flanges
Page: 65
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
FRA US/T bu
August 2001
Page: 66
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
Figure 34
FRA US/T bu August 2001
Manual Handcranking
Page: 67
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
NOTE:
BLADE NUMBERS & DIMENSIONS ARE SHOWN FOR EACH STAGE. S Examples of blade damage limits are in AMM 72-00-00 S On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page. S Remove the tool used to turn the HP system & return the engine to normal.
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Page: 68
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
Figure 35
FRA US/T bu August 2001
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
NOTE:
ACCESS PORT D SHOULD NOT BE USED ON ENGINES THAT ARE PRE SBE720033 AS DAMAGE CAN BE CAUSED TO THE BORESCOPE EQUIPMENT. S Remove the required borescope access part covers X,A,B,C,D,E,F,G, by removing the attaching bolts. The diagram below shows which stage are accessed through each port. S Remove the old jointing compound from around the access ports and access port covers using a nonmetallic scraper and a lint free cloth made moist with cleaning fluid. S Prior to installation of the borescope access port covers it Is necessary to apply jointing compound. The procedure to be taken is:
Access ports X, A, B & C Apply a thin layer of jointing compound to the mating faces using a stiff bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port. Wait 10 minutes, install access port cover & attach with bolts. Torque load to between 85 105 lbf in. Retorque again to same figures after 2 minutes then remove excess jointing compound. Access ports D,E,F & G. Do not require jointing compound.
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Page: 70
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
Figure 36
FRA US/T bu August 2001
ENGINE MOUNTS
A319/A320/321
IAE V2530A5
71-20
FRA US/T Bu
July 01
Page: 72
ENGINE MOUNTS
A319/A320/321
IAE V2530A5
71-20
Figure 37
FRA US/T Bu July 01
A319/A320A321
IAE V2530-A5
The aft mount has these parts: S Two side links. S A center link. S A beam assembly. The two side links attach to the beam assembly at one end and the engine aft mount ring on the low pressure turbine case at the other end. The aft mount is aligned on the pylon by two shearpins and is attached to the pylon by four bolts and washers. Vertical and side loads are transmitted through the side links and beam assembly and into the pylon. Torsional loads are transmitted by the center link to the beam assembly and in to the pylon. The mount is made to be failsafe. The side links are each made up of two parts which are attached together to make one unit. If one part of the link should fail, the remaining part will transmit the loads to the beam assembly.
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Page: 74
A319/A320A321
IAE V2530-A5
71-20
Support Bearing
Figure 38
FRA US/T bu August 2001
Engine Mounts
Page: 75
A319/A320/A321
V2530-A5
71-10
FRA US/T bu
August 2001
Page: Page: 76
A319/A320/A321
V2530-A5
71-10
RIGHT SIDE
STRAKE
LEFT SIDE
ACAC OUTLET
Figure 39
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
Warning
The fan cowl doors must not be opened in winds of more than 52 knots (60mph)
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.
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Page: Page: 78
A319/A320/A321
V2530-A5
71-10
DETAIL AT 4 POSITIONS
Figure 40
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: Page: 80
A319/A320/A321
V2530-A5
71-10
Figure 41
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
78-32
Caution
Before opening:
1. 2. 3. 4. 5. 6.
For Training Purposes Only
Wing slats must be retracted and deactivated. All 6 latches & take - up devices must be released. If reverser is deployed, pylon fairing must be removed. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU ) FADEC power OFF Put Warning Notices in the Cockpit
FRA US/T bu
August 2001
Page: 82
A319/A320/A321
V2530-A5
78-32
REVERSER CASCADES
Figure 42
FRA US/T bu August 2001
C-Duct Opening/Closing
Page: 83
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: 84
A319/A320/A321
V2530-A5
78-32
Figure 43
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: 86
A319/A320/A321
V2530-A5
78-32
Open-Indicator ( 3 installed )
Figure 44
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: 88
A319/A320/A321
V2530-A5
78-32
FRONT LATCH
Figure 45
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: 90
A319/A320/A321
V2530-A5
78-32
Figure 46
FRA US/T bu August 2001
C Duct Opening/Closing
Page: 91
A319/A320/A321
V2530-A5
FRA US/T bu
August 2001
Page: 92
A319/A320/A321
V2530-A5
78-32
Figure 47
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
7900
ATA 79 OIL
7900 GENERAL
Oil System Presentation The lubrication system is selfcontained 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 quickconnect a pressurized oil line and a drain line. 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. The oil system lubricates the engine components. It contains S the oil tank S the lube and scavenge pump modules S the fuel/oil heat and air/oil heat exchangers S the filters, chip detectors, pressure relief and bypass valves.
FRA US/T bu
August 2001
Page: Page: 94
A319/A320/A321
IAE V2530-A5
7900
Figure 48
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
Page: Page: 96
A319/A320/A321
IAE V2530-A5
7900
FUEL IN
RESTRICTOR
NO. 4 BEARING
FLOW TIMING VLV COLD START PRESS RELIEF VLV ( 450 PSI )
CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI P ) MASTER CHIP DETECTOR
NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH OIL TEMPERATURE SENSOR
SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR LOW OIL PRESS. WARNING SWITCH ( 60 PSI ) OIL PRESS. XMTR
Figure 49
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
2.- Oil pressure indication color turns red (W arning) : S when press <60PSI.
3.- Oiltemperature indication flashes green (Advisory) : S when TEMP >156 deg.C S turns amber when oil TEMP < 10 deg C or > 165 deg C. Oil HI TEMP is displayed : S 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.
5.Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) S and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. S The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.
FRA US/T Bu
August 2001
Page: 98
A319/A320/A321
IAE V2530-A5
79-30
1 2 3
Figure 50
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
The low oil pressure information is send to different aircraft systems. Low Oil Pressure switching: S To Steering (ATA 32-51) S To Door Warning (ATA 52-73) S To FWC (ATA 31-52) S To FAC (ATA 22 ) S To FMGC (ATA 22-65) S To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU: S To CIDS (ATA 23-73) S To DFDRS INTCOM Monitoring (ATA 31-33 ) S To CVR Power Supply (ATA 23-71) S To WHC (ATA 30-42) S To PHC (ATA 30-31) S To FCDC (ATA 27-95) S To Blue Main Hydraulic PWR (ATA 29-12) S To Rain RPLNT ( ATA 30-45 )
FRA US/T Bu
August 2001
Page: 100
A319/A320/A321
IAE V2530-A5
79-30
Figure 51
FRA US/T Bu August 2001
Basic Schematic
Page: 101
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
SIGHT GLASS
Figure 52
FRA US/T bu August 2001
Oil Tank
Page: Page: 103
A319/A320/A321
IAE V2530-A5
Power Supply The system is supplied with 28VDC from busbar ENG 1,101PP (DC BUS 1 ) through circuit breaker 1EN1 (2EN1). Description : The oil quantity tranmitter is a tank probe with a capacitor (tube portion) and an electronic module (on the top of the transmitter) for probe energizing and signal output. Output voltage : 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8 quarts.
Engine Oil Servicing Where conditions permit,the oil tank should be checked and oil added,if necessary , within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more,a dry motoring must be performed.This make sure that the oil level shown in the tank is correct before oil is added.
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
A
OIL QUANTITY TRANSMITTER
SIGHT GLASS
Figure 53
FRA US/T bu August 2001
Oil Tank
Page: Page: 105
A319/A320A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320A321
IAE V2530-A5
7900
Figure 54
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
(refer to 73-20 Heat Management System) The ACOC thermocouple is used for the heat management system which is controlled by the EEC.
ACOC AIR MODULATING VALVE FAIL SAFE POSITION : OPEN For Training Purposes Only
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
Figure 55
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
LOCATION
OUT
OIL
IN
DRAIN HOLE
Figure 56
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
SCAVENGE PUMPS
Purpose The scavenge pump returns the oil back to the oil tank. Description The scavenge pump is a fivestage gear type pump on the rear left side of the geabox. Four stages of the scavenge pump are twogear displacement pumps . The stage used for the two main gearbox scavenge lines consists of three meshing gears producing two inlets and outlets on opposite sides.All 6 scavenge pumps are housed together as a single unit.The pump capacity is determined by the width of the gears.
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
SCAVENGE
Figure 57
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
Scavenge Filter Differential Press. Switch The scavenge filter differential pressure switch is installed on a bracket at the top left side of the engine fan case,near the FCOC. Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked ( +12PSI or - 2 PSI dif ferential press)
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900 SCAVENGE FILTER DIFFERENTIAL (PRESS. DROP.) WARNING SWITCH ( DELTA P. 12 PSI )
OIL TEMP. SENSOR SEAL - RING SCAVENGE OIL FILTER For Training Purposes Only
Figure 58
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
7900 DE-OILER
Location The de-oiler is bolted to the right hand front face of the external gearbox. Purpose S To separate the breather air/oil mixture. S return the oil to the oil scavenge system via its own scavenge pump. S vent the air overboard through the R/H fan cowl.
Features S provides mounting for the No.4 bearing chamber scavenge valve. S overboard vent. S provides location for the No.4 bearing magnetic chip detector housing.
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
BREATER AIR
Figure 59
FRA US/T bu August 2001
De-Oiler
Page: Page: 117
A319/A320/A321
IAE V2530-A5
Purpose The purpose of the No.4 bearing indicating system is to monitor the correct operation of the No.4 bearing 2position scavenge valve and to detect a No.4 bearing carbonseal failure. The No.4 bearing pressure transducer is installed on the right side of the deoiler and senses pressure at the No.4 bearing outlet line. Linear output 1VDC to 9 VDC (0 To 300 PSIG),
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
DE-OILER CASE
Figure 60
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
MAKE UP AIR 10TH STAGE SOLENOID VALVE
TO OTHER BLEED SOLENOID VALVES
STAGE 10 AIR
STAGE 12
MAX FLOW
MIN FLOW
TO DEOILER REED SW
EEC
PB
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
Figure 62
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
The low oil pressure switch is installed on a bracket at the top left side of the engine fan case,beside the oil pressure transmitter. The oil pressure switch is connected between the oil supply tube and the No.4 bearing scavenge tube. When the oil pressure drops below 60 psi the switch closes and a red warning is triggert in the cockpit. The set point range is between 45psi and 75psi.
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
LOCATION
Pressure Port
Figure 63
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
No. 4 BEARING
Figure 64
FRA US/T bu August 2001
Chip Detectors
Page: Page: 127
A319/A320/A321
IAE V2530-A5
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
Figure 65
FRA US/T bu August 2001
A319/A320/A321
IAE V2530-A5
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. S The oil level must be at or near the linie between the yellow and green bands. S 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. NOTE: For Training Purposes Only 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.
FRA US/T bu
August 2001
A319/A320/A321
IAE V2530-A5
7900
V2500
Figure 66
FRA US/T bu August 2001
A319/A320/A321
IAE V2530A5
7300
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 detection capability.In case of specific failure detection, the FADEC switches from one channel to the other.
FRA US/T Bu
August 2001
Page: 132
A319/A320/A321
IAE V2530A5
7300
Figure 67
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
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 detection 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 for ward and reverse thrust settings and to provide satisfactory transient response. Protect the powerplant from exceeding limits for N1, N2, maximum allow able thrust, and burner pressure. Control of the 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.
FRA US/T Bu
August 2001
Page: 134
A319/A320/A321
IAE V2530A5
7300
SDAC
DMC
FWC
R V D T
Figure 68
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
7330
FRA US/T Bu
August 2001
Page: 136
A319/A320/A321
IAE V2530A5
7330
2500
KG/H 2500
13000 KG
Figure 69
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530 A5
FRA US/T bu
August 2001
Page: 138
A319/A320/A321
IAE V2530 A5
7320
Figure 70
FRA US/T bu August 2001
A319/A320/A321
IAE V25305A
7310
FRA US/T Bu
August 2001
Page: 140
A319/A320/A321
IAE V25305A
7310
FUEL COOLED OIL COOLER ( FCOC ) A For Training Purposes Only A FUEL DIVERTER AND RETURN VALVE ( FDRV ) LOW PRESS FUEL FILTER FCOC FUEL TEMP. THERMOCOUPLE
Figure 71
FRA US/T Bu August 2001
A319/A320/A321
IAE V25305A
Description The fuel distribution valve is installed at the 4:00 oclock location, at the front flange of the diffuser case. The fuel distribution valve receives fuel through a fuel line from the fuel metering unit. The fuel goes through a 200 micron strainer, and then into ten internal discharge ports. The ten discharge ports are connected to the ten fuel manifolds. Eight of the ten internal discharge ports in the valve are connected after an engine shutdown. Eight of the fuel manifolds are drained into the engine through the lowest fuel nozzle. The two fuel manifolds which remain full help supply fuel for the next engine start.
FUEL NOZZLES
HP/LP PUMPS
FRA US/T Bu
August 2001
Page: 142
A319/A320/A321
IAE V25305A
7310
Figure 72
FRA US/T Bu August 2001
A319/A320/A321
IAE V25305A
Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case assembly. The fuel nozzles are installed through the wall of the case, and each nozzle is held in position by three bolts. The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by highvelocity air as it enters the combustion chamber. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation. This results in decreased emissions, high combustion efficiency, and good start quality. The highvelocity flow of fuel prevents formation of coke on areas where fuel touches metal. Heatshields installed also prevent formation of coke.
FRA US/T Bu
August 2001
Page: 144
A319/A320/A321
IAE V25305A
7310
Figure 73
FRA US/T Bu August 2001
ENGINE FUEL AND CONTROL DISTRIBUTION IDG OIL COOLER TEMP. THERMOCOUPLE
A319/A320/A321
IAE V25305A
( refer to 73-20 Heat Management system ) This temperature information is send to the EEC and is used for the heat management system.
FRA US/T Bu
August 2001
Page: 146
A319/A320/A321
IAE V25305A
7310
DRAIN PLUGS
Figure 74
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530 A5
Pressure Raising and Shut off Valve The PRSOV torque motor is commanded open by the EEC during AUTO starts or Closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. It is commanded open or closed by the MASTER SWITCH in the cockpit during MANUAL starts. NOTE: THE EECS ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT.
FRA US/T bu
August 2001
Page: 148
A319/A320/A321
IAE V2530 A5
7320
MASTER LEVER
VARIABLE
2 POS.
2 POS.
Figure 75
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
NOTE :
FRA US/T bu
August 2001
Page: 150
A319/A320/A321
V2530-A5
73-10
SHUT
OPEN
SHUT
M2
ENG
FIRE
TO ECAM
PUSH
ENG
MASTER 2
ON 115VU
OFF
ENG
1
CRANK
MODE NORM
ENG
IGN START
2
FIRE
OFF
FIRE FAULT
FAULT
EEC FMU
HP FUEL SOV CLOSED POS SWs
CLOSED
HP FUEL SOV
MASTER SW 1
2 POS TM
Figure 76
FRA US/T bu August 2001
A319/A320/A321
V2530-A5
2820
The engine fuel supply system has two fuel shut off valves. S one PRSOV in the FMU S One LP - fuel shut off valve on the front wing spar .
Component Description The LP fuel valve has: a valve body a ball valve a valve spindle a mounting flange. The LP fuel valve actuator has two electrical motors which drive the same differential gear to turn the ball valve through 90 deg. The limit switches in the actuator control this 90 deg. movement and set the electrical circuit for the next operation. One of the two motors can open or close the valve if the other motor does not operate. The actuator drive shaft has a see/feel indicator where it goes through the actuator body. The see/feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve.
FRA US/T bu
August 2001
Page: 152
A319/A320/A321
V2530-A5
2820
V-Clamp
ELECTRICAL CONNECTORS
Figure 77
FRA US/T bu August 2001
A319/A320/A321
IAE V2530A5
7320
Page: 154
A319/A320/A321
IAE V2530A5
7320
FCOC
ACOC
EEC
Figure 78
FRA US/T Bu August 2001
ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM RETURN TO TANK MODES HMS MODE 1 ( NORMAL MODE )
A319/A320/A321
IAE V2530A5
This is the normal mode and is shown below. Fuel through the IDG FCOC or combined with a quantity of fuel downstream of the FCOC is modulated for return to tank. FMU bypass flow is returned upstream of fuel filter. In this mode all the heat from the engine oil system and the I.D.G. oil system is absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank where the heat is absorbed or dissipated within the tank.
HMS MODE 4
Fuel through IDG FCOC is modulated for fuel return to tank. FMU bypass flow returned upstream of FCOC. Supplemental cooling of fuel is provided by this mode. This mode is adopted at low engine speeds with a high IDG oil inlet temperature. In this mode the fuel / oil heat exchanger is operating as a fuel cooler and the heat passed to the engine oil is extracted by the air / oil heat exchanger.
FAIL SAFE POSITION : FRV CLOSED, NO RETURN TO TANK ( MODE 3 or 5 ) Fuel Diverter Valve The EEC energizes the solenoid valve to open the servo fuel flow. The switch assemblies transmit the EEC the valve position when the solenoid is de energized. FAIL SAFE POSITION : FDV SOLENOID DE ENERGIZED ( MODE 4 or 5 )
Page: 156
A319/A320/A321
IAE V2530A5
7320
MODE 1
Normal Return to Tank Mode
MODE 4
Mode selected when in Normal Mode 1 the Limit Temperature ( IDG Oil, Fuel ) can not be= maintained within Limits.
OIL IN
OIL TEMP SNSR
OIL IN
OIL TEMP SNSR
RETURN TO TANK
OIL IN
IDG FCOC
OIL TEMP SNSR
ACOC
RETURN TO TANK
OIL IN
IDG FCOC
OIL TEMP SNSR
ACOC
DIVERTER VALVE
DIVERTER VALVE
FUEL FILTER
FUEL TEMP SNSR
FUEL FILTER
FUEL TEMP SNSR
HP PUMP
HP PUMP
FMU
FMU
TO INJECTORS
TO INJECTORS
Figure 79
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
HMS MODE 5
Mode 5 is the mode which is used when system condition demand operation is as in Mode 3 but this mode is not permitted. FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse direction. Return to tank inhibited. This mode is adopted if the conditions exist. NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE SPEED ( FAIL SAFE POSITION ).
Page: 158
A319/A320/A321
IAE V2530A5
7320
MODE 3
High Engine Speed
MODE 5
D D Low Engine Speed Cold Fuel Fail Safe Mode
OIL IN
OIL TEMP SNSR
OIL IN
OIL TEMP SNSR
RETURN TO TANK
IDG FCOC
OIL TEMP SNSR
OIL IN
ACOC
RETURN TO TANK
IDG FCOC
OIL TEMP SNSR
OIL IN
ACOC
DIVERTER VALVE
DIVERTER VALVE
FUEL FILTER
FUEL TEMP SNSR
FUEL FILTER
FUEL TEMP SNSR
HP PUMP
HP PUMP
FMU
FMU
TO INJECTORS
TO INJECTORS
Figure 80
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
Location Bolted to the outlet face of the air/oil heat exchanger. Features S fire seal forms an air tight seal between the unit outlet and the cowling orifices S controlled by either channel A or B of EEC S valve positioned by fuel servo pressure acting on a control piston S valve position feed back signal via LVDT to each channel of EEC S fuel servo pressure directed by the Electro Hydraulic Servo Valve assembly which incorporates a Torque motor FAIL SAVE POSITION : AIR VALVE SPRING LOADED FULLY OPEN ( maximum cooling position) In case of malfunction the warning ENG 1 ( 2 ) AIR EXCHANGER FAULT is displayed on the ECAM E / WD. For Training Purposes Only
Page: 160
A319/A320/A321
IAE V2530A5
7320
Figure 81
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
71-70
FRA US/T Bu
August 2001
Page: 162
A319/A320/A321
IAE V2530-A5
71-70
RIGHT SIDE
OIL TANK SCUPPER
FUEL PUMPS
BIFURCATION PANEL
FWD
IDG
HYDRAULIC PUMPS
S. ( STARTER )
HYDRAULICS
AIR STARTER
LEFT SIDE
NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY
Figure 82
FRA US/T Bu August 2001
Drain System
Page: 163
A319/A320/A321
IAE V2530-A5
FRA US/T Bu
August 2001
Page: 164
A319/A320/A321
IAE V2530-A5
71-70
FUEL
HYDR.
Figure 83
FRA US/T Bu August 2001
Pylon Drains
Page: 165
A319/A320/A321
IAE V2530-A5
FRA US/T Bu
August 2001
Page: 166
A319/A320/A321
IAE V2530-A5
71-70
Figure 84
FRA US/T Bu August 2001
A319/A320/A321
V2530-A5
7600
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 reverse thrust selection whenthrust lever is at fowward idle position. The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: S 0 STOP = FWD IDLE THRUST S -20 STOP = FULL REVERSE THRUST S 45 STOP = MAX .TAKE OFF THRUST S DETENT = (REVERSE) IDLE THRUST S DETENT = MAX.CLIMB (ALSO CRUISE SELECTION) S DETENT = MAX. CONTINOUS (FLEX TAKE OFF THRUST)
2 1
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).
A319/A320/A321
V2530-A5
7600
THRUST LEVER
MECHANICAL BOX
FMU
FUEL METERING VALVE
CHANNEL A
EEC
CHANNEL B
RESOLVER 1 RESOLVER 2
Figure 85
FRA US/T Bu August 2001
A319/A320/A321
V2530-A5
A319/A320/A321
V2530-A5
7600
Figure 86
FRA US/T Bu August 2001
A319/A320/A321
V2530-A5
A319/A320/A321
V2530-A5
7600
MECHANICAL BOXES
MECHANICAL BOX(ES) An adjustment screw is provided at the lower part of each mechanical box to adjust the artificial feel.
RIGGING POINT
ADJUSTMENT SCREW
Figure 87
FRA US/T Bu August 2001
Mechanical Boxes
Page: Page: 173
A319/A320/A321
V2530-A5
A319/A320/A321
V2530-A5
7600
RESOLVER
For Training Purposes Only
RIGGING POINT
A319/A320/A321
V2530-A5
7600 RIGGING
The throttle control levers must be at the idle stop position to perform the rigging procedure.
AIDS PARAM ALPHA CALLUP ENTER ALPHA CODE TRA EEC 1 : 0.0 0.1 TRA EEC 2 :
( ( (
) ) )
PRINT>
<RETURN
For Training Purposes Only
A319/A320/A321
V2530-A5
7600
MECHANICAL BOX
RIG PIN
Figure 89
FRA US/T Bu August 2001
A319/A320/A321
V2530-A5
A319/A320/A321
V2530-A5
7600
AIDS PARAM ALPHA CALLUP ENTER ALPHA CODE TRA TRA ( ( ( ( ) ) ) ) PRINT> EEC 1 : EEC 2 : 0.0 0.1
<RETURN
For Training Purposes Only
Figure 90
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ATA 77 INDICATING
7700 ENGINE INDICATING PRESENTATION
Indication General The engine is equipped with sensors that monitor temperature , pressure, speed, vibration fuel flow lt also has switches that provide indication for oil, fuel clogging. thrust reverser hydraulic pressure. position (SAV, T/R, Overspeed governor, etc.... Depending on the data transmitted, messages are generated on the following devices : Upper ECAM : Engine Warning Display (EWD). Lower ECAM :Systems Display (SD). Master caution, or warning. Audible chimes and oral warning. These messages are used to run the engine under normal conditions throughout the operating range, or to provide warning messages to the crew and maintenance personnel. The master caution and warning are located in front of the pilot on the glance panel. Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E/WD ): S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S 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. 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: S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79 S OIL temperature For further info see ATA 79 S Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. indication. S Engine Vibration of N1 and N2 S As warnings by system problems only: OIL FILTER COLG Fuel FILTER CLOG Some engine parameters also displayed on the CRUISE page
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FF KG / H FOB: 19.125
A IGN B
ONLY ON ENGINE
35
35
START PAGE
Figure 91
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WHEN M REV IS SELECTED, THE EPR RATING LIMIT VALUE IS REPLACED BY AMBER CROSSES ( M REV MODE IS LIMITED BY N1) On ground ( with engines running ) S With engines running, on ground, whatever the lever position is,this limit corresponds to: TO GA thrust limit. S 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 ADIRUs 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.
MAR 2006
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3 2
4 2
REV
EPR
FLX
OR 1
1.503
35_ C
TOGA 1. 520
OR
MCT
For Training Purposes Only OR
CL
OR
MREV
Figure 92
FRA US/T JaG MAR 2006
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IAE V2530A5
P4.9 SENSORS The P4.9 sensor and manifold has three probes which measure the total pressure of the exhaust gas stream. Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point contains eight radial pressure sensing ports which are combined to yield an average pressure. The resulting average radial pressure value from each strut is then plumbed into a manifold which provides an overall turbine exhaust pressure average ( P4.9 ). A tube from this manifold is connected to the Electronic Engine Control ( EEC channel A ). A pressure transducer located within the EEC converts the average pressure at station 4.9 into a useable electronic signal ( proportional to pressure ) that can be processed and used by the EEC to control the engine.
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A
P 4.9 SENSOR
ADAPTOR
P2/T2 SENSOR
P4.9 PRESSURE RAKE TUBE
Figure 93
FRA US/T Bu August 2001
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IAE V2530A5
7700 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 FADEC CFDS Test menu. NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS.
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204XP-C 115VAC BUS 2 11DA2 C/B 24-58-06 ANTI ICE / PROBES P2/T2 ENG 2 122VU212
RELAY BOX
CH B CONNECTOR
For Training Purposes Only RELAY BOX
CH A CONNECTOR
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Figure 95
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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.
Max permissible EGT Goes up to 650 _C. A red band begins at the point of over temperature and a red cross line appears at the max value achieved.
Red cross line is set at the max EGT over temperature achieved during the last leg. The red cross line will disappear through corresponding DMC s MCDU action or by the next T/ O.
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2 3 4
Figure 96
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EGT Indication
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9.5
2.0
4.5
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JUNCTION BOX
1 CHROMEL STUD
Figure 97
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EGT System
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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 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.
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 DMCs 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.
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August 2001
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EPR XX
5 1 4 2 3
XX
MCT
N 1 MODE 95.8
C H E C K
For Training Purposes Only
4 7
FRA US/T Bu
INDICATING GENERAL
A319/A320/A321
IAE-V2530-A5
31-00
ATA 31 INDICATING
MAX POINTER RESET ( N1, N2 & EGT )
Monitoring of the relevant display of the engine parameters N1 , N2, EGT, and FF indications of both engines are monitored internally and externally .The DMC compares the N1 signal received from the EEC 1 with the feedback signal which reflects the displayed position of the N1 needle In order to grant dissimilarity with the engine 2 monitoring process the DMC compares the N1 signal from the EEC 2 with the feedback signal representing the N1 digital value. The same applies to the EGT parameters indications, but with the displayed position of the engine 2 EGT needle and the engine 1 EGT digital feedback value. As for the N2 and FF parameters, the DMC compares the direct signal from the EEC with the displayed digital value. In case of detected discrepancy, a CHECK amber message is displayed just below the relevant parameter indication . In addition the FWC,s perform an external monitoring between the feedback signals (that correspond to the displayed values and the signets that are directly received by the FWCs from the EECs Should a descrepancy occur, for one or more parameters, a CHECK amber message is displayed under the relevant indication The FWCs generate a caution single chime master caution Light message on the upper ECAM DU : ENG 1 (2) N1(N2/EGT/FF) DISCREPANCY Max pointer Reset ( N1, N2 & EGT ) The Max pointers for N1, N2 and EGT can be reset using the CFDS menu INSTRUMENTS. The menu for the EIS 1,2,3,( DMC 1,2,3 ) must be selectet. The memory cells which store the possible exceedance are reset either by pressing the GENERAL RESET line key or automatically at the next take off. Readout/Reset of the Engine Red Line Exceedances The DMC connected to the upper ECAM DU monitors primary parameter indications of both engines. Should an exceedance occur, the DMC memorizes in its BITE memory the maximum value reached during the Last Flight Leg The values of the N1, N2, EGT red lines and transitory overlimit values are stored in 2 independent tables, one per engine. Read out of this engine parameter exceedance can be performed via the DMC MCDU menu.With the function engines the parameters can be selected either for engine 1 or 2. NOTE : A RESET OF THE RED LINE LIMITS HAVE TO BE PERFORMED ON ALL 3 DMCS.
N1 RED LINE Exceedance The N1 red line is represented by an arc shaped red ribbon situated at the end of the scale. If the N1 actual value exceeds the N1 red line (even for a short period of time), a small red line appears across the N1 scale and then stays at the maximum value which has been reached. This indicates a N1 exceedance condition.Should this condition occur, the small red line disappears only after a new takeoff or after a maintenance action through the MCDU DMC reset. N2 RED LINE Exceedance The N2 indications are displayed in digital form only. 100% N2 correspond to 14460 RPM.Should N2 actual exceeds the N2 red line value,a red cross appears next to the digital indication. This red cross disappears only after a new take off or a DMC reset. EGT RED LINE Exceedance The EGT indications are provided in the same form as for the N1 indications.The same applies to changes in color and EGT exceeding indications.However it has to be noticed that the amber linie (EGT MAX) is variable.635 deg. C at engine start and 610 deg. C afterwards.Red line Limit is 650 deg.C.
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August 2001
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INDICATING GENERAL
A319/A320/A321
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31-00
Figure 99
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August 2001
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TERMINAL BLOCK
Figure 100
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7700
DEDICATED ALTERNATOR (PMA)
The alternator function are: S the primary power source for the Electronic Engine Control (EEC) S N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU) and the cockpit Description The unit is designed for maximum reliability by the elimination of splines, bearings or similar parts which can deteriorate or fail. The rotor is mounted directly on the gearbox output shaft and the stator is bolted to the gearbox housing. The alternator provides two identical and independent power outputs, one for each channel of the EEC. S It comprises two stators (one power and one speed) and a rotor. S Is driven from the main accessory gearbox S Consists of a magnetic rotor running in a stator. the stator has four independing windings, two of which provide three phase frequency AC electric power to respectively channel A and B . The third winding provides a single phase AC analog signal propotional to N2 for the Engine Vibration Monitoring System. The forth winging provides a dedicated N2 signal to Channel A of the EEC. S The N2 windings gives an analog signal through the cockpit for ECAM indication. The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal failure occurs and the alternator fills with engine oil, the alternator will continue to function normally. To maintain the temperature of the dedicated alternator at an acceptable level the alternator incorporate an integral cooling air manifold using fan air.
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P12,5 AIR
Figure 101
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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.
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VIBRATION indications:
THE VIBRATION INDICATIONS OF THE LP AND HP ROTORS ARE DISPLAYED IN GREEN. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5
N1 0.9 N2 1.3
0.8 0.8
80
80
Powersupply 115V AC
DMU
VIB SENSOR A For Training Purposes Only
AIDS
SDAC1
VIB SENSOR B
SDAC2 CFDIU
DED: GEN
Figure 102
FRA US/T Bu August 2001
Vibration Indication
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77-30
Figure 103
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EVMU Schematic
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77-30 COMPONENTS
The vibration transducer including two indipendent channels is installed on the fan case at the top left side of the engine. The EVMU is located in the Avionics compartment 86VU.
May 04
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77-30
ELECTRICAL HARNESS
VIBRATION TRANSDUCER
For Training Purposes Only VIBRATION SENSOR
FAN CASE
Figure 104
FRA US/T KoA May 04
Vibration Sensors
Page: 207
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7730
Figure 105
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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.
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77-30
OR
TEST
TEST IN PROGRESS
TEST
77-32-16 ENG1 ACCLRM 4004EV (A)
TEST
SELF-TEST O.K.
Figure 106
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August 2001
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77-30
EVMU
ENGINE UNBALANCE
EVMU
<ACCELEROMETER RECONFIGURATION
< RETURN
PRINT >
NOTE :
EVMU
BALANCING LEFT < ACC.A START N1/N2% PHASE DEG ACC.B > 00 / 00 0 0/0 0.0 0.0 / 0.0 ACC.B > < ACC.A 20 / 59 359 0 / 359 0.1 0.1 / 0.1 < ACC.A
BALANCING LEFT START N1/N2% PHASE DEG ACC.B > 20 / 59 359 0 / 359 0.0 0.0 / 0.1 * ACC.B >
EVMU
DISPL MILS
DISPL MILS
STOP
STOP
Figure 107
FRA US/T Bu August 2001
Unbalance Data
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77-30
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77-30
Figure 108
FRA US/T Bu August 2001
Unbalance Data
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77-30
Figure 109
FRA US/T Bu August 2001
Accelerometer Reconfiguration
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7730
Figure 110
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AIDS
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7320
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7320
/PB
IDG TOIL
GEN
Figure 111
FRA US/T Bu August 2001
FADEC Architecture
Page: 221
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Description The DEP links the coded data inputs through the EEC by the use of shorting jumper leads which are used to select the plug pins in a unique combination. During a life of an engine , it may be necessary to change the DEP configuration , either during incorporation of Service Bulletins or after engine overhaul , when the EPR modifier code may need to be changed.This is accomplshed by changing the configuration of the jumper leads in accordence with the relevant instructions. During removal/replacement of the DEP it is necessary to use an EEC Harness Wrench as it is imperative that the connectors are tight. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector.Then using the EEC Harness Wrench torque tighten the DEP connector to 32 Ibf in. NOTE : THE PART NUMBER IS WRITTEN ON THE DEP . THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE,WHICH IS LOCATED AT THE LEFT HAND SIDE OF THE FAN CASE.
EEC DEP TESTER After modifing the DEP a electrical wiring test on the data entry plug assemblymust be performed with the tester below,to make sure the pins and jumpers are proberly installed.
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HANDLE
*MARKING AERA
CHANNEL B HOUSING
PRESSURE PORTS
Figure 112
FRA US/T Bu August 2001
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Engine D205P Data Entry Plug E.B.U. 4000 KSB Engine D208P Engine D209P Engine D210P
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7320
FRONT FACE
REAR FACE
A319/A3207A321
IAE V2530 A5
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 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 .
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 threephase AC. Two TRUs in the EEC provides 28VDC to each EEC channel.
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NORM
A
DEDICATED GEN
TRU/ 28V
TRU/ 28V
B
202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1
Figure 114
FRA US/T Bu August 2001
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IAE V2530 A5
7320
49VU
2450000HMQ0
Figure 115
FRA US/T Bu August 2001
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7320
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 116
FRA US/T Bu August 2001
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7320
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P0 (Pamb)
P12.5
T4.9
P2/T2 N1 EEC
P4.9 (P5)
N2
Figure 117
FRA US/T Bu August 2001
FADEC Sensors
Page: 231
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P3/T3
FRA US/T Bu
August 2001
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7320
PRESSURE PORT
CHROMEL
ALUMEL
Figure 118
FRA US/T Bu August 2001
P3/T3 Sensor
Page: 233
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These two sensors are located in the intermediate case. They are monitoring the pressure and temperature between the two compressors. T2.5 is used for system scheduling, P2.5 is used for trend monitoring.
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P12.5 OFFTAKE
Figure 119
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530 A5
Interfaces The EEC receives air data parameters from the Air Data Inertional Reference System ( ADIRS ), and operational commands from the Engine Interface Unit ( EIU ) . It also provides the data outputs nescessary for the Flight Management and Guidance Computers ( FMGCs ), and the fault message to the EIU for aircraft maintenance data system. Each EEC channel directly receives the Thrust Lever Angle (TLA ) . The EEC transmits the thrust parameters and TLA to the FMGCs for the autothrust function. For Training Purposes Only Sensors Various sensors are provided for engine control and monitoring. Pressure sensors and thermocouples are provided at the aerodynamic stations. The primary parameters are Engine Pressure ratio ( EPR = P4.9/P2 ), N1 and N2 speeds, Exhaust Gas Temperature ( EGT ) and metered Fuel Fuel Flow ( FF ).
Compressor Airflow and Turbine Clearance Control The EEC controls the compressor airflow and the turbine clearance through separated sub systems. It also monitors the engine oil cooling through an air/oil heat exchanger servo valve. Compressor airflow control : S Booster Stage Bleed Valves ( BSBV ). S Variable Stator Vanes ( VSV ). S 7th and 10th stage handling bleed valves. Turbine clearance control : S HP and LP Turbine Active Clearance Control ( ACC ) valves. S 10th stage makeup air valve.(If Installed) Engine oil cooling : S Air Cooled Oil Cooler ( ACOC )servo valve .
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/PB
IDG TOIL
GEN
Figure 120
FRA US/T Bu August 2001
FADEC Architecture
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IAE V2530 A5
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August 2001
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/PB
IDG TOIL
GEN
Figure 121
FRA US/T Bu August 2001
FADEC Architecture
Page: 239
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Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.
Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.
Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the FAILSAFE position. NOTE: IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTOFAILESAFE POSITION.
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TM
Figure 122
FRA US/T Bu August 2001
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IAE V2530 A5
General The FADEC prevents inadvertent overboosting of the expected rating (EPR limit and EPR target) during power setting. It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure limits. In addition, the FADEC unit monitors EGT and sends an appropriate indication to the cockpit display in case of exceedance of the limit. The FADEC unit also provides surge recovery. Overspeed Overspeed protection logic consists of overspeed limiting loops, for both the low and high speed rotors, which act directly upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC. Trip signals for hardware and software are combined to activate a torque motor which drives a separate overspeed valve in the fuel metering unit to reduce fuel flow to a minimum value. The engine can be shut down to reset the overspeed system to allow a restart if desired. Engine surge Engine surge is detected by a rapid decrease in burner pressure or the value of rate of change of burner pressure, which indicates that surge varies with engine power level . Once detected, the EEC will reset the stator vanes by several degrees in the closed direction, open the booster 7th and 10th stage bleeds,and lower the maximum Wf/Pb schedule. Recovery of burner pressure to its steady state level or the elapse of a timer will release the resets on the schedules and allow the bleeds to close.
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TM
Figure 123
FRA US/T Bu August 2001
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IAE V2530 A5
Manual Mode This mode is entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an EPR value proportional to the thrust lever position up to maximum takeoff thrust. Flexible takeoff rating FLEXIBLE TAKEOFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation . ( 30 deg C.)
The autothrust function (ATHR) can be engaged or active. The engagement logic is done in the Flight Management Computer (FMGC) and the activation logic is implemented into the EEC. The activation logic in the EEC unit is based upon two digital discretes: ATHR engaged, ATHR active from the FMGC, plus an analog discrete from the instinctive disconnect pushbutton on the throttle. The ATHR function is engaged automatically in the FMGC by auto pilot mode demand and manually by action on the ATHR pushbutton located on the Flight Control Unit (FCU). The ATHR deactivation and ATHR disengagement are achieved by action on the disconnect pushbutton located on the throttle levers or by depressing the ATHR pushbutton provided that the ATHR was engaged, or by selection of the reverse thrust. If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. The thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. When ATHR is deactivated (pilots action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions. NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UNRATED N1 MODE AUTOTHRUST IS LOST.
FRA US/T Bu
August 2001
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7320
AUTOTHRUST DISC.PB
FMGC
For Training Purposes Only
EEC
FUEL FLOW COMMAND
EPR
Figure 124
FRA US/T Bu August 2001
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7320
FRA US/T Bu
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7320
Figure 125
FRA US/T Bu August 2001
7320
Alpha Floor Condition If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged ; the thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. When ATHR is deactivated (pilots action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions. Manual Mode The thrust is controlled manually (i.e., function of TLA position) if the throttles are not in the ATHR area. This mode is also entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an N1 value proportional to the thrust lever position up to maximum takeoff thrust. TLA versus rated thrust is consistent regardless of ambient conditions. TAKEOFF/GOAROUND ratings are always achieved at full forward throttle lever position (except in Alphafloor mode). Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are achieved at constant throttle lever positions.FLEXIBLE TAKEOFF for a given derating is achieved at constant retarded throttle lever position. Flexible takeoff rating FLEXIBLE TAKEOFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation to provide for the maximum derate allowed by the certifying Authorities.
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EPR
EPR RATING
EPR TARGET
DETENT DETENT
DETENT
Figure 126
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Rated N1 The loss of either the P2 or the P 4.9 signal will cause an automatic reversion to the rated N1 closed loop control. This is a alternate control mode which utilizes to control the thrust automatically.It is a despatchable mode but autothrust is not available when operating in this mode.The rated N1 mode can also be manually selected by actuating the related N1 MODE P/B switch (one per engine) that is located on the overhead panel. The inputs required for Rated N1 control are: - T2 and - the Throttle Resolver Angle ( TRA ). The processing of the N1 error signal is the same as for EPR error signal.
It is possible to re-select the primary control mode ( EPR) through the N1 mode P/B switch following an automatic reversion to rated or unrated N1 mode. If the fault is still present, the EEC will remain in its current thrust setting mode.If the fault is no longer present, the EEC will switch to the primary control mode (EPR). If the fault later reoccurs,reversion back to N1 mode (rated or unrated) will result.
The input required for unrated N1 control is: - the Throttle Resolver Angle ( TRA).
The unrated N1 thrust setting requires the thrust to be set manually to an N1 speed.An overboost can occur in the unrated N1 thrust setting at the full forward thrust lever position.Use of unrated N1 thrust setting overboost above normal rated thrust is not recommended and will result in reduced engine life. The maximum N1 must therefore be determined from charts in the Flight Crew Operating Manual ( FCOM ). It is a non-despatchable mode and autothrust is not available when operating in this mode. The processing of the N1 error signal is the same as for the rated N1 error signal. Page: 250
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Figure 127
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THRUST LEVERS
LGCIU 1/2
0 1 2 3 FULL 0 1 2 3 FULL
WOW (GRD)
EIU
AIR
SFCC 1/2
EIU
LEVER NOT ZERO
EIU FAULT
Min Idle
ENG ANTI ICE
ECS DEMAND
ZONE CONT.
EIU
Bleed Idle
PACKs
HMS
A319/A320/A321
IAE V2530 A5
RPM
5650 5465 5085 4918.5 4520 4372 3955 3825,5 3390 3279 2825 2732,5 2260 2186 1695
% N1
100 % 96,7 % 90 % 87 % 80 % 77,4 % 70 % 67,7 % 60 % 58,0 % 50 % 48,4 % 40 % 38,7 % 30 % 29 % 20 % 19,3 %
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9600 64,2%
9200 61,5%
8000 53,5%
Figure 129
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Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.
Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.
Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the FAILSAFE position. NOTE: For Training Purposes Only IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTOFAILESAFE POSITION.
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Figure 130
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7320 COMPONENT FAIL SAFE STATES COMPONENTS: METERING VALVE VARIABLE STATOR VANE ACTUATOR 2.5 BLEED ACTUATOR (BSBV) 7TH STAGE HANDLING BLEED VALVES 10TH STAGE HANDLING BLEED VALVE HPT ACC VALVE LPT ACC VALVE ACOC AIR VALVE 10TH STAGE MAKEUP AIR VALVE FUEL DIVERTER VALVE RETURN TO TANK VALVE IGNITION STARTER AIR VALVE P2/T2 PROBE HEAT THRUST REVERSER CONTROL UNIT *
NOTE:
FAIL SAFE STATE: MIN FLOW VANES OPEN BLEED OPEN BLEED OPEN BLEED OPEN VALVE CLOSED VALVE PARTIALLY OPEN - 45% OPEN OPEN FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 ) SOLENOID DE-ENERGIZED CLOSED ( MODE 3 OR 4 ) ON CLOSED OFF REVERSER STOWED
IF THERE IS A FAILURE OF THE THRUST REVERSER HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE WHILE THE REVERSER IS DEPLOYED,THE REVERSER WILL REMAIN DEPLOYED.
August 2001 Page: 258
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EIU SIGNALS:
NO ENGINE STARTING. NO AUTOTHRUST ON BOTH ENGINES. NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE. CONTINUOUS IGNITION EEC USES ENGINE SENSORS. IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID,POWER IS SET TO IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY. THE EEC USES THE REDUNDANT SENSOR. NO IGNITION NO P2/T2 PROBE HEATING NO START RUN ON ALTERNATOR ABOVE 10% N2 ON GROUND: IN FLIGHT: ON REVERSE: SET FORWARD IDLE SELECT LARGER VALUE BUT LIMIT THIS TO MCT SELECT REVERSE IDLE.
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FADEC A FAULT
<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
NEXT PAGE
Figure 131
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CROSS CHECK FAILURES (XCF) A detected difference in the feedbacks from the LRU LVDTs 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 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.
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<PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
Figure 132
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FADEC FAULT CELL N1 RPM T5 Temperature ( T4.9 EGT ) Cold Junction Temperature ( Actual Temp. in EEC ) Air Pressure on Eng. Station 3 ( PB = Burner Pressure ) Mach Number
PG:01
Fault Code N2 RPM T2 Temperature ( Eng. Inlet ) Flight Phase Total Air Pressure ( Eng. Station 2 ) EEC Operating Hours
CELL: 31 FAULT: WOFWAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.0 T2 = 26.0 FLTPH = 3 TCJC = 42.0 PSIA: PB = 458.5 P2 = 14.62 MN = .117 HOURS = 571.0
NOTE:
Figure 133
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PG:02
Fault Code EPR ( indicated ) Channel in Control 1 = Yes , 0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs
CELL: 31 FAULT: WOFWAF ALT: = 336.0 FT EPRI = 1.562 SVA : = 1.906 INCH INCOM = 1 FF = 11162 PPH BACKUP = 0 B 25 = 1.218 INCH LEG = 398.0 WOW = 1
NOTE:
Figure 134
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<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
SYSTEM TEST
<FADEC SELF TEST <REVERSER TEST <IGNITOR TEST <STARTER VALVE TEST <RETURN
NOTE :
IF EVERY TEST FAILED,RETURN TO FADEC / MENU PUSH THE LINE KEY ADJACENT TO GROUND SCANNING AND CHECK THE FAILURE MESSAGE.
Figure 135
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<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
CLASS 3 FAULT
Figure 136
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Ground Scanning
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<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
CLASS 3 FAULT
Figure 137
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80VU
EIU
EIU Location
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S To CIDS (2373 ) S To DFDRS INTCON Monitoring (3133) S To CVR power Supply (2371 ) S To Avionics Equipment Ventilation (2126 ) S To WHC (3042 ) S To PHC ( 3031 ) S To FCDC (2795) S To Blue Main Hydraulik PWR( 2912) S To Green Main HYD PWR RSVR Indicating (2911) S To Yellow Main HYD PWR RSVR Indicating (2913 ) S To Blue Main HYD PWR RSVR Warning / Indicating
Figure 138
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EIU Schematic
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7320 EIU INTERFACES SIGNALS WING ANTI-ICE SWITCH ENGINE FIRE P/B SIGNAL LOW OIL PRESSURE SWITCH (AND GROUND) PURPOSE ENGINE BLEED COMPUTATION LOCIG FADEC ENGINE SHUTDOWN LOGIC -COCKPIT W ARNING SIGNALS -HYDRAULIC MONIT ORING -WINDOW AND PROBE HEA TING SYSTEM -A VIONIC VENTILATION SYSTEM -RAIN REPELLENT SYSTEM -CIDS,CVR,DFDR FADEC POWER SUPPLY LOGIC THRUST REVERSER AND IDLE LOGIG ENGINE FLIGHT IDLE COMPUTATION LOGIC THRUST REVERSER INHIBITION CONTROL HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE CONTROL ENGINE 1 OR 2 INDENTIFICATION INDICATION ECAM INDICATING (ECAM) ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING ENGINE START FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIMETER TRANSCEIVER -BLUE HYDRAULIC SYSTEM PUMP CONTROL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START PANEL MAIN ENGINE START MODE TO THE APU ELECTRONIC CONTROL BOX
Page: 274
FADEC GROUND POWER P/B LGCIU 1 AND 2 (GROUND SIGNAL) SFCC 1 AND 2 SEC 1 ,2 AND 3 FLSCU 1 AND 2 ENGINE SELECTED OIL PRESSURE,OIL QUANTITY AND OIL TEMPERATURE NACELLE TEMPERATURE START VALVE POSITION (FROM EEC)
For Training Purposes Only
FRA US/T Bu
August 2001
ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU INTERFACES CONT. SIGNALS TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) PURPOSE
A319/A320/A321
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7320
PACK CONTROLLER FOR INLET FLAP CLOSURE -A VIONIC EQUIPMENT VENTILATION CONTROLLER ( CLOSED CIRCUIT CONFIGURATION ) -CABIN PRESSURIZA TION COMPUTER PRE-PRESSUR IZATION MODE THRUST REVERSER INHIBITION RELAY
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Figure 139
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EIU Menu
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LRU INDENTIFICATION
Shows the EIU part number.
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Figure 140
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Figure 141
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Ground Scanning
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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
Page: 282
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Figure 142
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SIMULATION OF PACKS OFF To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent toPACKS 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.
SIMULATION OF TLA > MCT To simulate TLA > MCT for the following systems : AEVC, PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. Push the line key adjacent to TLA TLA > MCT discrete output status > MCT becomes 1 On the ECAM PRESS page check that the inlet and extract skin air valves close .
SIMULATION OF N2 > IDLE To simulate N2 > IDLE for the following systems : XCVR radio altimeter 25A Blue main hydraulic power For Training Purposes Only 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)
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Figure 143
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Figure 144
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ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU DISCRETE OUTPUTS
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Figure 145
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7500
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LOCATIONS
LOCATIONS
VSV
LOCATIONS
ENGINE BLEED VALVE
HPC BLEED VALVE (3x) HPC BLEED VALVE (1x) LPC BLEED
FAN AIR
Figure 146
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The graph shown below shows control valve position, and actuator position related to operation points A to E. Engine Stopped With the engine stopped, the position of the actuator piston is point A. At this point : S The control valve for the HP turbine ACC is closed. S The control valve for the LP turbine ACC is not less than 44 per cent opened. Engine operation During engine operation, the EEC controls the position of the actuator piston between point B and point E. Take off During take off, the position of the actuator piston is at point C. At this point : S The control valve for the HP turbine ACC is closed. S The control valve for the LP turbine ACC is not less than 70 per cent opened. NOTE : THE ACTUATOR POSITION BETWEEN POINT C AND POINT E DEPENDS ON ALTITUDE.
Fail Safe When there is no torque motor current or no fuel servo pressure, the actuator piston moves to point A. LP valve will be partially open ( -44 deg ) The actuator piston remains at this point at all defective conditions. ( HP valve closed )
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AIR GENERAL
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7500
10TH STAGE MAKE UP AIR VALVE F/B HPT AND LPT COOLING MANIFOLDS TO No 4 BEARING SCAVENCE VLV
EEC
MECHANICAL LINKAGE
ACC VALVE
FMU
SERVO PRESS
Figure 147
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AIR GENERAL
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LP COOLING
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VANE STEM
HP VALVE VANE
REMOVABLE PLUGS
LP VALVE
HP VALVE
Figure 148
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AIR GENERAL
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HP COOLING
LP COOLING
Figure 149
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AIR GENERAL
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10TH
SLAVE
7TH
3X
MASTER
3X
Figure 150
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AIR GENERAL
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AIR GENERAL
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LVDT
EEC
Figure 151
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Figure 152
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AIR GENERAL
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Linear Variable Differential Transformer ( LVDT ) A Dual Wound Linear Variable Differential Transformer ( LVDT ) is located in the center of the actuator piston rod . The LVDT completes the electronic control loop by providing a signal of actuator position to the Engine Electronic Control. Engine Linkage with the VSV Actuator The engine IGV and Stator Vane linkage is connected to a fork end on the piston rod of the VSVA unit. The securing pin of link on to fork end.
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AIR GENERAL
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RIG HOLES
Figure 153
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AIR GENERAL
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Figure 154
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AIR GENERAL
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Description
The bleed valve is a two position valve and is either fully open or fully closed. The bleed valve is spring loaded to the open position and so all the bleed valves will be in the correct position - open - for the engine start. When the engine is started the bleed air from the engine will try to close the valve. The valve is kept in the open position by servo air ( P3 ) supplied from the solenoid control valve ( solenoid de-energised ). The bleed valves will be closed at the correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve, and the bleed valve will move to the closed position. For Training Purposes Only
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AIR GENERAL
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7A
NOTE:
FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES,BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED !
Figure 155
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AIR GENERAL
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Figure 156
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7A
STEADY STATE
11400 11800
11800
(35000FT & BELOW)
12250
(42000FT & ABOVE)
Operating Schedule
The schedule for one bleed valve 7C is shown, in detail, below.
12562
12772
Steady State
It can be seen that the valve will be commanded closed at stabilised min idle, 8600 N2, and will not be opened again in Steady state.
7B 7C
STEADY STATE
7650
8000
Transient
The valve will be commanded open during engine acceleration whenever N2 is below the transient closing speed. Thus during an acceleration from min idle to max speed the valve will be opened and will remain open until the speed passes the transient closing speed. If the acceleration is to a speed below the transient closing speed the valve will remain open until the acceleration timer expires ( 30 seconds ). During decelerations the valve will be commanded open whenever N2 is below the transient opening speed. The valve remains open until the deceleration ceases and a deceleration time, 2 seconds, expires. Note : The transient regime is slightly modified for operation above 15000 ft but operates in the same way. STEADY STATE TRANSIENT SURGE & REVERSE 6800 11600 12352 7000 12050 12562
10
7650 10667
( OPEN BELOW )
8000 10667
Surge / Reverse
If the engine is operating in reverse thrust operation is the same as Transient but different speeds apply. In the event of an engine surge the valve will be commanded open, if the speed is below the open speed, and will remain open until the engine restabilises. During an engine deceleration the reverse operation occurs and the bleed valve opens.
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AIR GENERAL
A319/A320/A321
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7500
NOTE:
FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES,BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED !
Figure 157
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AIR GENERAL
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7A
7C
7B
10
HANDLING BLEED VALVE SOLENOID MAKE UP AIR VALVE SOLENOID
Figure 158
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7A BLEED VALVE
COSTOMER BLEED P3 PRESS CONNECTION 7C BLEED VALVE STAGE 10 BLEED VALVE 7B (LOWER) BLEED VALVE
Figure 159
FRA US/T Bu August 2001
AIR GENERAL
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Figure 160
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Figure 161
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Figure 162
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Figure 163
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Nacelle Ventilation
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0.8 0.8
1.2 1.2
300
300
DMC1
DMC2
DMC3
CONNECTOR PLUG
Figure 164
FRA US/T Bu August 2001
IGNITION GENERAL
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7400
ATA 74 IGNITION
74-00 IGNITION SYSTEM PRESENTATION
General System Operation S Dual ignition is automatically selected for: all inflight starts manual start attempts continuous ignition Single alternate ignition is selected for ground auto starts. System Test The system can be checked on the ground, with the engine shutdown, through the CFDS maintenance menu.
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IGNITION GENERAL
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B
HIGH TENSION LEAD IGNITION EXCITER 2 (B)
Figure 165
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IGNITION GENERAL
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August 2001
Page: 328
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
121VU
EEC
Figure 166
FRA US/T Bu August 2001
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 330
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
Figure 167
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
7400
DURING THE TEST,AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE.
FRA US/T Bu
August 2001
Page: 332
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 168
FRA US/T Bu August 2001
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 334
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
Figure 169
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
7400
DURING THE TEST,AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE.
FRA US/T Bu
August 2001
Page: 336
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 170
FRA US/T Bu August 2001
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
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.
FRA US/T Bu
August 2001
Page: 338
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
2. MODE SELECTOR TO
IGN/START
ON
4. MASTER LEVER
ON IGN A & B is ON
115VU
ON
ENG 1
NORM
Figure 171
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
ATA 80 STARTING
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 shutoff 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 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 shutoff valve, the MASTER control lever controls the HP fuel shutoff valve. NOTE : NO START ABORT BY THE FADEC IN CASE OF FAILURE.
FRA US/T Bu
August 2001
Page: 340
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Figure 172
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
STARTER VALVE
SIGHT GLASS
Figure 173
FRA US/T Bu August 2001
Starter Motor
Page: 343
STARTING GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 344
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
MANUAL OVERRIDE
CL OP
STARTER VALVE
STARTER VALVE
Figure 174
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 346
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
MANUAL OVERRIDE
CL OP
STARTER VALVE
STARTER VALVE
Figure 175
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 348
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
/FMU TEST
NOTE:RETURN NO FAULTS
OR
Figure 176
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
8000
FRA US/T Bu
August 2001
Page: 350
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
/FMU TEST
Figure 177
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 CRANKINGDESCRIPTION
Air Supply The air necessary for the starting comes from the duct connecting engine bleed and the precooler.. The air necessary for the starter is supplied by either: S the other engine through the crossbleed system S the APU and in that case, all the air bled from the APU is used for starting S an external source able to supply a pressure between 30 and 40 psig. Dry Cranking ( Test No 1 ) Requirement A dry motoring of the engine will be needed when: S it is necessary to eliminate any fuel accumulated in the combustion chamber S a leak 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. An engine dry motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 minutes of continuous cranking, stop for a cooling period of 30 minutes.
FRA US/T Bu
August 2001
Page: 352
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
PUSH ONE L/H BOOST PUMP P/B TO ON PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
START VALVE CLOSES,ENGINE INDICATIONS BACK TO 0 ECAM ENG START PAGE DISAPPEARS
Figure 178
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 354
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
PULL IGNITION SYSTEM C/BS (5) PUSH ONE L/H BOOST PUMP P/B TO ON DO NOT PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION BOOST PUMP STARTS TO RUN
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
WHEN N2 SPEED IS >20% PUT ENG MASTER SWITCH TO ON FUEL FLOW INDICATION INCREASES
WHEN N2 SPEED REACHES 10% THE EEC REENGAGES THE STARTER AFTER 60 SECONDS MOTORING RELEASE MAN START PB TO OFF START VALVE CLOSES,ENGINE INDICATIONS BACK TO 0 ECAM ENG START PAGE DISAPPEARS
Figure 179
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530A5
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: S Start valve failure S Ignition failure S Pressure Raising Shut Off Valve failure S Hot start S Hung start S Surge S EGT >250 deg C when restart (max 2 min) S 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 EECs ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions inflight. In case of an automatic start abort, the EEC reopens the start valve when reaching 10% N2 for a 30 second dry motoring cycle to clear fuel vapor and to cool the engine. Then the operator has to select the Master switch to the OFF position by a command indicated on the ECAM page ( Master lever OFF ). The operator then has to decide to perform a new engine start or troubleshoot the system.
FRA US/T Bu
August 2001
Page: 356
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Panel 115 VU Turn Mode Selector to IGNSTART Position ECAM ENG Start Page is displayed, the airpreessure ( HPConnection or APU ) must be 3040 psi. Panel 115 VU Turn Mode Selector to NORM
NORM
ENG
NORM
Panel 115 VU Set the ENGMASTER switch to ON ( The Pack valves also Close ) On the ENG Start Page: the starter valve symbole goes in line (open) After 30 seconds: -the A or B IGN indication comes in to view -the FUEL FLOW indication 180KG/H comes into view -the EGT rises (max. 20 sec. after FF).
ENG
NORM
at 43% 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)
Figure 180
FRA US/T Bu August 2001
STARTING GENERAL
A319/A320/A321
IAE V2530A5
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, the control commands the HP fuel valve closed, the starter air valve closed and the ignitors off and the EEC is resetted..
FRA US/T Bu
August 2001
Page: 358
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Panel 115 VU Turn MODE Selector to IGN / START Position ECAM ENG START Page is displayed, the airpressure ( HP - Connection or APU ) must be 30 - 40 psi Panel 122 VU Turn MODE Selector to NORM
ENG
NORM
NORM
the blue ON light of this PB comes on. On the ENG Start Page : the starter valve symbole goes in line (open). (PACK VALVES closed ) N2, Oilpressure and N1 must increase
Panel 115 VU after 30sec (> 22% N2): set the ENG MASTER switch to ON For Training Purposes Only A and B indication comes in to view ( below IGN ) FUEL FLOW indication 180KG/H EGT rise (max. 20 sec. after FF )
NORM
ENG
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)
Figure 181
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
7830
ATA 78 EXHAUST
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 located on each upper actuator 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
IAE V2530-A5
7830
DRAG LINK
Figure 182
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
Inadvertent Stowage/Deployment In either case the LVDT sensors would detect a movement the EEC would execute autorestow or autoredeploy. This occurs when the LVDTs sense uncommanded movement greater than 10% of actuator full travel. When autorestow 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 autorestow 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: S HYDRAULIC CONTROL UNIT (HCU) S STOW SWITCH LOWER ACTUATOR R/H S STOW SWITCH - LOWER ACTUA TOR L/H S LVDT -THRUST REV UPPER ACTUA TOR R/H ( DEPLOY ) S LVDT - THRUST REV UPPER ACTUA TOR L/H ( DEPLOY )
A319/A320/A321
IAE V2530-A5
7830
STATIC RELAY
EIU 1/ 2
SEC 1
OR
SEC 2 (3 )
CFDIU
DMC
1,2 1,4 1,6 1 REV
EPR
MREV 70,0%
1,2 1,4 1,6 1 REV 1,010
LGCIU 1/2
FWC
1,009
(WOW)
MAIN LANDING GEARS1&2
E.E.C.
THRUST LEVER
N2 >50%
Figure 183
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
STATIC RELAY
EIU 1/ 2
SEC 1
OR
SEC 2 (3 )
CFDIU
DMC
1,2 1,4 1,6 1 REV
EPR
LGCIU 1/2
FWC
1,009
(WOW)
MAIN LANDING GEARS1&2
E.E.C.
THRUST LEVER
N2 >50%
Figure 184
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 185
FRA US/T Bu August 2001
Reverser Installation
Page: Page: 367
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 186
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
LOCATION
A319/A320/A321
IAE V2530-A5
7830
Figure 187
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 188
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
S FILTER
Figure 189
FRA US/T Bu August 2001
HCU Schematic
Page: Page: 375
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 190
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 191
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
FLEXSHAFT INSTALLATION
Syncronization System 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 crossover shaft connects the two upper actuators. Another shaft connects the upper and lower actuators on each side.
A319/A320/A321
IAE V2530-A5
7830
MANUAL DRIVE
Figure 192
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 193
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 194
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 195
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 196
FRA US/T Bu August 2001
T/R Deactivation
Page: Page: 389
A319/A320/A321
IAE V2530-A5
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
IAE V2530-A5
7830
WARNING MASSAGE WHEN IN TEST
Figure 197
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
A319/A320/A321
IAE V2530-A5
7830
Figure 198
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
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
IAE V2530-A5
7830
Figure 199
FRA US/T Bu August 2001
A319/A320/A321
IAE V2530-A5
71-00
After a new engine was installed different Test Tasks have to be performed: S Check of engine datas via CFDS ( ESN,EEC P/N, Engine Rating, Bump level ) to make sure that they are the same as written on the EEC, data entry plug and engine identification plates. S Operational Test of EEC via CFDS. S If A/C is operated in actual CAT III conditions,a Land Test must be performed. S Functional check of IDG disconnect system. S Functional check of engine ice protection system. S TEST NO. 1 ( Dry motor leak check ) S TEST NO. 2 ( Wet motor leak check ) S TEST NO. 3 ( Idle leak check ) S TEST NO. 6 ( EEC system idle test ) S TEST NO. 13 ( Prestested engine replacement test ) For further information refer to AMM ATA 71-00-00. For Training Purposes Only
FRA US/T Bu
August 2001
Page: 396
A319/A320/A321
IAE V2530-A5
71-00
Figure 200
FRA US/T Bu August 2001
A319/320/321 7100
FRA US/T5
KoA May 04
Page: 398
A319/320/321 7100
FRA US/T5
KoA May 04
Page: 399
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
3020
SYSTEM CONTROL
ON (PBSwitch 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: S Modulate the Idle speed to Min.PS3 Schedule Demand for both engines. S Switch the Cont. Ignition ON (via EIU/EEC). OFF (PBSwitch Out) Anti ice system is OFF (valve solenoid energized). FAULT (PB Switch In, Amber) Fault light illuminates amber when valve not fully open. FAULT (PBSwitch Out, Amber) Fault light illuminates amber. The ECAM is activated S Single chime sounds S MASTER CAUT light ON S Warning message: ANTI ICE ENG 1 (2) VALVE CLSD ANTI ICE ENG 1 (2) VALVE OPEN.
FRA US/T Bu
August 2001
Page: 400
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
3020
Figure 201
FRA US/T Bu August 2001
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
FRA US/T Bu
August 2001
Page: 402
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
3020
( ZONE CONT.)
( EIU )
Figure 202
FRA US/T Bu August 2001
Control Schematic
Page: 403
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION ANTIICE VALVE DEACTIVATION
refer to MEL.ATA 30.
A319/A320/A321
IAE V2530A5
Procedure S Lock the intake antiice valve (1) in the open or the closed position S Remove the lockpin (4) from the transportation hole (5) in the valve (1). S Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed). S Hold the valve in the necessary position and install the lockpin (4) in to the valve locking hole (3).
FRA US/T Bu
August 2001
Page: 404
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
3020
ANTIICE DUCT
1 ANTIICE VALVE
2 NUT
5 TRANSPORTATION HOLE
4 LOCK PIN
Figure 203
FRA US/T Bu August 2001
A320 7180V2500JARB1
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . .
ATA 71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7320 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROL P/BS AND SWITCHES . . . . . . . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ATA 72-31-1 1 FAN BLADE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 40 HP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 TH. STAGE MAKE UP AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006
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1 2 3 4 6 8 10 10 12 14 18 18 24 24 26 28 30 32 34 36 38 40 42 42 42 44 46 48 50 52 54 56
ATA 7260 ACCESSORY DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 72-00 BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . BORESCOPE INSPECTION OF THE HP COMP. CONT. . . . . . . . . . . ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . T/R COWLING ( C-DUCT ) OPENING / 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
58 58 60 64 66 66 68 68 70 72 72 74 74 74 76 76 76 78 80 82 82 84 86 88 90 92
ATA 79 OIL 94 7900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 7900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Page i
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LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . NO.4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL PRESSURE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-OILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO4 BEARING SCAVENGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO 4 BEARING PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . NO.4 BEARING SCAVENGE VALVE INDICATING . . . . . . . . . . . . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL SYSTEM PRESSURE SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7300 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 7300 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7330 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7310 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006 100 100 100 102 102 104 104 106 108 108 110 112 112 114 116 118 118 120 120 122 124 124 126 128 130 132 132 134 134 136 136 138 138 140 FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL FILTER DIFF. PRESS. SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . . . . . . . . . . . . ATA 73-20 HEA T MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . ACOC OIL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 1 ( NORMAL MODE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 140 140 140 142 144 144 146 146 148 150 152 154 154 154 154 154 154 156 156 156 156 158 158 158 160 162 162 164 166 168 168 168 170
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ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . ATA 7710 POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P4.9 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7720 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7710 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX POINTER RESET ( N1, N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . . ATA 77-10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . DEDICATED ALTERNATOR (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE VIBRATION MONITORING UNIT (EVMU) . . . . . . . . . . . . . . . COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVMU OPERATION (CFDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . . . . . . . . . . . . 172 174 176 176 178 180 180 182 182 184 184 184 186 188 190 190 192 194 194 196 196 198 198 198 200 202 204 206 208 210 212 214 216 AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7320 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA ENTRY PLUG MODIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONIC ENGINE CONTROL (EEC) . . . . . . . . . . . . . . . . . . . . . . . FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-22 F ADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P12.5 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2.5 / T2.5 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOTHRUST ACTIVATION / DEACTIVATION . . . . . . . . . . . . . . . . . . EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-20 F ADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 220 220 222 222 224 226 230 230 232 232 234 234 236 238 238 240 242 242 244 244 250 250 250 252 254 256 258 259 260 260 262 262 266
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FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-25 ENGINE INTERF ACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7500 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURBINE COOLING CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT ACTIVE CLEARANCE CONT. SYS. . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-31 LP COMP .AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BSBV ACTUATING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-32 HP COMP . AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES FUNKTION . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006 268 268 270 272 272 272 274 275 276 278 278 280 282 284 286 288 290 290 292 292 294 294 296 298 300 300 302 304 304 306 308 310 312 314 BLEED VALVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-41 NACELLE TEMPERA TURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION / STARTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . CRANKINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . 316 318 322 324 324 326 326 326 328 328 330 332 334 336 338 340 340 342 344 346 348 350 352 354 356 356 358 360 360 362 364 366 368 368
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THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . HCU IN FORWARD THRUST POSITION . . . . . . . . . . . . . . . . . . . . . . . . HCU DEPLOY SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . HCU STOW SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . . . . . . . . . . . . FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATORS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . UPPER NONLOCKING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOWER LOCKING ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOY / STOW . . . . . . . . . . . . . . . THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 372 374 376 378 380 380 382 382 384 386 388 390 392 394 396 396
........... 398 POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398 ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3020 ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . ANTIICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 400 400 402 404 404
Mar 2006
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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 Figure 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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Unit Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . Engine Control P / Bs and Switches . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . Common Nozzle Assemply . . . . . . . . . . . . . . . . . . . . . . . . Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . Drive Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Components Location (L/H side) . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . . . . . Engine Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Mar 2006 5 7 9 11 13 15 16 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 62 63 65 67 69 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 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 Figure 69 Figure 70 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Mounts and Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . Scavenge Filter,Delta P.Sw and Oil Temp. Sensor . . . . De-Oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOP Switch and Oil Press. Transmitter . . . . . . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pump and Fuel Metering Unit . . . . . . . . . . . . . . . . . 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 107 109 111 113 115 117 119 121 123 125 127 129 131 133 135 137 139 Page vi
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Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple . 141 Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 74 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 75 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . . . 149 Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . . . . 151 Figure 77 LP Fuel ShutOff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 78 HMS Main System Components . . . . . . . . . . . . . . . . . . . 155 Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . 157 Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . 159 Figure 81 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 82 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 83 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . 167 Figure 85 Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 86 Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 87 Mechanical Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 88 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . 177 Figure 90 Alpha Callup TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 91 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 92 EPR Indication Upper ECAM Display Unit . . . . . . . . 183 Figure 93 P2 / T2 and P4.9 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 95 P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 96 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 97 EGT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block 199 Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . 201 Figure 102 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 103 EVMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 104 Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 FRA US/T-5 Khler Mar 2006 Figure 71 Figure 105 Figure 106 Figure 107 Figure 108 Figure 109 Figure 110 Figure 111 Figure 112 Figure 113 Figure 114 Figure 115 Figure 116 Figure 117 Figure 118 Figure 119 Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Figure 127 Figure 128 Figure 129 Figure 130 Figure 131 Figure 132 Figure 133 Figure 134 Figure 135 Figure 136 Figure 137 Figure 138 Figure 139 EVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Engine Control ( EEC ) . . . . . . . . . . . . . . . . . FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2.5 / T2.5 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . . . Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . Auto Thrust Defenition . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Setting Requirements Schematic . . . . . . . . . . . . Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 211 213 215 217 219 221 223 225 227 228 229 231 233 235 237 239 241 243 245 247 249 251 253 255 257 261 263 264 265 267 269 271 273 277 Page vii
A320 7180V2500JARB1
TABLE OF FIGURES
Figure 140 Figure 141 Figure 142 Figure 143 Figure 144 Figure 145 Figure 146 Figure 147 Figure 148 Figure 149 Figure 150 Figure 151 Figure 152 Figure 153 Figure 154 Figure 155 Figure 156 Figure 157 Figure 158 Figure 159 Figure 160 Figure 161 Figure 162 Figure 163 Figure 164 Figure 165 Figure 166 Figure 167 Figure 168 Figure 169 Figure 170 Figure 171 Figure 172 Figure 173 Figure 174 Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . Turbine Cooling Control Schematic . . . . . . . . . . . . . . . LPT / HPT Active Clearance Control Valve . . . . . . . . . HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . Compressor Control Schematic . . . . . . . . . . . . . . . . . . . Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . VSV Actuator Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . HBV OPEN/CLOSED Schematic . . . . . . . . . . . . . . . . . . Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . Bleed Valve Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . HDLG Bleed Valves Malfunction Tables . . . . . . . . . . . . Bleed Valve Functional Test . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . Ignition System Components . . . . . . . . . . . . . . . . . . . . . Ignition and Starting System Eng. 1 . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . Mar 2006 279 281 283 285 287 289 291 293 295 297 299 301 303 305 307 309 311 313 315 317 319 320 321 323 325 327 329 331 333 335 337 339 341 343 345 Figure 175 Figure 176 Figure 177 Figure 178 Figure 179 Figure 180 Figure 181 Figure 182 Figure 183 Figure 184 Figure 185 Figure 186 Figure 187 Figure 188 Figure 189 Figure 190 Figure 191 Figure 192 Figure 193 Figure 194 Figure 195 Figure 196 Figure 197 Figure 198 Figure 199 Figure 200 Figure 201 Figure 202 Figure 203 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 System Schematic . . . . . . . . . . . . . . . . . . . . . . Reverser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . T/R Independent Locking System (**On A/C 116199) Hydraulic Control Unit ( HCU ) . . . . . . . . . . . . . . . . . . . . HCU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . 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 Removal / Installation . . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine AntiIce Duct and Valve . . . . . . . . . . . . . . . . . . . 347 349 351 353 355 357 359 361 363 365 367 369 371 373 375 377 379 381 383 385 387 389 391 393 395 397 401 403 405
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