VIBRATION INDICATION

An engine vibration monitoring unit monitors the N1 and N2 levels of both engines.

General

The engine vibration measurement system comprises :

- one transducer on each engine with 2 piezoelectric accelerometers .

- an Engine Vibration Monitoring Unit

- two vibration indications N1 and N2.

The engine vibration system provides the following functions :

- vibration indication due to rotor unbalance via N1 and N2 slaved tracking filters

- excess vibration (above advisory level of 5 units )

- fan balancing (phase and displacement)

- shaft speed (N1 and N2)

- storage of balancing data

- initial values acquisition on request (option )

- BITE and MCDU communication

- accelerometer selection

- frequency analysis when the printer is available.

NOTE:

Only one accelerometer is used at a time (A or B). The same accelerometer is not used for
two successive flights. The changeover occurs at power--up or on special request (MCDU) on
the ground.

Description

The signal conditioner is composed of:

- 2 channel modules

- 1 balancing module

- 1 data processing module

- 1 power supply module.

These modules are removable parts from the signal conditioner and are repairable
subassemblies.

Channel modules
Each channel module processes the signals from the two engine accelerometers and from the
two speed signals N1 and N2 : this enables the extraction from the overall vibration signal of a
component due to rotor first order unbalance.

The N1 and N2 signals are used to:

- drive the tracking filters, and

- slave their center frequencies at the shaft rotational speed.

The accelerometer signals pass through these tracking filters which extract the N1 and N2
related fundamental vibration. The acceleration signal is then integrated in order to express
the vibration in velocity terms.

The EVMU receives analog signals from :

- the 2 engine accelerometers (1 per engine)

- and the N1 and N2 speed sensors of each engine.

It also receives digital input from CFDS through ARINC 429 data bus.

The EVMU sends signals through the digital ARINC 429 data bus to :

- SDAC1 and 2 for cockpit indication

- the CFDIU

- the DMU

- and printer (if installed) for maintenance purposes.

Power supply module

The power supply module receives the 115VAC/400Hz power. It provides the other modules
with the necessary voltages.

Power Supply
The EVMU is supplied with 115V/400Hz by the busbar 101XPA, through the circuit breaker
1EV.

Built in test equipment (BITE) maintenance and fault information

The equipment contains a BITE system to detect internal and external failure. During the
execution of the cyclic BITE sequence, the following parts of the EVMU are checked: -- the non-
-volatile memory

- the timers

- the analog

-to--digital converter

- the ARINC 429 transmitter and receivers

- the tacho generators.

During the power--up sequence of the BITE, the following parts of the
EVMU system are checked:
- N1 and N2 NB velocity

- unbalance data

- N1 and N2 tacho frequencies

- accelerometer signals

Any detected failure is stored in the non-volatile memory with GMT, the date and other
reference parameters.

Overspeed (Engine Limit Protection)

Overspeed protection logic consists of overspeed limiting loops, for both the low and high
speed rotors, which act directly upon the fuel flow command. Supplementary electronic
circuitry for overspeed protection is also incorporated in the EEC. Trip signals for hardware and
software are combined to activate a torque motor which drives a separate overspeed valve in
the fuel metering unit to reduce fuel flow to a minimum value. The engine can be shut down to
reset the overspeed system to allow a restart if desired.

ENGINE INTERFACE UNIT PRESENTATION

Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2

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

The main functions of the EIU are:

- to concentrate data from cockpit panels and different electronic boxes to the associated
FADEC on each engine

- to insure the segregation of the two engines

- to select the airframe electrical supplies for the FADEC

- to give to the airframe the necessary logic and information from engine to other systems
(APU, ECS, Bleed Air, Maintenance).

ENGINE REMOVAL / INSTALLATION

The arrangements for slinging / hoisting the engine are shown below ( Bootstrap).

NOTE: During this operation the ”C” ducts are supported by rods which are positioned
between the ”C” duct and the engine pylon.
After a new engine was installed different Test Tasks have to be performed:

Check of engine datas via CFDS ( ESN,EEC P/N, Engine Rating, Bump level ) to make sure that
they are the same as written on the EEC, data entry plug and engine identification plates.

Operational Test of EEC via CFDS.

If A/C is operated in actual CAT III conditions,a Land Test must be performed.

Functional check of IDG disconnect system.

Functional check of engine ice protection system.

TEST NO. 1 ( Dry motor leak check )

TEST NO. 2 (Wet motor leak check)

TEST NO. 3 (Idle leak check)

TEST NO. 6 (EEC system idle test)

TEST NO. 13 (Prestested engine replacement test)

For further information refer to AMM ATA 71-00-00.

COMPRESSOR CONTROL
General
the booster stage bleed valve, the variable stator vane and HP compressor bleed valves
systems are controlled by the EEC. The booster stage bleed valve controls the LP compressor
airflow. The variable stator vane and the 7th and 10th stage bleed valves control the HP
compressor airflow.

Booster Stage Bleed Valve ( BSBV ) Control

The BSBV position is controlled by the EEC. The EEC uses the BSBV feedback signal from the
LVDT to adjust the actual BSBV position.

At low LP spool speeds the booster provides more air than the core engine can utilize. To
match the booster discharge airflow to the core engine requirements at low speed, excess air
is bled off through booster stage bleed valves ( BSBV ) into the fan discharge air stream. At
higher engine speeds the BSBV are closed so that all the booster discharge ( primary air flow )
enters the core engine.

Variable Stator Vane ( VSV ) Control

The VSV position is controlled by the EEC The EEC uses the VSV feedback signal from the
LVDT‘s to adjust the actual VSV position. The VSV system maintains a satisfactory compressor
performance over a wide range of operating conditions. The system varies the angle of the
inlet guide vanes and stator vanes to aerodynamically match the low pressure stages of
compression with the high pressure stages. This variation of vane position changes the
effective angle at which the air flows across the compressor blades and vanes. The VSV angle
determines the compression characteristics ( direction and velocity ) for any particular stage at
compression.

HP Compressor Bleed Valves

The 7th and 10th stages bleed valves maintain a more stable operation of the compressor.

LP COMP.AIR FLOW SYS.

BOOSTER BLEED SYSTEM
General

The primary function of the LP compressor airflow control system is to control the airflow thus
ensuring compressor stable operation during :

- Engine start.

- Engine transient operation.

Description

General

-- the airflow control system includes :

1. Two bleed--valve actuating rods

2. Pisten Jack Fork End

3. An LPC bleed--master actuator

4. An LPC bleed--slave actuator

5. Intermediate Structure

A booster bleed valve and actuating mechanism

The airflow control system automatically operates to control the air bled from the LP
compressor.

The two actuators are mechanically attached to each actuating rod and, the bleed -- valve and
actuating mechanism. The two actuators are connected hydraulically and operate together by
command and feedback signals from/ to the EEC

Description

The bleed valve and actuating mechanism is a sub -- assembly which includes :

- The support ring.

- The ring valve

- The two upper arms, the lower arms and the eight mid arms.

- The two actuating rods connect the two upper power arms to the two actuators.
The bleed valve and actuating mechanism operates to make each bleed valve synchronized, in
relation to the positions of the two actuators.

HP COMP. AIR FLOW SYS.

VSV SYSTEM COMPONENTS
The four stages of variable incidence stators comprise inlet guide vanes to stage 3 and stages
3, 4 and 5 stator vanes.

General

The purpose of this system is to position the Inlet Guide Vanes ( IGV ) and stator vanes, using a
fuel driven hydraulic actuator, in response to electrical signals provided by the EEC.

Variable Stator Vane ( VSV ) Control

The VSV position is controlled by the EEC as a function of N2 / square root of theta T 2.6
(synteziesed value ).

The EEC uses the VSV feedback signal from the LVDT‘s to adjust the actual VSV position.

Description

Variable Stator Vane Actuator

The stator vane actuator accurately controls vane movement with respect to a torque motor
current supplied by the EEC. Operation of the stator vanes in regulated by accurate control of
high pressure fuel flow to one or other side of a differential area piston. The piston has an
externally adjustable low speed stop at the extended end of its travel. The high speed stop is
formed by a collar which limits piston retraction. Provision is made to lock the piston with a
rigging pin for setting purposes.

Linear Variable Differential Transformer (LVDT)

A Dual Wound Linear Variable Differential Transformer (LVDT) is located in the center of the
actuator piston rod . The LVDT completes the electronic control loop by providing a signal of
actuator position to the Engine Electronic Control.

Engine Linkage with the VSV Actuator

The engine IGV and Stator Vane linkage is connected to a fork end on the piston rod of the
VSVA unit. The securing pin of link on to fork end.

Operation of the VSV Actuator

Dual wound torque motors convert electrically isolated drive signals from each channel of the
Electronics Engine Control ( EEC ) into hydraulic drive signals to position the actuator piston. If
power to the stator vane actuator torque motor is lost, the stator vane actuator will go to
the full open position.

Variable Stator Vane Actuation Mechanism

The variable geometry operating mechanism for the compressor comprises the following
elements

- actuator/crankshaft drag link

- crankshaft (steel)

- four crankshaft/unison ring drag links

- four unison rings

- spindle levers ( titanium )

- variable IGVs and stage 3, 4, and 5 variable stators

HANDLING BLEED VALVES

Handling bleed valves are fitted to the HP compressor to improve engine starting, and prevent
engine surge when the compressor is operating at off--design conditions.

A total of four bleed valves are used, three on stage 7 and one on stage 10.

The handling bleed valves are two position only -- fully open or fully closed, and are operated
pneumatically by their respective solenoid control valve. The solenoid control valves are
scheduled by the EEC.

When the bleed valves are open air bleeds into the f an duct through ports in the inner barrel
of the ”C ” ducts.

The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb.

Silencers are used on some bleed valves.

All the bleed valves are spring loaded to the open position and so will always be in the correct
position (open) for starting.

Description

The bleed valve is a two position valve and is either fully open or fully closed. The bleed valve is
spring loaded to the open position and so all the bleed valves will be in the correct position -
open - for the engine start. When the engine is started the bleed air from the engine will try to
close the valve. The valve is kept in the open position by servo air (P3) supplied from the
solenoid control valve ( solenoid de-energised ). The bleed valves will be closed at the correct
time during an engine acceleration by the EEC energising the solenoid control valve vents the
P3 servo air from the opening chamber of the bleed valve, and the bleed valve will move to the
closed position.

The consequences of the malfunction of one or more handling bleed valve‘s on:

the ground and airstart capability

the engine operability ( surge free operation )

the engine performance ( EGT, fuel consumption )