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Page 1
A300-600
CF6 80C2 ATA 70-80
MTT
For Training Purposes Only
Page 2
A300-600
CF6 80C2 ATA 70-80
ATA 70 - 72
GENERAL
MTT
For Training Purposes Only
Page 3
A300-600
CF6 80C2 ATA 70-80
CF6-80C2A5F
The CF6-80C2A5F engine is a dual-rotor, axial-flow
turbofan powerplant having a high bypass ratio. The 14stage high pressure compressor is driven by a 2-stage
high pressure turbine, and the integrated front fan and low
pressure compressor (4 stages) is driven by a 5-stage low
pressure turbine. An annular combustor converts fuel and
compressor discharge air into energy to drive the turbines.
The accessory drive system extracts energy from the high
pressure, high speed rotor to drive the engine accessories
and the engine mounted aircraft accessories.
MTT
For Training Purposes Only
Page 4
A300-600
CF6 80C2 ATA 70-80
ENGINE SECTION
MTT
For Training Purposes Only
Page 5
A300-600
CF6 80C2 ATA 70-80
ACCESSORY GEARBOX
Power for both engine and aircraft accessories is
provided by a system of gearboxes and shafts. The
accessory gearbox, which is supported by the
compressor case, receives power from the core engine
compressor stub shaft. An inclined radial drive shaft
transmits this power to the transfer gearbox, mounted
below the compressor stator casing. A horizontal drive
shaft then transmits the power to the core mounted
accessory drive gearbox. The accessory gearbox
drives the following equipment :
- The Integrated Drive Generator (electrical power
generation).
- (2) hydraulic pumps (hydraulic power generation) .
- The Hydro Mechanical Unit and the fuel pump.
- The lube pump.
- The Permanent Magnet Alternator (electrical power
for ECU) .
- The N2 shaft speed instrumentation for fuel control.
MTT
For Training Purposes Only
Page 6
A300-600
CF6 80C2 ATA 70-80
ACCESSORY GEARBOX
MTT
For Training Purposes Only
Page 7
A300-600
CF6 80C2 ATA 70-80
ENGINE COWLS
The nose cowl is a fixed aerodynamic fairing which
directs the inlet airflow to the fan and core sections of
the engine. It is mounted on the forward face of the
engine fan case. The assembly is composed of an
acoustic inner barrel, an outer barrel, a nose lip and
forward and aft bulkheads. The nose cowl assembly
includes a cavity to enable swirl anti-icing, and
ground interphone jack.
Cowls and cowl doors enclose the periphery of the
engine so as to form the engine nacelle. The nacelle
provides protection for the engine and the
accessories and also ensures airflow around the
engine during flight.
MTT
For Training Purposes Only
Page 8
A300-600
CF6 80C2 ATA 70-80
NACELLE COMPONENTS
MTT
For Training Purposes Only
Page 9
A300-600
CF6 80C2 ATA 70-80
MTT
For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
ENGINE COWLS
MTT
For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
MTT
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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Page 19
A300-600
CF6 80C2 ATA 70-80
FAN COWL
The fan cowl door assemblies are engine to engine
interchangeable units enclosing the engine fan case
between the nose cowl and fan reverser cowl
The fan cowl cannot be physically latched if the fan
reverser latch is not latched.
The doors have to be opened in order to open the fan
reverser. Two hold open rods support each door in the
open position. Opening of these cowls provides access
to all the hardware mounted on the fan case.
MTT
For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
MTT
For Training Purposes Only
Page 21
A300-600
CF6 80C2 ATA 70-80
FAN REVERSER
The fan reverser is a bifurcated assembly of the two
halves forming the fan exhaust duct and nozzle, enclosing
the engine between the fan frame and the fan exhaust
flow during aircraft landing. Each reverser half is splitline
with three tension hook latches.
The fan reverser is composed of various metallic and nonmetallic materials. Opening of the fan reverser will provide
access to the reverser line replaceable units as well as
access to the hardware mounted on the HP compressor
and combustion chamber.
MTT
For Training Purposes Only
Page 22
A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
CORE COWL
The core cowl assemblies enclose the core engine
between the fan reverser cowl and at the exhaust
nozzle. Each assembly is hung from the pylon in 3
locations and latched along the bottom splitline with
three tension hook latches.
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For Training Purposes Only
Page 24
A300-600
CF6 80C2 ATA 70-80
MTT
For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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Page 29
A300-600
CF6 80C2 ATA 70-80
ENGINE MOUNTS
Each engine is connected to the pylon by a forward
mount attached to the compressor case flange and fan
frame, and by an aft mount attached to the upper portion
of the turbine rear frame. The engine mounts support the
engine by transmitting loads from the engine case to the
pylon structure, allowing the thermal expansion of the
engine without inducing additional load into either the
engine or the pylon.
MTT
For Training Purposes Only
Page 30
A300-600
CF6 80C2 ATA 70-80
ENGINE MOUNTS
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A300-600
CF6 80C2 ATA 70-80
ENGINE MOUNTS
The forward engine mount carries engine thrust,
vertical, and side loads. The mount is composed of a
major yoke which is joined by thrust links to the fan
frame on the forward side and by thrust links to the
mount platform on the aft side, and to the compressor
forward flange by two vertical links. The mount platform
is rigidly attached to the pylon pyramid by a thrust pin
and five bolts (one through thrust pin). The mount is
made of Ti-6-4, and the links of Inconel 718.
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A300-600
CF6 80C2 ATA 70-80
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CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
ATA 73
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Page 39
A300-600
CF6 80C2 ATA 70-80
FADEC
The CF6-80C2A5F FADEC engine is a computerbased electronic-controlled engine Installed on the
A300-600F aircraft. The FADEC system on the
engine is composed of an Electronic Control Unit
(ECU), Hydromechanical Unit (HMU), Permanent
Magnet Alternator (PMA), engine rating plug, engine
identification plug, engine sensors, and components
from the Variable Stator Vane (VSV), Variable Bleed
Valve (VBV), High Pressure Turbine Active Clearance
Control (HPTACC), Low Pressure Turbine Active
Clearance Control (LPT ACC), and Bore Cooling
Valve (BCV) functions. The above main components
are grouped into six subsystems. The FADEC system
on the engine consists of six separate subsystems:
-ECU (Sensing and Processing) -Fuel Metering
-Primary Airflow Control
-Active Clearance Control (ACC)
-Parasitic Airflow Control
-Reverse Thrust
Other equally important engine systems such as
starting, Ignition, Oil and Integrated Drive Generator
(IDG) are separate systems.
The six subsystems of the FADEC system are overall
categorized into two basic functions for engine
operation:
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For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL
The throttle control levers are located on the center
pedestal. Each lever is connected to:
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For Training Purposes Only
Page 44
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL
MTT
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
FUEL FILTERS
The fuel filter removes contaminant particles from the
fuel which might block or reduce the operating
characteristics of the downstream components.
The fuel filter is a high pressure filter incorporating a
disposable filter element and a by-passing by-relief
valve. The filter prevents contaminants from being
carried into the HMU. The filter incorporates two flangetype ports identified as in and out, a servo discharge
port, a bypass relief valve, and a by-passing servo fuel
filter element. The filter bowl capsulates the filter
element.
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For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
FUEL FILTER
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CF6 80C2 ATA 70-80
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Page 61
A300-600
CF6 80C2 ATA 70-80
FUEL NOZZLES
Fuel nozzles distribute and atomize the fuel to provide
acceptable ignition characteristics within the combustor
throughout the engine operating envelope. The nozzles
must contribute to acceptable emissions levels from
combustion, good starting and altitude re-light
capability, and hold flame on deceleration to avoid
flameout.
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For Training Purposes Only
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
ATA 74 / 80
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
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Page 69
A300-600
CF6 80C2 ATA 70-80
STARTING SYSTEM
The starting system of the CF6-80C2A FADEC engine
utilizes pressurized air to drive a turbine at high speed. The
turbine turning through a reduction gear applies a torque to
the HP shaft, thus driving the engine. The air which is
necessary to drive the starter is supplied by either :
- the APU
- crossbleed from the second engine
- a ground power unit.
The starter supply is controlled by a starter shut-off valve
pneumatically operated and electrically controlled. In case
of failure, the valve can be opened manually.
Engine starting is controlled from ENGINE START panel
429VU, located in the center of the overhead panel. For
each engine, the illumination of the blue OPEN legend
integral with ENGINE START/START 1 (2) pushbutton
switch indicates that the start valve is open.
The starting sequence may be interrupted at any time by
placing ENGINE START selector switch in OFF position.
This ignition selector switch also controls the ignition
system and enables selection of one of the two ignition
systems (A or B), or both at the same time or a dry
motoring to be carried out with CRANK selected. A switch
in the N2 speed indicator causes the starter valve to close
when the N2 speed exceeds 45%. The starter centrifugal
clutch then disconnects the starter turbine and gears from
the output spline a and allows the turbine to stop rotating.
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A300-600
CF6 80C2 ATA 70-80
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CF6 80C2 ATA 70-80
SAV
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A300-600
CF6 80C2 ATA 70-80
STARTING SYSTEM
The engine starting system is used to accelerate the
engine core from off to idle speeds. This includes
cranking the engine for motoring purposes as well as
initiating the start sequence. The engine starting
system is comprised of a pneumatic starter, Starter Air
Valve (SAV) and the engine start control switches in
the flight compartment overhead panel.
Pneumatic Starter
There are two types of starters and starter control
valves available for the CF6-80C2: Garrett and
Hamilton Standard. Fit and function of the two models
is basically the same, with only minor differences in
servicing quantities. The CF6-80C2 starter is installed
on the AGB aft face at the 6 o'clock adapter pad. It is
clamped to the AGB by a hinged IV' coupling clamp. A
locator pin is provided between the mounting flange
interfaces in order to accurately position the starter to
the engine.
The starter is a single-stage air turbine, providing shaft
torque output through a planetary gear system. The
turbine-to-output shaft ratio is a factor of 13.5 to 1 on
the Garrett model, and at 10.45 to 1 for the Hamilton
Standard model.
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Page 74
A300-600
CF6 80C2 ATA 70-80
PNEUMATIC STARTER
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CF6 80C2 ATA 70-80
ENGINE IGNITION
The ignition voltage is supplied by the ignition exciters.
The high voltage flows through the ignition leads
(shielded and ventilated) and delivers to the igniter
plugs the power required to initiate the fuel/air mixture
combustion by a series of sparks. The two ignition leads
are identical, they are composed of a copper central
core embedded in silicone and located in the center of a
flexible conduit, shielding is provided to avoid
interference. The aft portion of the lead is attached to
the AGB heatshield, this portion of the lead is cooled by
fan air. The cooling air travels along the igniter lead in a
conduit and exits at the igniter plug, the air also
provides cooling for the igniter plug. The air is taken
from the same duct that supplies fan air to the
HPTACC valve.
The engine ignition circuit comprises two independent
systems A and B. Each separate system is capable of
igniting the fuel/air mixture in the combustion chamber.
Each circuit consists of an ignition exciter supplied with
115 V- 400 Hz, a high energy lead and an igniter
plug.The ignition circuit is controlled from ENGINE
START panel (429VU) located in the center of flight
compartment overhead panel. The use of the ignition
system is limited to the following operations :
-engine starting
-engine relight in flight
-adverse flight conditions (continuous ignition).
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Page 76
A300-600
CF6 80C2 ATA 70-80
ENGINE IGNITION
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A300-600
CF6 80C2 ATA 70-80
IGNITION EXCITER
The electrical potential developed by the ignition exciter
capacitor discharge is sent through the lead to the
igniter plug center electrode. When the potential
difference between the igniter plug center electrode and
external electrode is high enough, the air becomes
ionized and the spark occurs, this operating the fuel/air
mixture combustion in the combustion chamber.
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Page 78
A300-600
CF6 80C2 ATA 70-80
IGNITION SYSTEM
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Page 79
A300-600
CF6 80C2 ATA 70-80
IGNITER PLUGS
There are two igniter plugs per engine (A and B). Each
cable supplies an igniter plug installed at approximately 3
and 4 o'clock at combustion chamber level and adjacent
to a fuel nozzle. The igniter plug has a center Hastelloy X
electrode separated from the external electrode by an
insulator. The plug is held in place on the engine case by
means of an adapter. Igniter plug immersion depth inside
the combustion chamber is determined by the engine
manufacturer and obtained by the addition of a variable
number of nickel washers (8 maximum).
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For Training Purposes Only
Page 80
A300-600
CF6 80C2 ATA 70-80
IGNITER PLUG
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A300-600
CF6 80C2 ATA 70-80
ON -
OFF -
Note:
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A300-600
CF6 80C2 ATA 70-80
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ATA 75
ENGINE AIR
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ENGINE AIRFLOW
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CF6 80C2 ATA 70-80
TEMPERATURE INDICATIONS
A nacelle exit temperature probe (resistance
temperature device) shall be available as an accessory
to measure core compartment exit temperature. The
probe is located in the lower right fan reverser vent
path. It will indicate overtemperature resulting from
loose or broken hot air ducts or from loose flanges,
worn VSV bushing, etc.
The nacelle temperature is displayed on the RH
ECAM, the nacelle temperature indication flashes
green when the temperature > 185C + TAT.
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A300-600
CF6 80C2 ATA 70-80
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ENGINE AIRFLOW
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CF6 80C2 ATA 70-80
ATA 76
ENGINE CONTROL
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THROTTLE CONTROL
Electrical Part : The function of the electrical part is to
give the position and movement of the throttle control
levers as follows :
- The position to Electronic Control Unit (ECU)
channels A and B and the Thrust Control Computer
(TCC) by means of three resolvers.
- The position to various systems, via the microswitch
unit.
- The movement to the TCC, via the dynamometric
rod.
The throttle control lever contains two microswitches,
the autothrottle disconnect pushbutton and Take
OFF/Go Around (TO/GA) lever.
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A300-600
CF6 80C2 ATA 70-80
RESOLVER
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POWER CONTROL
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ATA 77
ENGINE INDICATING
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CF6 80C2 ATA 70-80
ENGINE SENSORS
The sensing subsystem gathers engine operating and
environmental information, and sends it to the ECU in the
processing subsystem. It is composed of the following
engine mounted sensors and probes.
- N1 fan speed sensor
- Core speed N2 sensor
- Fan inlet temperature (T1.2) sensor
- Compressor inlet temperature/pressure T2.5/P2.5
sensor
- Compressor discharge temperature (T3) sensor
- LPT inlet temperature (T4.9) sensor
- LPT discharge temperature (T5) sensor
- Oil temperature sensor (TEO)
- Fan discharge static pressure (PS1.4) probe
- LPT inlet total pressure (P4.9) probe
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N1 SPEED SENSOR
The N1 sensor is a magnetic speed pickup mounted to
the fan frame in the 2:00 position, just aft of the #3 strut.
It provides three electrical outputs proportional to engine
fan speed through two separate connectors. One output
is routed through one connector directly to the electronic
control unit. The other two outputs are routed through the
second connector; one to the ECU, and the other to the
aircraft (cockpit indication). All three outputs are identical.
A ferromagnetic toothed wheel pressed onto the forward
fan shaft just in front of the #2 bearing inner race
contains 38 teeth, and as the fan shaft rotates, each
tooth is passed in front of the sensor. As each tooth
passes, it inducts a pulse into each of the three coils. A
total of 38 pulses are generated for the fan shaft.
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N2 SPEED SENSOR
The HP rotor speed is provided by a sensor installed on
the forward right side of the accessory gearbox (AGB).
The probe is composed of permanent magnet located at
the tip, and three isolated coils mounted behind. The
probe faces an idler gear within the AGB, the gear has
12 ferromagnetic lugs on the forward face, these pass in
close proximity to the tip of the probe. The passage of
the lugs alters the magnetic field and induces an identical
signal in each of the coils. The signal frequency is
proportional to the speed of the HP rotor, 9 lugs pass the
probe for each revolution of the engine core.
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CF6 80C2 ATA 70-80
N2 SPEED SENSOR
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EGT PROBE
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EGT INDICATOR
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EGT INDICATOR
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NEW SCAN
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a signal conditioner
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VIBRATION TRANSDUCER N1
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VIBRATION TRANSDUCER
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SIGNAL CONDITIONER
The signal conditioner is located in the avionics
compartment, rack 90VU, shelf 95VU. It is supplied
with 115V-400Hz monophase, by busbar 105XP-C,
through circuit breaker 1EV which is self monitored on
the ground.
The signal from each accelerometer (variation of the
electrical charges) is converted by a charge amplifier
into a voltage signal the amplitude of which is
proportional to the acceleration at the tranducer level.
After being filtered and integrated, this voltage is
transformed into a signal proportional to the vibration
acceleration.
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ATA 78
THRUST REVERSERS
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EXHAUST
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REV
REV UNLK
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REV UNLK
REV
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TRANSLATING COWL
The thrust reverser translating cowl is driven to deploy or
stow position by three ball screw actuators on each half.
The power to drive the actuators is compressor bleed air
ducted to each of two CDU's, located at the center
position of the translating cowl actuators. The CDU's are
interconnected to the end actuator gearboxes through
flexible cables, and feedback actuator assemblies. The
pneumatic supply and the direction of the CDU drive is
controlled by the flight compartment commands to the
pressure regulating and shut off valve (PRSOV) and the
directional pilot valve (DPV). Flight compartment
indication of the translating cowl position is provided by
electrical limit switches installed on the CDUs.
The feedback actuators driven by the CDU drive the
flexible synchronizing cables, and Rotary Variable
Differential Transformers (RVDTs) that feedback to the
ECU the translating cowl position. In the event of
inadvertent deploy, the ECU will override the pilot thrust
command and drive the engine to idle.
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CASCADE VANES
The cascade vanes are used to direct the fan
discharge air in the proper direction to provide the
desired reverse thrust. There are 16 cascade vane
positions per thrust reverser half. When installed, the
cascade vanes are part of the thrust reverser support
structure. Each cascade vane is bolted to the thrust
reverser structure and also to the adjoining vane. The
cascade vanes are completely covered by the
translating cowl when the thrust reverser is in the
stowed position. There are four different configurations
of cascade vanes:
Straight
45 L/H deflection
45 R/H deflection
Blocked
These four configurations are used in combination to
provide reverse airflow that does not interfere with
aircraft control surfaces or cause engine debris
ingestion. The straight cascade vane configuration is
made from composite materials. The remaining
configurations are aluminum
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REVERSER CASCADE
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Y CHECK VALVE
The Y check valve allows either ECS or engine bleed
(HPC stage 14 or 8) airflow into the reverser system
while preventing airflow back to the alternate inlet
source. During engine operation, the single-flapper gate
is pressurized by engine bleed air (higher pressure)
against the ECS (lower pressure as down stream of
ECS pressure regulating valve) port, preventing flow
into the ECS and providing airflow for reverser
actuation.
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Y CHECK VALVE
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ACTUATION SYSTEM
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ATA 79
ENGINE OIL
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OIL SYSTEM
The engine incorporates a self-contained dry sump
lubricating oil circulation system for the purposes of
lubricating the main engine bearings, the accessory drive
system bearings, gear meshes and the accessory
component drive splines, for cooling engine internal
surfaces, carbon seals and vent air flows, for heating fuel
to avoid ice contamination.
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OIL TANK
The oil tank provides a reservoir to store oil, an air/oil
separator to purge air from the oil and an internal ported
cavity to resupply and measure the oil quantity. It is an
aluminum fabrication with an outer coating of silicone
rubber as an insulator and protective barrier from under
cowl heat and possible fire. The fill port cap is opened by
lifting the handle and twisting. An inlet screen protects
against contamination. A flapper valve will provide a selfsealing capability There is a scupper and drain around
the fill port to carry off spilled oil. Pressure fill and
overflow ports are also provided. An oil supply port and
two drain plugs are located at the bottom of the tank. The
oil tank is bolted to brackets on the fan stator case at 3
o'clock by three shock absorbing mounts. One is at the
top center of the tank, and two are at the lower comers.
The tank total capacity is 8.0 gallons (32 quarts). The
full, or servicing, level is 6.6 gallons (26 quarts). This
servicing level is at the top of the filler neck. A sight
gage located below the scupper will indicate level of 23
quarts. An oil quantity sensor probe extends into the
lower sump. It is installed to a port on the top/rear of the
tank. The tank is pressurized by the returning scavenge
air/oil
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OIL TANK
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OIL TANK
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INTEGRATED DRIVE
GENERATOR
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GENERATOR DRIVE
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SERVICING IDG
Normal or Initial Replenishing of the IDG
CAUTION: OPERATING THE IDG WITHOUT
ENOUGH OIL OR OVERFILLED WILL
CAUSE OVERHEATING AND SEVERE
INTERNAL DAMAGE. CAUTION:
SERVICING THE IDG WITHOUT THE
PROPER DRAIN LINE CONNECTED TO
THE OVERFLOW DRAIN VALVE WILL
RESULT IN OVERFILLING AND
SUBSEQUENT DAMAGE TO THE IDG.
Replenishing of the IDG with oil is achieved under
pressure. This operation is performed after
replacement of the IDG or after replacement of
components (filter, oil cooler, and/or oil lines) or after
inspection/check (contamination, oil heating)) or during
scheduled servicing.
WARNING: HOT OIL MAY CAUSE BURNS TO EYES
AND SKIN. WEAR SPLASH GOGGLES,
INSULATED GLOVES, AND OTHER
PROTECTIVE GEAR IN CASE OF EYE
OR SKIN CONTACT, GET MEDICAL
ATTENTION IMMEDIATELY.
On the left thrust reverser cowl door, open access
door. Remove dust caps from the overflow drain and
pressure fill valves.
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EDPS
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