A320fam Iae Ata78 Exhaust PDF

A318/A319/A320/A321 (CFM56) / (IAE V2500)
For Category B1/B2
Exhaust
ATA 78
Issue 1: 12 Aug 2016

Revision 1: 1 Apr 2020
Airbus A318/A319/A320/A321 (CFM56) and
Airbus A319/A320/A321 (IAE V2500) ATA 78
(sub-) cat.B1.1/ B2 EXHAUST - IAE V2500 AVIET TRAINING
TRAINING MANUAL

Airbus A319/A320/A321 (IAE V2500) B1.1
(sub-) categories
ATA 78 EXHAUST - IAE V2500
ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES
REVERSER SYSTEM.....................................................................................4 Figure 1. Thrust Reverser stowed / deployed................................................. 5

HYDRAULIC SUPPLY....................................................................................6 Figure 2. Thrust Reverser System Presentation............................................. 7
THRUST REVERSER SYSTEM DESCRIPTION........................................... 8 Figure 3. Reverser System Schematic......................................................... 10
THRUST REVERSER SYSTEM.....................................................................9 Figure 4. Reverser Installation..................................................................... 11
THRUST REVERSER HYDRAULIC SUPPLY.............................................. 12 Figure 5. Reverser Hydraulic Supply............................................................ 13
THRUST REVERSER MANUAL DEPLOYMENT......................................... 12 Figure 6. Thrust Reverser Independent Locking System (Optional|)........... 14
THRUST REVERSER INDEPENDENT LOCKING SYSTEM (OPTIONAL|) 14 Figure 7. T/R Independent Locking System (*O n A/C 116-199)................ 15
REVERSER HYDRAULIC CONTROL UNIT................................................ 16 Figure 8. Hydraulic Control Unit (HCU)........................................................ 17
HYDRAULIC ACTUATION SYS. COMP....................................................... 24 Figure 9. HCU Schematic..............................................................................19
FLEXSHAFT INSTALLATION...................................................................... 24 Figure 10. HCU Deploy Sequence............................................................... 21
THRUST REVERSER MANUAL DEPLOY / STOW.....................................30 Figure 11. HCU Stow Sequence.................................................................. 23
THRUST REVERSER DE-ACTIVATION...................................................... 32 Figure 12. Flexshaft Installation.................................................................... 24
FADEC CFDS REVERSER TEST.................................................................34 Figure 13. Flexible Drive Shafts................................................................... 25
Figure 14. Upper Nonlocking Actuator.......................................................... 27
Figure 15. Lower Locking Actuator............................................................... 29
Figure 16. Thrust Reverser Manual Deploy / Stow.......................................30
Figure 17. Reverser Manual Operation........................................................ 31
Figure 18. Thrust Reverser Deactivation...................................................... 32
Figure 19. T/R Deactivation.......................................................................... 33
Figure 20. FADEC T/R Test (NO FAULT)..................................................... 35
Figure 21. FADEC T/R Test (Fault Detected)............................................... 37
Figure 22. FADEC T/R Test (NOT O.K.)....................................................... 39

THIS PAGE IS INTENTIONALLY LEFT BLANK

REVERSER SYSTEM
Introduction
Description
The thrust reverser comprises a fixed inner and a movable outer (translating)
assembly.
The translating cowl is moved by four hydraulically operated actuators which
are pressurized by the pumps mounted on each engine.
The air is discharged through cascades.
The reverser is controlled through the FADEC system from the cockpit by a
lever hinged to the corresponding throttle control lever.
The thrust reverser system comprises:
- a hydraulic control unit (HCU)

- four actuators with internal lock for lower actuators
- three flexible shafts
- two linear variable differential transformers located on each upper
actuator
- two proximity switches located on each lower actuator
- two thrust reverser cowls comprising a fixed structure and 2
translating sleeves latched together.

CASCADE
STOWED 10 BLOCKER
VANES
4 ACTUATORS. (AROUND THE
DOORS NACELLE)
,10 RODS
2 TRANSLATING
SLEEVES
FAN
DISCHARGE
AIRFLOW
ENGINE CENTERLINE
HINGE
THRUST REVERSER SYSTEM PRESENTATION - REVERSER DESIGN

Figure 1. Thrust Reverser stowed / deployed

HYDRAULIC SUPPLY
The thrust reverser system is hydraulically actuated utilizing the aircraft

hydraulic pressure from the corresponding engine.
The thrust reverser system is isolated from the hydraulic supply by a Shut Off
Valve.
Actuation
Each translating sleeve is operated by two hydraulic actuators.

The actuators receive fluid from the Hydraulic Control Unit (HCU) which is
controlled by the Electronic Engine Control (EEC).
When the deploy sequence is commanded the pressure in the lower
actuators releases the locks as the four actuator pistons move rearward to
deploy the reverser.
The actuators are linked together by a synchronizing system.
Reverser Control
Basically the thrust reverser system is controlled through the EEC from the
two reverser latching levers located on the throttle control levers.
The Hydraulic Control Unit has an isolation valve and a directional valve to
select deploy or stow mode.
The directional valve is operated to deploy only.
For third defence line purposes, the Spoiler Elevator Computers (SECs) have
previously opened the Shut Off Valve and the hydraulic pressure is supplied
to the HCU.
Then, the EIU permits reverser deployment by energization of the inhibition
relay, so the directional valve can be open by the EEC.
To command the thrust reverser, the EEC needs an "aircraft on ground"
signal supplied by the Landing Gear Control and Interface Units (LGCIUs).
Reverser Indicating
The actual state of the thrust reverser is shown on the upper ECAM (REV
indication appears in the middle of the EPR dial).
The signals come from the lock sensor and the LinearVariable Differential
Transducer (LVDT).

THROTTLE
CONTROL
REVERSER LEVER
LATCHING
LEVER
HYDRAULU
CONTROL UNIT LOWER
LOCKING ACTUATOR
Figure 2. Thrust Reverser System Presentation

THRUST REVERSER SYSTEM DESCRIPTION
General
The thrust reverser is actuated in response to signals from the Engine engaged after which the isolation valve solenoid is de-energized and the
Electronic Control (EEC). Selection of either stow or deploy from the cockpit reverser is locked in the forward thrust mode.
generates a signal to the engine EEC which in turn, supplies signals to the
f >
thrust reverser hydraulic control unit. Note: During normal reverser operation the isolation valve remains energized
for a period of five seconds after the LVDTs have registered fully stowed to
Thrust Reverser Deployment ensure full lock engagement and completion of the stow cycle.
Thrust reverser deployment is initiated by rearward movement of the reverser Inadvertent Stowage/Deployment
lever which inputs a signal, via a dual resolver, to the EEC.
The EEC supplies a 28 volt signal to the isolation valve and directional In either case the LVDT sensors would detect a movement the EEC would
control valve solenoids mounted in the HCU. execute auto-restow or auto-redeploy.
The supply of the signal to the directional control valve solenoid is also This occurs when the LVDTs sense uncommanded movement greater than
dependent if aircraft is on ground (weight on wheels) and upon the closure of 10% of actuator full travel.
the aircraft permission switch (T/R inhibition relay) in that line. This switch is When auto-restow is initiated the EEC signals the isolation valve to open.
closed by the Throttle Lever Angle signal via the spoiler/elevator computer Pressure is returned to the system and with the directional control valve in its
and the Engine Interface Unit energization of the isolation valve solenoid and stow position the reverser is returned to its stowed condition.
the directional control valve solenoid allows hydraulic pressure into the Following auto-restow the isolation valve would remain energized for the
system. This event being relayed to the EEC by the pressure switch mounted remainder of the flight.
in the HCU. If the reverser travel exceeds 15% of its travel from the fully stowed position
Pressure in the lower actuators releases the locks and these events are then the EEC will command idle.
signalled to the EEC by the Proximity Switches (lock sensors). As the pistons Following restow, full power is again obtainable.
move rearward to deploy the reverser, the Linear Variable Differential When auto redeploy is initiated to counteract inadvertent stow, the EEC will
Transformer (LVDT) on the upper actuators monitors the movement and command the isolation valve to close and maintain it closed until forward
informs the EEC when the translating sleeve is fully deployed, the Proximity thrust has been reselected. This action will prevent further movement in the
Switches and LVDTs remain active and the isolation valve remains stow direction by virtue of the large aerodynamic loads on the translating
energized. sleeves which will normally be sufficient to deploy the reverser. If the reverser
travel exceeds 22% of its travel from the fully deployed position then the EEC
Thrust Reverser Stowage will command idle power.
Stowage of reverser is initiated by forward movement of the piggyback levers
which signal this intent to the EEC. The signal to the directional control valve
solenoid is then cancelled by the EEC and permission switch, allowing
pressure to remain only in the stow side of the actuators. The pistons then
move forward until stowing is complete and the lower actuator locks are

T/R Components Monitored by CFDS THRUST REVERSER SYSTEM
The following components are monitored by the CFDS: Cascades

HYDRAULIC CONTROL UNIT (HCU)
STOW SWITCH LOWER ACTUATOR R/H There are 16 cascades installed.
STOW SWITCH - LOWER ACTUATOR L/H The cascades are not interchangeable.
LVDT -THRUST REV UPPER ACTUATOR R/H (DEPLOY)
LVDT - THRUST REV UPPER ACTUATOR L/H (DEPLOY)
Thrust Reverser Independent Locking System

Not on all aircrafts,
An independent locking system is designed to isolate the thrust reverser from
the aircraft hydraulic system. This system consists of thrust reverser Shut-Off
Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and
associated plumbing, mounting and electrical supply. The SOV is electrically
actuated from an independent signal from the SEC (Spoiler Elevator
Computer), bypassing the FADEC command circuit.

STATIC
RELAY
SEC 1
CFDIU DMC
SEC 2 (3 )
EPR
MCDU FWC
T/R TEST
LGCIU 1/2
T/R
posrnoN
(WOW) ^ CHANNEL A
MAIN B
LANDING !L
GEARS1&2 ΕΓ 1 T/R
POSITION <
CHANNEL B I LVOI I
X
ACTUATOR
E.E.C. CHANNEL A PROXIMITY
SWITCH
PRESS SW —l
THRUST N2 >50% SUPPLY — l-
SOV F INNER
LEVER HYDRAULIC LATCH
RETURN I LVPT
INHIBITION
TLA Hi. RELAY
AND LEFT
RESOLVERSI PROXIMITY ___ SLEEVE
SWITCH | L_
CHANNEL B DIRECT V .SQL
POTENTIO ISOLATION V SQL
METERS DIRECT V SOL
CHANNEL A
wmsnm ALSQL- INNER'
LATCH
Figure 3. Reverser System Schematic

GRAPHITE
COMPOSITE
CASCADES UPPER ACTUATOR
PRECOOLER
DUCT
ACTUATOR
ACCESS
UPPER TRACK
AND HINGE LH AFT
SUPPORT RING
FITTING
TRANSLATING
COWL
ONE PIECE
INNER
BARREL
STOW LOCKOUT
PIN
STOWAGE
BLOCKER
DOORS
LOWER ACTUATOR
Figure 4. Reverser Installation

THRUST REVERSER HYDRAULIC SUPPLY THRUST REVERSER MANUAL DEPLOYMENT
Thrust Reverser Operation Non Return Valve (By-pass)
The thrust reverser is operated by aircraft hydraulic pressure. During manual deployment the non return valve must be set in the bypass
The reverser hydraulic control unit (HCU) directs hydraulic pressure to the position to allow the hydraulic from the actuators to go back to return.
actuators. Access to the non return valve is gained by removing the pylon access panel
The EEC controls the HCU and the reverser operation. on the left hand side.

N ATU RAL BYPASS ALLOWING
RESERVOIR
Figure 5. Reverser Hydraulic Supply

THRUST REVERSER INDEPENDENT LOCKING SYSTEM (OPTIONAL)
General
An independent locking system is designed to isolate the thrust reverser from

the aircraft hydraulic system. This system consists of thrust reverser Shut-Off
Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and
associated plumbing, mounting and electrical supply. The SOV is electrically
actuated from an independent signal from the SEC (Spoiler Elevator
Computer), bypassing the FADEC command circuit.
Component Location
The SOV and the filter are located under the pylon.
Component Description
Shut-Off Valve
The thrust reverser Shut-Off Valve (SOV) is a 3 port, two position spool
valve.
It is controlled by a solenoid driven 3 port, two position normally open pilot
valve. Electrical power is supplied to-the SOV through the fan electrical
feeder box.
Filter and Clogging Indicator
It is used to filter the fluid from the aircraft hydraulic system. The filter is a
flow-through cartridge-type filter. The clogging indicator monitors the
pressure loss through the filter cartridge and has a pop-out indicator to signal
when it is necessary to replace the filter element. Two spring-loaded
magnetic pistons keep the pop out indicator in retracted position. The lower
magnetic piston monitors the differential between the filtered and unfiltered
fluid pressure across the filter element. As the differential pressure increases,
the piston compresses its spring and moves away from the upper magnetic
piston. At a preset displacement of approximately 2 mm, the upper magnetic
piston spring overcomes the magnetic force and drives the pop-out indicator
from its retracted position. The filter assembly contains a check valve to Figure 6. Thrust Reverser Independent Locking System (Optional|)
permit the removal of the canister and the change of the filter element with a
minimum of spillage.

Figure 7. T/R Independent Locking System

REVERSER HYDRAULIC CONTROL UNIT
Reverser Hydraulic Control Unit (HCU)
General
The hydraulic control unit controls hydraulic fluid flow to the thrust reverser actuators through the directional control valve to initiate deployment of
actuators. translating sleeve.
Control and feedback signals are exchanged with the EEC.
The HCU is mounted on the pylon over the engine centerline, just forward of Pressure Switch
the C-duct and is accessible from the left side.
The hydraulic control unit includes the following items: The pressure switch provides signals to the EEC to indicate when there is
hydraulic pressure downstream of the isolation valve. The pressure switch is
isolation solenoid valve solenoid, closed at pressure between 798 and 1450 psi and is opened at a minimum
isolation valve, pressure of 798 psi.
- directional control valve solenoid,
- directional control valve, Filter and Clogging Indicator
pressure switch,
- filter and clogging indicator (pop out). The hydraulic control unit filter is used to filter the fluid supply from the
aircraft hydraulic system. The filter is a flow through cartridge type filter. The
Isolation Valve clogging indicator monitors pressure loss through the filter cartridge and
features a pop- out indicator to signal when it is necessary to replace the filter
The solenoid operated isolation valve isolates the thrust reverser actuation element.
systems from the remaining hydraulic network on the engine. The isolation
valve solenoid is a dual coil valve solenoid connected to both channels of the Manual Lockout Lever
EEC.
The isolation valve is in the closed position while the thrust reverser is in the With the manual lockout lever it is possible to shut the hydraulic supply to the
stowed position. Upon actuation of the thrust reverser system, the isolation reverser by closing the isolation valve in the HCU. The lever can be secured
valve solenoid is energized and the isolation valve is opened. in the lockout position with a pin.(this is also a part of blocking the reverser.)
This must always be done when working on the reverser system!
Directional Control Valve
The solenoid operated directional control valve directs high pressure

hydraulic fluid to the correct end(s) of the actuators to either stow or deploy
the translating sleeve. The directional control valve solenoid is a dual wound
solenoid connected to both channels of the EEC. The directional control
valve solenoid is energized when the deploy command is given and provides
hydraulic fluid at hydraulic pump supply pressure to both ends of the

Isolation valve
Figure 8. Hydraulic Control Unit (HCU)

HCU in Forward Thrust Position
In the initial stowed position with the reverse stow control selected in the
cockpit, the hydraulic pressure is applied to the input of the HCU. All reverser
hydraulic systems are pressurized at the return pressure as long as the
aircraft is in flight and no signal is sent to open the isolation valve solenoid.

k0N A/C 116-199,

SHUT-OFF VALVE
STOW SPEED
RESTRICTOR
DEPLOY
NON RETURN VALVE ( MANUAL OPERATED) TO

OTHER
ACTUATORS
ACTUATOR
LOWER ACTUATORS
INTERNAL LATCH
ENGAGED
FORWARD THRUST CONFIGURATION ACTUATORS STOWED.
Figure 9. HCU Schematic

HCU Deploy Sequence Description
1. When reverse thrust is selected in the cockpit, the EEC ensures that
deployment is permitted. In that case, the electrical power (28VDC) is
sent to the isolation valve solenoid and to the directional valve
solenoid.
2. When the isolation valve is opened and the directional control valve
solenoid is energized, hydraulic pressure (3000 psi) moves the
directional control valve to supply hydraulic pressure to the head end
of the actuator to unlock the actuators, and then extending the
actuators.
3. As soon as both lock sensors indicate unlocked for more than 0.2
seconds (indicating that translating sleeves are "unlocked sleeves"
signal is sent by these sensors to the EEC. In the cockpit an amber
REV indication is displayed in the middle of the EPR dial or the ECAM
display unit.
4. Each translating sleeve arriving at 95 percent of its travel is slowed
down until completely deployed through hydraulic actuator inner
restriction. This event is indicated to EEC when both Linear variable
Differential Transformers (LVTD) detect this position. REV indication
changes to green.
Note: When the thrust reverser is in the deployed position, the isolation valve
remains energized to maintain the hydraulic pressure in the actuators to pre
vent vibration. If an uncommanded stow movement is detected, the EEC will
de-energize the isolation valve. This will lead to a thrust reverser redeploy
due to aerodynamical forces on the blocker doors.

DIRECTION
ISOLATION CONTROL
S.V. PRESSURE SOLENOID
SWITCH BLEED VALVE
FILTER AND — ._ — ......... B H B B B B E fflH B

CLOGGING
INDICATOR
STOW SPEED
RESTRICTOR
SUPPLY LINE
STOW DEPLOY
ISOLATION
RETURN LINE VALVE
DIRECTION
CONTROL DEPLOY SPEED
VALVE DESTRICTOR
j__ MANUAL
TO
INHIBIT
OTHER
w =+-
LOCK
TO
ACTUATORS OTHER
SENSOR
ACTUATORS
ACTUATOR
SUPPLY
cmreturn DEPLOY
LVDT
Figure 10. HCU Deploy Sequence

HCU Stow Sequence Description
1. When translating sleeves stowing is selected, the EEC ensures that

stowing is permitted. In that case the EEC de-energizes the
directional valve solenoid. When one translating sleeve is less than
95% deployed, REV indication changes to amber.
2. Hydraulic pressure is supplied to the rod end of the actuator, the head
is connected to return. A flow limiter controls hydraulic actuator piston
retraction speed.
3. When both translating sleeves are at 0% from their stowed position,
they set the proximity switches (lock sensor) which send the "stowed
sleeves" information to the EEC. The REV indication disappears.
4. The actuators move until stowing is complete and the lower actuator
locks are engaged after which the isolation valve solenoid is de
energized and the re-verser is locked in the forward thrust mode
position.

, DIRECTION
ISOLATION I»· CONTROL
S.V. PRESSURE SOLENOID
SWITCH BLEED VALVE
FILTER AND
CLOGGING
INDICATOR
STOW SPEED
RESTRICTOR
SUPPLY LINE
STOW DEPLOY
'
ISOLATION
RETURN LINE VALVE
DIRECTION
CONTROL OEPLOY SPEED
VALVE DESTRICTOR
TO
OTHER TO
ACTUATORS LOCK b i OTHER
SENSOR 1 { ;
ACTUATOR
SUPPLY STOW
RETURN LVDT
Figure 11. HCU Stow Sequence

HYDRAULIC ACTUATION SYS. COMP. FLEXSHAFT INSTALLATION
Hydraulic Actuators Synchronization System
The actuator base is attached to a torque ring and the end of the piston is Flexible Shafts.Three flexible shafts connect the four actuators together to
attached to the translating sleeve. As hydraulic pressure builds up in the synchronize the speed with which the actuators operate and the T/R sleeves
actuator, the piston extends. This moves the translating sleeve aft to the on each side of the engine.
deploy position. This synchronization keeps the top and bottom of the sleeve travelling at the
In the retract mode, the piston retracts which moves the translating back to same rate so the sleeve will not tilt and jam. The synchronization also keeps
the stow position. the two translating sleeves moving together so reverse pressure in the
The Upper actuators (2) have internal LVDT. secondary airflow is equal on both sides of the engine.
The Lower actuators (2) have a manual unlocking handle and proximity The flexible shafts are installed inside the extend (deploy) hydraulic hoses.
switches. The shaft engages a worm gear at the base of the actuator that translates the
turning action of the actuator piston as it moves out or in.
A cross-over shaft connects the two upper actuators.
Another shaft connects the upper and lower actuators on each side.

T PIECE HOUSING
SLEEVE FLEXIBLE GUIDE TUBE
FLEXIBLE
DRIVE SHAFT
(TOP)
GUIDE TUBE
FLEXIBLE
DRIVE SHAFT
(SIDE)
LOCKNUT
O RING SEAL
FIGURE ZA END FITTING
Figure 13. Flexible Drive Shafts
Hydraulic Actuators Description
Four actuators are used for each thrust reverser, two actuators are used for
each translating cowl.
- the lower actuators incorporate an integral lock mechanism which

holds the piston in the fully stowed position.
- the upper actuators incorporate an integral Linear Variable Directional
Transformer (LVDT) to indicate piston position, and thus translating
cowl position, to the EEC.
All actuators use hydraulic snubbing at the end of the deploy stroke to slow
down the actuators over the final part of the deploy stroke. All actuators also
incorporate the necessary deploy stroke mechanical stops.
Upper Nonlocking Actuator
The two upper actuators are identical and in conjunction with the two lower
locking actuators, control movement of the fan reverser translating elements
in response to hydraulic inputs from the HCU.

EYE END
MOUNTING GIMBAL ADJUSTABLE EYE END
FLOW CONTROL SEALS

UNION (Stow) VALVE
SPLIT GUIDE
BEARING
ADAPTER
(Deploy)
PIVOT
SCRAPER
THRUST NEEDLE N ROD GUIDE
BEARING \ PISTON
WORMWHEEL JACKHEAD ASSEMBLY
SCREWSHAFT
UNION (Stow) PISTON
MOUNTING BUSH BALL
CLUTCH SHAFT GIMBAL
JACKHEAD ASSEMBLY
SCREWSHAFT
WORMSHAFT
LOCKNUT ADAPTER (Deploy) CLUTCH SHAFT

END CAP END CAP
LVDT
Figure 14. Upper Nonlocking Actuator

Lower Locking Actuators
The two lower looking actuators are identical and in conjunction with the two
upper actuators, control movement of the fan reverser translating elements in
response to hydraulic inputs from the hydraulic control unit (HCU).
The actuators incorporate an integral lock mechanism to hold the piston rod
when the actuator is in the fully stowed position.
The lock releases on rising hydraulic pressure when deploy is commanded
via the HCU. The lock mechanism incorporates a manual release facility and
proximity switch for electrical lock position feedback to the EEC.

MOUNTING
GIMBAL
ADAPTER
(Deploy)
ADJUSTABLE EYE-END
EYE END
DIRECTIONAL FLOW
CONTROL VALVE
SPLIT GUIDE
BEARING
RINGS
UNION UNLOCK LEVER SEAL
(Stow) SCRAPER
PIVOT
\ ROD GUIDE
PROXIMITY UNLOCK
SWITCH SLEEVE PISTON
THRUST JACKHEAD ASSEMBLY
NEEDLE
BEARING SCREWSHAFT
PISTON
UNION
(Stow) JACKHEAD ASSEMBLY
NUT
MOUNTING BUSH
END CAP GIMBAL
TINELOCK
LOCKNUT
SCREWSHAFT WORMSHAFT
WORMWHEEL
ADAPTER (Deploy)
Figure 15. Lower Locking Actuator

THRUST REVERSER MANUAL DEPLOY / STOW
Manual Deploy/Stow
The thrust reverser may be deployed/stowed manually for maintenance -

troubleshooting operations.
The procedure is summarised below, the full procedure, warnings and
cautions may be found in the MM ATA 78-30.
- open and tag the CB's listed in the MM.

- open the L. and R. hand fan cowls.
move the thrust reverser hydraulic control unit de-activation lever to
the de- activated position and insert the lockout pin.
- disengage the locks on the two locking actuators. Insert pins to
ensure locks remain disengaged.
position the non return valve in the bypass position (deploy only-not
necessary for stow operation).
insert 3/8 inch square drive speed brace into external socket, push tb
engage drive and rotate speed brace to extend/retract translating
cowl as required.
Note: do not exceed max, indicated torque loading.
Figure 16. Thrust Reverser Manual Deploy / Stow

TO IIYIWAUUC
RFSERVOm
FROM MCU !=£>
LOCKING ACTUATOR
VIEW ON A
TARGET PLATE
NON RETURN VALVE
PROXIMITY SWITCH
LOCK LEVER
VIEW ON A
i
m
---------
MAX TORQUE
275 IN LBS
o DEPLOY
LOCKPIN
Cm)
o\ STOW
350 IN LBS
TORQUE RING FAIRING
(With fan cowl door open)
\ MAX TORQUE
LOCK POSITION w \
UNLOCK POSITION PUSH TO ENGAGE MANUAL DRIVE
Figure 17. Reverser Manual Operation

THRUST REVERSER DE-ACTIVATION Translating cowl

(stowed)
De-activation
The procedure is summarised below, the full procedure is described in the

AMM 78-30-00 P.407.
if the thrust reverser is deployed, it has to be stowed manually,

install the lock out pin in the de-activation lever of the hydraulic
control unit.
remove the translating cowl de-activation pins (2) from their stowage
and insert them in the de-activation position.
T / R Lockout pin installation
Note: When fully inserted in the de-activation position the pins will protude
approx. 0.8" to provide visual indication of "lock out".____________________ Cascades Lockout pin
THRUST REVERSER IN STOW LOCKOUT MODE
PIN STOWAGE
Figure 18. Thrust Reverser Deactivation

^sassHS® LOCK PIN

STORAGE
μ » (?(co (jDGagfUisjimiP)!) HOLE
LOCKOUT
HOLE
LOCK PIN
LOCK PIN
TYPICAL FOR LOCKOUT
BOTH C-DUCTS LOCK PIN STORAGE LEVER
POSITION
HYDRAULIC PIN STORAGE
CONTROL UNIT BRACKET UNLOCK LEVER
POSITION
Figure 19. T/R Deactivation

FADEC CFDS REVERSER TEST
Reverser Testing via MCDU
Via MCDU it is possible to operate the reverser on ground with engines OFF
to make sure the system operation is o.k.
For the TEST refer to:
MM Task 78-31-00-710-41 Operational Test of the Thrust Reverser System
with the CFDS.
Description
For the test hydraulic power must be switched on depending which reverser
system will be tested. (Green ENG 1, Yellow END 2).
All the test steps are written on the MCDU. If the test is active the REV
UNSTOW warning appears on the engine warning display.
Movement of the throttle into the reverse idle position will deploy the
reverser. Returning the throttle to the FWD idle position will restow the
reverser. During the test also the REV indication in the EPR indicator must
be checked.
The actual position of the T/R is also indicated on the MCDU.
Caution: Make sure the travel ranges of the thrust reversers are clear.
For safety reasons the Test time duration is limited to 60 sec.

I m o VE THRUSTLEVER TO REV, w ill'll· 15 OTC.l

I heverserx u n lo c ked
' “ 7 .
0 0
FAD EC X
Γ REVE R SE R TEST
DOOR/OXY ΟΧΥ 1850 PSI 0 ]
CZ3
0
01
Cm
TEST PREPARATION
REPA RE ArC SYSTEM S I
FO R T/R OPERATION
Μ 0 0
□ α\ a ENSU RE NO PE R S O N N EL IN
VICINITY OF ENGINE
Cm
CABIN
0
C 3
0
0 PR ESS TO START TES T >

CARGO
0 RETURN 0
5 r
i r f a d Bc x
c REVE R SE R T ES T
0
cm»
WARNING- T E S T ACTIVE 0
cm
CAUTION- T/R M O VES BASED ON
CABIN ■ ( 0
cm TLA POSITION
0
cm
\ / TEST SEQUENCE
0
cm
0
Φ _ c-"W - MOVE T LA
-----------FADfC X--------- 0
cm
0
cm
3 LJ R E V ERSER TES T
■ T/R POSITION: D EPLO YE O 0
!=f 1 • 0 WARNING: T ES T ACTIVE L it) 0
cm ra
S
i5 CFDS I rr) 0
a
CAUTION: T/R M OVES BASED ON
T L A POSITION
C3
0)
’ 1
0 0
ry
m
Ι- Ί
__ ____ ; -1 go T E S T SEQUENCE:
T/R POSITION STOW ED
0
cm
| A FT E R TEST ACTIVATION 0
O 3 0 0 B B if? 0 M O VE T LA W QHIN 15 SEC Cm
rnDESJESOi^ B C O M P L E T E C Y C L E IN 60 SEC 0
iramjDBBaa « RETUR N PR ESS TO STAR T TES T
toCDlBEBaB
©©©□□0130
©©©QBBtaa
©©©□□E3I00
e G © © 000fflR «
·
FADEC X
γαογ.Γ Τ REVE R SE R TES T
S YS II-.M I t- 5 1 0 WARMING. TEST ACTIVE 0
cm
D
a
D 0
* 1 0
CAUTION: T/Tt M OVES BASED ON
0 I AIIEC X
TLA POSITION
01 tm REVERSER TEST
0
Ctz.1
cr/ u iR C sr i » ir s i
r—p 0
cm
TEST SEQUENCE 0
a
m T/R TEST C LO S E UP
0
L=J
<M1- V · l l $ M ·
<i ονI ton re sr

f ·- S *
0
cm 0 - MOVE TLA 0 0 ONE DEPt.OY/STOW C V C l E 0
----- 1
01
irza
f« )
cm» 0 - T/R POSITION: STOW | 0
IS C O M PLETED
0
cm cm ■ NO FAULTS D E T E C IE D
0 f 5 1 Λ Π Τ Β Μ V A L V r TP * T 0
0 RETURN 0 0
cm
0
<=
0 r. n r t «i o n 0 0 PR ESS TO R E STAR T TEST > 0
r^ = l
: RETURN
0 0
Figure 20. FADEC T/R Test (NO FAULT)


t a
Β
|
B
ca
B
C=3
B
B
Θ
S
b
ΪΕ3
a
ra
FAD EC *
OFIOUND SCANNING rG:Ot
GD OATE:JAN 15 A C :. F-WWIS
B
C=J
θ
ca
B
ΐ----3
DATE U TC ATA CELL
B JAM IS 13:24 716100 56 B
Θ
raa .ΙΛΝ15 1 3 :2 9 OIWOOO 54 B
f '"‘3
S
o
JAN15 13:27 000000 53
C3
TAKE FAULT MESSAGE AND REFER TO

TSM
Figure 21. FADEC T/R Test (Fault Detected)

FADEC T/R Test (NOT O.K.)
For safety reasons the time for the test is limited.

/ \
Note: If the Test procedure is not performed within 15 seconds (moving the
Throttle Lever to reverse) the test will be interrupted and a new Test must be
initiated.
The duration of the complete T/R operational Test (opening & closing) is lim
ite d to 60 seconds. j
Note: If this time is exceeded the test will be interrupted and a new Test must
be initiated.

r
FAD EC X
REVERSER TEST
a gg
TEST INTERRUPTED
a NO TLA MOVEMENTS jjj
a WITHIN 15 SEC
(X I OR tH
«=3 C YC LE NOT C O M PLE
go TED WITHIN 60 SEC (X
i--Π
a PRESS TO RESTART TEST > tlD
tTTJ
a
- .
/
FAbEC X
REVERSER TEST
(XI g
c~=i TIR TEST C LO S E UP
(X) CAUTION ENSURE TIR IS IX)
c=^
a^3 STOWED AT THE END OF Q*J
r~ T/R TEST I' Γ3
Θ a
C=3
a PRESS TO RESTART TEST > IX
t----1 C3
< RETURN IX
a
v_________ I__ _______
NO THRUST LEVER MOVEMENT TO REV. WITHIN THE TIME LIMIT
Figure 22. FADEC T/R Test (NOT O.K.)


© AVIET All rights reserved. Confidential and
proprietary document.
This document and all information contained herein is the sole
property of AVIET. No intellectual property rights are granted
by the delivery of this document or the disclosure of its
content. This document shall not be reproduced or
disclosed to a third party without the express written consent
of AVIET. This document and its content shall not be used for
any purpose other than that for which it is supplied.
The statements made herein do not constitute an offer. They
are based on the mentioned assumptions and are expressed
in good faith. Where the supporting grounds for these
statements are not shown, AVIET will be pleased to explain
the basis thereof.
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A318/A319/A320/A321 (CFM56) / (IAE V2500)

For Category B1/B2

Issue 1: 12 Aug 2016

Airbus A318/A319/A320/A321 (CFM56) and

ATA 78 EXHAUST - IAE V2500

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 1

TABLE OF CONTENTS TABLE OF FIGURES

REVERSER SYSTEM.....................................................................................4 Figure 1. Thrust Reverser stowed / deployed................................................. 5

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 2

THIS PAGE IS INTENTIONALLY LEFT BLANK

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 3

- a hydraulic control unit (HCU)

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 4

THRUST REVERSER SYSTEM PRESENTATION - REVERSER DESIGN

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 5

The thrust reverser system is hydraulically actuated utilizing the aircraft

Each translating sleeve is operated by two hydraulic actuators.

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 6

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 7

THRUST REVERSER SYSTEM DESCRIPTION

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 8

T/R Components Monitored by CFDS THRUST REVERSER SYSTEM

The following components are monitored by the CFDS: Cascades

Thrust Reverser Independent Locking System

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 9

Figure 3. Reverser System Schematic

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 10

Figure 4. Reverser Installation

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 11

THRUST REVERSER HYDRAULIC SUPPLY THRUST REVERSER MANUAL DEPLOYMENT

Thrust Reverser Operation Non Return Valve (By-pass)

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 12

N ATU RAL BYPASS ALLOWING

Figure 5. Reverser Hydraulic Supply

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 13

THRUST REVERSER INDEPENDENT LOCKING SYSTEM (OPTIONAL)

An independent locking system is designed to isolate the thrust reverser from

Filter and Clogging Indicator

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 14

Figure 7. T/R Independent Locking System

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 15

REVERSER HYDRAULIC CONTROL UNIT

Reverser Hydraulic Control Unit (HCU)

The solenoid operated directional control valve directs high pressure

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 16

Figure 8. Hydraulic Control Unit (HCU)

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 17

HCU in Forward Thrust Position

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 18

k0N A/C 116-199,

NON RETURN VALVE ( MANUAL OPERATED) TO

FORWARD THRUST CONFIGURATION ACTUATORS STOWED.

Figure 9. HCU Schematic

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 19

HCU Deploy Sequence Description

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 20

FILTER AND — ._ — ......... B H B B B B E fflH B

Figure 10. HCU Deploy Sequence

HCU Stow Sequence Description

1. When translating sleeves stowing is selected, the EEC ensures that

ISSUE 1, 12 Aug 2016 FOR TRAINING PURPOSES ONLY Page 22

Figure 11. HCU Stow Sequence

HYDRAULIC ACTUATION SYS. COMP. FLEXSHAFT INSTALLATION