Airbus 70 A300 A310 Engine Powerplant - GE CF6-80C2A5F

A300 - 600
CF6 - 80C2 A5F

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For Training Purposes Only
Page 1
A300-600
CF6 80C2 ATA 70-80
THIS PAGE INTENTIONALLY LEFT BLANK
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Page 2
A300-600
CF6 80C2 ATA 70-80
ATA 70 - 72
GENERAL
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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.
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Page 4
A300-600
CF6 80C2 ATA 70-80
ENGINE SECTION
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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.
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A300-600
CF6 80C2 ATA 70-80
ACCESSORY GEARBOX
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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.
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A300-600
CF6 80C2 ATA 70-80
NACELLE COMPONENTS
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
ENGINE COWLS
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A300-600
CF6 80C2 ATA 70-80
NOSE COWL ANTI-ICING SUPPLY SYSTEM

The inlet lip contains the anti-icing 'D' duct cavity.
When nacelle anti-icing is selected, 11th stage
compressor air is fed via the fan case mounted antiice duct and the nose cowl anti-ice duct to the swirl
nozzle.The swirl nozzle is located at 12 o'clock in
the the 'D' duct cavity. A slip joint is provided aft of
and mounted on the 'D' duct forward bulkhead, this
allows duct thermal expansion. Four panels allow
anti-ice system inspection.
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A300-600
CF6 80C2 ATA 70-80
NOSE COWL ANTI-ICE SUPPLY SYSTEM
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
ANTI- ICE VENT TO ATMOSPHERE
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A300-600
CF6 80C2 ATA 70-80
NACELLE ACCESS DOORS AND OPENINGS

A pressure relief door is located in the left fan cowl door
and the right core cowl door. The pressure relief doors
are designed to prevent excessive pressure buildup
incase of a pneumatic duct failure. There is an IDG
service access door located in the cold stream on the
left side of the engine. Oil service of the IDG can be
completed from this door. The service door for servicing
engine oil is located on the the right side of the fan cowl.
There are access doors on the nose cowl for inspecting
nose cowl anti-ice ducting
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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
FAN COWL DOORS
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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.
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A300-600
CF6 80C2 ATA 70-80
FAN COWL DOORS
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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.
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Page 22
A300-600
CF6 80C2 ATA 70-80
THRUST REVERSER COWL
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Page 23
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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A300-600
CF6 80C2 ATA 70-80
CORE COWL DOOR
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A300-600
CF6 80C2 ATA 70-80
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A300-600
CF6 80C2 ATA 70-80
CORE COWL DOOR
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A300-600
CF6 80C2 ATA 70-80
CORE COWL / REVERSER INTERLOCK SYSTEM

The cowl interlock valves are a spool ON-OFF type that
are actuated via a cable assembly attached to the core
cowl forward hinge. The valve precludes fan reverser or
core cowl damage by preventing lowering of the fan
reverser and/or preventing raising the fan reverser off of
the reverser hold open rod when the core cowl is not
closed.
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A300-600
CF6 80C2 ATA 70-80
CORE COWL / REVERSER INTERLOCK SYSTEM
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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.
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A300-600
CF6 80C2 ATA 70-80
ENGINE MOUNTS
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Page 31
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
FORWARD ENGINE MOUNT
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Page 33
A300-600
CF6 80C2 ATA 70-80
AFT ENGINE MOUNT

The aft mount restrains engine movement in all
directions except forward and aft. The safe life
assembly consists of beams and links with swaged in
spherical bearings on the ends. The lower mount
beam is connected to the flange of the turbine rear
frame by two links and secured by bolts, washers, and
nuts. The lower mount beam is connected to the
upper mount beam with four bolts, which is in turn
attached to the pylon with four other attach bolts
through a tapered shim. The mount is made from
Inconnel 718.
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A300-600
CF6 80C2 ATA 70-80
AFT ENGINE MOUNT
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A300-600
CF6 80C2 ATA 70-80
ENGINE LEFT SIDE
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A300-600
CF6 80C2 ATA 70-80
ENGINE RIGHT SIDE
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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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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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- Information processing Function

- Engine Control Function
Information processing function refers to the
FADEC's ability to input, manipulate and output
large amounts of electronic data. Using these
functions, the FADEC computer (ECU) gathers
information about the environment and operating
conditions within the engine. With the information,
the computer calculates fuel and air flows required
to maintain engine operation at the rated
performance levels with peak efficiency. Information
processing also allows the FADEC computer to
communicate through digital buses with other
computerized aircraft systems, including the
Electronic Centralized Aircraft Monitoring (ECAM),
Air Data Computers (ADC), Thrust Control
Computers (TCC) and Autothrottle System (ATS).
Due to its extensive information processing
capabilities, the FADEC system is uniquely different
from engines with mechanically-controlled systems.
Engine control function refers to the FADEC's ability
to physically control the operating, performance, and
efficiency characteristics of the engine. Capabilities
in this area include precise control over fuel flow,
primary, secondary, and parasitic airflows, and
internal rotor-to-stator clearances (ACC).
Page 40
A300-600
CF6 80C2 ATA 70-80
FADEC SYSTEM OVERVIEW

PG 732
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Page 41
A300-600
CF6 80C2 ATA 70-80
FADEC SENSING SUBSYSTEM

The sensing subsystem is composed of enginemounted sensors and probes. Its purpose is to provide
engine environmental and operating information to the
processing subsystem. The information it provides
includes temperature and pressure inputs, engine
speeds and thrust reverser position.
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Page 42
A300-600
CF6 80C2 ATA 70-80
FADEC SENSING SUBSYSTEM
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Page 43
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL
The throttle control levers are located on the center
pedestal. Each lever is connected to:
- The third resolver transmits the throttle control

lever position to the TCC.
- The ATS which is a system of rods and push- pull

cables. Cable tension regulators keep the cable
tension constant despite the cable lengths and
airframe structure alternating with environmental
changes.
Note: Signal paths to channels A and B of the

ECU's are segregated in the engine burst area.
- A microswitch unit provides signals used to control

the following systems during the various flight
phases:
Thrust reverser -Spoilers
Cabin pressurization
A throttle position detector
- An autothrottle instinctive disconnect push-button

- A lever for Takeoff/Go Around (TO/GA)
command. Both controls are linked to the TCC.
The throttle control lever also contains two pilot

selectable microswitch controls:
A throttle position detector is attached under the

microswitch unit. The detector comprises three
sensors of the resolver type with rotary transformers:
- Two resolvers transmit the throttle position to the
corresponding ECU ( one to channel A, the other
to channel B) which calculates the N1 command.
The ECU compares the digital electrical signals of
N1 actual and N1 command and by means of the
HMU FMV torque motor modifies the fuel flow so
that N1 actual equals N1 command (taking into
account ambient conditions).
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Page 44
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL
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Page 45
A300-600
CF6 80C2 ATA 70-80
ENGINE RATING PLUG

The engine rating plug consists of a 31 pin connector
and a connector backshell. The rating plug is
permanently attached to the engine by a lanyard. The
rating plug provides inputs to determine required
engine rating . The rating plug is attached to the ECU
like all electrical connectors.
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Page 46
A300-600
CF6 80C2 ATA 70-80
ENGINE RATING PLUG
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Page 47
A300-600
CF6 80C2 ATA 70-80
FUEL SYSTEM OPERATION

Engine fuel system
The fuel delivery system supplies fuel to the
combustor at the required pressure and flow rate. It
also supplies the hydraulic flows used in the various
HMU controlled subsystem functions. The
components, listed in the flow sequence, are the main
fuel pump, fuel/oil heat exchanger, fuel filter, engine
electronic control, fuel flow meter, IDG fuel/oil heat
exchanger, fuel manifolds, and fuel nozzles.
System overview
Fuel is supplied to the engine from the aircraft fuel
tanks, usually at a head pressure developed by the
electrically driven boost pumps and gravity. The two
stage engine driven main fuel pump increases the
pressure, primarily by the gear stage positive
displacement element. All of the pump discharge is
into the fuel oil heat exchanger flange mounted to the
pump. The heat exchanger uses scavenge oil to heat
the fuel to provide better atomization and decrease
the possibility of icing. The heated fuel is returned to
the pump. A cored gallery carries the fuel to the
opposite side of the pump where the fuel filter is
mounted.
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The fuel filter removes contaminants larger than 10

micron from the fuel to protect the downstream
components. Clean fuel is returned to the pump body
for direction to the pump discharge port. A fuel tube
connects the pump with the accessory gearbox
adapter for the HMU. The HMU provides for fuel
shutoff, fuel manifold minimum pressurization levels,
fuel metering, and bypass return of excess fuel.
Excess fuel will be returned to the fuel pump between
the two stages and will be recirculated. The metered
fuel flow will be connected to the fuel flow meter
which provides a measurement of fuel burned.
The integrated drive generator fuel-oil heat exchanger
is next in the flow path. Fuel is used to cool the oil of
the IDG constant speed drive.
The fuel manifold downstream of the IDG heat
exchanger diverts and splits to supply fuel equally to
each half of a non-continuous 360 0 fuel manifold. The
360 manifold has a branch pigtail for separate fuel
supply to each of the 30 fuel nozzles. The 30 fuel
nozzles deliver the fuel into the combustor under
pressure in a spray pattern to better mix with air and
atomize for ignition and complete combustion.
Page 48
A300-600
CF6 80C2 ATA 70-80
FUEL SYSTEM SCHEMATIC
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Page 49
A300-600
CF6 80C2 ATA 70-80
HYDRO MECHANICAL UNIT

The fuel metering subsystem is completely contained in
the hydro mechanical unit. The HMU is mounted to an
adapter located on the right forward side of the
accessory gearbox. Four external connectors provide
electrical interfaces with the aircraft and ECU. Hydraulic
connections provide interfaces with the VSV and VBV
actuators, the HPTACC and LPTACC valves, the fuel
flow transmitter, the main fuel pump, and servo fuel
heater.
Hydraulic inputs to the HMU are unmetered fuel and
servo fuel. Unmetered fuel is piped from the main fuel
pump to the gearbox mounting adapter. A manifold
inside the adapter routes the fuel to the HMU
unmetered fuel inlet port. The inlet port is located on the
HMU mating surface to the adapter.
Servo fuel is taken from a servo fuel outlet port on the
fuel filter mounted to the main fuel pump. The fuel is
piped first to the servo heater, then to the servo fuel
inlet port located on the outboard side of the HMU.
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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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Page 54
A300-600
CF6 80C2 ATA 70-80
FUEL FILTER
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A300-600
CF6 80C2 ATA 70-80
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

The fuel filter differential pressure switch provides a
flight deck warning indication due to filter clogging. The
switch is mounted to a bracket above the filter housing
and, with two sensing lines attached, senses the fuel
pressure prior to and after the filter element. The switch
closes at a differential pressure of 21-26 PSID and
opens at differential pressures below 18 PSID.
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A300-600
CF6 80C2 ATA 70-80
FUEL PRESSURE TRANSMITTER
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A300-600
CF6 80C2 ATA 70-80
FUEL FILTER CLOGGING

A high loss of pressure in the fuel filter is ascertained by
a differential pressure switch connected upstream and
downstream of the fuel filter. When pressure loss in the
filter exceeds 21-26 PSID, the pressure switch is
energized which causes:
- FUEL CLOG caution light to come ON at the center
instrument panel
- Amber master CAUTION light to come on
accompanied by the single chime
- The L ECAM display unit to supply information for the
crew related to the operations to be accomplished, the
R ECAM display unit to show the ENGINE page.
When the pressure loss in the filter subsequently
decreases below 19.5 PSID, the pressure switch is
de-energized which causes the caution lights to go off.
When pressure loss in the filter reaches 35 +/- 5 PSID,
a filter fuel bypass valve opens which enables fuel
supply without filtering. The fuel bypass valve is fully
open at 45 PSID. FUEL CLOG caution light is supplied
with 28 VDC by NORM BUS.
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Page 58
A300-600
CF6 80C2 ATA 70-80
FUEL FILTER CLOGGING - INDICATION
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Page 59
A300-600
CF6 80C2 ATA 70-80
FUEL OIL HEAT EXCHANGER

The heat exchanger is a dual purpose component. It
heats the fuel to avoid ice and cools the scavenge
lubricating oil. It is mounted on the fuel pump by six
studs at the fuel port pad and by two studs at the
support pad. A re-usable gasco-seal is required at the
interface . The heat exchanger is a bundle of tubes
carrying fuel. Fuel enters the end dome, circulates
through half the tubes to the other end dome. It turns
1800 to return to the discharge port via the remaining
half of the fuel tubes.
Hot scavenge oil is connected to the heat exchanger at
a flanged port. Scavenge inlet provides a pressure relief
valve permitting bypass and direct discharge if the oil
passages are blocked or excessively restricted by
contamination or cold viscous oil. Scavenge oil is
directed by internal baffles to sweep around the fuel
tubes. Baffle porting requires the oil to flow through six
chambers of fuel tubes before exiting.
Dimensions -13.7. L x 9. W x 8.3. H

Weight -13.3 pounds dry
Relief valve -85- 100 psid
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Page 60
A300-600
CF6 80C2 ATA 70-80
FUEL - OIL HEAT EXCHANGER
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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.
Thirty fuel nozzles are required. They are flange

mounted to the compressor rear frame by three bolts.
Fuel supply is via a B" nut coupling and a spherical
seat contact with a flared fuel tube. A shrouded section
of the drain manifold threads onto the fuel nozzle using
a knurled nut. O ring seals prevent shroud leakage.
The air shroud discharge tip of the nozzle must insert
into the swirl cup of the combustor. There are 28
standard nozzles with aluminum identity bands. There
are 28 standard nozzles with aluminum bands and two
pilot or altitude relight nozzles at positions 15 and 16
with blue identity bands.
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A300-600
CF6 80C2 ATA 70-80
FUEL NOZZLE SCHEMATIC
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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
ENGINE STARTING / IGNITION
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A300-600
CF6 80C2 ATA 70-80
COMPONENT LOCATION CONTROL AND

INDICATORS
The ECAM CRTs are located on the forward panel.
Selecting the engine page on the right ECAM screen
allows monitoring of the engine parameters during
engine start.
The ECAM control panel is located on the center
pedestal and allows selection of ECAM information for
various aircraft systems.
The fuel and ignition levers are located on the center
pedestal. When the engine has accelerated to an
acceptable speed the lever is moved to the ON position
to enable the fuel and ignition systems.
N2 indications are located on the forward panel. They
display the speed of the core engine section.
The ignition panel is located on the overhead. It allows
selection of the appropriate ignition and opens the start
valve. A switch also allows an alternate mode of engine
operation when the FADEC system has detected a
particular type of fault.
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Page 66
A300-600
CF6 80C2 ATA 70-80
COMPONENT LOCATION CONTROL AND

INDICATORS
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Page 67
A300-600
CF6 80C2 ATA 70-80
ENGINE START SWITCHES
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Page 68
A300-600
CF6 80C2 ATA 70-80
ENGINE START SWITCHES
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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 air necessary for starting comes from the duct

connecting engine bleed and the pre-cooler via a 4 in
diameter duct. This duct is attached to the engine bleed
duct just before the precooler inlet.
- 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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Page 70
A300-600
CF6 80C2 ATA 70-80
STARTING - PNEUMATIC SYSTEM SCHEMATIC
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Page 71
A300-600
CF6 80C2 ATA 70-80
STARTER CONTROL VALVE

The SCV initiates and terminates the system airflow to
the starter turbine. The valve is mounted directly to the
starter with a V-band clamp and does not have a
positioning pin. As with the starter, two models are
available, Garrett and Hamilton Standard. Functioning
of the two models is essentially the same.
The SCV is an electrically controlled pneumatically
operated type valve. It is a two position valve, normally
spring loaded and air pressure closed. The SCV
initiates and terminate the system airflow to start. The
SCV solenoid is powered by 28 VDC from the aircraft.
The SCV solenoid becomes energized by the actuation
of the aircraft start push button switch, located in the
flight compartment. Actuation of the start sequence is
by pushing the start switch in. The N2 indication will
terminate power to the SCV solenoid at 45 % N2 and
the SCV will close.
Manual operation is accomplished by 3/8 inch

square drive wrench installed into the stern of the
valve. A 3/8 inch drive extension 18 inches long is
inserted through the 6 oclock position of the thrust
reverser cowling. With an additional hand tool, turn
and hold the extension in the counterclockwise
direction to open the SCV. To close, reverse the
steps. Position indication markings are provided on
the valve body for visual indication of valve open
and closed positions.
A position switch is provided within the SCV switchbody

assembly to indicate valve position to the aircraft. The
28 VDC powered switch circuit will close when the valve
has moved off of its seat to the OPEN position,
illuminating the blue open legend light on the aircraft
start panel.
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Page 72
A300-600
CF6 80C2 ATA 70-80
SAV
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Page 73
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.
MTT
Page 74
The starter assist to the engine begins at zero N2

when air flow at recommended pressure is initiated
(25-55 PSI).
Core engine motoring speed maximum
approximately 23% N2 (standard 22-26% N2).
Engine fuel-on to make a start at max motoring.
Airflow shutoff to starter: 45% n2 (standard 45+/5% N2).
Starter centrifugal clutch disconnect capability at 3940% N2, re-engage at 30% N2,
Both models of starters have self-contained splash
lubrication systems. The Garrett starter oil capacity
is 27 oz limited by a stand pipe and overflow port.
The Hamilton Standard starter has a approx 11 oz
oil capacity. Two fill ports, one on each side,
improve access for service. A drain plug at the 6
o'clock position incorporates a permanent magnet.
The drain plug housing provides a check valve. The
starter is duty cycle limited due to the limitations of
the bearings and lube supply. The operating duty
cycle is 5 minutes ON with a 2-minute cooling
period. After the first cycle, repeat operation requires
a 10-minute cooling period between each ON cycle.
A300-600
CF6 80C2 ATA 70-80
PNEUMATIC STARTER
MTT
Page 75
A300-600
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 :
It is recommended that each system be

Energized alternately, in order to maximize
igniter life.
The ignition exciter boxes are constructed of a
soldered aluminum case, charged with dry air,
enclosing the capacitor charging and
discharging circuits. The internal components
are potted. The boxes contains circuit elements
to isolate the unit from interference with the
aircraft electronics. Each ignition exciter
receives a 115 V, 400 Hz input from the aircraft,
and provides a 14,000 -18,000 V PDC output at
the rate of approximately one pulse per second.
The capacitors are rated at 14.5- 16 joules
stored energy. However, only about 1.5 joules
are delivered to the plugs.
Step-up transformers and full-wave rectifiers are
used to charge the storage capacitors. A bleed
resistor is provided to dissipate any residual
charge from the capacitor.
-engine starting
-engine relight in flight
-adverse flight conditions (continuous ignition).
MTT
Page 76
A300-600
CF6 80C2 ATA 70-80
ENGINE IGNITION
MTT
Page 77
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.
MTT
Page 78
A300-600
CF6 80C2 ATA 70-80
IGNITION SYSTEM
MTT
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).
MTT
Page 80
A300-600
CF6 80C2 ATA 70-80
IGNITER PLUG
MTT
Page 81
A300-600
CF6 80C2 ATA 70-80
HP FUEL SOV CONTROL LEVER
ON -
Permits ignition circuits of corresponding engine to be

electrically supplied.
OFF -
Ignition systems A and B of corresponding engine inhibited
Note:
This lever also controls the fuel supply to the combustion

chamber
MTT
Page 82
A300-600
CF6 80C2 ATA 70-80
HP FUEL SOV / IGNITION CONTROL LEVER
MTT
Page 83
A300-600
CF6 80C2 ATA 70-80
MTT
Page 84
A300-600
CF6 80C2 ATA 70-80
ATA 75
ENGINE AIR
MTT
Page 85
A300-600
CF6 80C2 ATA 70-80
ENGINE AIR DESCRIPTION

All engine air enters through the inlet cowl into the front
mounted fan. After being compressed by the fan, the
airflow is divided by the flow splitter in the fan frame into
primary and bypass air flows.
Secondary (Bypass) Airflow Bypass air is discharged
through the fan exit nozzle during forward thrust
operation and provides the major portion of engine
thrust. When the thrust reverser is deployed, the fan exit
nozzle is blocked and the bypass air is directed outward
at a forward angle through the reverser cascades to
provide reverse thrust (Ref. chap. 78). At low power
settings bleed valves located in the fan frame may open
allowing primary air to become mixed into the bypass air
to improve compressor stall characteristics. A small
portion of the bypass air is used for core engine
compartment cooling for non cruise conditions and for
turbine active clearance control cooling at cruise
conditions. Bypass air is about 4/5 of the total airflow of
the engine.
Primary airflow is air which enters the engine near the
fan rotor hub and is separated inward by the flow splitter.
It passes through the low pressure compressor (booster)
and into the core engine. The primary airflow is used to
generate the high pressure gas that drives the high and
low pressure turbines.
MTT
At low engine speeds the booster pumps more air

than the core engine can utilize. To match the
booster discharge airflow to the core engine
requirements at low speeds, excess air is bled off
through variable bleed valves (VBV) into the
bypass (secondary) airflow. At higher engine
speeds the VBV are closed so that all the booster
discharge (primary air flow) enters the core engine.
The VBV are scheduled as a function of corrected
core engine speed and are under the control of the
ECU .
The high pressure compressor has variable stator
vanes (VSV) which are controlled by the ECU and
are scheduled as a function of core engine speed
and compressor inlet temperature. By varying the
angle of the forward stages of vanes, airflow is
controlled into and through the compressor to
provide the optimum flow at various engine speeds
and operating conditions. Some air is extracted
from the compressor through bleed ports at stages
7,8,11 and 14 and is used for cooling,
pressurization, anti-icing, and actuation purposes.
Page 86
A300-600
CF6 80C2 ATA 70-80
ENGINE AIRFLOW
MTT
Page 87
A300-600
CF6 80C2 ATA 70-80
CF6-80C2 AIRFLOWS (FADEC)
MTT
Page 88
A300-600
CF6 80C2 ATA 70-80
ENGINE AIR BLEED SCHEMATIC
MTT
Page 89
A300-600
CF6 80C2 ATA 70-80
AIR BLEED SELECTION

Air is generally bled from an intermediate stage of the
engine HP compressor (IP stage) to minimize engine
pressure losses: this is the normal engine air bleed
configuration. The IP stage is 8th HP compressor
stage. During low engine speeds, when the
temperatures and pressures from the IP stage are
insufficient, air is automatically bled from the last
compressor stage (HP stage), particularly for certain
holding points and during descent, with engines at idle.
.The HP stage is the 14th HP compressor stage.
Transfer of air bleed is achieved by means of a
pneumatically operated, electrically controlled butterfly
valve, designated HP valve. When the HP valve is
closed, air is directly bled from the IP stage through one
IP check valve fitted with two flappers.When the HP
valve is open, the HP stage pressure is admitted into
the pneumatic ducting and closes the check valve; it is
therefore bled from the HP stage only. The HP-IP
transfer is selected to meet the conditions upstream of
the valve (pressures and temperatures at the HP
compressor stage)
MTT
Page 90
A300-600
CF6 80C2 ATA 70-80
COMPONENT LOCATION IN NACELLE AND PYLON
MTT
Page 91
A300-600
CF6 80C2 ATA 70-80
CONTROL AND INDICATION LOCATION

BITE test
1. On AIR BLEED section of panel 436VU
- make certain that APU BLEED switch is in OFF/R
position
- make certain that HP VALVE pushbutton switch is
pressed (in)
- make certain that BLEED VALVE pushbutton
switch is pressed (in)
- flowbar of BLEED VALVE annunciator comes on
(in line).
- then display in sequence TESTING 1, TESTING

2, TESTING 3, TESTING 4, TESTING 5,
TESTING 6, TESTING 7, TESTING 8 and
TESTING 9.
- at the end of the test TEST OK is displayed.
- after one minute display disappears.
2. On ANTI ICE section of panel 436VU

- make certain that WING SUPPLY pushbutton
switch is released out
NOTE: Instructions for performing the test, together
with test controls and indicators are located on
the front face of the pneumatic controller.
3. On pneumatic controller 41HA (42HA) located in
shelf 96VU (91VU)
- press TEST pushbutton switch
- all display segments are illuminated for 5 seconds
- then display GE ENGINE for 5 second
MTT
Page 92
A300-600
CF6 80C2 ATA 70-80
CONTROL AND INDICATION LOCATION
MTT
Page 93
A300-600
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.
MTT
Page 94
A300-600
CF6 80C2 ATA 70-80
ENGINE PAGE ON ECAM IN DISPLAY UNIT (RH) NACELLE

TEMPERATURE IND
MTT
Page 95
A300-600
CF6 80C2 ATA 70-80
TURBINE ACTIVE CLEARANCE CONTROL

The turbine ACC system increases the efficiency of
the HP and LP turbines and therefore improves the
Specific Fuel Consumption (SFC) of the engine. The
efficiency of the HPT and LPT rotors is increased by
reducing the loss of primary airflow at the rotor blade
tips. The reduction in rotor-to-shroud clearance is
achieved by controlling the radial growth of the turbine
casing. The turbine ACC consists of HPT ACC and
LPT ACC. The system provides fan discharge air for
cooling the HP/LP turbine cases at cruise conditions.
High Pressure Turbine Active Clearance Control
The HPT ACC function varies the amount of fan
discharge air that flows to the manifold surrounding the
HP turbine case. The manifold directs the cooling air
onto the HP turbine case to control the thermal growth
and hence the clearance between turbine tips and
case. The HPT ACC valve is opened by a single
actuator; the actuator is driven by varying fuel
pressures. This muscle fuel pressure is provided by
the HMU. The HMU provides fuel pressure to both the
rod-end and head-end of the actuator. The pressures
are varied in response to commands from the ECU.
The position of the HPTACC valve is fed back to the
ECU by means of two LVDT position sensors; the
sensors are an integral part of the HPT ACC actuator.
Each channel of the ECU reads one of the actuator
Linear Variable Differential Transducer (LVDT's).
MTT
Low Pressure Turbine Active Clearance Control

The LPT ACC function varies the amount of fan
discharge air that flows to the manifold
surrounding the LP turbine case. The manifold
directs the cooling air onto the LP turbine case to
control the thermal growth and hence the
clearance between turbine tips and case. The
LPT ACC valve is opened by a single actuator;
the actuator is driven by varying fuel pressures.
This muscle fuel pressure is provided by the
HMU. The HMU provides fuel pressure to both
the rod-end and head-end of the actuator. The
pressures are varied in response to commands
from the ECU. The position of the LPTACC valve
is fed back to the ECU by means of two LVDT
position sensors; the sensors are an integral part
of the LPTACC actuator. Each channel of the
ECU reads one of the actuator LVDT's.
Page 96
A300-600
CF6 80C2 ATA 70-80
TURBINE ACTIVE CLEARANCE CONTROL
MTT
Page 97
A300-600
CF6 80C2 ATA 70-80
ENGINE AIRFLOW
MTT
Page 98
A300-600
CF6 80C2 ATA 70-80
ATA 76
ENGINE CONTROL
MTT
Page 99
A300-600
CF6 80C2 ATA 70-80
POWER CONTROL SYSTEM

Each engine is power controlled by means of electrical
signals from the flight compartment. The controls
consist of the following :
alternate control mode (corner point scheduling). This

is notified to the ECU and is hard selectable via the
ENGINE N1 MODE pushbutton switch in the flight
compartment.
- the throttle control lever

- the thrust reverser control lever
- the HP fuel shut off valve control lever
- the ECU control mode pushbutton switch
- the LP fuel shut off valve control lever (FIRE
HANDLE).
The HP fuel shut off valve lever is used to enable fuel to
flow from the FMV or to shut the flow off, therefore
shutting down the engine. The LP fuel shut off valve
(FIRE HANDLE) is used to shut off the fuel flow to the
engine. These controls are ON/OFF rather than power
controlled. The HP and LP fuel shut off valves are
connected in series within the fuel system. During
engine running the power of the engine is controlled
using the throttle for forward thrust, and the reverse
thrust lever for reverse thrust. These are connected to
the ECU via the throttle position detector unit
(resolvers). The ECU receives the power demand
(resolver position) and controls power by modulating the
fuel flow to the engine taking into account the ambient
conditions. If all the air data parameters required for
normal N1 control are not valid the ECU reverts to an
MTT
Page 100
A300-600
CF6 80C2 ATA 70-80
POWER MANAGEMENT CONTROL SYSTEM
MTT
Page 101
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 102
A300-600
CF6 80C2 ATA 70-80
RESOLVER
MTT
Page 103
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL SYSTEM

The major mechanical parts of the throttle control
system are :
-the throttle control lever
-the cable tension regulator
-the auto throttle coupling unit.
The operation of the mechanical parts is as follows :
Displacement of the throttle control lever results in the
displacement of the dynamometric rod and rotation of
the bellcrank. The bellcrank rotation transmits the
position to the microswitch unit, throttle position
detector unit (electrical parts) and, via a linkage
system (rods and bellcranks), to a quadrant on which
is wound the control cable. The control cable is routed
in the cargo compartment to the wing root, where it
attaches to the ATS.
MTT
Page 104
A300-600
CF6 80C2 ATA 70-80
POWER CONTROL
MTT
Page 105
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL LEVER FORWARD THRUST
MTT
Page 106
A300-600
CF6 80C2 ATA 70-80
THROTTLE CONTROL LEVER REVERSE THRUST
MTT
Page 107
A300-600
CF6 80C2 ATA 70-80
MTT
Page 108
A300-600
CF6 80C2 ATA 70-80
ATA 77
ENGINE INDICATING
MTT
Page 109
A300-600
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
MTT
Page 110
A300-600
CF6 80C2 ATA 70-80
ELECTRONIC CONTROL UNIT
MTT
Page 111
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 112
A300-600
CF6 80C2 ATA 70-80
FAN SPEED (N1) SENSOR
MTT
Page 113
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 114
A300-600
CF6 80C2 ATA 70-80
N2 SPEED SENSOR
MTT
Page 115
A300-600
CF6 80C2 ATA 70-80
EGT SENSING SYSTEM

The EGT sensing system consist of a harness of eight
dual immersion chromel/alumel thermocouple probes
distributed in the LP turbine inlet plane. The probes are
grouped in two. Assemblies of four probes each. The
values given by the two groups are averaged in a
junction box to produce a continuous voltage signal in
the mV range, this voltage is read by the ECU. The ECU
transmits the EGT value on the ARINC 429 busses for
use by the EGT indicator. Each sensing probe contains
two thermocouples, giving a system total of 16. The ECU
performs a shunt function to maintain the EGT redline.
MTT
Page 116
A300-600
CF6 80C2 ATA 70-80
EGT SENSING SYSTEM
MTT
Page 117
A300-600
CF6 80C2 ATA 70-80
EGT PROBE
MTT
Page 118
A300-600
CF6 80C2 ATA 70-80
EGT INDICATOR
MTT
Page 119
A300-600
CF6 80C2 ATA 70-80
MTT
Page 120
A300-600
CF6 80C2 ATA 70-80
EGT INDICATOR
MTT
Page 121
A300-600
CF6 80C2 ATA 70-80
FAN INLET TEMPERATURE SENSOR

One T1.2 sensor is mounted on the leading edge of
the fan case. It is located at the 10:00 oclock
position. The sensor provides an electrical output
proportional to the fan inlet total air temperature. A
connector located at the head of the sensor routes
the output to the ECU in the processing subsystem.
MTT
Page 122
A300-600
CF6 80C2 ATA 70-80
MTT
Page 123
A300-600
CF6 80C2 ATA 70-80
MTT
Page 124
A300-600
CF6 80C2 ATA 70-80
MTT
Page 125
A300-600
CF6 80C2 ATA 70-80
CIT COMPRESSOR INLET TEMPERATURE PROBE

(T/P 2.5)
The T2.5 /P2.5 sensor is composed of a T2.5 total
temperature sensor and a P2.5 total pressure
probe combined into a single unit. The T2.5 sensor
provides two electrical outputs proportional to the
compressor inlet total air temperature, and the P2.5
probe a pneumatic output equivalent to compressor
inlet total air pressure. The T2.5 outputs are routed
to the ECU through two separate connectors
located at the head of the sensor.
The P2.5 output is taken from a pressure port at
the top of the sensor, and routed through a
pressure line to the ECU. P2.5 sensing is an
optional feature of the FADEC system and the
output port is capped when it is not used. The
sensor is mounted to the aft side of the fan frame in
the 7:30 oclock position.
MTT
Page 126
A300-600
CF6 80C2 ATA 70-80
CIT COMPRESSOR INLET TEMPERATURE PROBE (T/P 2.5)
MTT
Page 127
A300-600
CF6 80C2 ATA 70-80
T3 COMPRESSOR DISCHARGE TEMPERATURE

It is used by the ECU to calculate the position of the
HPTACC valve and bore cooling valves. Two T3 inputs
are received from the sensor. One input is received
and processed by Channel A, and the other by
Channel B. The digital equivalent of each input is
made available at the aircraft interface for monitoring.
The T3 sensor is mounted to the forward end of the
compressor rear rear frame (CFR) at the 11:30
position.
MTT
Page 128
A300-600
CF6 80C2 ATA 70-80
T3 COMPRESSOR DISCHARGE TEMPERATURE
MTT
Page 129
A300-600
CF6 80C2 ATA 70-80
PS1.4 PROBE FAN DISCHARGE PRESSURE

The PS1.4 probe is a static pressure probe mounted on
the aft fan case at the 10:30 position. It provides a
pneumatic output equivalent to fan discharge static air
pressure. The output is taken from a discharge port at
the top of the probe, and routed through a pressure line
to the ECU. The PS1.4 probe is optional on the FADEC
system.
The body of the probe is inserted into a slot cut into the
aft fan case so the bottom of the probe sits flush with
the inner wall of the fan case. Static air pressure
present in the fan discharge duct forces airflow through
a small hole drilled in the inner wall of the fan case.
Static air pressure present in the fan discharge duct
forces airflow through a small hole drilled in the inboard
side of the probe. The airflow is ported out the top of the
probe to a transducer located in the ECU. The
operational range of the PS1.4 input to the ECU is from
2 to 30 psia.
MTT
Page 130
A300-600
CF6 80C2 ATA 70-80
PRESSURE PROBE SENSOR
NEW SCAN
MTT
Page 131
A300-600
CF6 80C2 ATA 70-80
PERMANENT MAGNET ALTERNATOR

The permanent magnet alternator is mounted to a drive
pad on the left forward side of the accessory gearbox just
outboard of the lube and scavenge pump. Two electrical
connectors located on the forward face of the alternator
provide redundant power outputs to supply the ECU
during engine operation. The alternator is capable of
meeting all power requirements by the time core speed
reaches 11 percent N2, and continues to meet all
requirements until core speed drops to below 9 percent
N2.
The alternator is composed of a rotor and two sets of
windings. The rotor contains permanent magnets, and is
held by a nut to a stub shaft extending from the drive
pad. The windings are an integral part of the housing
structure, and surround the rotor when the housing is
mated to the drive pad mounting boss. Each set of
windings supplies a three phase power signal to one
connector on the forward face of the housing. The
alternator continues to meet all power requirements at
core speeds of 45 percent N2 and above even if one
phase in either set, or one phase in both sets of windings
fail.
MTT
Page 132
A300-600
CF6 80C2 ATA 70-80
PERMANENT MAGNET ALTERNATOR
MTT
Page 133
A300-600
CF6 80C2 ATA 70-80
ENGINE VIBRATION MONITORING

The engine vibration monitoring is recommended as a
diagnostic indication, to give a tendency and provide for
maintenance actions on the engine.
The engine vibration measurement channel comprises :
-
two transducers (piezo-electric accelerometers)
a signal conditioner
two vibration indications, N1 and N2, on R ECAM

display unit.
MTT
Page 134
A300-600
CF6 80C2 ATA 70-80
VIBRATION TRANSDUCER N1
MTT
Page 135
A300-600
CF6 80C2 ATA 70-80
MTT
Page 136
A300-600
CF6 80C2 ATA 70-80
VIBRATION TRANSDUCER
MTT
Page 137
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 138
A300-600
CF6 80C2 ATA 70-80
SIGNAL CONDITIONER UNIT LOCATION
MTT
Page 139
A300-600
CF6 80C2 ATA 70-80
MTT
Page 140
A300-600
CF6 80C2 ATA 70-80
ATA 78
THRUST REVERSERS
MTT
Page 141
A300-600
CF6 80C2 ATA 70-80
THRUST REVERSER ASSEMBLY

The thrust reverser assembly is located directly aft of
and is clamped to the aft fan case. It forms a bifurcated
duct for fan exhaust when the separate left and right
hand assemblies are latched in place.
Each reverser half consists of a fixed structure which
houses the deflector vanes (cascades), provides
attachment points for the actuation hardware and
supports the translating cowl. Each translating cowl
houses six hinged blocker doors. Three ball screw
actuators operate each translating cowl. In forward thrust
configuration, the translating cowl is in the forward,
stowed position covering the outer surface of the
cascades. The blocker doors are faired into the outer fan
duct wall covering when the cascades are in the stowed
position. In reverse thrust configuration the translating
cowl is moved aft, the cascades are exposed, and the
blocker doors are rotated inwards against the inner wall
of the fan air duct. Normal fan airflow is thus blocked and
directed through the cascades.
MTT
Page 142
A300-600
CF6 80C2 ATA 70-80
EXHAUST
MTT
Page 143
A300-600
CF6 80C2 ATA 70-80
CONTROL AND INDICATING

The thrust reverser is controlled from the flight
compartment by means of a thrust reverser control
lever. This control lever allows the thrust reverser to be
deployed or stowed via pneumatic Center Drive Units
(CDUs). The pneumatic energy required for driving the
CDU's is bled from the engine compressor 8th and
14th stage of the engine pneumatic system. An
electrical circuit associated with the control lever opens
the valves which supply air to the CDU's. The thrust
reverser operating sequences are monitored by an
indicating system, and the ECU.
- REV UNLK LIGHT (amber)
Illuminates when the associated reverser system is
in transit, or if the Pressure Regulating & Shutoff
Valve opens.
- REV LIGHT (green)
Illuminates when the associated reverser system is
deployed at least 90%.
MTT
Page 144
A300-600
CF6 80C2 ATA 70-80
CONTROL AND INDICATING

A
MTT
REV
REV UNLK
Page 145
REV UNLK
REV
A300-600
CF6 80C2 ATA 70-80
THRUST REVERSER SYSTEM

The thrust reverser system is used to deflect the fan
secondary flow to obtain a reverse thrust component. This
system is controlled from the flight compartment by a
thrust reverser control lever hinged to the throttle control
lever. The thrust reverser is composed of a left and a right
hand assembly which provide the fan nozzle forward
thrust operation.
Each fan reverser assembly is operated by a single
pneumatic Center Drive Unit (CDU), powered by
compressor discharge bleed air, or secondary air sources
provided from the aircraft. The CDU drives ball screw
actuators through flexible shafts and gearboxes to
translate and rotate reverser components to the desired
position. Appropriate interlocks and position
microswitches are incorporated in the system; lights in the
flight compartment indicate thrust reverser position. The
system is not designed for operation in flight. The fan
reverser system on one engine is completely independent
of the system of the other engine. Means are provided for
securing an inoperative reverser in the stowed position to
permit the aircraft dispatch with the reverser deactivated.The fan reverser can be held in the deployed
position with the engine at full thrust for a maximum of 30
seconds.
MTT
Page 146
A300-600
CF6 80C2 ATA 70-80
THRUST REVERSER SYSTEM
MTT
Page 147
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 148
A300-600
CF6 80C2 ATA 70-80
THRUST REVERSER ACTUATION SYSTEM

SCHEMATIC
MTT
Page 149
A300-600
CF6 80C2 ATA 70-80
PNEUMATIC SUPPLY MANIFOLD

The pneumatic energy required for driving the two
CDU's is bled from the engine compressor or X-bled
from other aircraft pneumatic system. The following
components are installed in the duct: the Y check valve,
the pressure regulating and shutoff valve, a Y duct to
split the supply, two flex hoses at the pylon hinge, two
separate CDU air supply tubes, the directional pilot
valve and pressure switch and two directional control
hoses. A ground check out port to actuate the reverser
system during a ground test is located on each CDU for
back up, if ECS air or engine compressor air is not
available.
MTT
Page 150
A300-600
CF6 80C2 ATA 70-80
TRUST REVERSER ACTUATION SYSTEM
MTT
Page 151
A300-600
CF6 80C2 ATA 70-80
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
MTT
Page 152
A300-600
CF6 80C2 ATA 70-80
REVERSER CASCADE
MTT
Page 153
A300-600
CF6 80C2 ATA 70-80
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.
MTT
Page 154
A300-600
CF6 80C2 ATA 70-80
Y CHECK VALVE
MTT
Page 155
A300-600
CF6 80C2 ATA 70-80
PRESSURE REGULATING AND SHUT OFF VALVE

(PRSOV)
This is a pneumatically actuated, spring loaded closed,
solenoid controlled, poppet-type pressure regulating
and shut off valve. With no pressure supplied to the
valve, the closing spring maintains the poppet valve in
the closed position. When inlet pressure is supplied, it is
routed to the solenoid valve. With the solenoid deenergized, its inlet is closed and the opening chamber is
vented to ambient through time delay orifice C. The
poppet is inlet- pressure balanced so the closing spring
still maintains the valve poppet in the closed position.
Pressure from control orifice A is also routed

through control orifice B to the reference regulator.
When pressure rises to the set point of the
reference regulator, the small regulator poppet
opens. Orifice B provides for positive drop of the
output. The relief valve functions to limit the
chamber pressure to a predetermined level.
With the solenoid valve energized by an electrical signal

from the airframe, its inlet opens and its vent closes.
The opening chamber now receives pressure through
flow control orifice A. Pressure in the opening chamber
acts on the large piston to exert an opening force on the
poppet. When pressure rises sufficiently so that this
opening force exceeds the closing forces the poppet
valve opens. The outlet pressure continues to increase
with inlet pressure until the force generated by the outlet
pressure at the bottom of the valve poppet, plus the
force of the closing spring, balances the force
generated by pressure in the opening chamber. The
regulator poppet then modulates as required to maintain
the outlet pressure at the level required to sustain this
force balance. Thus, the outlet regulated pressure is
determined by the opening chamber pressure. This
pressurizes the thrust reverser system. This will be
indicated by the pressure switch on the DPV.
MTT
Page 156
A300-600
CF6 80C2 ATA 70-80
PRESSURE REGULATING AND SHUT OFF VALVE

(PRSOV)
MTT
Page 157
A300-600
CF6 80C2 ATA 70-80
DIRECTIONAL PILOT VALVE (DPV)

The directional pilot valve (DPV) supplies the stow or
deploy command pressure to the Center Drive Units
(CDU's). It is located on the LH thrust reverser looking
forward 11 o'clock. When the deploy mode is selected,
electrical signal engergizes the DPV and PRSOV
solenoids which causes the PRSOV to pressurize the
tubes to the CDU and DPV with manifold duct pressure,
this is indicated to the ECU by the pressure switch.
Each of the directional control valve pistons in the
CDU's is pressurized and the CDU's directional control
valves rotate to a deploy mode, which enables
admission of operating pressure into the CDU's and
release of the associated brakes, and deployment of the
fan reversers. When the pilot commands the stow
mode, the DPV solenoid is de-energized, which causes
the pilot valve to close and the vent to ambient; the
pressure in the direction control hoses drops to ambient
so that the CDU direction control valves rotate to stow
and the CDU's operates in the stow direction.
MTT
Page 158
A300-600
CF6 80C2 ATA 70-80
DIRECTIONAL PILOT VALVE (DPV)
MTT
Page 159
A300-600
CF6 80C2 ATA 70-80
CENTER DRIVE UNIT

Each of the two reverser translating cowls is actuated at
three points. The center point is actuated by the center
drive unit. The two actuators are mounted at 3 and 9
o'clock to gimbal brackets on the reverser fixed structure
and pinned at the aft end to a clevis pocket of the
translating cowls. Each CDU provides five actuation
outputs, and contains an air motor, a directional control
valve, brake, reduction gears, ball screw, feedback
mechanism, position indicating switches, stop rod and
stow rig position indicator.
Two feedback units are provided, one for each CDU. The
feedback units each contain two Rotary Variable
Differential Transformers (RVDT), one RVDT is attached
to each ECU channel. The electrical output of each RVDT
provides a translating cowl position. During reverser
sleeve translation the ECU will limit engine power, the
system will detect inadvertent operation and the ECU will
reduce engine power to idle. The units also provide the
drive attachment for the flexible shafts that attach to the
angle gearbox.
One output is a linear ball screw drive that drives the cowl
directly at the center point. Two other outputs are rotary
drives that provide power to the upper and lower slave ball
screw actuators by means of flexible shafts and angle
gearboxes. Two other outputs are spare rotary drives
which are utilized for rigging and ground checkout.
MTT
Page 160
A300-600
CF6 80C2 ATA 70-80
ACTUATION SYSTEM
MTT
Page 161
A300-600
CF6 80C2 ATA 70-80
STOW/DEPLOY SWITCH MODULE

The stow deploy switch module is mounted to the CDU on
each thrust reverser half. It is used to provide end of travel
information to the aircraft. The stow switch contacts will go
from open to close when the transcowl position is < 2 %
deployed. The deploy switch contacts will go from not
deployed to deployed when the tanscowl position is
<98% deployed. Each switch module is driven by the CDU
feedback or stop rod. The stow/deploy switch module is
replaceable separately from the CDU, and does not
require rigging.
MTT
Page 162
A300-600
CF6 80C2 ATA 70-80
STOW / DEPLOY SWITCH MODULE
MTT
Page 163
A300-600
CF6 80C2 ATA 70-80
MTT
Page 164
A300-600
CF6 80C2 ATA 70-80
ATA 79
ENGINE OIL
MTT
Page 165
A300-600
CF6 80C2 ATA 70-80
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.
Indicating portions of the lube system are oil

quantity , low oil pressure, oil pressure, scavenge
oil temperature and scavenge filter bypass
warning.
Five subsystems are employed. The oil supply

subsystem includes the oil tank, supply pump element,
supply filter, static leak check valve and the oil supply
manifolds/oil jets. The scavenge oil subsystem includes
the scavenge manifolds, the five scavenge pump
elements of the lube and scavenge pump, the magnetic
Master Chip Detector (MCD), the scavenge oil filter, the
servo fuel heater, the fuel-oil heat exchanger and the oil
tank. The lubrication system is fully operational only
when the engine is running. It is not fully operational
when motoring or windmilling. Motoring and windmilling
operations do not provide adequate sump seal
pressurization and scavenge flows; consequently,
increased oil consumption rates and abnormal oil hiding
occurs. Under normal engine starting, operating and
shutdown procedures, the oil supply will begin as soon
as cranking begins. Effective minimum oil pressure of 10
PSIG will develop in the supply manifold by starter cutout
speed, approximately 45% N2.
MTT
Page 166
A300-600
CF6 80C2 ATA 70-80
OIL SYSTEM FUNCTIONAL SCHEMATIC
MTT
Page 167
A300-600
CF6 80C2 ATA 70-80
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
MTT
Page 168
A300-600
CF6 80C2 ATA 70-80
OIL TANK
MTT
Page 169
A300-600
CF6 80C2 ATA 70-80
MTT
Page 170
A300-600
CF6 80C2 ATA 70-80
OIL TANK
MTT
Page 171
A300-600
CF6 80C2 ATA 70-80
OIL QUANTITY SENSOR

The oil quantity sensor is a probe installed into the oil
tank. It contains a magnetic float assembly supported
by the oil level in the tank. As the oil level changes the
magnetic float causes reed switches at that position to
close connecting a specific electrical resistance into the
28 VDC circuit. The indication changes in steps as the
reed switches are closed or open.
MTT
Page 172
A300-600
CF6 80C2 ATA 70-80
OIL QUANTITY SENSOR
MTT
Page 173
A300-600
CF6 80C2 ATA 70-80
LUBE AND SCAVENGE PUMP

The lube and scavenge pump is a dual-purpose pump. It
pressurizes the oil supply to the jets and provides suction
to remove the oil from the sumps. Each inlet port
contains a 26-mesh finger screen to catch coarse debris.
The scavenge inlet screens are removed from the
underside of the pump by unscrewing a hex cap. A
supply filter element is contained by a filter bowl screwed
into the underside of the pump housing.
A static anti-leak check valve with an opening of 2.5 to 6
PSID is contained in the pump oil supply flow path. Its
function is to prevent flow of oil across the pump after
engine shutdown. Failure of this valve to close at engine
shutdown would permit the oil in the tank to seep through
the pumping element and run into the sumps, depleting
the oil quantity in the tank. Cases of inadvertent tank
over-serving can be caused by the malfunction of this
valve.
The lube and scavenge pump is V-band clamped to the
forward face of the AGB at the 6:30 o'clock drive pad. A
dowel pin at the 12 o'clock position provides the correct
alignment reference. A gasket is required between the
pump and gearbox flanges to contain gearbox bearing
lube oil.
MTT
Page 174
A300-600
CF6 80C2 ATA 70-80
LUBE AND SCAVENGE PUMP
MTT
Page 175
A300-600
CF6 80C2 ATA 70-80
OIL PRESSURE TRANSMITTER / LOWPRESSURE

SWITCH
The oil pressure transmitter senses the differential
pressure between the lube pump outlet line and the
gearbox sump. With power supplied through the
indicator, the winding movement results in inductance
variation creating an unbalanced bridge circuit. The
resultant current variation changes the flight
compartment indicator moving coil. The oil pressure
actuates the diaphragm against a spring inside the
transmitter, causing a winding to move. The operating
range of the oil pressure transmitter is 0 to 160 psi.
The transmitter analog signal is sent to the indicator
(graduated from 0 to 160 psi). The indicator is supplied
with 26VAC from normal busbar 131XP (231XP) via
circuit breaker 5ES (6ES), the normal operating range
is between 30 and 90 psi, the redline is at 10 psi. The
indicator is below the main instrument panel on panel
4VU. This indicator features a test switch (BITE)
located on the back, enabling the oil pressure
measurement channel to be tested. The value to be
obtained during this test is marked by a blue dot on the
indicator dial (pressure 95 psi). A recopy of the
indicator is sent to the System Data Analog Converter
(SDAC)
MTT
which converts the analog signal into a digital form

and displays it on the ECAM display unit via the SGU.
If the ENGINE page is displayed, this signal gives the
oil pressure on a vertical scale graduated from 0 to
100 psi (the display increases up to 160 psi when
required), an increasing pressure of more than 90 psi
will be displayed with flashing green digits. When a
decreasing pressure reaches 16 psi the digits
displayed will be flashed green on the ECAM display,
when the pressure reaches 10 psi (warning limit) the
digits are displayed in red.
A pressure switch is placed in parallel with the oil
pressure transmitter. If oil pressure falls below 9.5
psid during engine operation, the switch will close and
an aircraft crew warning OIL LO PRESS will be
illuminated.
Page 176
A300-600
CF6 80C2 ATA 70-80
OIL PRESSURE TRANSMITTER AND LOW OIL PRESSURE

SWITCH
MTT
Page 177
A300-600
CF6 80C2 ATA 70-80
ENGINE OIL TEMPERATURE (TEO) SENSOR

The TEO sensor is located on the forward side of the
AGB in the scavenge oil discharge path between the
lube/ scavenge pump and the MCD.
The normal scavenge oil temperature varies between
71 and 160C (160 and 320F). On cold days this
temperature may drop to 57C (135F). On hot days at
high altitude and low engine speed, the temperature
may reach 175C (349F) for no more than 15 minutes.
The maximum temperature at permanent duty is 160C
(320F). The scavenge oil temperature is indicated on
the ECAM system.
MTT
Page 178
A300-600
CF6 80C2 ATA 70-80
OIL TEMPERATURE SENSOR
MTT
Page 179
A300-600
CF6 80C2 ATA 70-80
MASTER CHIP DETECTOR

The master magnetic plug is the first item installed in
the scavenge discharge flow of the lube and scavenge
pump. It is a bayonet-type, three-pinned type
permanent magnet. It is spring-loaded and over center
locked into a matching housing. A single O-ring is
installed to the probe and a fail-safe omniseal installed
in the housing to prevent oil loss. A check valve within
the housing is held open by the probe. A knurled knob
is used for installation and removal of the probe.
The chip detector is easily accessible through the left
thrust reverser inner cowl hatch. This access is
provided to check the IDG oil level and hydraulic filter
clog indicator buttons as well.
MTT
Page 180
A300-600
CF6 80C2 ATA 70-80
MASTER CHIP DETECTOR
MTT
Page 181
A300-600
CF6 80C2 ATA 70-80
SCAVENGE OIL FILTER

The scavenge oil filter cleans the scavenge oil before
the oil returns to the tank. All scavenge oil discharged
from the pump enters the scavenge filter housing.
Normally the oil will flow from the outside of the filter
element to the hollow center where the oil rises to the
filter discharge port. A filter Belvalve relief valve is
placed in a retainer housing in the filter head, exposing
the valve to filter inlet and discharge pressure
differential pressures. If the filter becomes obstructed,
at 40 PSID the relief valve will crack open permitting
some inlet oil to bypass the filter. Full bypass will occur
by 70 PSID. Filter differential pressure is monitored by
an external differential pressure switch through
pressure ports located on the filter head. A warning
system is provided in the flight deck to receive the
bypass signal in advance of the actual filter bypass.
may be used to loosen the bowl until it can be

removed by hand. A SOV is provided in the head.
When the filter element is removed the valve closes
to prevent oil loss from the discharge line.
The scavenge filter is mounted to a bracket on the fan

stator case just below the oil tank by three studs
incorporated in the filter head. The flanges of the
scavenge tubes are bolted to the filter head ports. The
ports are labeled IN and OUT.
The filter bowl is threaded into the head by hand until
the shoulder seats against the head. It is secured by
lockwire through cast holes on the outside of the bowl.
Knurled bands on the bowl aid in gripping the bowl for
installation and removal. The bowl design also provides
lugs on the bottom so that a tool such as a screwdriver
MTT
Page 182
A300-600
CF6 80C2 ATA 70-80
SCAVENGE OIL FILTER
MTT
Page 183
A300-600
CF6 80C2 ATA 70-80
SCAVENGE OIL FILTER DIFFERENTIAL PRESSURE

SWITCH
The scavenge oil filter differential pressure switch and
the low oil pressure switch are essentially the same
device. However, the filter differential pressure switch
configuration uses normally open electrical contacts.
The contacts close when the differential pressure
exceeds 25-33 PSID, and opens below 22 PSID. When
the oil system contamination causes the filter to
approach a bypassing condition, the switch closes
providing a, flight deck warning light.
MTT
Page 184
A300-600
CF6 80C2 ATA 70-80
SCAVENGE OIL FILTER DIFFERENTIAL PRESSURE

SWITCH
MTT
Page 185
A300-600
CF6 80C2 ATA 70-80
MTT
Page 186
A300-600
CF6 80C2 ATA 70-80
INTEGRATED DRIVE
GENERATOR
MTT
Page 187
A300-600
CF6 80C2 ATA 70-80
INTEGRATED DRIVE GENERATOR

Each IDG is mounted on the gearbox of each of the
aircraft engines. The IDG is made up of a constant
speed drive (CSD) and a generator, mounted side by
side in a common housing. Variable input speeds from
the aircraft engine are converted to a constant output
speed of 12,000 revolutions per minute to drive the
synchronous, 400 hertz generator. The assembly is
cooled and lubricated by a separate oil system, except
for the IDG input spline, which is lubricated by gearbox
oil.
MTT
Page 188
A300-600
CF6 80C2 ATA 70-80
GENERATOR DRIVE
MTT
Page 189
A300-600
CF6 80C2 ATA 70-80
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.
MTT
WARNING: WHEN CONNECTING THE

OVERFLOW DRAIN HOSE TO
THE OVERFLOW DRAIN VALVE,
DIRECT THE DRAIN HOSE INTO
A SUITABLE CONTAINER TO
PREVENT SPRAYING HOT OIL.
HOT OIL MAY CAUSE BURNS TO
EYES AND SKIN.
Connect the overflow drain hose to the overflow
drain valve. Some oil may come out the drain
hose when it is connected (standpipe volume).
Connect the pressure fill hose to the pressure
fill valve.
CAUTION: DO NOT MIX TYPES OR BRANDS
OF OIL.
Pump oil into IDG until the color of oil flowing
from the overflow drain hose matches the color
of the oil being pumped into the IDG or until at
least 0.26 gallons (1 liter) of oil are collected
from the overflow drain hose. Remove the
pressure fill hose from the pressure fill valve.
Install the dust cap securely on the pressure fill
valve. When oil drainage from the overflow
drain hose slows to drops, remove the drain
hose. Install the dust cap securely on the
overflow drain valve.
Close-up
On left thrust reverser cowl door, close access
door .
A300-600
Page 190
CF6 80C2 ATA 70-80
IDG SYSTEM IDG OIL INDICATOR
MTT
Page 191
A300-600
CF6 80C2 ATA 70-80
PRESSURE DIFFERENTIAL INDICATOR

The DPI (Differential Pressure Indicator) indicates when
the IDG scavenge filter is blocked, usually due to IDG
wear particles clogging the filter. If the filter element
does not show signs of metal particles and if the
Differential Pressure Indicator is not extended, install
the filter element. If the DPI is extended follow
procedures in the maintenance manual.
MTT
Page 192
A300-600
CF6 80C2 ATA 70-80
IDG SYSTEM INSPECTION
MTT
Page 193
A300-600
CF6 80C2 ATA 70-80
IDG COOLING SYSTEM
The IDG oil cooling system consists of a duct supplying

low pressure compressor (LPC) air to an IDG/oil cooler.
The IDG oil system is integrated with the engine fuel
system and, therefore, the primary source of cooling is
the fuel/oil cooler. The air/oil cooler is considered an
alignment cooler for low power settings when there is
reduced fuel flow through the fuel cooler.
MTT
Page 194
A300-600
CF6 80C2 ATA 70-80
80C2 IDG OIL COOLING SYSTEM
MTT
Page 195
A300-600
CF6 80C2 ATA 70-80
IDG DISCONNECT MECHANISM

The disconnect mechanism consists of a solenoid,
spring-loaded disconnect plunger with threaded pawl,
worm shaft and reset ring. The purpose of the
disconnect mechanism is to disconnect the IDG from
the engine gearbox in the event of an IDG failure.
Once disconnected, the IDG cannot be reconnected in
flight. When the disconnect solenoid is activated the
spring-loaded disconnect plunger moves a springloaded pawl into contact with threads on the worm
shaft. The worm shaft acts as a screw in a threaded
hole, and input rotation causes this shaft to move away
from the input spline shaft, separating the driving dog
teeth on the two shafts. When driving dog teeth have
been separated, the input spline shaft, which is still
being driven by the aircraft engine, spins freely in the
IDG without causing component rotation. Reset may
be accomplished by pulling the reset ring following
engine shutdown while the aircraft is on the ground.
MTT
Page 196
A300-600
CF6 80C2 ATA 70-80
GENERATOR DRIVE DISCONNECT MECHANISM
MTT
Page 197
A300-600
CF6 80C2 ATA 70-80
ENGINE DRIVEN PUMPS

Two variable displacement pumps are installed on the
accessory gearbox of each engine:
Engine 1: One GREEN and one BLUE system pump.
Engine 2: One GREEN system pump and one
YELLOW.
They are identical and of the self-regulating multi-piston
type. The nominal output flow of 36 gal/min is delivered
at a pressure of 3000 PSI.
A solenoid operated dump valve in each pump allows
depressurization of the pump in case of pump or related
system failure. Each valve is controlled by the
corresponding PUMPS pushbutton switch on the HYD
PWR section of the overhead panel. FIRE VALVES,
which are shutoff valves on the suction side of each
pump, isolate the hydraulic fluid supply to the pump
when the respective ENG FIRE handle is pulled.
MTT
Page 198
A300-600
CF6 80C2 ATA 70-80
ENGINE DRIVEN PUMPS
EDPS
MTT
Page 199
A300-600
CF6 80C2 ATA 70-80
CASE DRAIN FILTERS

Case Drain Filters with a filtering capability of 15
(0.0006 IN) absolute, allow pump wear to be monitored
by detection of metallic particles in the filter elements.
These filters also incorporate a clogging indicator, but
there is no bypass (the indicator is set to operate at
120 psi). When the filter is clogged, the increase in
differential pressure causes the protrusion of a red
colored button, visible through a transparent frame.The
filter element must be replaced as soon as
possible.The clogging indicator is reset by simply
removing the transparent frame and pressing the
indicator button. In low temperature conditions,
clogging indicator operation is inhibited (thermostatic
locking at 0 +/- 2C (32.9 t 3.6F) with unlocking at
30C (86F).
MTT
Page 200
A300-600
CF6 80C2 ATA 70-80
PUMP CASE DRAIN FILTERS
MTT
Page 201
A300-600
CF6 80C2 ATA 70-80

Airbus 70 A300 A310 Engine Powerplant - GE CF6-80C2A5F

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Airbus 70 A300 A310 Engine Powerplant - GE CF6-80C2A5F

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A300 - 600

CF6 - 80C2 A5F

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NOSE COWL ANTI-ICING SUPPLY SYSTEM

NOSE COWL ANTI-ICE SUPPLY SYSTEM

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ANTI- ICE VENT TO ATMOSPHERE

NACELLE ACCESS DOORS AND OPENINGS

NACELLE ACCESS DOORS AND OPENINGS

NACELLE ACCESS DOORS AND OPENINGS

FAN COWL DOORS

FAN COWL DOORS

THRUST REVERSER COWL

CORE COWL DOOR

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CORE COWL DOOR

CORE COWL / REVERSER INTERLOCK SYSTEM

CORE COWL / REVERSER INTERLOCK SYSTEM

FORWARD ENGINE MOUNT

AFT ENGINE MOUNT

AFT ENGINE MOUNT

ENGINE LEFT SIDE

ENGINE RIGHT SIDE

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- Information processing Function

FADEC SYSTEM OVERVIEW

FADEC SENSING SUBSYSTEM

FADEC SENSING SUBSYSTEM

- The third resolver transmits the throttle control

- The ATS which is a system of rods and push- pull

Note: Signal paths to channels A and B of the

- A microswitch unit provides signals used to control

- An autothrottle instinctive disconnect push-button

The throttle control lever also contains two pilot

A throttle position detector is attached under the

ENGINE RATING PLUG

ENGINE RATING PLUG

FUEL SYSTEM OPERATION

The fuel filter removes contaminants larger than 10

FUEL SYSTEM SCHEMATIC

HYDRO MECHANICAL UNIT

HYDRO MECHANICAL UNIT

HYDRO MECHANICAL UNIT

HYDRO MECHANICAL UNIT

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

FUEL PRESSURE TRANSMITTER

FUEL FILTER CLOGGING

FUEL FILTER CLOGGING - INDICATION

FUEL OIL HEAT EXCHANGER

Dimensions -13.7. L x 9. W x 8.3. H

FUEL - OIL HEAT EXCHANGER

Thirty fuel nozzles are required. They are flange

FUEL NOZZLE SCHEMATIC

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ENGINE STARTING / IGNITION

COMPONENT LOCATION CONTROL AND

COMPONENT LOCATION CONTROL AND

ENGINE START SWITCHES

ENGINE START SWITCHES

The air necessary for starting comes from the duct

STARTING - PNEUMATIC SYSTEM SCHEMATIC

STARTER CONTROL VALVE

Manual operation is accomplished by 3/8 inch