FOR TRAINING PURPOSES ONLY

542 SEPTEMBER 2009

Introduction - 1
 IAE COMPANY SUMMARY V2500 Engine General Familiarization

Introduction

On March 11, 1983, five companies signed a 30 year

collaboration agreement to produce an engine for the single isle
aircraft market. The five companies were:
• Rolls Royce - United Kindom
• Pratt & Whitney - USA
• Japanese Aero Engines Corporation (JAEC) - Japan
• Motoren Turbinen Union (MTU) - Germany
• Fiat Avio - Italy (Fiat has since withdrawn as a partner)
The company is incorporated in Switzerland and its headquarters
are located in Hartford, CT, USA.
The engines are assembled by senior partners RR and P&W.
The engine designation „V‟ comes from the roman numeral for
five, due to the numbers of original partners. The „2500‟ portion
of the name comes from the 25,000 lbs thrust rating of the first
engine type.

FOR TRAINING PURPOSES ONLY

542 SEPTEMBER 2009
Introduction - 2
 V2500 PARTNER SUMMARY
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 3
 V2500 PROPULSION SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 4
PROPULSION SYSTEM

Components

The major components of the nacelle are:

Intake Cowl
It permits the efficient intake of air to the engine while
minimizing nacelle drag. The intake cowl contains the P2/T2
probe and the thermal anti-icing ducting and manifold.
Fan Cowl Doors
They protect and allow access to the units mounted on the fan
case and external gearbox. The fan cowl doors are hinged to the
aircraft pylon in four positions and are held open by support
struts. There are four adjustable quick release latches that secure
the fan cowl doors in the closed position.
Thrust Reverser ‘C’-Ducts
They allow access to the core engine. The two „C‟-ducts are
hinged to the aircraft pylon at four positions per „C‟-duct and are
secured in the closed position by six latches. They also provide
for reverse thrust during landing.
Common Nozzle Assembly (CNA)
It exhausts both the fan stream and core engine gas flow through
a common propulsive nozzle.

V2500 Propulsion System

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 5
 PROPULSION SYSTEM COMPONENTS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 6
AIRFRAME INTERFACE

General

The airframe interfaces provides a link between the engine and

aircraft systems.
The components of the airframe interface are the:
• fuel supplies
• bleed air off-takes
• starter motor air supply
• hydraulic fluid supplies
• FADEC system interfaces
• front and rear engine mounts
• Integrated Drive Generator (IDG) electrical power

ECS Bleed Air Off-takes

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 7
MOUNTABLE ENGINE COMPONENTS

Common Nozzle Assembly (CNA)

General
The CNA forms the exhaust unit and completes the engine
nacelle. There is no fixing to the bottom of the pylon.
The CNA allows the mixing of the hot and cold stream gas flows
to produce and maximize thrust. This mixing of the hot and cold
gas streams within the CNA also helps to reduce the „thermal
shear effect‟ of the gases exiting the CNA. This helps to quiet the
noise produced by the gas stream.

Common Nozzle Assembly (CNA)

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 8
 COMMON NOZZLE ASSEMBLY (CNA)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 9
 MOUNTABLE ENGINE COMPONENTS

Engine Mounts
Forward Engine Mount
The forward and rear engine mounts suspend the engine from the
aircraft strut. They transmit loads generated by the engine during
aircraft operation.
The forward engine mount is designed to transmit thrust loads,
side loads, and vertical loads.
The forward engine mount is installed at the rear of the
intermediate case and adjacent to the core. The forward mount is
secured to the intermediate case in three positions:
• A monoball type universal joint that gives the main support at
the forward engine mount position
• Two thrust links that are attached to the cross beam of the
mount and to support brackets on either side of the monoball
location on the intermediate case

Forward Engine Mount

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 10
 FORWARD ENGINE MOUNT
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 11
 MOUNTABLE ENGINE COMPONENTS

Engine Mounts
Rear Engine Mount
The forward and rear engine mounts suspend the engine from the
aircraft strut. They transmit loads generated by the engine during
aircraft operation.
The rear engine mount is designed to transmit torsional loads,
side loads, and vertical loads.
The rear engine mount has a diagonal main link that gives
resistance to torsional movement of the casing as a result of the
hot gas passing through the turbines.
Two side links provide extra vertical support and limit the engine
side to side movement.

Rear Engine Mount

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 12
 Retaining
Plate

REAR ENGINE MOUNT

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 13
 MOUNTABLE ENGINE COMPONENTS

Fire Detection & Ventilation System

Zone 1 & 2 Ventilation System

Ventilation is provided for the fan case compartment (Zone 1)
and the core engine compartment (Zone 2).
The ventilation system provides a cool airflow that keeps the fan
and core compartments from getting too hot. This cooling helps
prevent the engine components and accessories from
overheating. Ventilation also provides airflow that prevents the
accumulation of flammable vapors.
Ram air for Zone 1 enters the zone through an inlet located on the
upper left hand side of the air intake cowl. The air circulates
through the fan compartment and exits at the exhaust located on
the bottom rear center line of the fan cowl doors.
Exhaust air from the active clearance control (ACC) system
around the turbine area provides the ventilation of Zone 2. The
air circulates through the core compartment and exits through the
lower bifurcation of the C ducts.

Vent System
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 14
 ZONE 1 AND ZONE 2 VENTILATION SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 15
 MOUNTABLE ENGINE COMPONENTS

Fire Detection and Ventilation System

Fire Detection System
The fire detection elements are located around the fan case and
core engine. The fire protection gives indication to the flight
deck of a possible fire condition on the engine.
The fire detection system monitors the air temperature in Zone 1
and Zone 2. When the air temperature increases to a pre-
determined level the system provides flight deck warning.
Zone 1 and Zone 2 fire detectors function independently of each
other. Each zone has two detector units which are mounted as a
pair, each unit gives an output signal when a fire or overheat
condition occurs. The two detector units are attached to support
tubes by clips.
The V2500 uses a Systron Donner fire detection system. It has a
gas filled core and relies upon heat exposure to increase the
internal gas pressure, thus triggering sensors.
Zone 2 has the nacelle air temperature sensor. Indication is to the
flight deck when a temperature has been exceeded. This gives
warnings of air leaks not actual fire warnings
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 16
 FIRE DETECTION SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 17
 GENERAL

V2500 Models
The V2500 engine is designed primarily for the 150 seat, short to medium range aircraft. The engine is an axial flow, high by-pass ratio,
twin spool turbo fan.

V2500-A1 V2525-D5 V2528-D5 V2522-A5 V2524-A5 V2527-A5 V2530- V2533-A5

A5

Applications A320-200 MD-90-30 MD-90-50 A319 A319 A320-200 A321-100 A321-200

Take-off rating (lb.) 25,000 * 25,000 28,000 22,000 23,500 26,800 31,400 33,000
(equivalent @ 0.2 Mn)

Certification date Jun ‟88 Nov ‟92 Nov ‟92 Dec “97 April „96 Nov ‟92 Nov ‟92 Aug “96

Bypass ratio 5.4 4.8 4.7 4.9 4.9 4.8 4.6 4.5

Overall takeoff pressure 29.7 27.2 30.0 32.8 26.5 27.4 31.6 33.4
ratio

Min. cruise SFC** 0.543 0.543 0.543 0.543 0.543 0.543 0.543 0.545

Total powerplant wt (lb.) 7400 7900 7900 7500 7500 7500 7500 7500

Fan diameter (in.) 63 63.5 63.5 63.5 63.5 63.5 63.5 63.5

Identical powerplant Identical powerplant

Identical turbomachinery

* Additional thrust capacity available

** Mach 0.76, 35,000 ft., Ideal
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 18
 GENERAL

Airflow/Thrust Production

PROPULSION UNIT OUTLINE

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 19
 GENERAL

Engine Module Arrangement

LP System
• 1 Fan stage with 22 blades
• Exhaust case – P4.9/T4.9 probe mounts
• LP Compressor – (3 stages A1; 4 stage A5)
• Five stage LP Turbine to drive the LP compressor
HP System
• Ten-stage axial flow compressor
• Two stage HP turbine to drive the HP compressor
• Variable inlet guide vanes and stator vanes (5 stages A1; 4
stages A5)
• Variable handling bleed valves and customer service bleeds at
stage 7 and 10
• Annular, two piece combustor with 20 fuel atomizer type spray
nozzles
Gearbox
The gearbox provides mountings for engine driven accessories
and a drive for the pneumatic starter motor.
The G/Box is driven through a radial drive via a tower shaft from
HP Compressor shaft to fan case mounted angle and main
gearboxes.
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 20
 ENGINE GENERAL ARRANGEMENT
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 21
 ENGINE MODULES

Engine Main Bearings

Bearing Features
No.

1 • Single track ball bearing

• LP Shaft axial location bearing
• Takes the thrust loads of the LP shaft

2 • Squeeze film oil damping

• Single track roller bearing
• Radial support for the front of the LP turbine shaft

3 • Single track ball bearing

• HP shaft axial location bearing
• Mounted in a hydraulic damper
• Takes the thrust loads of the HP shaft
• Radial support for the front of the HP shaft

4 • Single track roller bearing

• Radial support for turbine end of HP shaft

5 • Squeeze film oil damping

• Single track roller bearing
• Radial support for the turbine end of the LP shaft

No. 2 Bearing
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 22
 ENGINE MAIN BEARINGS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 23
 ENGINE MODULES

polyurethane finish, the fairing is titanium. A rubber de-icing tip

is bonded to the front of the inlet cone. The fairing provides an
aerodynamic flow over the annulus fillers and into the LP
Fan (Module 31) Compressor.
General
The 22 hollow fan blades are retained in the disc radially by
the dovetail root and axially by the retaining ring. Twenty
two (22) annulus fillers are installed between adjacent blades
forming a platform between each blade. These fillers form
the fan inner annulus. A rubber seal is bonded to each side of
the annulus fillers to prevent air leakage between each blade
and filler.
The LP Compressor (fan) compresses air which flows into the
engine through the nacelle intake cowl.
The larger part of the compressed air goes through the fan
duct which gives the primary part of the engine thrust. The
smaller part of the compressed air is compressed again when
it goes through the LP compressor booster stages.
Inlet Cone
The inlet cone and fairing smooth the airflow into the fan.
The inlet cone is made of a glass, fabric laminate with an
epoxy varnish and LP Compressor (Fan)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 24
 LP COMPRESSOR (FAN)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 25
 COMBUSTOR SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 26
 ENGINE MODULES

Diffuser and Combustor (Module 42)

Combustion Chamber Assembly
The main components of the combustor are the inner and outer
liners.
The outer liner is located by five locating pins which pass
through the diffuser casing. The combustion chamber outer liner
assembly has 20 fuel nozzle guides.
The inner combustion liner is attached to the turbine nozzle guide
vane assembly.
When assembled, the two combustion chamber liner assemblies
make a chamber for burning the mixture of fuel and air.
The inner and outer liners are manufactured from sheet metal
with 100 separate liner segments attached to the inner surface (50
per inner and outer liner). The segments can be replaced
independently during engine overhaul.

Diffuser Case Assembly

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 27
 COMBUSTOR CROSS SECTION
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 28
 ENGINE MODULES

External Gearbox (Module 60)

General
The external gearbox assembly, which includes the high speed
gearbox and angle gearbox, is installed at the bottom of the
intermediate module. It houses and drives multiple engine and
airframe accessories and is directly driven from the HPC. It has
four support links that have spherical bearings at each end to
allow mount flexibility.
The high speed (HS) gearbox is installed to the intermediate case
flange by three joint links and the angle gearbox support is
attached by one link.
The angle gearbox support is a casting and houses the layshaft
and it rigidly connects the angle gearbox to the main gearbox.
Accessories mounted on the gearbox have drives sealed by
carbon seal assembly. A manual HP system crank (turning) port
is located on the front face of the gearbox between the starter and
EEC alternator.

High Speed Gearbox Assembly

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 29
 EXTERNAL GEARBOX ATTACHMENT LINKS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 30
 GEARBOX LUBRICATION
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 31
 ENGINE MODULES

External Gearbox (Module 60)

General (Cont.)
Front face mount pads are used to install the following:
• Starter
• Deoiler
• Hydraulic pump
• Oil pressure pump and filter
• Permanent magnet alternator (PMA)
Rear face mount pads are used to install the following:
• Oil scavenge pump unit
• Integrated drive generator system (IDGS)
• Fuel pumps (and fuel metering unit [FMU])

Deoiler and Starter Mount Pad

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 32
 HIGH SPEED GEARBOX
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 33
 FADEC SYSTEM V2500 Engine General Familiarization

General

The V2500 uses a Full Authority Digital Electronic Engine

Control (FADEC) system. The primary component of the FADEC
system is the EEC unit.
The FADEC System contains:
• Electrical harnesses
• Engine and Aircraft sensors and data input and feedback
devices
• Electronic engine control (EEC) unit and the output devices,
which include solenoids, fuel servo operated actuators and
pneumatic servo operated devices
The FADEC calculates the power setting (EPR), the acceleration
and deceleration times, the idle speed governing, and the
overspeed limits (N1 and N2).
It provides control for the following functions:
• Fuel flow • Active clearance control (ACC)
• Thrust reverser • Variable stator vane system (VSV)
• Automatic engine starting • Compressor handling bleed valves
• Booster stage bleed valve (BSBV)
• Oil and fuel temperature management
• Turbine cooling (10th stage make-up air system)

EEC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 34
 EEC V2500 Engine General Familiarization

General
The primary component of the FADEC system is the EEC unit
which is a fan case mounted unit. The EEC is a dual channel
control unit that uses a split housing design. It is shielded and
grounded to protect against EMI – mainly lightning strikes.
The EEC has two identical electronic circuits that are identified
as Channel A and Channel B. Each channel is supplied with
identical data from the aircraft and the engine.
Each of the EEC channels can exercise full control of all engine
functions. Control alternates between Channel A and Channel B
for consecutive flight, the selection of the controlling channel
being made automatically by the EEC itself. The channel not in
control is the back up channel.

EEC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 35
 ELECTRONIC ENGINE CONTROL
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 36
 EEC V2500 Engine General Familiarization

Failures and Redundancy

Improved reliability of the FADEC system is achieved by using
dual sensors, dual control channels, dual selectors and dual
feedback.
Dual sensors supply all EEC inputs except pressures. Single
pressure transducers within the EEC provide signals to each
channel – A and B.
Each channel has its own power supply, processor, program
memory and input/output functions. The mode of operation and
the selection of the channel in control is decided by the
availability of input signal and output controls. Each channel
normally uses its own input signals but can use input signals from
the other channel.
An output fault in one channel will cause the other channel to
have control. If there are faults in both channels, a pre-
determined hierarchy decides which channel is more capable of
control. If both channels are lost, or if there is a loss of electrical
power, the systems are designed to go to the fail safe positions.
If complete failure of both EEC channels occurs will the engine
is automatically set to idle power.
EEC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 37
 EEC CONNECTIONS V2500 Engine General Familiarization

Data Entry Plug (DEP)

The DEP provides discrete data inputs to the EEC. Located on
Junction 6 of the EEC, the DEP transmits the following unique
engine data to Channel A and B:
• Engine Serial Number
• EPR Modifier (Used for power setting)
• Engine Rating (Selected from multiple rating options)
The DEP links the coded data inputs through the EEC by the use
of shorting jumper leads which are used to select the plug pins in
a unique combination.
The DEP must always stay with the engine if the EEC is
replaced.

EEC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 38
 EEC CONNECTIONS V2500 Engine General Familiarization

Permanent Magnet Alternator (PMA)

The electrical supplies for the EEC are normally provided by the
permanent magnet alternator (PMA), also referred to as the
dedicated generator.
The PMA has independent sets of stator windings and supplies
two independent AC outputs to the EEC. It also supplies the N2
signal, by the frequency of a single phase winding in the stator
housing, to the EEC.
28V DC is required for some specific functions, which include
the thrust reverser, fuel on/off and ground test power for EEC
maintenance. In the event of a dedicated alternator total failure,
the EEC is supplied from the aircraft 28V DC power.
The cooling shroud must be oriented correctly for the differing
variant engines, therefore it must be clamped with the arrow on
the shroud aligned with the number „1‟ indicated position for the
A1 and A5 applications.

PMA Cooling Shroud

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 39
 FUEL SYSTEM V2500 Engine General Familiarization

General

The components on the left hand side of the engine:

• Fuel pump
• Fuel Metering Unit
• Fuel Flow Meter
• Fuel Cooled Oil Cooler
• Fuel Diverter and Return to Tank Valve
• BSBV Actuator
• Fuel Injectors
• VSV Actuators

FUEL FILTER HOUSING

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 40
 LEFT SIDE – A5 (APPROXIMATE LOCATIONS)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 41
 RIGHT SIDE – A5 (APPROXIMATE LOCATIONS)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 42
 FUEL SYSTEM SCHEMATIC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 43
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Pump
General
The fuel pump ensures the fuel system receives fuel at a
determined pressure in order to allow the atomization of fuel in
the combustion chamber.
The combined fuel pump unit consists of low pressure and high
pressure stages that are driven from a common gearbox, output
shaft.
LP Stage
The LP stage is a shrouded, radial flow, centrifugal impeller, with
an axial inducer. It boosts fuel pressure to maintain adequate fuel
flow through FCOC and LP fuel filter and provides fuel to the
inlet of the HP stage pump at a pressure that prevents cavitation.
HP Stage
It is a two gear (spur gear) pump that provides mounting for fuel
metering unit (FMU). It has an integral relief valve. It increases
the fuel pressure to make sure there is adequate fuel flow and
good atomization at all engine operating conditions.
Fuel Pump
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 44
 FUEL PUMP
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 45
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Cooled Oil Cooler (FCOC)

General
The FCOC and LP fuel filter share the same housing.
Also referred to as the fuel/oil heat exchanger, it is a single pass
for the fuel flow and a multi pass for the oil flow.
It transfers heat from the oil system to the fuel system to reduce
the temperature of the engine lubricating oil under normal
conditions. It also prevents fuel icing.
The FCOC provides mount locations for the fuel diverter and
back to tank valve, fuel temperature thermocouple, fuel
differential pressure switch, oil system bypass valve, and the
fuel/oil leak indicator.

FCOC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 46
 FUEL COOLED OIL COOLER (FCOC)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 47
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Metering Unit (FMU)

For fuel control, the FMU provides fuel metering to the
combustion chamber, control of the opening and closing off of
the fuel supply to the combustion chamber, and overspeed
protection.
It is the interface between the EEC and the fuel system. All of
the fuel delivered by the HP fuel pumps, which is more than the
engine requires, is passed through the FMU.
The FMU meters the fuel supply to the fuel spray nozzles under
the control of the EEC.
Excessive HP fuel supplies that are not required, other than that
for actuator control and metered fuel to the combustor, is
returned to the LP system through the spill valve.

FMU
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 48
 FUEL METERING UNIT (FMU)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 49
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Metering Unit (FMU)

Fuel flow to the engine is controlled by the position of the fuel
metering valve (FMV) within the FMU. The EEC commands a
torque motor in the FMU to position the FMV. Resolvers sense
the position of the FMV and send feedback to the EEC.
The FMU also houses the overspeed valve and the pressure
raising and shut off valve. The overspeed valve, under the
control of the EEC, provides overspeed protection for the LP
(N1) and HP (N2) rotors. The pressure raising and shut off valve
provides a means of isolating the fuel supplies to start and stop
the engine and ensures adequate pressure for atomization.
Note: There are no mechanical inputs to, or outputs from the
FMU.

FMU
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 50
 FUEL FLOW TRANSMITTER
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 51
 FUEL DISTRIBUTION MANIFOLD
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 52
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Spray Nozzles (FSN)

Fuel Spray Nozzles (FSN)

The FSNs have the following features:

• Inlet fitting houses fuel filter
• 20 identical fuel spray nozzles
• Transfer tubes for improved fuel leak prevention
• Internal and external heat shields to reduce coking
The fuel spray nozzles are equally spaced around the
circumference of the combustor diffuser casing.
To inject the fuel into the combustion chamber in a form suitable
for combustion by atomizing the fuel, mixing it with HPC
delivery air, and controlling the spray pattern.

Fuel Spray Nozzle Flange & B-Nut Connection

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 53
 FUEL SPRAY NOZZLES
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 54
 FUEL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Diverter and Back to Tank Valve

Together, the fuel diverter and back to tank valve form a single
unit. Command signals of the EEC control the two valves. The
two valves in turn manage the flow of high and low pressure fuel.
This is done to optimize the heat exchange process that takes
place between the fuel and oil.
The fuel diverter valve is a two position valve and is operated by
a dual coil solenoid. The control signals to energize/de-energize
the solenoid come from the EEC.
The back to tank valve is a modulating valve controlled by the
EEC and will divert a proportion of the LP fuel back to the
aircraft tanks. A modulating torque motor is the interface
between the EEC and will direct HP servo fuel to position the
valve.
The valve is fully closed in the fail safe position, which means
that no fuel is returned to the tank.

FOR TRAINING PURPOSES ONLY

542 SEPTEMBER 2009
Introduction - 55
 FUEL COOLED OIL COOLER (FCOC)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 56
 AIR SYSTEM V2500 Engine General Familiarization

General

The air system, controlled by the EEC, is comprised of two air

bleed systems and a variable stator vane (VSV) system. The
three systems are:
• HP compressor air bleeds system on stages 7 and 10
• LP compressor air bleed system located at engine station 2.5
and known as the booster stage bleed valve (BSBV)
• The variable stator vane (VSV) system which controls variable
inlet guide vanes, at the inlet to the HP compressor, and 4 stages
of variable stator vanes on the A1 and 3 stages on the A5 engines.
The three systems are used to improve engine stability and
performance which provide:
• Improved engine starting characteristics
• Surge Recovery - re-stabilizing the engine if surge occurs
• Stable airflow through the compressor at “off design”
conditions
• Smooth, surge free, accelerations and decelerations (transient
conditions)

HP Compressor Air Bleeds

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 57
 AIRFLOW CONTROL SYSTEM SCHEMATIC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 58
 BOOSTER STAGE BLEED VALVE SYSTEM V2500-A5 (BSBV)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 59
 BSBV ACTUATORS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 60
 VSV HARDWARE – A5
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 61
 HANDLING BLEED VALVES V2500 Engine General Familiarization

General
Handling bleed valves are fitted to the HP compressor to improve
engine start and prevent engine surge.
All the bleed valves are spring loaded to the open position and
will always be in the correct position (open) for starting.
The bleed valves are arranged radially around the HP compressor
case. Silencers are used on some bleed valves.
A total of four bleed valves are used, three on stage 7 and one on
stage 10.

Handling Bleed Valves (3 of 4)

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 62
 HANDLING BLEED VALVES V2500 Engine General Familiarization

General
The handling bleed valves are „two position‟ only – fully open or
fully closed. They are operated pneumatically by their respective
solenoid control valve. The solenoid control valves are
scheduled by the EEC as a function of N2 and T2.6 (N2
corrected).
When the handling bleed valves are open, HP compressor air
bleeds into the fan 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.
The EEC will close the remaining valves at the correct time
during acceleration. The handling bleed valves are closed by the
EEC, which energizes the solenoid control valves. Energizing
the solenoid control valve vents the P3 servo air from the opening
chamber of the bleed valve to close the valve.
Valve 7B is only open for engine start and closed before idle is
reached.
During engine deceleration, the opposite operation occurs and the
handling bleed valve opens as required to maintain surge margin.
Handling Bleed Valves Solenoids
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 63
 ENGINE SECONDARY AIR SYSTEMS V2500 Engine General Familiarization

General

The engine secondary air systems are:

• 10th stage make up air system
• Aircraft services bleed system
• Active clearance control (ACC) system
• Air cooled air cooler (ACAC) for the No. 4 bearing cooling and
sealing

Aircraft Services Air Off-takes System

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 64
 ENGINE SECONDARY AIR SYSTEMS V2500 Engine General Familiarization

Active Clearance Control (ACC)

The ACC has the following components:
• Mechanical push-pull rod
• LPT and HPT cooling manifolds
• Hydro-mechanical actuator with LVDT feedback
• Modulating air control valve unit with dual valves
The ACC controls blade tip clearances which improve engine
performance of the HPT and LPT. It directs a controlled flow of
fan bypass air to cool the turbine cases to reduce their thermal
growth. This minimizes the increase in the turbine blade tip
clearances which would occur during the climb and cruise
phases.
The EEC signals the fuel driven actuator which controls the
modulating air control valves based on N2 and altitude. The EEC
receives feedback of the actuator position by an LVDT.

ACC Valve
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 65
 ENGINE SECONDARY AIR SYSTEMS V2500 Engine General Familiarization

Aircraft Services Air Off-takes System

The aircraft services air offtake system provides the following

aircraft systems with engine ducted air supply for:
• Engine cross bleed starting
• Wing leading edge anti icing
• Hydraulic system pressurization
• Cabin pressurization and conditioning
The bleed air offtakes are taken from HPC stage 7 for high power
conditions and HPC stage 10 for low power conditions.
HPC air is taken from the engine and ducted towards the aircraft
services.
The HPC stage 7 offtake has a non return valve (NRV) installed
before the two offtakes (stages 7 and 10) join. The NRV protects
against HPC stage 10 air from reverse flow back into the HPC
stage 7 engine air.
The HPC stage 10 offtake has a control valve called the high
pressure valve (HPV).
After the two offtakes come together as one there is a Pressure
Regulating Valve (PRV). A switch located in the flight deck
controls the PRV.

Aircraft Services Air Off-takes System

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 66
 ENGINE SECONDARY AIR SYSTEMS V2500 Engine General Familiarization

Air Cooled Air Cooler (ACAC)

The ACAC pre-cools the HPC 12th stage air prior to the air being
passed to the No. 4 bearing compartment where it is used to cool
and seal the No. 4 bearing. This cooled HPC12 air is also known
as the buffer air.
The ACAC is a fin and tube type design and uses fan bypass air
as the cooling medium.
The HPC12 stage air enters the ACAC and the heat exchange
process takes place between the fan bypass air and the hot
HPC12 air.
The cooled HPC12 air leaves the ACAC and is distributed to the
No. 4 bearing compartment through three tubes which enter the
diffuser casing at the 12 o‟clock, 3 o‟clock, and 9 o‟clock
positions.
The fan bypass air is ejected overboard to the atmosphere.

ACAC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 67
 AIR COOLED AIR COOLER
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 68
 SHAFT SPEED INDICATING SYSTEM V2500 Engine General Familiarization

General

The speed indicating system provides N1 and N2 shaft speeds.

The N1 and N2 speeds are used for the ECAM display and the
EEC control. The trim balance probe is used for fan balance.
The N1 speed probes provides N1 speed signals. They are
located in the front bearing compartment attached to the No. 2
bearing support.
A trim balance probe is also attached to the No. 2 bearing
support.
The dedicated EEC generator, on the front of the main gearbox,
provides the N2 speed signal.

EEC Alternator (N2 Speed)

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 69
 SHAFT SPEED INDICATING SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 70
 SHAFT SPEED INDICATING SYSTEM V2500 Engine General Familiarization

N1 and N2 Systems
N1 System
The N1 indication is supplied by three pulse probes. The pulse
probes operate by monitoring the passage of a phonic wheel. The
phonic wheel passage across the pulse probe generates an output
signal relative to a percentage of a revolution. For example, the
phonic wheel has 60 teeth, then 60 pulses represent a complete
revolution of the N1 shaft.
N2 System
The N2 indication is supplied by a dual output signal from
channel B of the dedicated generator. One output goes to the
channel B side of the EEC, and the other goes to the engine
vibration monitor unit (EVMU).
Fan Trim Balance
This probe monitors fan unbalance and cannot be used to give N1
speed indication. A datum tooth on the phonic wheel, that is in
line with the number one fan blade, allows the probe to detect the
angular position of fan unbalance. The phonic wheel is part of
the stub shaft assembly. No 2 Bearing Support with
N1 Speed and Trim Balance Probes
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 71
 N1 SYSTEM SPEED PROBES
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 72
 SHAFT SPEED INDICATING SYSTEM V2500 Engine General Familiarization

Speed Probe Harnesses

If a signal failure of N1 occurs, in either channel, a spare N1
probe can be connected.
Remove the hose from the upper ignition unit. This will allow
access to be gained to the terminal connections.
The terminal connectors for the probes are numbered and are in
pairs:
• EEC Channel A speed probe No. 1 is connected to terminals
No. 1 and 2
• EEC Channel B speed probe No. 3 is connected to terminals
No. 5 and 6
• Spare N1 speed probe No. 2 is connected to terminals No. 3 and
4
• The trim balance probe is connected to terminals No. 7 and 8

N1 Speed and Trim Probe Terminals

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 73
 N1 SPEED PROBE TERMINAL BLOCK CHANGEOVER
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 74
 EXHAUST GAS TEMPERATURE (EGT) SYSTEM V2500 Engine General Familiarization

General
The EGT is measured by 4 thermocouples which are located in
the support struts of the turbine exhaust case (engine station 4.9).
The four thermocouples are connected by a harness to a junction
box at the bottom of the turbine exhaust case. The junction box
is connected by a harness to both channels of the EEC. The
materials used for the thermocouples and harnesses are Chromel
(CR) and Alumel (AL).
The EGT is displayed to the flight deck via the ECAM system to
give the flight crew and indication of the engine temperature.
This allows the engines to be operated within the temperature
limitations as advised by IAE.
Make sure that the small and large nuts that secure the EGT leads
to the junction box and thermocouple probes are secured and
torqued per engine manual to prevent EGT fault messages.

EGT Junction Box

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 75
 EGT INDICATING SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 76
 ENGINE PRESSURE RATIO (EPR) SYSTEM V2500 Engine General Familiarization

General
EPR (P4.9/P2) is used to set and control the engine thrust.
The EPR system uses a P2/T2 probe located in the intake cowl, at
approximately 12 o‟clock, to measure P2. It also uses the P4.9
pressure rakes, located in the exhaust duct of the LPT, to measure
P4.9. The EEC uses these two pressures to calculate EPR. EPR
is the ratio of: P4.9 / P2.
Channels A and B of the EEC carry out this operation
independently.
The EEC processes the pressure signals and transmits the actual
EPR value to the ECAM for display on the upper screen on the
flight deck as an engine thrust parameter.

EEC P2 and P5 Pressure Ports

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 77
 ENGINE PRESSURE RATIO (EPR) SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 78
 ENGINE PRESSURE RATIO (EPR) SYSTEM V2500 Engine General Familiarization

P2/T2 Sensor and P4.9 Rake

P2/T2 Sensor
The P2/T2 is a dual purpose probe which measures the total air
temperature and pressure in the inlet air stream. The temperature
and pressure signals are sent to the EEC.
Each channel of the EEC monitors one of the elements. The
pressure signal is sent to a pressure transducer in the EEC.
The sensor is electrically heated to provide anti-ice protection.
Note: The probe anti icing heater uses 115V AC from the aircraft
electrical system.
P4.9 Rake
The P4.9 rakes, located in the turbine exhaust case (TEC) guide
vanes, send a pressure signal down a common manifold to a
transducer in the EEC.

TEC Strut with P4.9 Rake

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 79
 P2/T2 PROBE
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 80
 VIBRATION TRANSDUCER (ACCELEROMETER)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 81
 OIL SYSTEM V2500 Engine General Familiarization

V2500 Simplified Oil System

The oil system provides reliable lubrication, cooling, and

cleaning of all bearings and gears in all operating conditions.
Oil cooling is controlled by a heat management system which
maintains engine oil, IDG oil and fuel temperatures at acceptable
levels.
The engine oil system can be divided into three sections: Pressure
Feed, Scavenge, and Venting
The Pressure Feed system uses the pressure pump to generate oil
flow. The pressure pump moves the oil through the pressure
filter and onto the air cooled oil cooler (ACOC). The oil flows
from the ACOC to the fuel cooled oil cooler (FCOC). From the
FCOC the oil is then distributed to the engine bearings, main
gearbox, and angle gearbox.
The Scavenge system returns the oil that is in the bearing
chambers and gearbox to the oil tank for cooling and re-
circulation. There are six scavenge pumps that are designed to
suck oil out of the bearing compartments and gearboxes. The oil
flows by the magnetic chip detectors, through a scavenge filter,
and then by a master chip detector before it enters the oil tank.
The Venting system is designed to allow the air and oil mix that
develops in the bearing compartments and gearbox to escape to
the deoiler. The No. 4 bearing relies on the build up of air
pressure in the bearing compartment to force the air and oil
through the No. 4 bearing scavenge valve, and then into the
deoiler.
Oil Tank
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 82
 V2500 SIMPLIFIED OIL SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 83
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

High Speed Gearbox

The high speed (HS) gearbox gears and bearings are lubricated
by oil jets that direct the oil onto the gears and splash lubrication
caused by the motion of the gears.
Scavenge oil recovery from the HS gearbox is done with two
scavenge pumps. One pump recovers oil from the left side and
the other from the right side of the HS gearbox. Two scavenge
outlet strainers are positioned internal to the HS gearbox at the
scavenge oil outlet openings of the HS gearbox.
A vent air outlet allows the vent air in the HS gearbox to escape
to the deoiler.

High Speed Gearbox

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 84
 EXTERNAL GEARBOX
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 85
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

Oil Pressure Pump and Filter Assembly

The pressure pump and filter are one assembly.
The pressure pump (gear-type) sends pressurized oil to the
bearing compartments, main gearbox, and angle gearbox.
The pressure filter (125 micron filtration) gives initial filtration of
the oil before it is sent to the bearings and gears.

Oil Pressure Pump and Filter Assembly

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 86
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

Air Cooled Oil Cooler (ACOC)

The ACOC acts as a second cooler for the oil system.
It is a corrugated fin and tube with a double pass design that has
an oil bypass valve.
The ACOC valve is a modulating electro-hydraulically operating
valve. The valve is normally closed when the engine fuel and oil
temperatures are operating within their required temperature
ranges. If the fuel and oil systems experience high temperatures,
the EEC will start to open the ACOC valve to cool the oil.
Note: The oil continuously flows through the ACOC. This is
regardless of whether the valve is open or closed.

ACOC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 87
 AIR COOLED OIL COOLER (ACOC)
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 88
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

Fuel Cooled Oil Cooler (FCOC)

The FCOC, also known as the Fuel / Oil Heat Exchanger, cools
the engine oil and heats the fuel for most conditions..
The FCOC is a single pass fuel flow and a multi pass oil flow
cooler.
It forms an integral unit with the low pressure fuel filter.
A differential pressure relief valve permits oil bypass if oil is
congealed or cooler blocked.

FCOC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 89
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

Scavenge Pump Unit

The scavenge pump unit returns scavenge oil to the tank.
The scavenge pump assembly consists of six gear-type pumps.
The pumps are designed to retrieve the oil from the gearbox,
angle gearbox, deoiler (center bearing compartment), and bearing
chambers and return the oil back to the tank.
Since all the scavenge pumps turn at the same speed ( 22% N2 ),
pump capacity is determined by the gear width of the individual
pumps.

Scavenge Pump Unit

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 90
 SCAVENGE PUMPS UNIT
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 91
 DEOILER
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 92
 NO. 4 BEARING SCAVENGE VALVE
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 93
 SCAVENGE FILTER HOUSING
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 94
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

Magnetic Chip Detector (MCD)

The MCDs are at different locations on and around the high
speed gearbox.

MCD Location
Master Scavenge Oil Filter Housing assembly
on the aft side of oil tank
No. 1, 2, 3 Bearing Inlet Tube to Oil Scavenge Pump (LH
side of AGB)
LH HS Gearbox Rear LH side of HS Gearbox
Angle Gearbox LH side of Angle Gearbox
No. 5 Bearing Inlet Tube to Oil Scavenge Pump (RH
side of AGB)
RH HS Gearbox Rear RH side of HS Gearbox
No. 4 Bearing Deoiler Housing on front right side of
HS Gearbox

Master MCD
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 95
 MAGNETIC CHIP DETECTORS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 96
 MAGNETIC CHIP DETECTORS
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 97
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

DOP Transmitter and LOP Warning Switch

The differential oil pressure (DOP) transmitter measures the oil
pressure differential between pressure oil and scavenge oil.
The low oil pressure (LOP) switch indicates low differential oil
pressure.
The pressure transmitter and low oil pressure switch differential
pressures are sampled from:
• Pressure feed to the No. 4 bearing
• Scavenge oil from the No. 4 bearing

DOP Transmitter and LOP Warning Switch

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 98
 DOP TRANSMITTER AND LOP WARNING SWITCH
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 99
 OIL SYSTEM COMPONENTS V2500 Engine General Familiarization

General

The heat management system provides cooling of the engine oil

and fuel. This must be done while minimizing the fan air offtake.
The three sources of cooling are LP fuel passing to the engine
fuel system, LP fuel returned to the aircraft fuel tank, and fan air.
There are different modes of operation that vary the cooling
capacity of the system. The EEC controls valve operation based
on oil and fuel temperatures to set the different modes.
In normal mode, all of the heat from the engine oil system and
the IDG oil system is absorbed by the LP fuel flows. Some of the
fuel is returned to the aircraft tanks where the heat is absorbed or
dissipated within the tank.
This mode is maintained if the following conditions are satisfied:
• Engine not a high power setting (example: take off and early
part of climb [not below 25,000 ft.])
• Cooling spill fuel temperature less than 100 deg. C
• Fuel temperature at pump inlet less than 54 deg. C

FCOC
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 100
 HEAT MANAGEMENT SYSTEM – GENERAL
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 101
 ENGINE STARTING AND IGNITION SYSTEM

General

The starting system allows the engine to achieve idle power

conditions.
To help achieve idle power conditions, the starting system relies
on a pneumatic starter, pneumatic ducts, starter air control valve,
and a dual ignition system .
The ignition system gives the electrical spark that is required to
ignite the fuel air mix in the combustor. The ignition system is
used for engine starting on ground, in flight, and to prevent a
flame out by providing a continuous spark during engine
operation. Engine start can be done either manually or
automatically. In either method, the EEC has control of the start
sequence up to 50% N2. Above 50% N2 the command for engine
shut down is done from the master lever only.
When the engine starts, an electrical signal is sent to open the
starting air valve. The starting valve opens and admits the air
supply into the starter motor. The starter motor rotates the high
speed external gearbox which rotates the radial drive shaft (tower
shaft) which rotates the HP system (N2).
As the speed of the rotation of the HP system increases, the LP
system starts to rotate. At approximately 60% N2, the engine is
at minimum power conditions (low idle).

Engine Ignition System

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 102
 ENGINE STARTING AND IGNITION SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 103
 ENGINE STARTING AND IGNITION SYSTEM

Starter Air Duct

The engine starting and ignition system allows supply air to the
starter motor.
Air supplies for the pneumatic starter motor can be given by the
aircraft APU, the cross bleed from the other engine if already
running, or the ground starter trolley.
Minimum duct pressure for engine start should be between 30
and 40 psi. All ducting in the system is for high pressure and
high temperature operation.
Gimbal joints (NS) are incorporated to permit movement during
maintenance.
E-type seals located between all mating flanges prevent air
leakage. Vee-band coupling clamps secure mating flanges.

Starter Duct
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 104
 STARTER DUCT INSTALLATION
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 105
 ENGINE STARTING AND IGNITION SYSTEM

Starter Air Control Valve

The starter air control valve is a pneumatically operated solenoid
controlled, shut-off valve. It controls the airflow from the air
ducting to the starter motor. The valve is commanded from the
flight deck through the EEC.
In case of valve malfunction, the starter air valve can be
opened/closed manually with the use of a 0.375 in. square drive.
The valve has a Microswitch position indicator for valve
positional status that displays on the flightdeck

Starter Air Control Valve

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 106
 STARTER AIR CONTROL VALVE
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 107
 ENGINE STARTING AND IGNITION SYSTEM

Pneumatic Starter Motor

The starter is a pneumatically driven turbine unit that accelerates
the HP rotor to the required speed for engine starting. It provides
an initial rotational input to the main gearbox in order to assist
the engine to achieve a stable idle power condition.
When the starter output drive shaft rotational speed increases
above a predetermined rpm, centrifugal force overcomes the
tension of the clutch leaf springs. This allows the pawls to be
pulled clear of the gear hub ratchet teeth to disengage the output
drive shaft from the turbine.
The starter motor gears and bearings are lubricated by an integral
lubrication system.
A quick attach/disconnect adapter (QAD) attaches the starter
motor to the external gearbox. A quick detach Vee clamp
connects the starter motor to the adapter.

Engine Starter
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 108
 ENGINE STARTER INSTALLATION
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 109
 ENGINE IGNITION SYSTEM

General

The ignition system supplies a high energy spark to ignite the

fuel/air mixture in the combustion chamber. Two independent
ignition systems are provided. The system has a ignition relay
box, two ignition exciter boxes, two igniter plugs, and two air
cooled high tension connector leads.
The relay box is located on the right hand side of the engine fan
case and the high energy ignition units (HEIUs) are located on
the right hand side of the core engine. The igniter plugs are
located on the combustion diffuser casing.
The ignition exciters provide approximately 22.26 Kv and the
igniter discharge rate is 1.5/2.5 sparks per second at fuel spray
nozzle positions No. 7 and 8.
The ignition system can operate in various modes including dual
igniter select, single igniter select, and continuous ignition select.
Dual ignition is selected for all in flight starts and manual start
attempts. Single alternate igniter is selected for autostarts.
Continuous ignition is automatically selected during engine anti-
ice, takeoff, approach, landing, and EEC failure. Continuous
ignition may also be selected manually.

Engine Ignition System

FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 110
 IGNITION SYSTEM
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 111
 ENGINE IGNITION SYSTEM

Ignition Relay Box

The ignition relay box is used for connection and the isolation of
the high energy ignition units.
The ignition system uses 115V AC supplied from the AC 115V
normal and standby bus bars to the relay box.
The 115V relays, which are used to connect/isolate the supplies,
are located in the relay box and are controlled by signals from the
EEC.
The same relay box also houses the relay that controls the 115V
AC supplies for P2/T2 probe heating.

Relay Box
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 112
 RELAY BOX
FOR TRAINING PURPOSES ONLY
542 SEPTEMBER 2009
Introduction - 113