Sil100 11

INTERNATIONAL AERO ENGINES
400 Main Street, East Hartford, CT 06108 USA

Telephone: 860/565-5515 . FAX: 860/565-5510
SERVICE INFORMATION LETTER

SIL 100 Issue 11
DATE: July 2010
TO: All V2500 Operators
SERVICE INFORMATION LETTER NO. : SIL 100 Issue 11
SUBJECT: Handling Bleed Valve and Solenoid Information
APPLICABILITY: V2500-A1, V2500-A5, V2500-D5
REFERENCES:
R1: Airbus A319/320/321 AMM 75-32-51, 75-32-52, 75-32-53, 75-32-54
R2: Boeing MD90 AMM 75-33-51, 75-33-52, 75-33-53, 75-33-54
R3: V2500-A1/A5 Engine Manual (EM) 72-00-32, 72-00-40
R4: V2500-D5 Engine Manual (EM) 72-00-32, 72-00-40
R5: SIL 173 Cabin Air Solenoid
R6: SIL149 Damage to C Duct in the Event of Bleed Valve Held
Incorrectly Open
R7: SIL162 V2500 Ground Starting - Fuel Depulse Function
R8: Meggitt VCMM 75-32-52 and 75-32-54
R9: Parker VCMM 75-31-41
PURPOSE:
The purpose of this SIL is to provide information detailing the operation of the HPC Bleed Valve
System and the effect of its malfunction on engine operation. SIL 100 Issue 11 is raised to clarify
the autostart group and to improve the description of the solenoid valves baulking features.
Furthermore, new design standards have been included and a company name change from
Dunlop to Meggitt incorporated. IAE also provides information in this SIL about the Parker
Hannifin bleed valve.
INTRODUCTION
Bleed Valve and Solenoid Valve Operation
The V2500-A1/A5/D5 engine has four HP Compressor stability bleed valves in total. There are
three stage 7 bleed valves, labelled 7A, 7B and 7C, and one stage 10 valve. Appendix 1 shows
the position of the bleed valves. Each bleed valve has a complementary solenoid valve, labelled
in the same manner as the bleed valve. Appendix 2 shows the solenoid positions on the Airbus
and Boeing engine models.
IAE International Aero Engines AG 400 Main Street, East Hartford, CT 06108 USA
Telephone: +1 (860) 565-5515 Fax: +1 (860) 557-4759 WWW.V2500.COM
IAE International Aero Engines AG is incorporated in Switzerland with limited liability and has its registered offices at Stampfenbachstrasse 73, 8035 Zurich, Switzerland
2010 IAE International Aero Engines AG. All rights reserved.
IAE Proprietary Information
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SIL 100 Issue 11
The design and function of the Meggitt bleed valves at each stage is virtually identical, the only
difference being the higher temperature that the stage 10 is cleared to operate at. There is a
baulking feature that prevents the stage 7 and stage 10 bleed valves from being fitted in the
wrong positions.
A new design of the Meggitt HP compressor stage 7 bleed valves introduced with SB 75-0105
incorporates changes to the design which protect the triple carbon seal assembly from
compressor air flow and consequently possible contamination. The operation of the new unit is
identical to the existing bleed valve.
Although the Parker Hannifin bleed valve is an alternative design, the information contained
within this SIL is relevant when troubleshooting any potential bleed valve problems.
The purpose of the stability bleed valves is to off-load the HPC in order to protect the compressor
from surge/stall. There are five main operating conditions during which bleed valves are used.
These are:
OPEN BLEED VALVES

ENGINE OPERATING CONDITION 7A 7B 7C 10
Starting
Steady State and Transients (idle/low power only) 1
Transient Manoeuvres (accels/decels) at idle/low/mid

power 2 3
Reverse Thrust Operation
Surge Recovery
1 This is for V2500-A5/D5 only. The V2500-A1 does not have the 7A steady state valve
open at idle/low power (on ground below an elevation of 5500 feet).
Valve is scheduled open when a transient is detected and is held open (pre SCN 20
2
software only) on a timer. For SCN 20 and above the bleed valve will close again once
the EEC has detected that the engine has stabilised.
3 7C closed under certain conditions (Select Engine only) during ground accels
There are no valves scheduled open at take-off power or during steady state cruise. However,
operators should be aware of the possibility of an Exhaust Gas Temperature (EGT) shift caused
by a low thrust/high altitude operating condition in relation to the 7A Handling Bleed schedule
(see Section on Engine Performance Parameter Split).
Appendix 3 provides a brief description of the HPC Bleed System, the High Pressure Turbine
(HPT) Cooling Air and the Cabin Bleed systems. This is to aid troubleshooting so that the correct
solenoid valves are inspected when starting /EGT problems occur.
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SIL 100 Issue 11
DESCRIPTION
Bleed Valve System
Bleed Valve Operation
The bleed valves are spring loaded to be in the open position when the engine is not running.
This is in preparation for engine start. During engine running, compressor pressure will close the
valves unless they are held open by P3 servo air. The P3 servo air is piped to each bleed valve
through its own bleed valve solenoid, which is controlled by the Electronic Engine Control (EEC).
To open a bleed valve, the bleed valve solenoid is de-energised allowing the P3 servo air to flow
to the valve. The P3 servo air pressure will exceed the compressor pressure trying to close the
valve, resulting in the valve staying open if already open, or opening if previously closed, see
figure 1.
Figure 1: Solenoid de-energised- bleed valve open
To close a bleed valve, the bleed valve solenoid is energised removing the supply of P3 servo
air. The compressor pressure overcomes the spring force and closes the valve, see figure 2.
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SIL 100 Issue 11
Figure 2: Solenoid energised- bleed valve shut
A full understanding of bleed valve operation is provided in VCMM 75-32-52 (Meggitt 7th stg),
75-32-54 (Meggitt 10th stg) and 75-31-41 (Parker Hannifin 10th stg).
P3 Servo Air
P3 (or stage 12) servo air is required to open a valve against the pressure of the compressor.
Therefore, any leakage of the P3 servo air during an engine start, will result in the early closure of
the valve. If this occurs there is a high probability of a stalled/failed start. During engine transient
manoeuvres when the valve is commanded open, a P3 servo air leakage is likely to result in a
delay/failure of the valve to open.
If bleed valve problems are suspected, all possibilities for P3 leakage should be checked. These
include:
1) All the connections in the P3 line between engine and bleed valve solenoid
2) All the servo pressure connections between the bleed valve solenoid and bifurcation panel
3) All the servo pressure connections between the bifurcation panel and the bleed valve
4) The bleed valve seals
Bleed Valve Solenoid

The solenoid is energised to close a valve and de-energised to open a valve. The fail-safe
position of the solenoid valve ensures that the bleed valve is held open against compressor
pressure. A full understanding of solenoid operation is provided in VCMM 75-32-51 (7th stg) and
75-32-53 (10th stg).
All solenoids are controlled by the EEC. Electrical disruptions in the signal to the solenoid will
generate a FADEC fault acronym; this includes harness problems as well as solenoid electrical
problems. Any internal, mechanical stiction of the solenoid valve will not generate a FADEC
message.
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SIL 100 Issue 11
The EEC is used to power several accessories to aid power distribution. The majority of the
accessories are divided into four groups: engine group I, engine group II, autostart group and
reverser group. The overspeed solenoid, spare relay and Wf off/on bi-directional solenoid are on
separate circuits. The composition of the four groups are listed below:
Group I Group II Autostart Group Reverser Group

7A solenoid, #2 Stage 10 solenoid Ignition #1 relay Arming solenoid
7C solenoid, #1 7B solenoid, #4 Spare #3 relay DCV solenoid
Spare solenoid, #3 TCA (10th stage make Ignition #2 relay
up/HPT) solenoid
Fuel diverter valve Spare #4 relay
solenoid
P2/T2 Probe heater relay Starter solenoid
HP Bleed Valve
Closure Solenoid
When the EEC detects an electrical fault with a solenoid it reverts the entire group to a safe
condition because all groups have the high side (positive voltage) tied together inside the EEC.
The following messages are displayed:
Group ECAM Message CLM Fault Acronym Model
Group I ENG (X) SYSTEM ENG GROUP1 EG1ILF All
FAULT * SOL/EEC (X)
Group II ENG (X) SYSTEM ENG GROUP2 EG2ILF All

FAULT * SOL/EEC (X)
Autostart Group ENG (X) START AUTOSTART GROUP ASGILF A1/A5

VALVE FAULT SOL/EEC (X)
AUTOSTRT GROUP
D5
SOL/EEC (X)
Reverser Group - N/A
Note: (X) indicates Engine position 1 or 2

* ENG (X) System Fault can also be set by solenoid specific CLMs, see appendix 2.
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SIL 100 Issue 11
A malfunction of the Group II solenoids has led to the stage 10 bleed valve being held open. In
cases where a Parker Hannifin bleed valve has been installed, delamination of the translating
sleeve has occurred. SIL 149 (Ref 6.) covers this topic in more detail.
If the solenoid sticks in the energised position, the corresponding bleed valve will close early
during a start and remain closed until the engine is shutdown. If the solenoid sticks in the de-
energised position the corresponding valve will always remain open.
In dry, arid conditions, airborne debris can build up on the internal faces of the exhaust and servo
Retimet filters. This causes delayed operation of the solenoid. If sufficient debris is present, this
will prevent the solenoid from operating as designed. IAE has included a procedure in chapter
75-32-51 and 75-32-53 Maintenance Practices of the AMM that replaces or cleans the filter
without the need to remove the solenoid. The exhaust and servo filters are illustrated in the
following diagram. There is no requirement to carry out a full production acceptance test (PAT)
after filter replacement. The only maintenance requirement is establishing serviceability in
accordance with AMM 71-00-00-710-017 Ground Test Requirements after
Powerplant/Module/Component Repair or Replacement Procedure.
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SIL 100 Issue 11
Filter details
A new standard of HP compressor stage 7 and 10 solenoid valves (SB 75-0109) incorporates
coarser filters on the servo and exhaust vents in order to allow more contamination to exit the
solenoid valve. The functionality of the new solenoid valve is identical to the previous standard of
HP compressor stage 7 and 10 solenoid valves. An amended electroless Nickel plating process
for the plunger and core introduces an additional PTFE-based Nickel coating for improved
protection. A new nameplate has replaced the previous vibro-etching marking process and the
previous wirelocking has been replaced with safety cabling. In addition to the full modification of
the HP compressor stage 7 and 10 solenoid valves introduced for new production, there is also
available for in-service only, a filter-only change version.
ISSUES
A malfunction of the bleed valve system usually results in a valve being closed when commanded
open, open when commanded closed or early closure due to an excessively worn bleed valve
seal. When a valve is found to be stuck, it is essential that the position be noted before being
freed by any maintenance action.
The effect of a malfunction in the bleed valve system may result in:
- ground starting failures
- compressor stall/surge encountered during transient manoeuvres
- engine parameter anomaly (high EGT/ fuel flow - usually indicated by split with other
engine).
In the event of a stage 10 bleed valve being held open, delamination of the translating sleeve
may occur.
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SIL 100 Issue 11
The introduction of the new HP compressor stage 7 and 10 solenoid valves (SB 75-0109) and the
new stage 7 bleed valve (SB75-0105) is designed to prevent contamination and consequently to
improve the reliability of the units.
Ground Starting
All four valves should be open at the beginning of an engine ground start and are closed
progressively in sequence during the engine start. When ground starting is unsuccessful, a
typical problem is compressor stall resulting in a hung/hot failed start. Clear evidence of
compressor stall is stagnating N2 and rising EGT. The stall could be due to compressor
damage/deterioration, but is more likely due to one or more of the HPC bleed valves being stuck
closed or closing early.
Therefore, the cause of the problem could be:

a) a stuck closed bleed valve, or
b) a bleed valve that closes early due to a P3 servo air leak, or
c) an excessively worn bleed valve seal, or
d) a stuck closed solenoid valve.
(A stuck closed solenoid would prevent the P3 servo air reaching the bleed valve to hold it open
during the start. The valve would therefore close as soon as the compressor pressure exceeds
the spring pressure, i.e. closes early).
NOTE: One or more valves stuck open will not affect engine starting capability but will result in a
higher than normal EGT at idle.
NOTE: The engine has an auto protection facility during automatic starts. Service Information
Letter 162 V2500 Ground Starting - Fuel Depulse Function, provides more details on
starting and starting characteristics.
Effect of Stage 10 Bleed Valve Silencer upon Engine Starting
After troubleshooting of an unusual start problem on a V2500-D5 engine, maintenance personnel

identified that an incorrect standard of bleed valve silencer had been fitted to the 10th stage bleed
position, restricting airflow out of the compressor during engine start. Installing the correct
standard of silencer cured the problem. Appendix 4 shows the correct solenoid, bleed valve and
silencer part numbers for the A1, A5 and D5 models. As well as highlighting the applicable
Service Bulletins, it also defines the silencer options dependent upon the standard of bleed valve
installed and the mark of engine.
Ensuring that the engine complies with the correct bleed valve/silencer combination confirms the
correct airflow characteristics are maintained through the 10th stage bleed port to minimize
operability problems. In addition, it eliminates any component integrity issues which can occur
with incorrect bleed valve/silencer combinations.
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SIL 100 Issue 11
It is considered prudent to conduct a check of the 10th stage bleed valve/silencer combination
when conditions allow, i.e. when accessibility to the parts is possible. During troubleshooting of
starting problems, it would also be worthwhile to conduct the same check.
Compressor Surge
The bleed valves are scheduled open as required to prevent/recover compressor surge. When a
valve is stuck open, or is open when it should be closed, the result is beneficial for engine
operability and will not result in a compressor surge.
When a valve is closed when it should be open, the compressor surge margin will be reduced.
This may result in a compressor surge, particularly during transient manoeuvres, e.g. Max Take
Off (MTO) selection, selection of descent at the end of cruise, etc.
Engine Performance Parameter Split
A mal-scheduled bleed valve will usually result in a significant and noticeable effect on EGT and
fuel flow. This can be seen by an engine-to-engine discrepancy which will become more evident
at higher power settings. Therefore, there is a high probability of an EGT redline exceedance
during a Max Take Off (MTO) especially when the ambient temperature is high.
The EGT and fuel flow effects have been quantified for key flight phases and are shown below.
They are provided for information and guidance only and since they are based on an engine to
engine discrepancy, they are dependent on the relative performance levels and condition of both
engines.
A1/A5/D5 Stage 7 valve Stage 10 valve

EGT Fuel flow N2 EGT ( C) Fuel flow
o
N2
(oC) (%) (%) (%) (%)
Ground Idle + 15 - 35 +3-7 +1.1 to + 35 - 65 + 9 - 16 +2.9 to
+1.7 +3.5
Climb/Cruise + 25 - 45 +3-7 +0.6 to + 70 -100 + 9 -16 +0.5 to
+1.5 +1.8
Take-Off + 30 - 55 +4-8 +0.8 to + 90 - + 13 - 18 +1.2 to
+1.4 120 +1.8
NOTE: EGT Exceedances / parameter shifts can be as a result of engine related problems
other than malscheduled HPC bleed valves. Therefore, when trouble shooting EGT
problems, it is essential that all possible causes are investigated as detailed in the
Trouble Shooting Manual 77-00-00-810-817/818).
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SIL 100 Issue 11
EGT shift during cruise
There have been instances when an EGT shift has been noted by the crew during cruise. The
analysis has concluded that the observed EGT shift is most probably caused by a low
thrust/high altitude operating condition and can be explained by the 7A Handling Bleed
schedule.
During level-out N2C26 of the engine can fall slightly below the lower threshold (<11654rpm) for
7A opening, hence the bleed valve (BV) will open. If the engine does not accelerate enough
afterwards (>12054rpm) to close the BV again then the EGT shift will remain. There have been
instances where this has occurred on one engine. However, the alternate engine has remained
slightly above the lower threshold for opening and therefore the 7A BV has remained closed.
Operators are advised this is not a failure condition.
If this happens for an extended number of cycles, there may be an issue with re-attachement
onto the C-duct and reduction in the material properties of the inner fixed structure as discussed
in PRP 02-022. Right-hand C-ducts have been reported with varying degrees of damage to inner
barrel surrounding 7A bleed port area, including loose/missing potting, perforate skin disbond,
honeycomb found missing at aft edge of cut-out , skin discoloration.
Delamination of the Translating Sleeve
In the event of a Parker Hannifin stage 10 bleed valve being held open delamination of the
translating sleeve may occur particularly at high engine powers. This topic is covered in more
detail in SIL 149 (ref 6).
RECOMMENDATIONS
IAE recommend that the information within this SIL is distributed as widely as possible to help
ensure that bleed valve and solenoid troubleshooting is carried out accurately and logically.
The Bleed Valve Test Set (tool number IAE2R19437) can be used to confirm operation of HPC
stage 7 and stage 10 bleed valves and solenoids. It is recommended that the Test Set be used
to trouble shoot possible bleed valve problems so that unnecessary removals are avoided.
Regards,
Phillip Provencher
Assistant Vice President Customer Support
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SIL 100 Issue 11
7A
Appendix 1
V2500 Bleed Valve Positions
V2500-A1/A5 10
7B (No Silencer)
7C
Viewed from rear of the Engine
2500-D5
7A 10
7B (No Silencer)
7C
Viewed from rear of the Engine
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SIL 100 Issue 11
Appendix 2
V2500 Solenoid Valve Positions

FORWARD
FRONT
V2500-A1/A5
ATA 36-11-57 ATA 75-32-51 ATA 75-32-51 ATA 75-32-51
HP VALVE STAGE 7A STAGE 7C STAGE 7B

SOLENOID* BLEED BLEED BLEED
VALVE VALVE VALVE
SOLENOID SOLENOID SOLENOID
4029KS-A 4020KS1-A 4020KS3-A 4020KS2-A
EEC CLM MESSAGE

HP BLEED-V 4000HA 7th BLD B SOL/HC/EEC 7th BLD A SOL/HC/EEC 7th BLD D SOL/HC/EEC
OR SENSE LINE
ATA 75-32-53 ATA 75-23-52

75-- -52
STAGE 10 TURBINE
BLEED COOLING
VALVE AIR
SOLENOID SOLENOID
4023KS -A 4028KS
4028KS-A
EEC CLM MESSAGE

10th BLD SOL/HC/EEC TCA VLV SOL/HC/EEC
V2500-D5
ATA 75-32-51 ATA 75-32-52 ATA 75-32-53 ATA 75-32-51 ATA 75-32-51
STAGE 7B TURBINE STAGE 10 STAGE 7A STAGE 7C

BLEED COOLING BLEED BLEED BLEED
VALVE AIR VALVE VALVE VALVE
SOLENOID SOLENOID SOLENOID SOLENOID SOLENOID
P1-8052 P1-8048 P1-8054 P1-8049 P1-8047
EEC CLM MESSAGE
7th BLD D SOL/HC/EEC TCA VLV SOL/HC/EEC 10th BLD SOL/HC/EEC 7th BLD B SOL/HC/EEC 7th BLD A SOL/HC/EEC
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SIL 100 Issue 11
Appendix 3
Description of the HPC Bleed System, HPT Cooling Air and Cabin Air Systems
This section is intended to provide some general information and clarify the purpose of the
additional solenoid valves mounted on the starboard side of the fancase as indicated in Appendix
2. This is to aid troubleshooting so that the correct solenoid valves are inspected when starting
/EGT problems occur.
HPC Bleed System, solenoid baulking features
The HPC stage 7 and stage 10 solenoid valves use a different body part number to provide a
baulking feature (3 mm Mounting Hole Offset). However, during installation, special care needs to
be taken not to disable this baulking feature. The two different solenoids have the same electrical
connector and servo connection therefore the mounting hole offset remains the only protection
against wrong installation. The solenoid valve should be checked by holding it flush against the
bracket prior to installation. The bolt holes should be well-aligned. Dont force the valve and the
bolts. All three bolts should be able to be fitted with minimal resistance. Doing this will ensure the
solenoid is installed in the correct position. The pictures below show the mounting hole offset and
an incorrect installation.
Mounting Hole Offset Incorrect Installation showing Stage 10

solenoid in stage 7 position with all three
bolts inserted but solenoid housing not
flush to the bracket
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SIL 100 Issue 11
Pneumatic Adaptor Unions
During troubleshooting of starting problems, in one particular instance, it was established that the
start aborts were due to the early closure of the 10th stage bleed valve due to an incorrect
solenoid being installed. This error occurred during troubleshooting maintenance and would
have required the removal of one of the pneumatic adapter unions on the solenoid. These
unions are installed as part of the solenoid assembly and should not be removed during
maintenance. If an adapter union does not line up with the associated pipes, this is an indication
that an incorrect solenoid has been fitted.
HPT Cooling Air System
The solenoid valve operates in the opposite sense to the HPC stability solenoids in that when the
solenoid is de-energized the P3 servo air does not reach the turbine cooling air valve to maintain
it in the open position (i.e. fail-safe condition closes the valve to supply maximum cooling air to
the turbine). When the solenoid is energised, P3 servo air is supplied to the air valve. This
closes the valve and reduces the cooling air supplied to the no. 4 bearing housing and HPT. This
operation is restricted to higher altitude and engine speed conditions.
There are three visible differences to easily identify the HPT cooling air solenoid:
1. The HPT cooling air solenoid mounting features have a 3mm difference in pitch (vertical plane)
between mounting bolt locations compared to the HPC stage 10 solenoid. The other solenoids
(HPC stage 7 and Cabin Air) using the same body as the HPT Cooling Air solenoid.
2. The electrical connection is different for the HPT cooling air solenoid to prevent improper
harness connections being made. The connections are identical on the other solenoid valves.
3. The servo vent is located on the underside of the unit instead of the front of the unit, as is the
case with the other solenoids.
Cabin Air System
The solenoid valve maintains the HP cabin air valve closed during cruise. When energised, this
solenoid will allow the sense line between the HP control valve and the pressure regulating valve
(PRV) to be vented to atmosphere. This ensures the HP valve is fully closed and prevents
unnecessary HP air bleed from the compressor when certain altitude and pneumatic system
conditions are met. The de-energized fail-safe condition does not allow venting of the sense line
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SIL 100 Issue 11
and control of the HP valve operation reverts to the airframe pneumatic system. Further details
of operation of the aircraft pneumatic system are found in the AMM in chapter 36-11-00.
Water has been found within the cabin air solenoid on a small number of units during tear down
inspections at the vendor. As the aircraft climbs to cruise altitude, this water will freeze and is
believed to have a contributory effect on ECAM HP Air Eng Fault warnings seen at top of
descent. The warnings typically extinguish as altitude reduces. IAE have generated a purging
procedure, available in chapter 36-11-57 of the AMM to remove the moisture present from the
sense line and the solenoid. This topic is covered more comprehensively in SIL 173 titled, Cabin
Air Solenoid.
The cabin air solenoid appears similar to the HPC solenoids but operates in a totally different
manner. Equally, the harness connector is an identical type to those utilised on the HPC
solenoids. Care must therefore be taken to ensure that the correct solenoid is installed at the
correct position as illustrated in Appendix 2. The pneumatic connections are different for the
cabin air solenoid. It has a different service inlet union to prevent it being connected at any other
location.
The D5 engine does not use an engine mounted solenoid for cabin bleed air control.
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SIL 100 Issue 11
Appendix 4
Part Number Applicability and Family Tree
ATA A1 A5 D5
Stage 7 solenoid 75-32-51 AC69386 AC69572
(01-100) 75-0014 75-0109
AC69572
75-0109
AA1056-00 AA1056-00
AA1051-00 AA1051-00
bleed 75-32-52 AC69254
valve (01-100)
75-0040
AC69859
75-0053
AC69924
75-0105
EB101729B
silencer 75-32-52 6A1497 6A4813
(7A) (01-250) 75-0077
6A6533 75-0073
75-0093
6A8338 6A6539
silencer 75-32-52 6A3195 6A4636
(7B) (01-465)
Silencer 75-32-52 6A1497 6A4813
(7C) (01-600) 75-0071 75-0073
6A6533 6A6539
Stage solenoid 75-32-53 AC69378 AC69574
10 (01-400) 75-0014
AC69574 75-0109
75-0109
AA1064-00 AA1064-00
AA1060-00 AA1060-00
bleed 75-32-54 AC69514 AC69514
valve (01-400) 75-0040 75-0040
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SIL 100 Issue 11
AC69861 AC69861
75-0054 75-0054
AC69922 AC69922
75-0085 75-0070
5950041-108 5950041-105
cont. 75-0079
bleed 5950041-107
valve 75-0086
5950041-108
silencer 75-32-54 6A2092 6A4404

(01-350) 75-0072 75-0069
6A6536 6A6538
75-0093
6A8338
Cabin Air Solenoid 36-11-57 AC69518 AC69576 N/A
(01-100) 75-0014
AC69576
TCA/HPT/ 75-23-52 AC69262 AC69674 AC69674
10th stg make up (01-100) 75-0081
Deleted
SB Date A1 A5 D5
75-0014 May-91 V0162* - -
75-0040 Dec-93 V0261-V0355 V10080 V20009
75-0053 Mar-99 V0362 V10117 V20026
75-0054 May-95 V0362 V10117 V20026
75-0069 Jun-00 V0362 V10122 V20025
75-0070 Nov-97 - - V20190
75-0071 Jun-98 V0362 V10350 -
75-0072 Apr-98 V0362 V10350 -
75-0073 Jun-98 - - V20235
75-0079 Oct-99 - - V20275
75-0085 May-00 V0362 V10800 -
75-0086 Jun-00 - - V20285
75-0093 May-04 V0362 V11700 -
75-0105 Sep-08 all V13175 -
V15001
V15002V15124
75-0109 Jul-09 all V13159 all
V15111
*except V0156, V0158, V0160, V0161

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SIL 100 Issue 11
Silencer Part Number to be installed at stage 10 position
A1 A5 D5
5950041-105 N/A N/A 6A6538
(Parker)
10th Stage Bleed Valve Part number
5950041-107 N/A N/A 6A6538

(Parker)
5950041-108 6A2092 or 6A2092 or 6A6538
(Parker) 6A6536 or 6A6536 or
6A8338 6A8338
AC69514 6A2092 or 6A2092 or 6A4404
(Meggitt) 6A6536 or 6A6536 or
6A8338 6A8338
AC69861 6A2092 or 6A2092 or 6A4404
6A8338 6A8338
AC69922 6A2092 or 6A2092 or 6A4404
6A8338 6A8338

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Sil100 11

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INTERNATIONAL AERO ENGINES

400 Main Street, East Hartford, CT 06108 USA

SERVICE INFORMATION LETTER

DATE: July 2010

TO: All V2500 Operators

SERVICE INFORMATION LETTER NO. : SIL 100 Issue 11

SUBJECT: Handling Bleed Valve and Solenoid Information

APPLICABILITY: V2500-A1, V2500-A5, V2500-D5

Bleed Valve and Solenoid Valve Operation

SERVICE INFORMATION LETTER

OPEN BLEED VALVES

Transient Manoeuvres (accels/decels) at idle/low/mid

SERVICE INFORMATION LETTER

Bleed Valve System

Bleed Valve Operation

Figure 1: Solenoid de-energised- bleed valve open

SERVICE INFORMATION LETTER

Figure 2: Solenoid energised- bleed valve shut

Bleed Valve Solenoid

SERVICE INFORMATION LETTER

Group I Group II Autostart Group Reverser Group

Group II ENG (X) SYSTEM ENG GROUP2 EG2ILF All

Autostart Group ENG (X) START AUTOSTART GROUP ASGILF A1/A5

Note: (X) indicates Engine position 1 or 2

SERVICE INFORMATION LETTER

SERVICE INFORMATION LETTER

SERVICE INFORMATION LETTER

Therefore, the cause of the problem could be:

Effect of Stage 10 Bleed Valve Silencer upon Engine Starting

After troubleshooting of an unusual start problem on a V2500-D5 engine, maintenance personnel

SERVICE INFORMATION LETTER

Engine Performance Parameter Split

A1/A5/D5 Stage 7 valve Stage 10 valve

SERVICE INFORMATION LETTER

SERVICE INFORMATION LETTER

V2500 Bleed Valve Positions

Viewed from rear of the Engine

Viewed from rear of the Engine

SERVICE INFORMATION LETTER

V2500 Solenoid Valve Positions

ATA 36-11-57 ATA 75-32-51 ATA 75-32-51 ATA 75-32-51

HP VALVE STAGE 7A STAGE 7C STAGE 7B

EEC CLM MESSAGE

ATA 75-32-53 ATA 75-23-52

EEC CLM MESSAGE

STAGE 7B TURBINE STAGE 10 STAGE 7A STAGE 7C

P1-8052 P1-8048 P1-8054 P1-8049 P1-8047

EEC CLM MESSAGE

SERVICE INFORMATION LETTER

HPC Bleed System, solenoid baulking features

Mounting Hole Offset Incorrect Installation showing Stage 10

SERVICE INFORMATION LETTER

Pneumatic Adaptor Unions

HPT Cooling Air System

Cabin Air System

SERVICE INFORMATION LETTER

SERVICE INFORMATION LETTER

Part Number Applicability and Family Tree

SERVICE INFORMATION LETTER

silencer 75-32-54 6A2092 6A4404

*except V0156, V0158, V0160, V0161

SERVICE INFORMATION LETTER

Silencer Part Number to be installed at stage 10 position