V2500 LINE AND BASE MAINTENANCE

Engine Overview

CHAPTER 1
ENGINE OVERVIEW

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Engine Overview

OBJECTIVES

1. Describe V2500 common design features.

2. Recognize basic engine specifications.
3. Locate engine features shown below.
• Stations
• Stages
• Flanges
• Borescope ports

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Engine Overview

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Engine Overview

INTRODUCTION

On March 11, 1983, the world’s leading aerospace manufacturers Each of the shareholder companies was given the responsibility for
signed a 30-year collaboration agreement to produce an engine for developing and delivering one of the five engine modules, as
the single-aisle aircraft market with the best proven technology follows:
each could provide. The organizations were:
• Rolls Royce (RR) – High Pressure Compressor
• Rolls Royce (RR) – United Kingdom
• Pratt and Whitney (P&W) – Combustion chamber and High
• Pratt & Whitney (P&W) – USA Pressure Turbine
• Japanese Aero Engines Corporation (JAEC) • Japanese Aero Engine Corporation (JAEC) – Fan and Low
Pressure Compressor
• Motoren Turbinen Union (MTU) – Germany
• Motoren Turbinen Union (MTU) – Low Pressure Turbine
• Fiat Aviazione – Italy.
• Fiat Aviazione – Main Gearbox.
In December of the same year, the collaboration was incorporated
in Zurich, Switzerland as International Aero Engines AG (IAE), a The senior partners, Rolls Royce and Pratt & Whitney, assemble
management company established to direct the entire program for the engines at their respective plants in Dahlewitz, Germany, and
the shareholders. Middletown, Connecticut, USA. The engines assembled by RR
have even serial numbers, while those by P&W have odd serial
The headquarters for IAE was set up in East Hartford, Connecticut, numbers.
USA, and the V2500 turbofan engine to power the 120- to 180-seat
aircraft was launched on January 1, 1984.

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Engine Overview

V2500 ENGINE MODULE DEVELOPERS

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INTRODUCTION (Cont.)

IAE coordinates engine manufacture and assembly and is

responsible for the sales, marketing, and in-service support of the
V2500.

NOTE

RR developed and introduced the wide chord fan to the V2500

engine family.

Fiat Avaizione has since withdrawn as a risk-sharing partner, but

still remains a primary supplier. RR now has responsibility for all
external gearbox related activity.

RR has since withdrawn as a risk-sharing partner. P&W Aero

Engines International (PWAEI) was formed to replace Rolls Royce’s
share in IAE. RR will remain as a strategic supplier providing the
manufacture of HPC, fan blades, and final assembly of 50 percent
of V2500 engines.

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THE V2500 ENGINE

The V2500 is a twin spool, axial flow, high-bypass-ratio turbofan

engine.

The engine incorporates several technological features, including:

• Full Authority Digital Electronic Engine Control (FADEC)

system
• wide chord fan blades
• single crystal High Pressure Turbine (HPT) blades
• powdered metal HPT disks
• two-piece, annular combustion chamber with segmental
ceramic coated liners.

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V2500 ENGINE

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V2500 ENGINE/AIRFRAME APPLICATIONS

Naming Convention
The V2500 engine has been designated the “V” because the
International Aero Engines (IAE) was originally a five-nation
consortium. V is the Roman numeral for five. Designation Specification

The 2500 designation indicates the first engine type to be released

into production, rated at 25,000 lb. of thrust. All engines are V International Aero Engines (IAE)
identified as part of the V2500 family by the characters “V25.”

The next two figures indicate the engine’s rated sea level takeoff
thrust. V2500 Generic name

The alpha character denotes the aircraft manufacturer: “A” is for

Airbus Industries and “D” is for Boeing McDonnell Douglas.
V2500-A1 25,000 lb. of thrust, built for Airbus A320 only
The last figure represents the mechanical standard of the engine.
For example, “V2527-A5” is a V2500 engine with a sea-level takeoff
thrust of 27,000 lb., built for Airbus Industries, with a mechanical
standard of 5. V2527-A5 27,000 lb. of thrust, built for Airbus A320 aircraft

The only engine exempt from a two-digit thrust identifier is the

current A1 engine, which is certified to 25,000 lb. There is only one
28,000 lb. of thrust, built for McDonnell Douglas
standard of this engine rating and it is utilized on the Airbus 320. V2528-D5
(Boeing)

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ENGINE/AIRFRAME APPLICATIONS

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ENGINE STATIONS

Engine stations identify significant locations in the gaspath, often

marking sensors that gather information for pressure or temperature. Station Location
The FADEC system uses pressure and temperature signals from the
sensors to control the various systems for satisfactory engine 1 Intake/engine inlet interface
operation.
2 Fan inlet
The sampling areas are identified as stations and are common to all
variants of the V2500 engine. Low Pressure Compressor (LPC) Outer
2.5
Guide Vane (OGV) exit

3 High Pressure Compressor (HPC) exit

4 Combustor exit

4.5 High Pressure Turbine (HPT) exit

4.9 Low Pressure Turbine (LPT) exit

12.5 Fan exit/C-duct bypass air

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ENGINE STATIONS

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ENGINE STAGE NUMBERING

Compressor location and turbine stage numbering are shown in the

chart. Stages Compressor Location

1 Fan

1.5
LPC booster
2

2.3 LPC booster (A5 only)

2.5 LPC booster

3–12 HPC (10 stages)

Stages Turbine Location

1–2 HPT (2 stages)

3–7 LPT (5 stages)

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ENGINE STAGES

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FLANGES Flange Component

Flanges are locations where major sections of the engine casing FA Intake cowl attachment
are bolted together or where external engine components are FA1
mounted.
FB
Flanges are designated by letter. See the chart for specific flange FC External component attachment
information. FD
FE
FG V-ring groove

FH Intermediate case to HPC front case

FJ HPC front case to HPC rear case

FK HPC rear case to diffuser case

FM Diffuser case to HPT case
FN HPT case to LPT case

FP LPT case to turbine exhaust case

FR & FS Rear mount attachment

FT Common exhaust nozzle assembly attachment

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FLANGES

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BORESCOPE ACCESS PORTS AND PLUGS

Borescope plugs and access ports for the compressors, combustor

and turbines are found on both sides of the core engine. Port LPC Stage View
LPC inlet 1.5F
Low Pressure Compressor

V2500-A1 Engine
Port between FEGV clusters (5:00) 2R and 2.3F
Borescope access is only possible for stages 1.5 and 2.5 through
the LPC inlet and 2.5 bleed duct opening, respectively. There are no
access features to remove. Guide tubes and fiberscopes are used 2.5 bleed duct 2.5R
for inspection.

V2500-A5 Engine

Borescope access to the LPC is the same as the A1 model. In

addition, one access port requires removal of two Fan Exit Guide
Vane (FEGV) clusters at approximately 5:00. This gives access to
the trailing edge of the Stage 2 rotor blade and the leading edge of
the Stage 2.3 rotor blade.

See the table for more information. Note that F and R denote the
Front and Rear of a particular stage.

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LPC/BOOSTER BORESCOPE ACCESS

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BORESCOPE ACCESS PORTS AND PLUGS (Cont.)

High Pressure Compressor

Port HPC Stage View
V2500-A5 Engine
A 3F
Seven borescope access ports are available for the HPC. Three
additional access ports are located approximately 120° around Port B 3R and 4F
B position, but are specifically for module tooling purposes.
C 5R and 6F
See the table for more information. Note that F and R denote the
Front and Rear of a particular stage.
D 7R and 8F
NOTE
E 8R and 9F
During the removal of the borescope ports, the old jointing
compound must be cleaned off.
F 9R and 10F
Before installation of the borescope plugs, use jointing compound
per the Aircraft Maintenance Manual (AMM) specification. Do not G 11R and 12F
allow excessive jointing compound to enter the borescope access
port that leads into the engine.

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HPC BORESCOPE ACCESS – A5 ENGINE

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BORESCOPE ACCESS PORTS AND PLUGS (Cont.)

Combustor/Diffuser Case Assembly NOTE

Borescope access for the combustor is found in eight positions. Six A1 borescope access ports are located near the diffuser case rear
ports are found around the combustion outer case. The igniter plug flange. The ports must not be confused with the five larger locating pins
ports offer two additional access points. that are equally spaced around the forward end of the case.

Combustor HP Turbine
Service Bulletin (SB) 72-0221 introduces a new diffuser case The HPT has a provision for inspection of the leading and trailing edges
assembly for V2500 A1 engines, detailed below. of the blades.
A1 Diffuser Case (Pre SB 72-0221) LP Turbine
Access to inspect the combustion chamber and the HPT Stage 1
The LPT has borescope access ports for the Stage 3 leading edge only.
vanes is by five plugs with gaskets. They are numbered as follows:
• B1 to B4 for the left hand side of the engine
• B5 and the two igniter plug ports for the right hand side of NOTE
the engine.
When installing borescope access plugs to the combustion system and
A1 Diffuser Case (Post SB 72-0221) HPT stages 1 and 2, the threads of the plug bolts must be coated with
Access to inspect the combustion chamber and the HPT Stage 1 an anti-galling compound and anti-seizure compound as recommended
vanes is by six plugs with gaskets. They are numbered as follows: by the AMM.

• B1 to B5 for the left hand side of the engine When installing borescope access plugs to the HPT Stage 2 and LPT
• B6 and the two igniter plug ports for the right hand side of Stage 3, the threads of the plug bolts must be coated with engine oil as
the engine. recommended by the AMM.

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COMBUSTION CHAMBER, HPT, AND LPT BORESCOPE ACCESS PORTS

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Power Plant

CHAPTER 2

POWER PLANT
ATA 71

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OBJECTIVES

1. Describe the purpose of the power plant.

2. Recognize nacelle components.
3. Recognize airframe interface components.
4. Describe the purpose of the Engine Combined Drains System.
5. Recognize engine storage limits and techniques.

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Power Plant

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OVERVIEW

The power plant is an axial flow, high-bypass-ratio turbofan that

includes fan case-mounted angle and main gearboxes. It is
mounted on a pylon that extends below and forward of the wing and
leading edge.

The power plant supplies thrust, pressurized air for the Pneumatic
System, Anti-Ice System, and power for the aircraft electrical and
hydraulic systems.

The power plant includes:

• nacelle
• engine components
• engine/airframe interface
• engine mounts
• Engine Combined Drains System.

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POWER PLANT

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COMPONENTS

Nacelle

The nacelle provides an aerodynamically smooth and protective

enclosure for the engine and its mounted components and
accessories.

The nacelle includes:

• air intake cowl

• left and right fan cowl doors

• left and right thrust reverser C-ducts

• exhaust cone

• Common Nozzle Assembly (CNA).

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NACELLE COMPONENTS

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COMPONENTS (Cont.)

Air Intake Cowl The air intake cowl has the following features:

Purpose: • integral Thermal Anti-Icing (TAI) System

The air intake cowl supplies all the air required by the engine, with • aluminum leading edge
minimum pressure losses and with an even pressure face to the
fan. Nacelle drag is minimized due to the aerodynamically • P2/T2 probe access panel
streamlined design.
• Zone 1 ventilation intake
Location:
• interphone jack
The air intake cowl is bolted to the front of the LPC fan case.
• engine attachment ring with alignment pins to ensure correct
Description: location of the cowl on the fan case

The intake cowl is constructed from hollow inner and outer skins • door locators that automatically align the fan cowl doors to
supported by front and rear bulkheads. Intake cowl weight is ensure good seating
approximately 248 lb (112 kg).
• fan cowl door hold-open device

• strut brackets to provide location for the left and right fan cowl
door hold-open rods.

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AIR INTAKE COWL

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Safety Conditions

THE FAN COWL HOLD-OPEN RODS MUST BE IN THE EXTENDED

POSITION, AND BOTH RODS MUST ALWAYS BE USED TO HOLD THE
COMPONENTS (Cont.) DOORS OPEN.

BE CAREFUL WHEN OPENING THE FAN COWL DOORS IN WINDS OF

Fan Cowl Doors MORE THAN 26 KNOTS (30 MPH). THE DOORS MUST NOT BE OPENED IN
WINDS OF MORE THAN 52 KNOTS (60 MPH).

Purpose: MAKE SURE THE LANDING GEAR GROUND SAFETIES AND WHEEL
CHOCKS ARE IN POSITION.
Two fan cowl doors provide for an aerodynamically smooth exterior
while enclosing the fan case-mounted accessories.
MAKE SURE THE FAN COWL DOORS ARE FULLY LATCHED WHEN
Location: CLOSED.

MAKE SURE THE HOLD-OPEN RODS ARE ENGAGED TO THE ATTACH

The fan cowl doors are located between the intake cowl and the POINT BRACKETS TO PREVENT DAMAGE TO THE COMPOSITE
thrust reverser C-ducts. STRUCTURE.

Description:
Operation:
The doors extend rearward from the inlet cowl and overlap the
Fan cowl doors are manually opened. In the open position, the
leading edge of the C-ducts. Four hinges attach each fan cowl door
doors are supported by two hold-open rods per fan cowl door.
to the aircraft pylon. Strakes are located on the fan cowl doors to
reduce turbulence between the engine and the aircraft fuselage.

Strakes vary in size and part number depending on the aircraft

model. Configurations must comply with the applicable Aircraft
Maintenance Manual (AMM).

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Latches?
Strake?

FAN COWL DOORS

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COMPONENTS

Fan Cowl Doors (Cont.) SB V2500-NAC-71-0259: Warns operators that a hold-open device
creates a visible gap between the fan cowl doors and the Air Inlet
Instances of fan cowl door release during flight can result in Cowl when not latched. Operators must lower and NOT drop the fan
uneventful air turnbacks and fan cowl door loss. cowl doors to prevent possible override of the hold open device.

Service Bulletins (SBs)

Service Information Letter 255 Issue 1 encourages operators to

incorporate the following V2500 SBs.

SB V2500-NAC-71-0227: Advises painting latches in fluorescent

orange for better visibility when fan cowl doors are closed but not
latched.

SB V2500-NAC-71-0235: Advises use of a warning decal on both

left and right fan cowl doors.

SB V2500-NAC-71-0256: Introduces new anti-swivel plates and

weights to the fan cowl door latches to ensure that the latches hang
down when not fully engaged.

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UNLATCHED FAN COWL DOORS

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Safety Conditions

DO NOT EXTEND THE THRUST REVERSER TRANSLATING SLEEVE WITH

THE THRUST REVERSER HALVES FULLY OPEN. DAMAGE TO THE
COMPONENTS (Cont.) TRANSLATING SLEEVE SYNCHRONIZING CABLES AND THE HINGE
ACCESS PANELS COULD OCCUR. CLOSE THE THRUST REVERSER
Thrust Reverser C-Ducts HALVES BEFORE YOU EXTEND THE TRANSLATING SLEEVES. REMOVE
THE HINGE ACCESS PANELS IF THE THRUST REVERSER HALVES WILL
BE OPENED AFTER THE TRANSLATING SLEEVES HAVE BEEN
Purpose: EXTENDED.

DAMAGE TO THE WING LEADING EDGE SLATS WILL OCCUR IF THEY

The thrust reverser C-ducts provide an aerodynamically smooth ARE IN THE EXTENDED POSITION WHEN REMOVING THE C-DUCTS.
exterior, minimizing drag, protecting fan bypass ducting, and
allowing reverse thrust for aircraft deceleration.
They also form the fan air duct between the fan case exit and the
Location: entrance to the CNA.

The C-ducts extend rearward from the fan cowl doors to the The C-ducts house the thrust reverser operating mechanism and
Common Nozzle Assembly (CNA). cascades. They form the outer cowling between the fan cowl doors
and the CNA.
Description:
C-duct door weight is approximately 565 lb (257 kg).
The thrust reverser C-ducts are hinged at four places on the pylon
at the top and secured at the bottom by six latches in five positions,
the last being a double latch that holds the translating cowls
together.

The C-ducts are made up of an inner and outer barrel. The inner
barrel forms the cowling around the engine core. Both the inner and
outer barrel provide a rigid structure for the fan case and core
engine.

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THRUST REVERSER C-DUCTS

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Safety Conditions

BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE THRUST

REVERSER C-DUCTS IN THE OPEN POSITION. SERIOUS INJURY TO
COMPONENTS (Cont.) PERSONNEL WORKING UNDER THE THRUST REVERSER C-DUCTS CAN
OCCUR IF THEY ARE SUDDENLY RELEASED.
Thrust Reverser Doors Opening Mechanism
THIS PROCEDURE MUST BE DONE CAREFULLY. FAILURE TO OBEY THE
INSTRUCTIONS IN THIS PROCEDURE CAN CAUSE THE THRUST REVERSER
Purpose: HALF TO CLOSE FAST AND CAUSE INJURY TO PERSONS BETWEEN THE
THRUST REVERSER HALF AND THE ENGINE.
The opening mechanism allows access to the core for maintenance
while the engine is installed on the aircraft. THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE
DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
Description: REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
The thrust reverser opening mechanism consists of an opening PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
actuator and hydraulic tube for each C-duct door. DO NOT POSITION YOURSELF BETWEEN THE THRUST REVERSER HALF
AND THE ENGINE UNTIL THE HOLD-OPEN RODS ARE IN POSITION
Operation: ON THE ENGINE.

The thrust reverser cowls can be opened to a 45° position for engine DO NOT LEAVE ENGINE OIL ON YOUR SKIN FOR A LONG TIME. FLUSH THE
removal or other maintenance purposes. The opening system is OIL FROM YOUR SKIN WITH WATER. THE OIL IS POISONOUS AND CAN GO
manually operated by a hydraulic hand pump using engine oil. THROUGH YOUR SKIN AND INTO YOUR BODY.

The opening actuator acts as a piston, with the base attached to the
top of the C-duct and the rod end to the pylon. As hydraulic MAKE SURE THE THRUST REVERSER HALF AREA IS CLEAR OF TOOLS AND
pressure builds in the actuator, it extends to move the door outward. EQUIPMENT BEFORE YOU CLOSE THE DOOR. FAILURE TO DO SO CAN
The actuator is not designed to hold the weight of the door for a long CAUSE DAMAGE TO THE THRUST REVERSER HALF AND TO THE ENGINE.
time. Hold-open rods must be positioned for support.
DO NOT DISCONNECT THE HAND PUMP UNTIL THE OPENING ACTUATOR
SYSTEM IS DRAINED A MINIMUM OF ONE (1) MINUTE AFTER OPENING OR
CLOSING THE THRUST REVERSER COWL. COMPLIANCE WITH THIS
RECOMMENDATION HAS PROVEN TO EXTEND THE THRUST REVERSER
COWL OPERATING SERVICE LIFE AND MINIMIZES LEAKAGE.

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THRUST REVERSER DOORS OPENING MECHANISM

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Safety Conditions

DO NOT TURN THE BODY OF THE AUXILIARY LATCH ASSEMBLY TO

MAKE IT SHORTER THAN ITS MINIMUM LENGTH. THE AUXILIARY LATCH
COMPONENTS ASSEMBLY CAN BE DAMAGED IF YOU TRY TO DECREASE ITS MINIMUM
LENGTH.
Thrust Reverser Doors Opening Mechanism MAKE SURE THAT THE AUXILIARY LATCH ASSEMBLY DEVICE IS
ENGAGED BEFORE YOU RELEASE THE LATCHES. FAILURE TO DO SO
Operation (Cont.): CAN CAUSE THE LATCHES TO OPEN FAST AND CAUSE INJURY TO
PERSONS.
An auxiliary latch is used to take up the tension of the two thrust IF THE AUXILIARY LATCH ASSEMBLY IS NOT PROPERLY SECURED
reverser halves in order to release the five latches. It is important to ONTO ITS RETENTION CLIP AFTER USAGE, THE THREADED END
avoid decreasing the auxiliary latch assembly shorter than its FITTING OF THE AUXILIARY LATCH ASSEMBLY MAY START ROTATING
minimum length, or damage could occur to the assembly. DURING FLIGHT DUE TO VIBRATIONS AND MAY GET LOST.

YOU MUST ADJUST THE AUXLIARY LATCH ASSEMBLY TO ITS MINIMUM

Latches are released in the following order: LENGTH BEFORE YOU PUT IT INTO THE RETENTION CLIP. IF YOU DO
NOT DO THIS THE AUXILIARY LATCH ASSEMBLY CAN MOVE OUT OF ITS
POSITION.
Order of Latch
Description MAKE SURE THAT YOU POSITION THE FRONT LATCH CORRECTLY
Release No. AGAINST THE FRONT LATCH OPEN INDICATOR WHILE YOU PULL THE
THRUST RVERSER HALVES TOGETHER WITH THE AUXILIARY LATCH
1 Middle bifurcation 3 ASSEMBLY. IF YOU DO NOT DO THIS THE FRONT LATCH CAN GET
CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE
AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED.
2 Forward bifurcation 2

3 Translating sleeve (double latch) 5 Latches are secured in reverse order.

NOTE
4 Aft bifurcation 4
The minimum length of the auxiliary latch assembly is when both
5 V-groove 1 end fittings just touch the stops.

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THRUST REVERSER DOORS – OPENING LATCHES

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COMPONENTS (Cont.)

Mixed Exhaust System

Purpose: The engine exhaust cone forms the inner contour of the common
nozzle exhaust collector and is made of a honeycomb perforated
The purpose of the Mixed Exhaust System is to collect air. The first panel for acoustical treatment. The cone is attached to the U flange
is the cold airflow, which is the fan bypass air. The second is the hot on the rear of the TEC.
airflow, which comes from the engine core.
Operation:
The CNA allows hot and cold stream gas flows to mix, producing
the resulting thrust. The mixing of the hot and cold gas streams within the CNA reduces
the noise levels through the nozzle exit.
Location:
The CNA forms a convergent duct, which increases the speed of
The Mixed Exhaust System is bolted to flanges T and U located at the mixed gas to give forward thrust.
the rear of the Turbine Exhaust Case (TEC).
When the thrust reverser operates, the cold and hot outflows divide
Description: and go in different directions.

The system is made up of the CNA and the engine exhaust cone. The CNA weighs 213 lb (97 kg).
The CNA is made up of an inner duct with radial struts that support
an outer duct. The front flange of the inner duct is used to install the
CNA to the T flange on the rear of the Turbine Exhaust Case. The
inner duct (hot nozzle) is provided with acoustical treatment to
reduce noise.

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COMMON NOZZLE ASSEMBLY

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COMPONENTS (Cont.)

Nacelle Access Panels (Left Side)

Purpose: Engine Left Side

The access panels provide quick access to Line Replaceable Units Access Panels Components
(LRUs) and to other components that require regular or scheduled
inspection. • Oil tank servicing panel
• Master Magnetic Chip Detector (MCD) panel
Location: Fan cowl door
• Zone 1 fan case ventilation outlet for the fan
case (bottom center)
Panel positions and components that can be accessed are shown
on the next page.
Thrust reverser • Maintenance access panels for thrust reverser
C-duct hydraulic actuators

Intake cowl • Zone 1 ventilation inlet (top center)

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NACELLE ACCESS PANELS – LEFT SIDE

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COMPONENTS (Cont.)

Nacelle Access Panels (Right Side)

Purpose: Engine Right Side

The access panels provide quick access to Line Replaceable Units Access Panels Components
(LRUs) and to other components that require regular or scheduled
inspection. • Air Cooled Oil Cooler (ACOC) outlet
• Quick access air starter valve and blow out door
Location: Fan cowl door
• Zone 1 fan case ventilation outlet for the fan case
• Breather outlet
Panel positions and components that can be accessed are shown
on the next page.
Thrust reverser • Maintenance access panels for the thrust
C-duct reverser hydraulic actuators

• Interphone jack
Intake cowl • Anti-icing outlet grille
• P2/T2 probe access panel (top center)

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NACELLE ACCESS PANELS – RIGHT SIDE

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AIRFRAME INTERFACE COMPONENTS

Purpose:

The airframe interface provides a link between the engine and

aircraft systems.

Description:

The following components form the interface.

• Front and rear engine mounts

• ECS bleed air off-takes

• Starter air ducting

• Integrated Drive Generator (IDG) electrical supply cables

• Fuel supply and recirculation lines

• Hydraulic system

• FADEC system interfaces

• Engine electrical harnesses

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AIRFRAME INTERFACE COMPONENTS

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Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
AIRFRAME INTERFACE COMPONENTS (Cont.)
DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON
Engine Electrical Harnesses PROTECTIVE CLOTHING, GOGGLES, AND A FACE MASK. USE THE FLUID
IN A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU
GET THE CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT
Purpose: AWAY WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
IRRITATED.
The engine electrical harnesses connect the electrical components USE PROTECTIVE GOGGLES WHEN YOU REMOVE OR INSTALL
installed in the nacelle to the aircraft electrical systems. LOCKWIRE. EACH TIME YOU CUT LOCKWIRE DURING THE TASK,
REMOVE AND DISCARD IT. LOOSE LOCKWIRE CAN CUT YOU OR MAKE
Location: YOU BLIND.

BE CAREFUL WHEN YOU USE CONSUMABLE MATERIALS. OBEY THE

The core zone harnesses are connected to the fan zone harnesses MATERIAL MANUFACTURER’S INSTRUCTIONS AND YOUR LOCAL
at the bifurcation panel. The harnesses are installed around the REGULATIONS.
engine and go up to the pylon break points.

MAKE SURE THAT THE LOCKING COMPOUND IS APPLIED ONLY TO THE

THREADS.

MAKE SURE THAT THE ADHESIVE TAPE IS APPLIED AT THE THROUGH-

HOLE OF THE TERMINAL MODULE BRACKET SO THAT THE WIRES DO
NOT RUB.

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ENGINE ELECTRICAL HARNESS ASSEMBLIES

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AIRFRAME INTERFACE COMPONENTS

Engine Electrical Harnesses (Cont.)

Description:
Primary
Harness Assembly Types
The harnesses have two primary assemblies: the fan zone Assembly
assembly and the core zone harness. Each of these assemblies
have smaller harness assemblies. At the pylon break points, the • Electronic Engine Control (EEC)
harnesses interface with the aircraft electrical systems. The
Fan Zone • EEC and ignition supply
harnesses are attached to the engine with brackets, raceways, clips
and clamps. Note the fan zone and core zone assemblies with their • General supply
smaller harness assemblies in the chart.
• Fire detection (A), cabin services, and
nacelle overtemperature
• Fire detection (B)
Core Zone • EEC
• EEC link
• Exhaust Gas Temperature (EGT)
• Ignition

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AIRFRAME INTERFACE COMPONENTS (Cont.)

Front and Rear Engine Mounts

Purpose: Two thrust links are attached to the cross beam of the engine mount
and support brackets on either side of the monoball location.
The front and rear engine mounts suspend the engine from the
Two shear pins prevent slip movement between the mount and
aircraft pylon and transmit the various loads generated by the
pylon interface when bolted together due to engine thrust changes.
engine during operation.
Rear Engine Mount
Location:
The rear engine mount is designed to transmit torsional, side and
The front engine mount is located at the rear of the intermediate
vertical loads. As with the front engine mount, two shear pins
case. The rear engine mount is located on the TEC at Top Dead
prevent slip movement between the mount and pylon interface.
Center (TDC).
The rear mount has a diagonal main link that provides resistance to
Description:
torsional movement of the casing that results from the hot gas
passing through the turbines.
Front Engine Mount
Two side links provide further vertical support and limiting the
The front engine mount is designed to transmit thrust, side and
engine’s side-to-side movement.
vertical loads. It is secured to the intermediate case in three
positions. A monoball-type universal joint provides the main support
at the front engine mount position.

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INPUT
CTC32905.20040227 AND
CTC32906.20040227

Add callouts for shear pins, thrust

link, diagonal link and side links

ENGINE MOUNTS

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ENGINE COMBINED DRAINS SYSTEM

Purpose:

The Engine Combined Drains System provides early indication of a

system or component failure through evidence of leakage.

Location:

A series of drains are located around the engine. The drain mast is
located at Bottom Dead Center (BDC) of the fan case and protrudes
from the bottom of the fan cowl doors.

Description:

The combined system collects fluids that have leaked from engine
components and discharges them overboard through the drain
mast. Fluids include fuel, engine oil, IDG oil, hydraulic fluid, and
water.

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ENGINE COMBINED DRAINS SYSTEM

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ENGINE COMBINED DRAINS SYSTEM (Cont.)

Engine Drain System Schematic

A schematic diagram of the Engine Drains System is shown on the

next page.

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ENGINE DRAIN SYSTEM SCHEMATIC

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Safety Conditions

IF THE LEAKAGE IS MORE THAN THAT SHOWN IN CHART 1 (BELOW),

IT IS PERMITTED TO FLY-ON FOR 25 HOURS OR 10 FLIGHTS ONLY IF THE
ENGINE COMBINED DRAINS SYSTEM (Cont.) LIMITS ARE NOT MORE THAN THOSE GIVEN IN CHART 2.

Engine Leakage Limits

For the latest accept/reject standards, consult the AMM. An excerpt

of the AMM is provided on the following page for reference only.

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CHART 1 CHART 2

LIMIT LIMIT DRAIN MAST LIMIT LIMIT DRAIN MAST

UNIT UNIT
CC/HR DROPS/MIN PORTS CC/HR DROPS/MIN PORTS

FUEL UNITS FUEL UNITS

FUEL PUMPS 30 10 FP FUEL PUMPS 120 40 FP

BSBV ACTUATOR BSBV ACTUATOR

10 3 120 40
MASTER MASTER
CORE
BSBV ACTUATOR CORE
10 3 BSBV ACTUATOR
SLAVE 120 40
SLAVE
FUEL DIVERTER
0 0 FDU
UNIT FUEL DIVERTER
120 40 FDU
UNIT
FMU 0 0 FMU
FMU 120 40 FMU
ACOC 0 0 ACOC
ACOC 120 40 ACOC
ACC 10 3
CORE ACC 120 40
VSV ACTUATOR 10 3 CORE
VSV ACTUATOR 120 40
OIL UNITS OIL UNITS
AIR STARTER 10 3 S AIR STARTER 10 3 S

IDG 10 3 IDG IDG 10 3 IDG

HYDRAULIC UNIT HYDRAULIC UNIT

HYDRAULIC PUMP 10 3 HYD HYDRAULIC PUMP 10 3 HYD

ENGINE LEAKAGE LIMITS SAMPLE PAGE – FOR REFERENCE ONLY

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Safety Conditions

YOU MUST NOT KEEP THE ENGINE IN STORAGE FOR TOO LONG. THE
TIMES GIVEN IN THE PROCEDURE ARE THE MAXIMUM FOR WHICH THE
ENGINE STORAGE ENGINE CAN BE PRESERVED. IF THE TIME IN PRESERVATION IS TO BE
EXTENDED, YOU MUST DO THE FULL PRESERVATION PROCEDURE
The task in AMM 71-00-00-500-010 gives details of the required AGAIN. IF THESE PROCEDURES ARE NOT FOLLOWED, DAMAGE TO THE
ENGINE CAN OCCUR.
procedures for preservation and storage of the engine or Quick
Engine Change (QEC). YOU MUST DO ALL APPLICABLE PROCEDURES WHEN AN ENGINE IS PUT
INTO STORAGE. IF YOU DO NOT, CORROSION AND GENERAL
Protective treatment for the engine depends on the climatic DETERIORATION OF THE CORE ENGINE AND THE FUEL SYSTEM CAN
OCCUR.
conditions in which the engine is stored.

Using a Vapor Moisture Impervious (VMI) Bag

Vapor Moisture Impervious (VMI) bags afford maximum protection

to the engine/QEC unit and must be used wherever possible,
regardless of the storage environment and time period.

A full polythene cover or similar item secured around the engine

and engine stand prevents the ingress of dirt, grit, and sand.

It is permitted to forego use of a VMI if the same conditions can be

achieved using full engine protection from direct and indirect
moisture, as well as protection from adverse weather conditions
and ingress of any type.

Desiccant must still be used in accordance with Task 71-00-00-550-

010, and the integrity of the engine covers must be checked
periodically.

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ENGINE STORAGE LIMITS

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

CH APT ER 3

FUEL AND ENGINE CONTROL

ATA 73

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Fuel and Engine Control

OBJECTIVES

1. Describe the purpose of these systems:

• Fuel
• Engine Control.
2. Locate system components.

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Fuel and Engine Control

OVERVIEW

Fuel and Engine Control operations are divided between the Fuel
System and the Engine Control System.

The Fuel System supplies metered fuel for combustion and servo
fuel pressure for component actuators. The system also uses a fuel
transmitter to monitor fuel status, and displays flight deck warnings
that alert the crew to potential problems.

The Engine Control System regulates and monitors engine

operations using the Full Authority Digital Electronic Engine Control
(FADEC). FADEC is a computer-based system that acts as the
primary interface between the engine and aircraft. FADEC aircraft
and engine components are overseen by the Electronic Engine
Control (EEC), which controls and monitors stable engine thrust and
performance during all phases of operation.

Heat management supplied by air and oil coolers provides

adequate cooling for components and maintains critical fuel
temperatures within specified limits.

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FUEL AND ENGINE CONTROL SYSTEMS

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Fuel and Engine Control

FUEL SYSTEM OVERVIEW Other system components transfer thermal energy from heated oil by
carrying the oil through cooling units. See the component list below.
The Fuel System provides ice-free, metered fuel in a controlled,
continuous supply for combustion. Major components are shown • Fuel Cooled Oil Cooler FCOC
below.
• Integrated Drive Generator Fuel
IDG FCOC
Cooled Oil Cooler
• High and low pressure
fuel pump (2 stages) • Fuel Diverter and Return-to-Tank FDRV
Valve
• Fuel filter
Note that two other components not found in the Fuel System are
• Fuel Metering Unit FMU
also responsible for heat management: the Air Cooled Oil Cooler
• Fuel flow transmitter (ACOC), found in Lubrication, and the IDG Fuel Cooled Oil Cooler
(IDG FCOC), found in the Ancillary Systems.
• Fuel Distribution Valve FDV
The EEC controls the fuel supply via the Fuel Metering Unit (FMU).
• Fuel distribution manifolds High pressure fuel is also used to provide servo pressure for the
following actuators.
• Fuel Spray Nozzles FSNs

• Variable Stator Vane VSV

• Air Cooled Oil Cooler ACOC

• Active Clearance Control ACC

• Booster Stage Bleed Valve BSBV

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Fuel and Engine Control

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FUEL SYSTEM CIRCULATION

Pumps deliver fuel from the aircraft fuel tanks to the engine LP fuel 7. Fuel is then sent to the Fuel Metering Unit (FMU). The metered
pump. The fuel flow process is shown below. fuel is used for combustion and component actuation.

1. Fuel flows into the Fuel Cooled Oil Cooler (FCOC) heat 8. Any excess HP fuel not used for combustion or component
exchangers for the engine and Integrated Drive Generator actuation is returned from the FMU to the LP fuel supply via the
(IDG). FDRV.

2. Fuel that flows through the IDG FCOC is sent to the Fuel 9. Fuel that is metered for combustion is sent to the fuel flow
Diverter and Return to Tank Valve (FDRV). transmitter, which indicates the real time fuel flow in kg/H or lb/H
to the ECAM.
3. The FDRV returns a portion of the fuel back to the aircraft tanks
or diverts it for recirculation into the LP fuel flows. The FDRV 10. Fuel is sent from the fuel flow meter to the distribution valve that
addresses these separate functions with two valves: filters and splits the fuel into ten outlets. These outlets supply
two fuel spray nozzles per outlet (20 spray nozzles total) for
• a fuel diverter valve that is solenoid controlled combustion.
• a return-to-tank valve that is torque motor controlled.
5. All the fuel that passes though the engine FCOC flows to the LP
fuel filter.
6. The filtered fuel flows to the HP pump where the fuel pressure is
boosted.

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FUEL SYSTEM CIRCULATION

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FUEL SYSTEM COMPONENTS

Fuel Pump

Purpose:

The fuel pump supplies fuel to the FMU at pressures to support

combustion and operation of hydro-mechanical components.

Location:

The fuel pump is located on the rear face of the MGB on the left
side of the engine at 7:00.

Description:

The fuel pump consists of two stages; a centrifugal-type LP pump

stage and a displacement gear-type HP stage. The pump stages
are arranged in tandem.

The LP stage has a shrouded, radial-flow centrifugal impeller.

The HP stage has a two-spur gear pump and provides mounting for
the FMU. The MGB turns the gear component of the pump though a
shaft. The shaft has a shear section to protect the engine if the fuel
pump fails.

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FUEL PUMP

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Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Cooled Oil Cooler (FCOC)

Purpose:

The FCOC transfers heat from the Lubrication System to the Fuel
System to prevent fuel icing and to reduce the temperature of
engine oil under normal conditions.

Location:

The FCOC is located on the left side of the fan case at 9:00.

Description:

The FCOC consists of a housing containing a removable core and

fuel filter. The core is composed of more than 700 tubes, through
which fuel passes. Thirteen baffle plates direct the oil flow around
the tubes.

The FCOC housing provides mount locations for the Fuel Diverter
and Return to Tank Valve (FDRV), fuel temperature thermocouple,
fuel differential pressure switch and Lubrication System bypass
valve.

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FUEL COOLED OIL COOLER (FCOC)

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Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Low Pressure (LP) Fuel Filter

Purpose:

The LP fuel filter removes solid contaminants from the LP inlet side
of the Fuel System.

Location:

The LP fuel filter is located in the LP fuel filter housing that is

integral to the FCOC.

Description:

The LP fuel filter is a woven glass fiber, disposable-type filter.

The LP fuel filter housing consists of a bypass valve and a fuel drain
plug to drain the filter housing or to collect fuel samples.

The housing also has mounting points for the fuel differential
pressure switch and the fuel temperature sensor.

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LOW PRESSURE FUEL FILTER

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Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Metering Unit (FMU)

Purpose: Excessive HP fuel that is not required for actuator control and
metered fuel to the combustor is returned to the LP system.
The Fuel Metering Unit (FMU) serves four functions for fuel control:
The FMU houses a Fuel Metering Valve (FMV) under the control of
• fuel metering to the combustion chamber a fully modulating torque motor with Rotary Variable Differential
Transducer (RVDT) positional feedback. The EEC controls this
• opening and closing of the fuel supply to the combustion torque motor to change the position of the Fuel Metering Valve to
chamber meter the fuel supply to the Fuel Spray Nozzles. A spill valve inside
the FMU keeps the pressure difference across the FMV nearly
• overspeed protection of the N1 and N2 spools constant for accurate response and control of the FMV.

• provision of HP fuel to LRU components for actuation. The FMU also houses the Overspeed Valve (OSV) and the
Pressure Raising and Shut-Off Valve (PRSOV). Both valves are
Location: under two-position torque motor control and micro-switch position
feedback to the EEC.
The FMU is mounted on the combined fuel pumps assembly. This
assembly is located on the left rear face of the MGB at 7:00.

Description:

The FMU is the interface between the EEC and the Fuel System. All
fuel that is delivered by the HP fuel pump is passed to the FMU.

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FUEL METERING UNIT (FMU)

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Flow Transmitter

Purpose:

The fuel flow transmitter provides fuel flow indication for flight deck
display.

Location:

The fuel flow transmitter is installed on the fuel line between the
Fuel Metering Unit and the Fuel Distribution Valve at 7:00.

Description:

The transmitter is a magnetic pick-up flow meter that generates a

start and stop pulse. The phase shift between the two signals is
proportional to fuel flow. The EEC measures the time separation
between the signals, which increase linearly with increasing flow.
This EEC-calculated fuel flow is sent to the flight deck displays.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL FLOW TRANSMITTER

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Distribution Valve (FDV)

Purpose:

The FDV sends engine fuel flow from the FMU equally to 10 fuel
manifolds, each feeding two fuel nozzles.

Location:

The valve is located at the front flange of the combustion diffuser

casing at 4:00.

Description:

The FDV housing has ten outlet ports and contains a valve and
filter. The valve consists of a sleeve and piston, made of corrosion
resistant steel. A filter is located at the inlet and has bypass
features.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL DISTRIBUTION VALVE (FDV)

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Distribution Manifolds

Purpose:

The fuel distribution manifolds send metered fuel from the

distribution valve to 20 Fuel Spray Nozzles (FSNs).

Location:

Ten distribution manifolds are centered around the distribution valve

and branch out around the circumference of the combustion diffuser
casing.

Description:

The distribution manifold connectors have transfer tubes that allow

a more positive seal to be achieved. If a leak is evident, it may
indicate a seal failure.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL DISTRIBUTION MANIFOLDS

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Spray Nozzle (FSN)

Purpose:

Twenty Fuel Spray Nozzles deliver fuel into the combustion chamber in
a form suitable for combustion in one of three ways shown below.

• Atomized

• Mixed with HPC delivery air (P3)

• Distributed through the fuel spray pattern

Location:

The fuel spray nozzles are equally spaced around the circumference of
the combustor diffuser casing.

Description:

The fuel nozzles have fuel strainers located at their inlet fittings.
Internal and external heat shields are present to reduce coking. The
distribution manifold connectors to the fuel nozzles have transfer tubes
that allow a more positive seal to be achieved.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SPRAY NOZZLES (FSNs)

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Temperature Sensor

Purpose:

The fuel temperature sensor provides fuel temperature to the EEC

for heat management.

Location:

The sensor is located on the Fuel Cooled Oil Cooler (FCOC)

housing at the fuel filter outlet.

Description:
The fuel temperature sensor contains two thermocouples that
provide independent signals to both channels of the EEC.
The EEC converts the signal from the thermocouples to a
temperature value for control of heat management.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL TEMPERATURE SENSOR

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Filter Differential Pressure Switch

Purpose:

The fu el filter differential pressure switch signals fuel filter

clogging to the Electronic Centralized Aircraft Monitor (ECAM).

Location:

It is mounted to the fuel filter housing with fuel filter inlet and outlet
sensing on the rear face of the FCOC.

Description:
The switch is internal to the unit and will close if differential pressure
becomes too great to generate the FILTER CLOG message on the
flight deck.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM

Heat Management

Heat for the Fuel System and cooling for oil is managed by the Fuel flows in four basic configurations in the engine LP fuel system:
following components. modes 1, 3, 4, and 5. Depending on the configuration, cooling
capacity may be varied by control valves in the FDRV, as well as
• Air Cooled Oil Cooler ACOC the Air Modulating Valve (AMV) for the ACOC.

• Fuel Cooled Oil Cooler FCOC The EEC logic software determines the transfer between modes of
operation. The logic is generated around the limiting temperatures
• Integrated Drive Generator Fuel of the fuel and oil within the system, along with the signal from the
IDG FCOC
Cooled Oil Cooler aircraft that permits/inhibits fuel return to aircraft tanks.
• Fuel Diverter and Return-to-Tank FDRV
Valve

Three sources of cooling are available:

• LP fuel passing through the engine fuel system

• LP fuel that is returned to the aircraft fuel tanks
• fan air.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

HEAT MANAGEMENT SYSTEM COMPONENTS

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL SYSTEM COMPONENTS (Cont.)

Fuel Diverter and Return-to-Tank Valve (FDRV)

The EEC energizes the solenoid to allow HP servo fuel to push the
connected pistons in the same direction against the spring. This
Purpose: causes the Fuel Metering Unit (FMU) spill fuel flow to change
direction. When the solenoid is de-energized, the spring returns the
The FDRV optimizes the heat exchange process between the fuel pistons to the original position.
and oil.
Fuel Return-to-Tank Valve (FRV)
Location:
The FRV is a modulating valve operated by a dual wound torque
The unit is bolted to the rear of the FCOC. motor. The FRV consists of a main valve and a piston in a sleeve.
The main valve moves to change the metering port area in the
Description: sleeve to modulate a portion of the LP fuel flow back to the aircraft
tanks. The valve failsafe position is fully closed, with no fuel return-
The FDRV consists of the Fuel Diverter Valve (FDV) and the Fuel to-tank. An LVDT assembly sends the valve position feedback signal
Return-to-Tank Valve (FRV) located in a common housing. to the EEC.

Fuel Diverter Valve (FDV) The EEC operates the torque motor to control the HP servo fuel
pressure on both sides of the main valve. The pressure balance
The FDV is a two-position valve operated by a dual coil solenoid. between both sides changes the direction and speed of the valve
The valve consists of two pistons in a sleeve and is spring-loaded movement. The valve movement opens or closes the metering port
on one side to maintain the valve in the failsafe position. A micro- area on the sleeve to modulate the LP fuel return to the tanks.
switch assembly sends a valve position feedback signal to the EEC.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

FUEL DIVERTER AND RETURN-TO-TANK VALVE

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE CONTROL SYSTEM OVERVIEW

The V2500 uses a Full Authority Digital Electronic Engine Control The EEC provides the following engine control functions:
(FADEC) as the primary interface between aircraft and engine
systems. FADEC network components improve efficiency, enhance • power setting (EPR or N1)
control functions, protect the engine and provide operational
• acceleration and deceleration times
reliability.
• idle speed governing
Numerous FADEC components are overseen by the Electronic
Engine Control (EEC), which is itself a component of the FADEC • overspeed limits (N1 and N2)
system. The EEC sends, receives, and interprets information • fuel flow
between aircraft and engine systems. The EEC calculates required
engine power and ensures its availability for all throttle settings, • Variable Stator Vane system (VSV)
regardless of varying conditions. It also controls and monitors
• compressor handling bleed valves
functions in the Fuel, Air, Starting, Lubrication, and Thrust Reverser
systems. • Booster Stage Bleed Valve (BSBV)
• turbine cooling (10 stage make-up air system)
• Active Clearance Control (ACC)
• thrust reverser
• automatic engine starting
• oil and fuel temperature management.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ELECTRONIC ENGINE CONTROL OVERVIEW

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE CONTROL SYSTEM

Electronic Engine Control (EEC)

Purpose: Each EEC channel can exercise full control of all engine functions.
Only one channel can be in control at a time; control alternates
The EEC controls starting, fuel metering, engine stability, heat between Channel A and Channel B for consecutive flights. Channel
management, engine condition monitoring, fault detection, engine selection is made automatically by the EEC sequence logic. Both
protection and thrust reverser operation. The EEC uses engine and channels share sensor data through the cross talk link. This allows
aircraft data to set the correct engine ratings for flight conditions, as the controlling channel to use the best information available for its
well as transmit engine performance data to the aircraft. engine control computations.

Location: The non-controlling channel serves as the backup channel and

disables its outputs. The backup channel will remain in the active
The EEC is attached to the fan case at 2:00. stand-by mode at all times, ready to take over control when
required. An output fault in the controlling channel will cause
Description: switching over control to the other channel (provided that channel is
functional).
EEC circuitry is contained in an aluminum housing. The housing is
divided into two halves. Each half contains one complete control Extensive, built-in self-test and fault isolation logic operate
channel of the EEC; the upper half contains Channel A and the continuously within the EEC to detect and isolate defects.
bottom half contains Channel B.
Each channel has three thrust control modes: Engine Pressure
Each EEC channel is supplied with identical data inputs from Ratio (EPR), which is the primary mode; N1 Rated; and N1
aircraft computers and engine sensors. These inputs include throttle Unrated.
position, aircraft digital data, air pressures, air temperatures,
exhaust gas temperatures and rotor speeds.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ELECTRONIC ENGINE CONTROL (EEC)

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE CONTROL SYSTEM (Cont.) Pressure Type Sensor Location

EEC Electrical Harness and Pressure Connections
Pamb Ambient air Ambient EEC Pamb port
Electrical Harness Connections

Two identical but separate electrical harnesses provide the Pb Burner P3/T3 Diffuser case at 12:30
input/output circuits between the EEC, the relevant sensor/control
actuator, and the aircraft interface. Forward connectors are for
Channel A, and aft connectors are for Channel B. They are referred
to as J connectors. Inside the inlet cowl at
P2 Fan inlet P2/T2
12:30
Pressure Connections

Single pressure signals are directed to pressure transducers Booster Intermediate case at
P2.5 P2.5
located within the EEC. These pressure transducers then supply stage outlet 6:00
digital electronic signals to channels A and B. The chart shows the
relevant pressures.
P5 TEC at strut nos. 4, 7,
Exhaust P4.9
(P4.9) and 10

Intermediate case at
P12.5 Fan outlet Fan rake
strut no.1

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

EEC ELECTRICAL HARNESS AND PRESSURE CONNECTIONS

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE CONTROL SYSTEM (Cont.)

Data Entry Plug (DEP)

Purpose:
The DEP is matched to the engine at testing and must remain with
the engine if the EEC is replaced.
The DEP provides discrete data inputs to the EEC’s two channels.

Location:

The DEP is located on the Channel B electrical connector side of

the EEC at junction 6, at approximately 4:00.

Description:

Transmitted information includes:

• EPR modifier data

• engine thrust rating, which is selected from multiple rating

options

• bump, i.e., increase in rated thrust (if available)

• engine serial number.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

DATA ENTRY PLUG (DEP)

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE CONTROL SYSTEM (Cont.)

Engine Dedicated Alternator (EDA)

Purpose: The cooling shroud is located around the housing and directs air
The Engine Dedicated Alternator (EDA) has two independent sets provided by the fan exit airstream (P12.5) to flow around the
of stator windings that supply two independent AC power supplies housing to decrease the power stator winding temperature.
to channels A and B. It also supplies two speed signals
representing the HP shaft speed (N2).
Location:
The EDA is located on the front face of the MGB between the
hydraulic pump and the air turbine starter.
Description:
The EDA is also known as the Permanent Magnetic Alternator
(PMA) and consists of a rotor mounted directly on the gearbox
output shaft, a stator housing bolted to the gearbox, and a cooling
air shroud.
The stator housing consists of a power stator assembly and a
speed signal assembly. The power stator assembly contains two
identical windings wired in a three-phase configuration, each
powering a channel of the EEC. Two identical single-phase speed
signal windings are located in the speed signal assembly portion of
the stator housing. Each of these windings provides a frequency
signal related to N2 speed.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

ENGINE DEDICATED ALTERNATOR AND COOLING SHROUDS

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Fuel and Engine Control

ENGINE CONTROL SYSTEM (Cont.)

Engine Interface Unit (EIU)

The EEC interfaces with aircraft systems directly or through the

Engine Interface Unit (EIU). The two EIUs one for each engine, are
located in the aircraft’s main equipment center and are the interface
between the aircraft and FADEC systems, transmitting data from
the flight deck panels and relevant aircraft computers to the EEC.

The EIUs have these functions:

• supply aircraft data to the EEC
• ensure engine to engine segregation
• select aircraft electrical supplies to the EEC
• supply data directly to other aircraft systems.

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V2500 G E N ERAL F A MILIARIZ A TIO N
Fuel and Engine Control

EEC-EIU INTERFACE

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HYWOB 7984
;-4
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @HOL GAHWOLJ^

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
;-:
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

GAHWOLJ
GAH WOLJ NF@YHW[@AL
NF@YHW[@AL[^
[^

Drflt Gahrolj Nf`phrt`alt

[ea drflt gahrolj nf`phrt`alt efusas gahrolj lfs. 8, 7, hlk > hlk
os bfnhtak ol tea oltar`akohta nhsa.

[ea nf`phrt`alt os sahbak gy twf nhrgfl sahbs, fla ht tea drflt fd

tea Lf. 8 Gahrolj hlk hlftear ht tea rahr fd tea Lf. > Gahrolj.

Bfw Yrassura Nf`prassfr (BYN) ^thja 7.1 hor suppfrts gfte

nhrgfl sahbs weoba Eoje Yrassura Nf`prassfr (EYN) ^thja 5 hor
suppfrts tea eykrhubon sahb.

Lf. 8 Gahrolj

[ea Lf. 8 Gahrolj os h spbot ollar rhna ghbb gahrolj. Ot os sanurak tf

tea Lf. 8 Gahrolj suppfrt gy h gfbtak dbhlja fl ots futar rhna. [eos
gahrolj prfvokas rhkohb hlk hxohb suppfrt dfr tea drflt fd tea BY stug

sehdt hlk [urgola

Yrassura BYN rftfr. Ot hbsf prfvokas hxohb bfnhtofl dfr tea Bfw
(BY[).

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
;-5
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

DWFL[ GAHWOLJ NF@YHW[@AL[

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
;-?
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

GAHWOLJ
GAH WOLJ NF@YHW[@AL
NF@YHW[@AL[^
[^

Drflt Gahrolj
Gahrolj Nf`phrt`alt (N
(Nflt.)
flt.)

Lf. 7 Gahrolj

[ea Lf. 7 Gahrolj os h nybolkronhb rfbbar gahrolj wote h sefubkarak

futar rhna. [eos gahrolj prfvokas rhkohb suppfrt dfr tea rahr fd tea
BY stug sehdt hlk tea drflt fd tea BY[ sehdt. [ea futar rhna
olnfrpfrhtas squaaza dob` fob kh`palolj tf rakuna rftfr vogrhtofl.

Lf. > Gahrolj

[ea Lf. > Gahrolj os h spbot ollar rhna ghbb gahrolj. [ea futar rhna
os sanurak tf tea Lf. > Gahrolj efusolj
ef usolj gy h gfbtak dbhlja. [ea
gahrolj efusolj os naltarak gy 8855 sprolj rfks. Hly rhkohb
`fva`alt os kh`palak gy fob prassura dak tf hl hllubus hrfulk
tea gahrolj futar rhna. [ea Lf. > Gahrolj prfvokas hxohb hlk rhkohb
bfnhtofl dfr tea EYN rftfr hlk hbsf suppfrts tea oltarlhb krova jahr.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 89
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

GAHWOLJ
GAHWOLJ LFs.
LFs. 7 HLK >

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 88
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

GAHWOLJ NF@YHW[@AL[^ (Nflt.)

Lf. ; (Na
(Naltar)
ltar) Gahrolj Nf`phrt
Nf`phrt`alt
`alt

[ea Lf. ; naltar gahrolj nf`phrt`alt efusas tea

tea Lf. ; Gahrolj. Lf. ; Gahrolj

[ea nf`phrt`alt os bfnhtak ol h eoje ta`parhtura hlk prassura [ea Lf. ; Gahrolj os h rfbbar gahrolj teht prfvokas rhkohb suppfrt tf
alvorfl`alt ht tea naltar fd tea nf`gustofl santofl. tea rahr fd tea EYN sehdt. [ea ollar rhna ehs sefubkars teht juoka
tea rfbbars ol tea rhna. [ea futar rhna, olsthbbak
olsthbbak ol tea Lf.; Gahrolj
[ea nf`phrt`alt os prftantak drf` rhkohtak eaht gy h eaht seoabk suppfrt hssa`gby, os `hneolak abboptonhbby sf tea gahrolj rfbbars
hlk hl olsubhtolj suppby fd nffbolj hor. [eos suppby fd nffbak ^thja nhllft scok.
87 hor, nhbbak guddar hor, altars tea sphna gatwaal tea neh`gar hlk
dorst eaht seoabk.

[ea guddar hor os teal axehustak drf` tea nffbolj sphnas nbfsa tf
tea upstrah` soka fd tea nhrgfl sahbs, nrahtolj hl hrah fd nffbar hor
drf` weone tea sahbolj dulntofl os fgtholak. [eos rasubts ol hl
hnnapthgba hor ta`parhtura dbfwolj hnrfss tea dhna fd tea nhrgfl
sahbs oltf tea gahrolj nf`phrt`alt.

H snhvalja vhbva fl tea valt soka fd tea nffbolj

nffbolj hor phsshja
nfltrfbs guddar hor dbfw rhtas.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 87
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

LF. ; (NAL[AW) GAHWOLJ NF@YHW[@AL[

NF@YHW[@AL[

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 8>
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

GAHWOLJ NF@YHW[@AL[^ (Nflt.)

Lf. 1 (Wah
(Wahr)
r) Gahrolj Nf`phrt`alt
Nf`phrt `alt

[ea Lf. 1 rahr gahrolj nf`phrt`alt efusas tea Lf. 1 Gahrolj, Lf. 1 Gahrolj
weone suppfrts tea BY[ rftfr.
[ea Lf. 1 Gahrolj os h nybolkronhb rfbbar gahrolj teht prfvokas rhkohb
suppfrt tf tea rahr fd tea BY[ sehdt. Fob os dak tf hl hllubus
[ea rahr gahrolj nf`phrt`alt os bfnhtak ol tea naltar fd tea BY[
gatwaal tea futar rhna hlk gahrolj suppfrt tf kh`pal vogrhtofl.
`fkuba, ht tea rahr fd tea BY[ sehdt.

H soljba nhrgfl sahb, suppfrtak gy ^thja 5 hor, sahbs

sahbs tea
nf`phrt`alt ht tea drflt alk. Ht tea rahr, h so`pba nfvar pbhta wote
hl F-rolj typa sahb os sanurak gy 87 gfbts.

Olsoka tea nf`phrt`alt, tea BY[ sehdt alk os sahbak gy h s`hbb

kosc-typa pbuj, wote h sprolj-suppfrtak mhncat nup rolj sahb. [eos os
sanurak gy h kfugba eabox sprolj nbop. Hor hlk fob wobb lft dbfw kfwl
tea BY[ sehdt.

Yrassura
olsubhtolj suppby hlk snhvalja
eaht seoabk `htarohb. fob popas hra nfvarak gy hl

^aphrhta valtolj os lft lanasshry dfr teos nf`phrt`alt ganhusa

tea hordbfw olkuntak gy tea snhvalja pu`p prfvokas tea raquorak
prassura krfp hnrfss tea sahb.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 8;
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

LF. 1 (WAHW)
(W AHW) GAHWOLJ NF@Y
NF@YHW[@AL[
HW[@AL[

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 81
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA OL[AWLHB NFFBOLJ HLK ^AHBOLJ HOWDBFZ^

^ahbolj hordbfws prfvoka pfsotova hor prassura tf tea gahrolj

neh`gars tf pravalt fob bfss.

Nffbolj hordbfws prfvoka nffbolj hor dfr tea aljola?s oltarlhb

nf`pflalts, caapolj tea` woteol kasojlak fparhtolj ta`parhturas.
^thja Yurpfsa

Hor usak dfr oltarlhb nffbolj hlk sahbolj os thcal drf` tea BYN " ^ahbs
^ahbs eykrh
eykrhubo
ubon
n sahb gatw
gatwaal
aal tea
tea BY/EY
BY/EY sehd
sehdtt
^thja 7.1 hlk EYN sthjas 4 (ahrby H8 flby), 5, 89, hlk 87. [ea dhl EYN 5 ol tea drflt gahrolj nf`phrt`alt hlk tea soljba
gyphss prfvokas axtarlhb nffbolj hor. nhrgfl sahb fd tea Lf. 1 Gahrolj nf`phrt`alt

" Yrfvokas
Yrfvokas hordbf
hordbfw
w nf
nfltrfb
ltrfb dfr nf`pra
nf`prassfr
ssfr sthgo
sthgoboty
boty
^thja Yurpfsa hlk hornrhdt gbaak sarvonas suppby
" Yrf
Yrfvok
vokas
as 2`
2`hca
hca up0 hhor
or su
suppb
ppby
y dfr tea EY[
EY[
" Yr
Yrfv
fvok
okas
as nf
nffb
fbol
olj
jhhor
or df
dfr=
r= EYN 89 ^thja 8 kosc rahr dhna, EY[ ^thja 7 kosc drflt
f Hor Nffbak Fob Nffbar (HNF
(HNFN)
N) dhna hlk EY[ 7 gbhkas
f Hntova Nbahrhlna Nfltrfb (HNN),
(HNN), weone " ^uppboa
^uppboas
s nffbol
nffbolj
j hor df
dfrr tea EY[
EY[ ^thja
^thja 7 Lfzz
Lfzzba
ba
Dhl
nfltrfbs turgola gbhka top nbahrhlna Juoka Thla (LJT) Hssa`gboas
f Hor Nffbak Hor Nffbar (HNH
(HNHN),
N), usak dfr ^thja
87 hor fr guddar hor " Yrf
Yrfvok
vokas
as nffbol
nffbolj
j dfr nf
nf`gu
`gusto
stofl
fl neh`ga
neh`gar,
r,
EY[ ^thja 8 gbhkas hlk LJTs
EYN 87 " ^u
^upp
ppbo
boas
as nf
nffbak 87te sthja HNHN hor tf tea Lf.
fbak
" ^ahbs
^ahbs tea
tea drf
drflt
lt hlk
hlk rahr
rahr nhrgf
nhrgfl
l sahbs
sahbs fd tea
BYN 7.1 ; Gahrolj nf`phrt`alt tf nffb, sahb, prassuroza
drflt gahrolj nf`phrt`alt
hlk snhvalja

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 84
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA OL[AWLHB NFFBOLJ HLK ^AHBOLJ HOWDBFZ^

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 8:
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

[ea aljola `fkuba kasojl hbbfws dfr dhst, addonoalt `fkuba nehljas Lf. @fkuba Lh`a
wote `olo`u` kfwl to`a.
>8 Dhl
@fkubhr nflstruntofl ehs tea hkvhlthjas bostak gabfw.

" Bfwar
Bfwar fvarhb
fvarhbbb `
`holt
holtalh
alhlna
lna nfs
nfsts
ts >7 BYN/Oltar`akohta nhsa

" @hxo`u
@hxo`u`
` bod
boda
a hneoa
hneoavak
vak drf`
drf` ahn
ahne
e `f
`fkub
kuba
a ;9 EY systa`

" Wakuna
Wakunak
k turl-h
turl-hrful
rfulk
k to`a
to`a ddfr
fr aljol
aljola
a raphor
raphor
;8 EYN
" Waku
Wakuna
nak
k sphra
sphra al
aljo
jola
la efb
efbko
koljs
ljs
;7 Koddusar hlk nf`gustfr
" Ahsa
Ahsa fd trh
trhlsp
lspfrt
frthto
htofl
fl hlk stf
stfrhj
rhja
a
;; ^thja 8 turgola LJT hssa`gby
" Whpok
Whpok `fkuba
`fkuba nehl
nehlja
ja wote
wote `o
`olo`
lo`u`
u` jr
jrful
fulk
k rul
rullol
lolj
j
;1 EY[
" Ahsy
Ahsy eft
eft san
santo
tofl
fl ols
olspa
pant
ntof
ofl
l
19 BY[
" Tarton
Tartonhb/
hb/efr
efrozf
ozflth
lthbb guobk
guobk strop
strop

" ^pbo
^pbott aljo
aljola
la trhl
trhlsp
spfr
frth
thto
tofl
fl 49 Axtarlhb jahrgfx

" Nf`pra
Nf`prassf
ssfrs/
rs/tur
turgol
golas
as olkapalka
olkapalkaltb
ltby
y ghb
ghbhln
hlnak.
ak.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 85
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 8?
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

Dhl

Yurpfsa= H ruggar ka-onolj top os gflkak tf tea drflt fd tea olbat nfla. Od ona
gajols tf dfr` fl tea ruggar top, ot os terfwl sbojetby fut fd ghbhlna
[ea dhl `fkuba nf`prassas hor weone dbfws oltf tea aljola terfuje hlk gajols tf vogrhta. [ea vogrhtofl nhusas tea ona tf ga seak drf`
tea lhnabba olthca nfwb hlk nfra jhsphtes. tea olbat nfla.

Bfnhtofl= [ea dhorolj prfvokas hl harfkylh`on dbfw fvar tea hllubus dobbars
hlk oltf tea BYN.

[ea dhl
woteol `fkuba
tea os bfnhtak ol tea drflt fd tea aljola, nfltholak
dhl nhsa. Fparhtofl=

Kasnroptofl= [ea BYN dhl prassurozas hor, weone dbfws oltf tea aljo
aljola
la terfuje
tea lhnabba olthca nfwb.
[walty-twf efbbfw dhl gbhkas hra ratholak ol tea dhl kosc rhkohbby gy
kfvathob rffts hlk hxohbby gy drflt hlk rahr rathololj roljs. [walty- [ea bhrjar phrt fd tea nf`prassak hor jfas terfuje tea dhl kunt,
twf hllubus dobbars hra olsthbbak gatwaal hkmhnalt gbhkas, dfr`olj h weone prfvokas tea pro`hry phrt fd tea aljola terust. [ea s`hbbar
pbhtdfr` gatwaal ahne gbhka. [easa dobbars dfr` tea dhl ollar phrt os nf`prassak hjhol weal ot jfas terfuje tea BY hlk EY
hllubus. H ruggar sahb os gflkak tf ahne soka fd tea hllubus dobbars nf`prassfr sthjas.
tf pravalt hor bahchja gatwaal ahne gbhka hlk dobbar.

[ea olbat nfla hlk dhorolj s`ffte tea hordbfw oltf tea dhl. [ea dhorolj
os `hka fd `athb.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 79
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

DHL @FKQBA

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 78
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

BYN/Oltar`ako
BYN/Oltar`akohta
hta Nhsa

Yurpfsa= [ea dhl nhsa os olsthbbak fl tea `fultolj phks fl ahne futar strut
alk fd tea oltar`akohta struntura (dhl drh`a) wote gfbts.
[ea BYN/oltar`akohta nhsa `fkuba efusas tea drflt gahrolj
nf`phrt`alt, oltarlhb jahrgfx, hlk tea BYN systa` tf dfr` phrt fd [ea oltar`akohta nhsa `fkuba olnbukas hl oltarlhb jahrgfx teht
tea gyphss kuntolj. nflthols h kroval jahr hssa`gby.

Bfnhtofl=

[eos `fkuba os bfnhtak ol tea drflt fd tea aljola gatwaal tea dhl
`fkuba hlk tea EY `fkuba.

Kasnroptofl=

[ea BYN/oltar`akohta nhsa `fkuba olnbukas tea dhl nhsa hlk

oltar`akohta struntura (dhl drh`a), weone hra tea twf pro`hry
nf`pflalts teht `hca tea nhsa `fkuba.
[ea oltar`akohta struntura (dhl drh`a) os h fla-poana wabkak
struntura wote 89 ollar hlk futar struts. [ea ollar struts efbk tea
BYN gffstar sthja hssa`gby hlk tea nf`pflalts tf `hca tea drflt
gahrolj nf`phrt`alt.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 77
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

BYN/OL[AW@AKOH[A
BYN/OL[AW@AKOH[A NH^A @FKQBA

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 7>
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

BYN/Oltar`ako
BYN/Oltar`akohta
hta Nhsa (Nflt.)

Oltarlhb Jahrgfx

[ea jahr-kroval hssa`gby

hssa`gby aljhjas hl oltarlhb krova jahr bfnhtak
fl tea EY stug sehdt. [eos hntofl trhls`ots tfrqua drf` tea EYN tf
krova tea @hol hlk Hljba jahrgfxas voh tea tfwar sehdt hlk hljba
jahrgfx.

[ea oltarlhb jahrgfx hnts hs h suppfrt dfr tea Lf. 7 Gahrolj.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 7;
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

OL[AWLHB JAHWGFU

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
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T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ [ea kosc dfr sthjas 8.1, 7, 7.> hlk 7.1 os h wabkak tothlou`
hssa`gby teht nflthols hxohb kfvathob sbfts dfr tea htthne`alt fd tea
BYN/Oltar`ako
BYN/Oltar`akohta
hta Nhsa (Nflt.) dfur sthjas fd rftfr gbhkas.

BYN/Gffstar Wftfr gbhkas dfr sthjas 8.1, 7, 7.> hlk 7.1 hra `hka fd tothlou` hlk
hra `fultak oltf tea kfvathob sbfts fd teaor raspantova koscs.
Yurpfsa=
^thtfr vhlas dfr sthjas 8.1, 7 hlk 7.> hra `hka fd tothlou`.
[ea BYN/gffstar nf`prassas tea hor ranaovak drf` tea dhl `fkuba [ea vhlas hra gflkak tf ollar roljs gy h sobonfla ruggar nf`pfulk
hlk kabovars ot ht h suothgba prassura bavab tf tea EYN. hlk sanurak tf tea BYN nhsa gy gfbts.

Bfnhtofl= ^thtfr vhlas dfr sthja 7.1 os `hka fd hbu`olu` hlk hra sanurak tf
hl ollar rolj gy gfbts hlk gflkak tf hl futar rolj gy h sobonfla
[ea BYN/gffstar os bfnhtak ol tea naltar fd tea oltar`akohta nhsa ruggar nf`pfulk.
struntura (dhl drh`a).
Fparhtofl=
Kasnroptofl=
Hor os kabovarak oltf tea BYN
BYN gy tea dhl `fkuba. [
[ea
ea hor teal phssas
[ea BYN/gffstar nflsosts fd tea dfbbfwolj. terfuje ahne rftfr hlk sthtfr sthja hlk os nf`prassak ht h suothgba
prassura gadfra ot os kabovarak tf tea EYN.
" Wftf
Wftfrr g
gbh
bhka
kas
shhlk
lk kosc
kosc df
dfrr sthj
sthjas
as 8.1,
8.1, 7, 7.>,
7.>, hlk
hlk 7
7.1
.1
LF[A
" BYN drflt hlk rahr nhsas
[ea T7199-H8 ehs hl BYN/gffstar wote teraa sthjas (8.1, 7 hlk
" ^thtfr vhlas dfr sthjas 8.1, 7 hlk 7.
7.> 7.1). [ea T7199-H1 ehs dfur sthjas (8.1, 7, 7.> hlk 7.1).

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 74
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

BFZ YWA^^QWA NF@YWA^^FW/GFF^[AW

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 7:
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

Eoje Yrassura
Yrassu ra Nf`p
Nf`p rassfr
rassf r (E
(EYN
YN))

Yurpfsa= " rahr

rahr oll
ollar
ar hl
hlk
kffut
utar
ar nhsa
nhsa weon
weone
e dfr
dfr`s
`s tea
tea gba
gbaak
ak

[ea Eoje Yrassura Nf`prassfr (EYN) suppboas tea raquorak h`fult " `h
`hlo
lodf
dfbk
bks
s hlk
hlk nflt
nfltho
hols
ls tea
tea dox
doxak
ak sth
sthtf
tfrs
rs..
fd prassurozak hor dfr hbb nf`gustofl hlk ho
hornrhdt
rnrhdt laaks. Ot nfltoluas tf
olnrahsa tea prassura fd tea hor suppboak gy tea BYN. EYN sthjas hra lu`garak >-87.

Bfnhtofl= Fparhtofl=

[ea EYN os bfnhtak gatwaal tea oltar`akohta nhsa `fkuba hlk tea [ea nf`prassak hor drf` tea BYN jfas oltf tea EYN terfuje tea
koddusar/nf`gustfr hssa`gby. Throhgba Olbat Juoka Thlas (TOJTs).

Kasnroptofl= [ea hljubhr pfsotofl fd tea TOJTs hlk Throhgba Juoka Thlas
(TJTs) os hutf`htonhbby hkmustak tf jova tea hor dbfw tea nfrrant
[ea EYN os h 89-sthja hxohb dbfw nf`prassfr `hka up fd tea korantofl terfuje tea nf`prassfr.
dfbbfwolj=
Hs tea hor jfas terfuje tea nf`prassfr, ahne sthja nf`prassas ot
" kru` rftfr hssa`gby `fra. [ea prassurozak hor os teal kabovarak tf tea nf`gustofl
neh`gar.
" drfl
drfltt n
nhs
hsa
a weo
weone
ne nf
nflt
ltho
hols
ls vhro
vhrohg
hgba
ba stht
sthtfr
fr vhla
vhlas
s
Hor os kuntak drf` tea EYN sthjas :-89 tf suppby hor dfr hornrhdt
f 1 vhlas
vhlas > H8 aljol
aljola
a sarvonas. Hkkotoflhbby, `fra hor os gbak fdd ht sthjas : hlk 89 tf
o`prfva aljola sthrtolj hlk tf pravalt nf`prassfr surja ulkar
f ; vhlas
vhlas > H1 aljol
aljola
a narthol fparhtolj nflkotofls.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 75
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

EOJE YWA^^QWA NF@YWA^^FW

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - 7?
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

EYN (Nflt
(Nflt.)
.)

Wftfr Hssa`gby

[ea rftfr hssa`gby ehs dova sug-hssa`gboas.

" Tfrtax rakunar rolj

" EYN sehdt

" EYN rfthtolj hor sahb

" ^thjas > tf 5 EYN kru`

" ^thjas ? tf 87 EYN kr

kru`

[ea dova sug-hssa`gboas hra gfbtak tfjatear tf `hca tea rftfr. ^thjas
> tf 1 nf`prassfr gbhkas hra htthneak ol hxohb kfvathob sbfts. ^thjas 4
tf 87 nf`prassfr gbhkas hra olsthbbak ol sbfts hrfulk tea
nornu`daralna fd tea koscs terfuje hl hxohb bfhkolj sbft.

[ea twf rftfr kru`s hra gfbtak tfjatear wote h vfrtax rakunar olsthbbak
gatwaal tea 5te hlk ?te sthjas. [ea vfrtax rakunar strhojetals tea
^thja 5 hor dbfw, weone phssas tf tea naltar fd tea al
aljola
jola dfr tea
oltarlhb nffbolj hlk sahbolj.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >9
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

EOJE YWA^^QWA NF@YWA^^FW WF[FW H^^A@GB_

H^^A@GB_

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >8
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

EYN (Nflt
(Nflt.)
.)

EYN Gbhkas

[ea nf`prassfr gbhkas ol sthjas >>1 hra htthneak tf tea koscs ol

hxohb kfvathob sbfts hlk sanurak gy bfnc pbhtas. Wuggar strops
gflkak tf tea ulkarsoka fd tea pbhtdfr` sahb jjhps
hps gatwaal tea
gbhkas.

Gbhkas ol sthjas
nornu`daralna fd 4>87 hra olsthbbak
tea koscs. Ahne koscol ehs
h sbft
flahrfulk tea
hxohb bfhkolj sbft tf
alhgba tea gbhkas tf ga olsthbbak fltf tea kosc.

Dfur bfnc gbhkas hra olsthbbak fl ahne kosc, twf fl ahne soka fd tea
bfhkolj sbft, hlk hra sanurak gy twf bfnc luts hlk twf mhncsnraws
par nornu`daraltohb sthja.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >7
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

EOJE YWA^^QWA NF@YWA^^FW GBHKA^

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >>
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

Koddusar hlk
hlk Nf`gustf r

Yurpfsa= " nf`gustfr n

ne
eh`gar h
hs
ssa`gby

[ea koddusar hlk nf`gustfr jrfup ehs dfur pro`hry dulntofls bostak " Lf. ; Gahrolj nf`phrt`alt.
gabfw.
[ea ollar hlk futar bolar hra `hludhnturak drf` seaat `athb wote
" ^trho
trhoje
jettal tea dbf
bfw
w fd
fd h
hor
or drf
rf`
` tea
tea EYN 899 saphrhta narh`on nfhtak bolar saj`alts htthneak tf teaor ollar
surdhna (19 tobas fl ahne bolar). [ea tobas nhl ga olkapalkaltby
" Waku
Wakuna
na tea
tea vab
vabfn
fnot
oty
y fd te
tea
a hor
hor tf ja
jatt tea
tea ga
gast
st sp
spaa
aak
k hlk
hlk rapbhnak kurolj aljola fvarehub.
prassura dfr nf`gustofl Fparhtofl=
" @ox
@ox dua
duabb w
wot
ote
e ttea
ea ho
horr h
hlk
lk supp
suppby
by ojlo
ojloto
tofl
fl tf `hca
`hca du
duab
ab gu
gurl
rl 8. Hor vabfnot
vabfnoty
y os kanrahsak
kanrahsak ol tea koddus
koddusar
ar nhsa,
nhsa, nfl
nflvartol
vartolj
j tea
" Efbk te
tea Lf
Lf. ; Gahrolj ol
ol p
pf
fsotofl spaak alarjy oltf prassura.

Bfnhtofl= 7. Dua
Duabb os `oxak
`oxak wote
wote tea ho
horr ol tea
tea nf`
nf`gus
gustof
tofl
l neh
neh`ga
`garr hlk
teal gurlak.
[ea koddusar hlk nf`gustfr `fkuba os bfnhtak gatwaal tea EYN
>. [ea eft
eft axphlkolj
axphlkolj jhsas axotol
axotolj
j tea nf`gus
nf`gustofl
tofl n
neh`gar
eh`gar
`fkuba hlk tea EY[ `fkuba. hra korantak ghnc tfwhrk tea turgola LJT hssa`gby.
Kasnroptofl=

[ea koddusar hlk nf`gustfr `fkuba olnbukas=

" koddusar nhsa hssa`gby

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >;
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

KODDQ^AW/NF@GQ^[FW ^_^[A@

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >1
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

Koddusar hlk Nf`gustf r (Nflt.)

Koddusar Nhsa Hssa`gby

[ea koddusar nhsa os nflsokarak h `hol strunturhb phrt fd tea aljola.

Ot efusas hlk suppfrts tea bfhks fd tea Lf. ; Gahrolj nf`phrt`alt.

[ea koh`atar fd tea koddusar santofl os bhrjar ht tea rahr tehl ht tea
drflt. [eos koh`atar koddaralna kanrahsas tea spaak fd tea hor hlk

nehljas tea vabfnoty alarjy oltf olnrahsak prassura.

[ea koddusar nhsa ehs 79 `fultolj phks, weara tea duab olmantfrs
hra olsthbbak, hlk twf `fultolj phks weara tea ojlotar pbujs hra
olsthbbak. [ea koddusar nhsa hbsf olnbukas dova `fultolj phks dfr tea
nf`gustofl neh`gar futar hbojl`alt pols.

Futbat juoka vhlas, gfbtak ht tea drflt fd tea koddusar, strhojetal tea
hor nf`olj drf` tea EYN. [ea hor altars tea ko
koddusar
ddusar pfrtofl fd tea
koddusar nhsa profr tf altarolj tea nf`gustofl neh`gar.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >4
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

KODDQ^AW NH^A H^^A@GB_

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >:
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^

Koddusar hlk Nf`gustf r (Nflt.)

Nf`gustofl Neh`gar Hssa`gby

[ea hllubhr typa nf`gustfr nflsosts fd hl futar bolar hssa`gby hlk

hl ollar bolar hssa`gby.

[ea futar bolar os sanurak gy dova bfnhtolj pols weone phss terfuje
tea koddusar nhsolj. [ea nf`gustofl neh`gar futar bolar hssa`gby

ehs 79 duab lfzzba juokas.

[ea ollar nf`gustofl bolar os htthneak tf tea ^thja 8 turgola LJT
hssa`gby.

Hor teht surrfulks tea nf`gustfr os usak ol teatea nf`gustofl prfnass

dfr kobutofl hlk axot ta`parhtura nfltrfb fd tea nf`gustofl jhsas
hlk dfr nffbolj fd tea nf`gustfr bolars.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >5
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

NF@GQ^[FW NWF^^ ^AN[OFL

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
; - >?
T7199 BOLA HLK GH^A @HOL[ALHLNA
Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

[urgola
[urgo la Lfzzba
Lfzzba Juoka Thla
Thla ((LJ
LJT)
T) Hss
Hssa`gby
a`gby [ea vhlas hra htthneak tf tea ^thja 8 EY[ nffbolj kunt hssa`gby
wote gfbts. Ahne efbbfw vhla ehs ol oltarlhb
tarlhb ghddbas hlk nffbolj efbas
Yurpfsa= ol tea hordfob. Thla hordfobs hbsf ehva h eaht-rasosthlt nfhtolj.

[ea [urgola Lfzzba Juoka Thla (LJT) Hssa`gby kabovars tea [ea 8st ^thja EY[ nffbolj kunt os olsthbbak fl tea rahr-ollar dbhlja
axotolj jhsas drf` tea nf`gustofl neh`gar ht tea rojet spaak hlk fd tea koddusar nhsa.
prassura tf tea 8st ^thja EY[ gbhkas. Zeal hssa`gbak wote tea futar nf`gustofl neh`gar bolar
hssa`gby, tea nf`gustofl neh`gar ollar bolar nrahtas h neh`gar
Bfnhtofl= dfr gurlolj tea `oxtura fd duab hlk hor.

[ea [urgola LJT Hssa`gby os bfnhtak gatwaal tea rahr fd tea Fparhtofl=
koddusar nhsa hlk tea drflt fd tea EY[. [ea rolj fd juoka vhlas nrahtas h saroas fd lfzzbas weone olnrahsa
tea vabfnoty fd tea jhsas drf` tea nf`gustofl neh`gar. [ea vhlas
Kasnroptofl= pfolt tea jhsas ht tea fpto`u` hljba fltf tea ^thja 8 turgola
gbhkas.
Yro`hry phrts fd tea LJT hssa`gby olnbuka=
[ea oltarlhb vhla ghddbas hlk hordfob nffbolj efbas par`ot nffb hor
" ^thj
hja
a 8 EY
EY[ v
vhl
hla
annbu
bust
star
ar hss
hssa`
a`gb
gboa
oas
s drf` tea koddusar nhsa tf jf terfuje tea vhla hlk fvar tea axtarlhb
hordfob tf kanrahsa `athb ta`parhtura. ^eaat `athb sahbs gatwaal
" ^thj
hja
a 8 EY[ nff
nffbo
bolj
lj ku
kun
nt hs
hssa
sa`
`gb
gby
y hkmhnalt vhla pbhtdfr`s kanrahsa bahchja fd tea nffb hor.

[ea ^thja 8 EY[ nffbolj kunt hssa`gby nhrroas EYN kosnehrja hor
" Nf`gu
f`gus
stofl
tofl neh
eh`g
`gar
ar ol
olla
larr bo
bola
larr drf` tea koddusar nhsa, hlk salks ot terfuje tea `atarak lfzzba
clfwl hs tea [hljaltohb Futgfhrk Olmantfr ([FGO) kunt. [ea hor os
usak tf nffb tea drflt dhna fd tea ^thja 8 turgola rftfr hlk ^thja 8
turgola gbhkas.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; ;9

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

[QWGOLA LF]]BA JQOKA THLA H^^A@GB_

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; ;8

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

Eoje Yrassura
Yrass ura [urgo la (EY[)
(EY[)

Yurpfsa= " gbhkas (4;)

[ea Eoje Yrassura [urgola (EY[) `fkuba nflvarts alarjy drf` tea " ^thja 8 rahr EY[ ho
hor s
sa
ahb.
nf`gustofl jhsas tf turl tea EYN.
Yro`hry phrts fd tea ^thja 7 rftfr hssa`gby olnbuka=
Bfnhtofl=
" ^thja 7 turgola eug
[ea EY[ os nfllantak tf tea rahr EYN sehdt, gatwaal tea [urgola
" gbhkas (:7)
LJT Hssa`gby hlk tea BY[.
" ^thja 7 gb
gbhka ra
rathololj p
pbbhta
Kasnroptofl=
" ^thja 7 EY[ hor sahb.
Yro`hry phrts fd teos `fkuba olnbuka=
Yro`hry phrts fd tea EY[ nhsa hssa`gby olnbuka=
" EY rft
rftfr
fr hs
hss
sa`
a`gb
gboa
oas
s ((st
sthj
hjas
as 8 hlk
hlk 7)
" EY[ kun
kuntt s
saj
aj`
`al
altts ddfr
fr st
sthj
hjas
as 8 h
hlk
lk 7
" EY[ nhsa hlk 7lk ^thja vhla hssa`gby.
" EY[ 7lk sthja LJTs
[ea EY[ rftfr hssa`gboas hra twf sthjas fd turgola eugs wote
soljba-nrysthb, loncab-hbbfy gbhkas olsthbbak ol sbfts fl tea eug. " ^thja 7 E
EY
Y[ s
su
uppfrt h
hs
ssa`gby.
Yro`hry phrts fd tea ^thja 8 rfthry hssa`gby olnbuka=

" ^thja 8 turgola eug

" ollar h
hl
lk fu
futar EY[ ho
hor sa
sahbs

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;7

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

EOJE YWA^^QWA [QWGOLA H^^A@GB_

H^^A@GB_ (8 FD 7)

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;>

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^

EY[ (Nflt
(Nflt.)
.)

Fparhtofl=

[ea EY[ usas tea alarjy fd tea nf`gustofl jhsas tf suppby

`fva`alt tf tea EYN.

Eflaynf`g sahbs fl tea ollar koh`atar (OK) alk fd tea ^thja 7

vhla pbhtdfr` hra hbojlak wote cloda-akja sahbs fl tea ^thja 8 EY[
(rahr) hor sahb hlk ^thja 7 EY[ hor sahb tf pravalt jhsphte bahchja.
EY[ hordfobs hra nffbak gy hordbfw.

[ea ^thja 8 EY[ gbhkas hra nffbak gy tea EYN kosnehrja hor
weone dbfws terfuje tea ^thja 8 EY[ nffbolj kunt hssa`gby. [ea
^thja 7 vhla nbustars hra nffbak gy ^thja 89 nf`prassfr hor teht
dbfws ol terfuje tea naltar fd tea vhlas.

^thja 7 EY[ gbhka nffbolj hor os h `oxtura fd EYN kosnehrja hor

hlk ^thja 89 nf`prassfr hor. [eos hor `fvas terfuje efbas ol tea
^thja 8 EY[ (drflt ollar) hor sahb hlk tea ^thja 8 turgola eug oltf
tea hrah gatwaal tea eugs. [ea hor teal jfas oltf tea ^thja 7
gbhka rfft hlk fut tea trhobolj-akja nffbolj efbas.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;;

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

EOJE YWA^^QWA [QWGOLA H^^A@GB_

H^^A@GB_ (7 FD 7)

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;1

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

Bfw Yrassura [urgola (BY[)

Yurpfsa= [ea BY[ rftfr os olsthbbak ol tea BY[ nhsa weara ot os ol hb

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wote tea BY[ sthtfrs. [ea BY[ nhsa os `hka drf` eoje-eaht-
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fla-p hrt, wabkak hssa`gby.
turl tea BYN hlk dhl.
[ea dova BY[ koscs hra `hka drf` eoje-eaht-rasosthlt loncab hbbfy
hlk hra hxohbby olsthbbak hlk hssa`gbak tfjatear wote luts hlk
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sthtfr vhlas.
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DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;4

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

BFZ YWA^^QWA [QWGOLA (BY[)

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;:

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^

BY[ (Nflt.)

[urgola Axehust Nhsa ([AN)

[ea [AN prfvokas suppfrt dfr tea Lf. 1 Gahrolj hl

hlkk `fultolj
prfvosofls dfr tea Nf`golak Lfzzba Hssa`gby (NLH), axehust pbuj,
hlk rahr `fult.

[ea [AN hssa`gby nflthols tea BY rftfr rahr (Lf. 1) gahrolj hlk
suppfrt struntura. [ea bfhks hra trhls`ottak tf tea futar nhsa gy
struts.

[ea [AN ehs `fults dfr tea hordrh`a-suppboak thob nfla hlk tea
NLH. [eos nhsa hbsf olnbukas tea aljola rahr `fult hlk rahr
jrfulk ehlkbolj `fult pfolts.

[ea Axehust Jhs [a`parhtura (AJ[) prfgas hra olsthbbak ol tea

nhsa struts tf `ahsura tea tfthb ta`parhtura usolj [;.?
ta`parhtura prfgas. [ea tfthb prassura os `ahsurak gy Y;.?
prassura prfgas, weone hra oltajrhb wote tea nhsa struts.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;5

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

[QWGOLA AUEHQ^[ NH^A

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - ;?

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^ (Nflt.)

@fult
Hnnassfry Qlot
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Axtarlhb Ja
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hlk tea Hljba Jahrgfx (HJG). [ea hssa`gby os h nhst hbu`olu`
efusolj teht ehs olkovokuhbby rapbhnahgba krova ulots hlk `hjlaton Fob sahbolj dfr tea jahrgfx hnnassfry krovas os prfvokak gy h
neops katantfrs bfnhtak fl tea `hol hlk hljba jahrgfxas. nf`golhtofl fd sprolj-suppfrtak nhrgfl sahbs hlk F-roljs. Nhrgfl
sahbs hlk F-roljs hra Bola Wapbhnahgba Qlots (BWQs).
[ea @GJ os olsthbbak tf tea oltar`akohta nhsa dbhlja gy teraa
`fultolj bolcs hlk tea HJG suppfrt os htthneak gy fla `fultolj H `hluhb EY systa` nrhlc (turlolj pfrt) os bfnhtak fl tea drflt dhna
bolc. fd tea jahrgfx gatwaal tea sthrtar hlk tea kakonhtak hbtarlhtfr.

[ea HJG suppfrt os h nhstolj teht efusas tea bhy sehdt hlk rojokby
nfllants tea hljba jahrgfx tf tea `hol jahrgfx.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - 19

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

AU[AWLHB JAHWGFU H^^A@GB_

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
 ; - 18

T7199 BOLA HLK GH^A @HOL[ALHLNA

Aljola Nflstruntofl

ALJOLA @FKQBA^

Axtarlhb Jahrgf
Jahrgfxx (Nflt.)

Fparhtofl=

Ht aljola rul nflkotofls, tea axtarlhb jahrgfx trhls`ots tea pfwar

drf` tea tfwar sehdt tf tea hnnassfroas olsthbbak fl tea @JG.

Ht sthrtar nflkotofls, tea axtarlhb jahrgfx trhls`ots pfwar ddrf`

rf` tea
sthrtar tf tea aljola terfuje tea tfwar sehdt.

[ea axtarlhb jahrgfx suppboas tea lanasshry spaaks hlk tfrquas

dfr tea hnnassfroas tf pardfr` teaor vhrofus dulntofls.

DFW [WHOLOLJ YQWYF^A^ FLB_ ^ugmant tf axpfrt hlk kosnbfsura bo`othtofls fl tea phja 2Hgfut [eos Juoka0 Y&Z YWFYWOA[HW_ OLDFW@H[OFL
1;; HYWOB
HYWOB 7984
V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

CHAPTER 5
ELECTRONIC ENGINE CONTROL
ATA 73

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P&W PROPRIETARY
PROPRIETARY INFORMATION
INFORMATION
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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

OBJECTIVES

1. Describe the purpose of the Electronic Engine Control

(EEC).
2. Identify Line Replaceable Units (LRUs).
3. Describe how power is generated and supplied to the EEC.
4. Describe the fault logic and redundancy capabilities of the
EEC.
5. Describe failsafe positions of EEC controlled components.

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Electronic Engine Control

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE CONTROL OVERVIEW

The V2500 uses a Full Authority Digital Electronic Engine Control

(FADEC) as the primary interface between aircraft and engine
systems. FADEC network components improve efficiency, enhance
control functions, protect the engine and provide operational
reliability.

Numerous FADEC components are overseen by the Electronic

Engine Control (EEC), which is itself a component of the FADEC
system. The EEC sends, receives, and interprets information
between aircraft and engine systems. The EEC calculates required
engine power and ensures its availability for all throttle settings,
regardless of varying conditions. It also controls and monitors
functions in the fuel, air, starting, oil and thrust reverser systems.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ELECTRONIC ENGINE CONTROL (1 OF 2)

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control
Safety Conditions

BE CAREFUL DURING THE REMOVAL/INSTALLATION OF THE EEC. IT

WEIGHS APPROXIMATELY 41 LB (18.6 KG).
ENGINE CONTROL OPERATIONS

Electronic Engine Control (EEC) MAKE SURE THAT YOU DISCONNECT THE DATA ENTRY PLUG FROM THE
EEC. DO NOT REMOVE OR CUT THE BACKSHELL CONNECTING
Purpose: CHAIN/CABLE THAT ATTACHES THE DATA ENTRY PLUG ASSEMBLY TO
THE LP COMPRESSOR/INTERMEDIATE CASE FLANGE. DAMAGE TO THE
PARTS COULD RESULT.
The EEC controls starting, fuel metering, engine stability, engine
condition monitoring, fault detection, engine protection and thrust SOME EEC STANDARDS CANNOT BE INTERMIXED ON THE SAME
reverser operation. AIRCRAFT.

Location:

The EEC is attached to the fan case at 2:00. The EEC housing has a handle that is part of its structure. The
handle eases installation of the EEC on the engine and provides a
Description: convenient way to carry the EEC when it is removed.

The EEC weighs 37 lb (16.8 kg). It is attached to the fan case using
four brackets and four vibration-isolated bolts.

EEC circuitry is contained in an aluminum housing. The housing is

divided into two halves. Each half contains one complete control
channel of the EEC; the upper half contains Channel A and the
bottom half contains Channel B.

A protective shield between the halves provides physical separation

of the two channels, while an internal mating connector provides
crosstalk communication.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ELECTRONIC ENGINE CONTROL (2 OF 2)

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

.
ENGINE CONTROL OPERATIONS

Electronic Engine Control (EEC) (Cont.)

Operation: The backup channel will remain in the active stand-by mode at all
times, ready to take over control when required.
Each EEC channel is supplied with identical data inputs from
aircraft computers and engine sensors. These inputs include throttle Each channel has three thrust control modes: Engine Pressure
position, aircraft digital data, air pressures, air temperatures, Ratio (EPR), which is the primary mode; N1 Rated; and N1 Unrated.
exhaust gas temperatures and rotor speeds.

The EEC uses this data to set the correct engine rating for flight
conditions, as well as transmit engine performance data to the
aircraft.

Both channels share sensor data through the cross talk link. This
allows the controlling channel to use the best information available
for its engine control computations through its output driver.

Each EEC channel can exercise full control of all engine functions.
Only one channel can be in control at a time; control alternates
between Channel A and Channel B for consecutive flights. Channel
selection is made automatically by the EEC sequence logic.

The non-controlling channel is nominated as the backup channel

and disables its outputs.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

EEC CHANNEL OPERATION

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control
Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

IMMEDIATELY AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
ENGINE CONTROL OPERATIONS (Cont.) COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.

Data Entry Plug (DEP)

DO NOT DISASSEMBLE THE DATA ENTRY PLUG (DEP) ASSEMBLY WHEN
Purpose: YOU REMOVE IT FROM THE ENGINE. THE DEP BACKSHELL AND THE DEP
CONNECTOR MUST BE AN ASSEMBLY UNTIL THE DEP IS REPAIRED OR
REPLACED BY THE PROCEDURES GIVEN IN THE APPROVED REPAIRS.
The DEP provides discrete data inputs to the EEC’s two channels.
DISASSEMBLY OF THE DEP COULD CAUSE THE INCORRECT CONNECTOR
Transmitted information includes: ASSEMBLY TO BE INSTALLED ON THE ENGINE OR CONTAMINATION OF
THE CONNECTOR ASSEMBLY.
• EPR modifier data
YOU MUST MAKE SURE THAT YOU INSTALL THE CORRECT DATA ENTRY
• engine thrust rating, which is selected from multiple rating PLUG FOR THE ENGINE. INSTALLATION OF THE INCORRECT DATA ENTRY
options PLUG CAN CAUSE THE ENGINE TO GIVE INCORRECT THRUST VALUES.

DO NOT USE THE REMOVAL TOOL TO INSTALL THE JUMPERS OR THE

• bump, i.e., increase in rated thrust (if available) CONTACTS. IF THE REMOVAL TOOL IS USED, THE COLLET IN THE
CONNECTOR CANNOT RETRACT AND LOCK THE JUMPER OR THE
• engine serial number. CONTACT.

Location: DO NOT PUSH TOO HEAVILY ON THE INSERTION TOOL WHEN YOU PUT
THE JUMPER OR THE CONTACT IN. IF YOU PUSH THE TOOL TOO HEAVILY,
YOU CAN CAUSE DAMAGE TO THE COLLET.
The DEP is located on the Channel B electrical connector side of
the EEC at junction 6, at approximately 4:00.

Description:

The DEP features a data identification plate with the part, class, and
rating numbers, the bump and EPR modifier numbers, and the
engine serial number.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

DATA ENTRY PLUG (DEP)

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE CONTROL OPERATIONS

Data Entry Plug (DEP) (Cont.)

Operation:
The DEP contains shorting jumper leads, which can be arranged in
different combinations to link coded data inputs through the EEC.
These inputs are then used by the EEC to select the plug pins in a
unique combination.
If the EPR modifier code has changed as the result of engine
overhaul and incorporation of a Service Bulletin (SB), you may need
to reprogram the DEP by reconfiguring the jumper leads, according
to instructions.
The DEP is matched to the engine at testing and must remain with
the engine if the EEC is replaced.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE CONTROL OPERATIONS (Cont.) Pressure Type Sensor Location

EEC Electrical Harness and Pressure Connections
Pamb Ambient air Ambient EEC Pamb port
Electrical Harness Connections

Two identical but separate electrical harnesses provide the Pb Burner P3/T3 Diffuser case at 12:30
input/output circuits between the EEC, the relevant sensor/control
actuator, and the aircraft interface.

The harness connectors are “keyed” to prevent misalignment during Inside the inlet cowl at
P2 Fan inlet P2/T2
installation. 12:30

Channel A harness connections are located on the top half of the

EEC, and Channel B connections are on the bottom half. Booster Intermediate case at
P2.5 P2.5
stage outlet 6:00
Pressure Connections

Single pressure signals are directed to pressure transducers P5 TEC at strut nos. 4, 7,
Exhaust P4.9
located within the EEC. These pressure transducers then supply (P4.9) and 10
digital electronic signals to channels A and B. The chart shows the
relevant pressures.
Intermediate case at
P12.5 Fan outlet Fan rake
strut no.1

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

EEC ELECTRICAL HARNESS AND PRESSURE CONNECTIONS

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control
Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

IMMEDIATELY AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
ENGINE CONTROL OPERATIONS (Cont.)
DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON
Engine Dedicated Alternator (EDA) PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
Purpose: CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH
The EDA has two independent sets of stator windings that supply WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME IRRITATED.
two independent AC power supplies to channels A and B. It also
supplies two speed signals representing the HP shaft speed (N2).
BE CAREFUL WHEN YOU REMOVE/INSTALL THE EDA STATOR. THE
Location: MAGNETS OF THE ROTOR WILL PULL THE STATOR. DAMAGE TO THE
The Engine Dedicated Alternator is located on the front face of the STATOR LAMINATIONS AND THE ROTOR CAN OCCUR IF YOU DO NOT
HOLD THE STATOR CAREFULLY.
MGB between the hydraulic pump and the air turbine starter.
Description: YOU MUST MAKE SURE TO INSTALL THE ALTERNATOR SHROUD IN THE
CORRECT POSITION ON THE STATOR GENERATOR TO PREVENT THE
The EDA is also known as the Permanent Magnetic Alternator COMPONENTS FROM OVERHEATING AND DAMAGE DURING IN SERVICE
(PMA). OPERATIONS.

The EDA consists of a rotor that is mounted directly on the gearbox The cooling shroud is located around the housing and directs air
output shaft, a stator housing that is bolted to the gearbox, and a provided by the fan exit airstream (P12.5) to flow around the
cooling air shroud. housing to decrease the power stator winding temperature. The
The stator housing consists of a power stator assembly and a cooling shroud is external on older part number EDAs and needs to
speed signal assembly. The power stator assembly contains two be aligned correctly for either the A1/A5 or D5 engine application.
identical windings wired in a three-phase configuration, each The shroud must be clamped with the arrow on the shroud aligned
powering a channel of the EEC. Two identical single-phase speed with the number 1 position for A1/A5 or aligned with the number 2
signal windings are located in the speed signal assembly portion of position for D5. This correctly aligns the station 12.5 cooling air inlet
the stator housing. Each of these windings provides a frequency on the shroud with the cooling hole in the stator housing. Newer
signal related to N2 speed. EDAs have an integral cooling air shroud that does not require
alignment.

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE DEDICATED ALTERNATOR AND COOLING SHROUDS

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE DEDICATED ALTERNATOR ALIGNMENT POSITIONS

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE CONTROL OPERATIONS

Engine Dedicated Alternator (EDA) (Cont.)

Operation: The EEC also uses aircraft power for the operations listed below.

The electrical supplies for the EEC are normally provided by the • 115V AC 400 Hz power is required for the Ignition System and
EDA. inlet probe anti-icing heater.

The AC power supplied by the two independent sets of stator • 28V DC is required for some specific functions, including the
windings is rectified to 28 volts DC within the EEC. thrust reverser, fuel on/off and ground test power for EEC
maintenance.
The EDA also provides N2 signals for the EEC. The N2 input signal
for Channel A is provided by the frequency of a dedicated single- During engine starts, 28V DC is supplied from the aircraft bus bars
phase winding in the stator housing. N2 input signal for Channel B until the EDA comes online at approximately 10% N2.
is derived from one of the Channel B power generation three-phase
windings. The EEC channel in control uses its local input. If either Switching between the aircraft 28V supply and EDA power supplies
Channel A or B input is not available, the opposite channel input is is done automatically by the EEC. In the event of a total failure of
borrowed. If N2 input is lost for both channels, a synthesized N2 the EDA, the aircraft 28V DC bus bars supply the EEC.
value is used.

No speed signal generation is provided by the output of the coil

windings of the EDA Channel A power supply.

A separate, single-phase winding in the stator housing of the EDA

provides N2 signal for the Engine Vibration Monitoring Unit (EVMU).

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE DEDICATED ALTERNATOR OPERATION

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V2500 LINE AND BASE MAINTENANCE
Electronic Engine Control

ENGINE CONTROL OPERATIONS (Cont.)

EEC Interfaces

The EEC provides the following engine control functions: NOTE

• power setting (EPR or N1)
The fuel cut off (engine shut down) command comes from the
• acceleration and deceleration times flight/ground crew and is not controlled by the EEC.
• idle speed governing
The EEC has extensive self-test and fault isolation logic built in. This
• overspeed limits (N1 and N2) logic operates continuously to detect and isolate defects in the EEC.
• fuel flow
• Variable Stator Vane system (VSV)
• compressor handling bleed valves
• Booster Stage Bleed Valve (BSBV)
• turbine cooling (10 stage make-up air system)
• Active Clearance Control (ACC)
• thrust reverser
• automatic engine starting
• oil and fuel temperature management.

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Electronic Engine Control

EEC INTERFACE OVERVIEW

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Electronic Engine Control

ENGINE CONTROL OPERATIONS Air Data Inertial Reference System (ADIRS)

ADIRS has these functions:
EEC Interfaces (Cont.)
• process pitot and static inputs
The EEC interfaces with other aircraft systems as listed below.
Engine Interface Unit (EIU) • supply air data to other aircraft systems, including EEC, and to
the DMCs for display.
Two EIUs have these functions:
• supply aircraft data to the EEC
Flight Warning Computer (FWC)
• ensure engine to engine segregation
• select aircraft electrical supplies to the EEC Two FWCs have these functions:
• supply data directly to other aircraft systems. • process data for fault annunciation
• generate actions necessary for associated fault.
Display Management Computer (DMC)
Three DMCs have these functions:
Other aircraft systems listed below interface with the EEC through
• receive and process data from other aircraft systems the EIU.
• format and display the data on the 6 display units.
• Spoilers and Elevators Computer SEC

Flight Management and Guidance Computer (FMGC) • Landing Gear Control Interface Unit LGCIU
Two FMGCs have these functions: • Bleed Monitoring Computer BMC
• flight management, navigation, performance optimization and • Flight Control Unit FCU
display management
• Centralized Fault Display Interface Unit CFDIU
• flight guidance, autopilot and thrust commands to the EEC.
• Multipurpose Control and Display Unit MCDU

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Electronic Engine Control

FADEC SCHEMATIC

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Electronic Engine Control

ENGINE CONTROL OPERATIONS (Cont.)

Failures and Redundancy

Dual sensors, control channels and feedback provide improved • In the event of faults in both channels, a pre-determined
reliability. hierarchy decides which channel is more capable of control
and utilizes that channel.
• Dual sensors supply all EEC inputs except pressures, (single
pressure transducers within the EEC provide signals to • In the event of loss of both channels or electrical power, the
channels A and B). systems are designed to go to the failsafe positions.

• The EEC uses identical software in each of the two channels.

Each channel has its own power supply, processor,
programmed 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 each
channel can also use input signals from the other channel as
required, that is, if it recognizes faulty, or suspect, inputs.
• An output fault in the controlling channel will cause switching
over control to the other channel in active stand-by (provided
that channel is functional).

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Electronic Engine Control

EEC REDUNDANCY ASPECTS

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Electronic Engine Control

EEC System Component Failsafe Position

ENGINE CONTROL OPERATIONS
Starter air Closed
Failures and Redundancy (Cont.)
Anti-ice air
In the event of loss of both input signals, both channels, or
electrical power, the system is designed to go to the failsafe
Air Oil Cooler control
positions shown in the following charts. Open
valve actuator

10th Stage make-up

Valves cooling air

Fuel Diverter and Return-to-Tank Valve Unit

Solenoid de-energized
Fuel diverter (Mode 4 or 5)

Valve closed—no return to

Fuel return-to-tank tank (Mode 3 or 5)

Ignition ON
P2/T2
relay box
Probe heater OFF

Thrust Reverser Control Unit Reverser stowed

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Electronic Engine Control

ENGINE CONTROL OPERATIONS

EEC System Component Failsafe Position
Failures and Redundancy (Cont.)

Additional failsafe positions are shown at right. Metering valve torque motor Minimum fuel flow position

Fuel Metering Unit

Fuel shut-off valve Last commanded position

Over-speed valve solenoid Normal fuel flow

7th Stage
Bleed valves
10 Stage
Open
Low compressor booster
(2.5) bleed
Actuators
Variable Stator Vane

HPT Valve closed

Active Clearance
Control (ACC) Unit
LPT Valve partially open (-44%)

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Electronic Engine Control

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Power Management

CHAPTER 6

POWER MANAGEMENT
ATA 76

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Power Management

OBJECTIVES

1. Describe the purpose of the Power Management System.

2. Describe the purpose of the EEC/Fuel System interface.
3. Identify Line Replaceable Units (LRUs).

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Power Management

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Power Management

OVERVIEW

The Power Management System is designed to allow control of

engine power either through manual or auto throttle authority.

Engine throttle control levers are located in the center console of

the flight deck.

Auto-thrust mode does not provide motorized movement of the

throttle levers with changes in engine thrust settings.

Thrust levers are equipped with a disconnect button that

disengages auto-thrust.

Each thrust lever drives dual throttle resolvers. The two resolvers
convert the mechanical movement of the thrust lever into an
electrical signal to the EEC. Each resolver output is dedicated to
one EEC channel.

The Throttle Lever Angle (TLA) is the input to the resolver. The
resolver input fed to the EEC is known as the Throttle Resolver
Angle (TRA). The relationship between the TLA and TRA is linear.

1 degree TRA = 1.9 degree TLA

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Power Management

ENGINE POWER SETTING

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Power Management

THROTTLE CONTROL SYSTEM

The Throttle Control System consists of the throttle control lever,

the mechanical box, and the throttle control unit.

The throttle control lever moves over a range of 65°. Throttle control
lever movement is transmitted through a control rod to the
mechanical box. The mechanical box uses soft detents, which
provide the selected engine rating position.

Another control rod from the mechanical box transmits the output to
the throttle control unit. The throttle control unit incorporates two
resolvers and six potentiometers.

The output from the potentiometers provides TLA signals to the

aircraft flight management computers.

A rig pin position is provided on the throttle control unit for rigging
the resolvers and potentiometers.

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Power Management

THROTTLE CONTROL SYSTEM

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Power Management

THROTTLE CONTROL MECHANISM

The throttle control lever moves over a range of 65° from -20° to Auto-Thrust System (ATS)
+45°. An intermediate retractable mechanical stop is provided at 0°.
The ATS can only be engaged between 0° and +25°.
Forward Thrust Range
• Twin-engine operation is between 0° and 25° (Max CL)
The forward thrust range is from 0° to +45°.
• Single engine operation is 0° to 35° (FLX/MCT)
• 0° = forward idle power
Thrust Rating Limit
• 45° = Take-Off/Go-Around power (TOGA)
Thrust rating limit is computed according to the thrust lever position.
Two detents are provided in this range. If the thrust lever is set in a detent, the FADEC will select the rating
limit corresponding to this detent.
• Max Climb (CL) at 25°
If the thrust lever is set between two detents, the FADEC will select
• Max Continuous/Flexible (de-rated) take-off power at 35º the rating limit corresponding to the higher detent.

Reverse Thrust Range

Lifting the reverse latching lever allows the throttle to operate in the
range 0°–20°. A detent at -6° corresponds to thrust reverse deploy
commanded and reverse idle power. Maximum reverse power is
provided at -20°.

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Power Management

ENGINE CONTROL – THROTTLE SETTING

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Power Management

BUMP RATING PUSH BUTTON

Dependent upon customer option, some throttle control levers are When the bump rating button is selected, the letter B appears next
provided with “bump rating” push buttons, one per engine thrust to the associated EPR display.
lever. This enables the EEC to be re-rated to provide thrust
increase of up to a 6.5 percent in hot day conditions. The bump rating is activated under the following conditions:

The bump rating button can be selected when the following • bump rating is initially selected on the ground
conditions are met:
• thrust lever set above FLX/MCT
• aircraft is on the ground
• aircraft is within the take-off envelope.
• engines are running
In flight, the bump rating is de-activated when the thrust lever is
• engine is in Engine Pressure Ratio (EPR) mode moved from the take-off detent to or below max continuous thrust.
However, the thrust bump function can be re-activated if the thrust
• bump push button located on either thrust lever is actuated. levers are set back to the TOGA position.

Actuation of either push button switch will generate a digital signal NOTE
to both EECs via the Engine Interface Unit (EIU) and select both
engines for bump rating. Use of the bump rating function must be recorded and tracked by
power plant engineering, as it affects the life cycle of Life Limited
Bump ratings can be deselected at any time by actuating the bump Parts (LLP).
rating push button again, as long as the aircraft is on the ground
and the thrust lever is not set to the TOGA position.

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Power Management

BUMP RATING PUSH BUTTON LOCATIONS

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Power Management

OVERVIEW

Flexible Take-Off (FLX) flex take-off temperature on the MCDU that is higher than the actual
Total Air Temperature (TAT). Otherwise, the engine produces MCT.
In some instances, the aircraft takes off with a lower weight than the
maximum permissible take-off weight. When this happens, it can After Take-off
meet the required performance with a decreased thrust that is The pilot can change from the FLX to MCT rating by moving the
adapted to the weight. This is called Flexible Take-Off (FLX) and thrust lever from the FLX/MCT detent to the TOGA or Climb (CL)
the thrust is called Flexible Take-Off Thrust (FLXTO). The use of detent, then back to FLX/MCT. After that, the FLX rating cannot be
FLXTO saves engine life. used.
The maximum permissible take-off weight decreases as Setting the thrust lever out of the FLX/MCT detent without reaching
temperature increases. It is then possible to assume a higher the TOGA or CL detent has no effect. The pilot can always demand
temperature would decrease the take-off thrust rating to a level maximum take-off thrust by pushing the thrust lever all the way
required by the actual take-off weight. This is called Flexible, or forward, to the TOGA position.
Assumed, Temperature and is entered into the Multipurpose
Control and Display Unit (MCDU) “PERF TO” page for the EEC to
adapt the thrust to the desired level. Thrust cannot be reduced by NOTE
more than 25 percent of the full rated thrust when using FLX.
If both a bump and a FLX are selected, the bump take-off level shall
Once FLX is selected via the MCDU, it is activated by placing the be activated in the take-off detent and the flex take-off level in the
thrust levers into the Flexible/Maximum Continuous Thrust FLX/MCT detent.
(FLX/MCT) detent.
A change in FLEX temperature during take-off has no effect on the
thrust.
On The Ground
The engine runs at the FLXTO rating if the crew has selected a

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Power Management

FLAT RATED THRUST CONTROL AND MODIFICATION INPUTS

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Power Management

EEC/FUEL SYSTEM INTERFACE

The EEC/Fuel System Interface allows the thrust resolver reading to

be converted to a signal that alters the fuel flow.

Movement of the throttle control lever is sensed by the dual

resolvers, which signal the TRA to the EEC.

The EEC computes the fuel flow, which will produce the required
thrust based on the parameters shown in the chart.

The computed fuel flow request is converted to an electrical current

(I), which drives the torque motor in the Fuel Metering Unit (FMU).
The FMU modulates fuel servo pressure for moving the Fuel
Metering Valve (FMV) to provide the required fuel flow.

A dual resolver, or Rotary Variable Differential Transducer (RVDT),

located in the FMU senses the movement of the FMV. This RVDT
translates the FMV movement into an electrical signal that is fed
back to the EEC.

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Power Management

EEC/FUEL SYSTEM INTERFACE

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Power Management

BASIC CONTROL LOOP

The EEC uses closed loop control based on EPR, or N1 if EPR is The WF error is converted to an electrical current (I), which is sent
not available. to the FMU to drive the torque motor. This moves the FMV to
change the fuel flow. The change in fuel flow causes the engine to
accelerate/decelerate and brings about a change in actual EPR.
EPR Closed Loop Control

This process continues until EPR target equals EPR actual, and
The EEC computes a target EPR as a function of the following
there is no EPR error.
parameters.

• Thrust Resolver Angle TRA NOTE

• Ambient temperature Tamb The EEC controls the change rate of fuel flow, and thus
acceleration/deceleration times, as a function of the rate of change
• Engine air inlet temperature T2 of HPC speed (N2).
• Altitude Alt

• Mach Number Mn

The EPR target is compared to actual EPR to determine the EPR

error. The EPR error is converted to a rate-controlled fuel flow
command (WF), which is compared with the current measured fuel
flow (WF actual) to produce the WF error.

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Power Management

POWER SETTING – EPR/N1 CLOSED LOOP CONTROL

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Power Management

ALTERNATE ENGINE CONTROL

N1 Mode Automatic Reversion N1 Rated Mode

The EEC will automatically revert to either N1 rated- or N1 unrated- An automatic reversion to N1 rated mode occurs if sensed EPR
control mode if it is unable to control thrust in the primary EPR (either P2 or P4.9) is not available.
mode.
Upon an automatic reversion, the upper ECAM displays the
At the reversion to either N1 mode, thrust equivalent to that following:
achieved in EPR mode is provided until a thrust lever position
change. • amber “XX” replaces the EPR indication for the engine where
the automatic reversion took place
NOTE • ENG 1(2) EPR MODE FAULT message
Auto-thrust control is lost at N1 reversion. • actions required by the pilot, which include the manual
selection of N1 mode on both engines and the manual
adjustment of thrust.

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Power Management

LOSS OF EPR CONTROL

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Power Management

ALTERNATE ENGINE CONTROL (CONT.)

N1 Mode Manual Selection on Both Engines

N1 mode is manually selected by actuating push buttons labeled N1 • an amber index displays on the N1 indication gauge to
MODE, located on the ENG overhead panel in the flight deck. indicate the take-off N1 limit.

When both have been selected to N1 control mode, the engines will
provide the required thrust levels dictated by the throttle lever
physical position.

Thrust ratings are achieved as in the EPR mode by placing the

thrust levers in their corresponding detents.

When both engines have been selected to N1 rated mode, the

indications on the upper ECAM display as follows:

• EPR indication of both engines is not available and is replaced

with amber X symbol

• N1 MODE rating limit is displayed, instead of the EPR rating

limit, on the upper right-hand corner of the upper ECAM display

• on the N1 indication gauge a white circle displays to indicate

predicted N1 speed related to thrust lever position

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Power Management

N1 MODE MANUAL SELECTION

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Power Management

ALTERNATE ENGINE CONTROL (CONT.)

N1 Unrated Mode

If either T2 or altitude data is lost in addition to losing EPR

parameters, the EEC automatically reverts to N1 unrated thrust
control.

The N1 unrated thrust control requires the thrust to be set manually

to an N1 speed. An engine overboost situation can occur in this
mode at the full forward thrust lever position. N1 rating limits are no
longer computed.

N1 unrated mode indications are displayed on the upper ECAM

screen as follows:

• EPR indication of both engines is not available and is replaced

with amber “XXs”

• N1 mode rating limit percentage display is replaced with an

amber “XX”

• amber index on the N1 indication gauge representing take-off

limit is lost

• thrust limit mode display changes from cyan to amber.

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Power Management

N1 UNRATED MODE SCHEMATIC

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Power Management

THRUST MODES Memo Mode

The engine operates in one of three thrust modes: auto, memo or The Memo mode is entered automatically from auto mode under
manual. Entering or exiting these three modes is controlled by one of these conditions:
inputs to the EIU.
• the EPR target is invalid
Auto Thrust Mode (A/THR)
• one of the instinctive A/THR disconnect buttons on the throttle
A/THR is available when thrust levers are set between idle and is activated
climb when the aircraft is in flight during two-engine operation.
• auto thrust is disconnected by the EIU.
After take-off, the throttle is pulled back to the max climb detent
position, activating the auto-thrust system. The Flight Management In the Memo mode, the thrust is “frozen” to the last actual EPR
Guidance Computer (FMGC) will then provide the EEC with an EPR value and will remain frozen until the throttle lever is moved
target to provide one of the following thrust levels: manually, or auto thrust is reset.

• max climb Manual Thrust Mode

• optimum Manual Thrust mode is entered whenever the conditions for AUTO
are not present or once the thrust levers are moved while in the
• minimum Memo mode. In Manual mode, thrust is a function of throttle lever
position.
• aircraft speed (Mach number) in association with the autopilot.
NOTE

Auto thrust active range extends to FLX/MCT detent point during

single engine operation.

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Power Management

THRUST MODE SETTING

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THRUST MODES (Cont.)

Alpha Floor Protection

If an aircraft stall is imminent, the A/THR sets the engine power to

maximum, regardless of actual throttle position. The thrust level
provided by the Alpha Floor Protection is equal to maximum EPR
level at TOGA.

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Power Management

ALPHA FLOOR PROTECTION DISPLAY

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Power Management

THRUST MODES (Cont.)

Automatic Mode

In A/THR function active, the FMGC calculates thrust. The thrust is

limited to the value corresponding to the thrust lever position,
unless Alpha Floor Protection mode is activated.

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Power Management

AUTOMATIC MODE

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THRUST MODES (Cont.)

Manual Mode

The engines are in the Manual mode when the A/THR function is in
one of the following conditions:

• not armed

• armed and not active (thrust lever is not in the operating range
and there is no alpha floor).

In these conditions, each engine is controlled by the position of the

thrust lever. The pilot controls thrust by moving the thrust lever
between IDLE and TOGA position. Each position of the thrust lever
within these limits corresponds to an EPR rating.

When the thrust lever is in a detent, the corresponding EPR rating is

equal to the EPR rating limit computed for that engine.

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Power Management

MANUAL MODE

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Power Management

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Fuel

CHAPTER 7

FUEL
ATA 73

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Fuel

OBJECTIVES

1. Describe the purpose of the Fuel System.

2. Locate fuel components.
3. Identify Line Replaceable Units (LRUs).

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Fuel

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Fuel

OVERVIEW

The Fuel System provides ice-free, metered fuel in a controlled, Major Fuel System components are shown below.
continuous supply suitable for combustion.
• High and low pressure
The EEC controls the fuel supply via the Fuel Metering Unit (FMU). fuel pump (2 stages)
High pressure fuel is also used to provide servo pressure for the
• Fuel filter
following actuators.
• Fuel Metering Unit FMU
• Variable Stator Vane VSV
• Fuel flow transmitter
• Air Cooled Oil Cooler ACOC
• Fuel Distribution Valve FDV
• Active Clearance Control ACC
• Fuel distribution manifolds
• Booster Stage Bleed Valve BSBV
• Fuel Spray Nozzles FSNs

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Fuel

OVERVIEW (CONT.)

Safety Conditions Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE AFTER SHUTDOWN. THE DO NOT LET THE ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED
ENGINE AND ENGINE OIL CAN STAY HOT FOR A LONG TIME. IF YOU DO NOT FUEL OR OIL MUST BE REMOVED IMMEDIATELY WITH A CLEAN, LINT-FREE
OBEY THIS WARNING, INJURY CAN OCCUR. CLOTH. THE FUEL OR OIL CAN CAUSE DAMAGE TO THE SURFACE
PROTECTION AND SOME PARTS.
REFER TO THE MSDS FOR ALL MATERIAL USED AND THE MANUFACTURER’S
SAFETY INSTRUCTIONS FOR ALL EQUIPMENT USED. IF YOU DO NOT OBEY DO NOT PUT FUEL THAT HAS BEEN DRAINED FROM THE ENGINE BACK
THIS WARNING, INJURY CAN OCCUR. INTO THE FUEL SYSTEM.

DO NOT LET ENGINE FUEL STAY ON YOUR SKIN FOR A LONG TIME. FLUSH
THE FUEL FROM YOUR SKIN WITH WATER. THE FUEL IS POISONOUS AND CAN
GO THROUGH YOUR SKIN AND INTO YOUR BODY.

DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON

PROTECTIVE CLOTHING, GOGGLES, AND A FACE MASK. USE THE FLUID IN A
WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET THE
CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH
WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME IRRITATED.

DO NOT TOUCH THE FUEL OR OIL SYSTEM COMPONENTS FOR A SHORT TIME
AFTER THE ENGINE IS SHUT DOWN. THE ENGINE COMPONENENTS STAY HOT
FOR SOME TIME AND CAN CAUSE INJURY.

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OVERVIEW (Cont.)

Fuel Circulation

Pumps located in the aircraft fuel tanks deliver fuel to the engine LP The FMU meters the fuel for combustion and component actuator
fuel pump. The LP fuel pump boosts this initial fuel delivery to a use. Any excess HP fuel not used for combustion or component
nominal pressure of 150 psi. actuation is returned from the FMU to the LP fuel supply via the
FDRV. Fuel that is metered for combustion will flow to the fuel flow
Then the fuel flows into the Fuel Cooled Oil Cooler (FCOC) heat meter.
exchangers for the engine and Integrated Drive Generator (IDG).
The fuel flow meter indicates the real time fuel flow in kg/H or lb/H
Fuel that flows through the IDG FCOC will be sent to the Fuel to the ECAM.
Diverter and Return to Tank Valve (FDRV), a unit that returns a
portion of the fuel back to the aircraft tanks or diverts it for Fuel is sent from the fuel flow meter to the distribution valve. The
recirculation into the LP fuel flows. The FDRV addresses these distribution valve filters the fuel and splits it into 10 outlets. These
separate functions with two valves: outlets supply two fuel spray nozzles per outlet (20 spray nozzles
total) for combustion.
• a fuel diverter valve that is solenoid controlled
• a return-to-tank valve that is torque motor controlled.
All the fuel that passes though the engine FCOC flows to the LP
fuel filter. Fuel passes through the LP fuel filter (40 micron filtration
capability) and then flows to the HP pump where the fuel is boosted
to a nominal pressure of 1000 psi. The HP pump has a pressure
relief valve set at 1360 psi in case of excessive pressures. Fuel will
then flow from the HP pump to the Fuel Metering Unit (FMU).

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FUEL SYSTEM SCHEMATIC

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Fuel
Safety Conditions

BE CAREFUL DURING THE REMOVAL/INSTALLATION OF THE LP/HP FUEL

COMPONENTS PUMP AS IT WEIGHS 30.5 LB (13.8 KG).

Fuel Pump
HOLD THE WEIGHT OF THE LP/HP FUEL PUMP DURING REMOVAL OF THE
Purpose: V-BAND CLAMP TO PREVENT DAMAGE TO THE PUMP SHAFT AND SPLINE.

The fuel pump supplies fuel to the FMU at the pressures needed to
support combustion and operation of hydro-mechanical Operation:
components.
LP Stage
Location:
The LP stage boosts fuel pressure to 150 psi to maintain adequate
The fuel pump is located on the rear face of the MGB on the left
fuel flow through the FCOC and LP fuel filter. It also provides fuel to
hand side of the engine at 7:00.
the inlet of the HP stage pump at a pressure that prevents
cavitation.
Description:

The fuel pump consists of two stages; a centrifugal-type LP pump HP Stage

stage and a displacement gear-type HP stage. The pump stages
are arranged in tandem. The HP stage increases fuel pressure to ensure there is adequate
fuel flow and good atomization at all engine operating conditions.
The LP stage has a shrouded, radial-flow centrifugal impeller.
Fuel is pressurized to 1000 psi before delivery to the FMU. An
The HP stage has a two spur–gear pump and provides mounting for integral pressure relief valve in the HP housing opens when
the FMU. The MGB turns the gear component of the pump though a discharge pressure is 1360 psi, directing fuel back to the HP pump
shaft. The shaft has a shear section to protect the engine if the fuel inlet.
pump fails.

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Fuel

FUEL PUMP

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Fuel
Safety Conditions

BE CAREFUL DURING THE REMOVAL/INSTALLATION OF THE FUEL COOLED

OIL COOLER. IT WEIGHS 33 LB (15 KG).
COMPONENTS (Cont.)

Fuel Cooled Oil Cooler (FCOC)

HOLD THE WEIGHT OF THE FCOC AND FDRV BEFORE THE BOLTS ARE
Purpose: REMOVED.

The FCOC transfers heat from the Oil System to the Fuel System to MAKE SURE THE FUEL FILTER IS INSTALLED INTO THE FCOC. RUNNING
THE ENGINE WITHOUT THE FUEL FILTER INSTALLED CAN DAMAGE THE
reduce the temperature of lubricating oil under normal conditions ENGINE AND ITS COMPONENTS. LOCKWIRE AT THE FUEL FILTER ENDCAP
and to prevent icing. BOLTS DOES NOT INDICATE THE PRESENCE OF THE FUEL FILTER.

Location: MAKE SURE THAT YOU INSTALL THE FUEL TUBE CENTRALLY IN THE SEAL
HOUSING. IF YOU DO NOT, DAMAGE TO THE SEAL HOUSING CAN OCCUR.

The FCOC is located on the left hand side of the fan case at 9:00.

Description:

The FCOC consists of a housing containing a removable core and

fuel filter. The core is composed of more than 700 tubes through
which fuel passes. Thirteen baffle plates direct the oil flow around
the tubes.

The FCOC housing provides mount locations for the FDRV, fuel
temperature thermocouple, fuel differential pressure switch and Oil
System bypass valve. A weep drain is located on the housing
between the oil seal and fuel seal packings.

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Fuel

FUEL COOLED OIL COOLER (FCOC)

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COMPONENTS

Fuel Cooled Oil Cooler (FCOC) (Cont.)

Operation:

The FCOC transfers heat from the hot engine lubricating oil to the
cold, low-pressure fuel. This exchange lowers the temperature of
the oil and warms the fuel to prevent icing.

An anti-syphon hole is located between the oil inlet and outlet port
to prevent the oil emptying after engine shut down.

The weep drain in between the oil and fuel seals provides an
indication of which seal is damaged. When the fluid seepage
around the hole is found, the fluid should be wiped and seepage
checked frequently. Continuous fluid seepage shows that a seal is
damaged. Early detection can prevent the intermix of oil and fuel.

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Fuel

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Fuel

COMPONENTS (Cont.)

Low Pressure Fuel Filter

Purpose: Operation:

The LP fuel filter removes solid contaminants from the LP inlet side The fuel differential pressure switch generates a flight deck
of the Fuel System. message, FUEL FILTER CLOG, if the differential pressure across
the filter reaches 5 psi.
Location:
A bypass valve in the filter housing will open and allow fuel to
The LP fuel filter is located in the LP fuel filter housing that is bypass the filter if the differential pressure reaches 15 psi.
integral to the FCOC.
A fuel drain plug is used to drain the filter case or obtain fuel
Description: samples.

The LP fuel filter is a woven glass fiber, 40 micron, disposable-type Service Bulletin Updates
filter.
Service Bulletin ENG-79-0085 (A1) and Service Bulletin ENG-79-
The LP fuel filter housing consists of a bypass valve and a fuel drain 0085 (A5), incorporate FCOC design changes to prevent fuel
plug to drain the filter housing or to collect fuel samples. leakage. A revised fuel filter cap is introduced to the existing unit.
The most obvious physical difference is an adaptor added between
the FCOC housing and the fuel filter cap. The new fuel filter cap has
The housing also has mounting points for the fuel differential
increased the number of attaching bolts from 6 to 12. A small
pressure switch and the fuel temp sensor.
angular adjustment has also been made to the circumferential
position of the FCOC drain point.

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Fuel

FUEL FILTER AND SERVICE BULLETIN DESIGN CHANGE

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Fuel
Safety Conditions

BE CAREFUL DURING REMOVAL/INSTALLATION OF THE FMU, IT WEIGHS

20 LB (9 KG).
COMPONENTS (Cont.)

Fuel Metering Unit (FMU)

Excessive HP fuel that is not required for actuator control and
Purpose: metered fuel to the combustor is returned to the LP system.

The Fuel Metering Unit (FMU) serves four functions for fuel control: The FMU houses a Fuel Metering Valve (FMV) under the control of
a fully modulating torque motor with RVDT positional feedback. The
• fuel metering to the combustion chamber EEC controls this torque motor to change the position of the Fuel
Metering Valve to meter the fuel supply to the Fuel Spray Nozzles.
• opening and closing of the fuel supply to the combustion A spill valve inside the FMU keeps the pressure difference across
chamber the FMV nearly constant for accurate response and control of the
FMV.
• overspeed protection of the N1 and N2 spools
The FMU also houses the Overspeed Valve (OSV) and the
• provision of HP fuel to LRU components for actuation. Pressure Raising and Shut-Off Valve (PRSOV). Both valves are
under two-position torque motor control with micro-switch positional
Location: feedback.

The FMU is mounted on the combined fuel pumps assembly. This The EEC provides overspeed protection for the LP (N1) and HP
assembly is located on the left rear face of the MGB at 7:00. (N2) rotors through control of the overspeed valve.

Description: The PRSOV provides a means of isolating the fuel supply to start
and stop the engine, and ensures adequate pressure for
The FMU is the interface between the EEC and the Fuel System. All atomization. The valve can be controlled either by the EEC or by
fuel that is delivered by the HP fuel pump is passed to the FMU. the engine master switch located in the flight deck

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Fuel

FUEL METERING UNIT DISCONNECT POINTS

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COMPONENTS

Fuel Metering Unit (FMU) (Cont.)

Service Bulletin (SB) 73-0172 (Woodward FMU) and SB 72-0173

(Goodrich FMU) introduced FMU units that have a “common
flow/high flow” maximum fuel flow stop assembly. This allows the
unit to be switched to suit all V2500-A5 model applications for the
A320 family and is considered logistically advantageous for mixed
fleet operators.

An external switchable two-position maximum fuel flow stop can be

set for either A319/A320 or A321 aircraft applications. A single
reversible nameplate, in conjunction with stop setting letter and
FMU data plate, will provide identification of each flow setting.

“O” letter position is the “common flow” setting for A319/A320

applications.

“X” letter position is “high flow” for the A321 application.

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DATA PLATE CONFIGURATION

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Fuel

COMPONENTS
changes position and directs HP fuel to the top of the OSV, closing
Fuel Metering Unit (FMU) (Cont.)
it. Fuel will flow through a small fixed orifice reducing fuel flow to
Operation: approximately 1000 PPH. A micro-switch mounted on the
Overspeed Valve provides feedback to the EEC that the valve has
Fuel Metering Valve (FMV) reached the closed position.
Signals from the EEC cause the FMV torque motor to change When commanded closed, the OSV is hydraulically latched in
position, which directs servo fuel pressure within the FMU to re- position, preventing engine acceleration. Shutting down the engine
position the FMV. This changes the size of the metering orifice is the only way to release the hydraulic latch.
through which fuel passes to either supply more or less fuel to the
Fuel Spray Nozzles inside the combustion chamber. Pressure Raising and Shut Off Valve (PRSOV)
The pressure difference across the FMV will change with valve The PRSOV torque motor is commanded open by the EEC during
movement, and as a result, the spill valve will adjust the amount of auto starts and by the engine master switch during manual starts.
spill fuel back to LP fuel flow, maintaining a constant pressure
The PRSOV, when commanded open, is considered in the
difference across the FMV. Movement of the FMV is transmitted
“pressure raising state.” The valve will remain in the spring-closed
through a Rotary Variable Differential Transducer (RVDT). RVDT
position until sufficient HP fuel pressure opens the valve piston
output is fed back to the EEC.
against the spring pressure to allow fuel flow to the combustion
Overspeed Valve (OSV) chamber. This ensures that there is sufficient fuel pressure for
correct operation of the FMU internal servos.
The Overspeed Valve (OSV) is spring-loaded closed on engine
shutdown and is opened by increasing HP fuel pressure during The PRSOV can be commanded closed by the EEC during an auto
engine start. The valve will remain open during normal engine start if the EEC detects a fault in the start cycle. The EEC’s ability to
operation. close the shut off valve is inhibited above 50% N2. Above 50% N2
and in flight, the PRSOV can only be closed by operating the
In the event of an overspeed condition (>109.4% N1 OR >105.7% engine master switch.
N2), the EEC sends a signal to the OSV torque motor, which

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Fuel

FUEL METERING UNIT OPERATION

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Fuel
Safety Conditions

DO NOT SHIP OR STORE THE FUEL FLOW TRANSMITTER DRY. IT MUST

COMPONENTS (Cont.) CONTAIN PROPER FLUID AT ALL TIMES TO PREVENT INTERNAL DAMAGE.

Fuel Flow Transmitter

Purpose: Operation:

The fuel flow transmitter provides a fuel flow indication for display in Fuel flows into the transmitter and drives the turbine. At low fuel
the flight deck. flows, all the fuel goes through the turbine. As fuel flow increases,
the bypass valve begins to open to let some of the fuel through the
Location: large holes in the turbine. This prevents the turbine from turning too
quickly.
The fuel flow transmitter is installed on the fuel line between the
Fuel Metering Unit and the Fuel Distribution Valve. As the fuel leaves the turbine and the bypass valve, it flows through
straightening vanes before it goes into the measurement assembly.
Description: The measurement assembly consists of an impeller with magnets
that are axially aligned with the magnets on the drum when the fuel
The fuel flow transmitter is made of the following assemblies: flow transmitter is stopped. As the impeller is turned with induced
fuel flow, a pulse is generated each time a magnet passes its
• transmitter body related pick-off coil. The fuel flow transmitter signal is then fed to the
EEC, which processes the information and supplies it to the ECAM
• inlet fitting and clamps system for display on the flight deck.

• turbine assembly

• measurement assembly.

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Fuel

FUEL FLOW TRANSMITTER

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Fuel
Safety Conditions

THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

COMPONENTS (Cont.) DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
Fuel Distribution Valve (FDV) PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Purpose:

The FDV sends engine fuel flow from the FMU equally to 10 fuel WHEN YOU USE THE IAE 1P16139 WRENCH, THE CORRECT TORQUE WILL
manifolds, each of which in turn feeds two fuel nozzles. HAVE TO BE CALCULATED USING THE FORMULA IN THE STANDARD
PRACTICES SECTION OF THE AMM.

Location: MAKE SURE THAT YOU DO THE PROCEDURE FOUND IN THE AMM TO
CORRECTLY TORQUE THE FUEL MANIFOLD COUPLING NUTS. INCORRECT
The valve is located at the front flange of the combustion diffuser TORQUE COULD RESULT IN DAMAGE TO ENGINE PARTS.
casing at 4:00.

Description:

The Fuel Distribution Valve housing has 10 outlet ports and

contains a valve and filter. The valve consists of a sleeve and
piston, made of corrosion resistant steel. The filter is located at the
inlet and is 73 microns, with bypass features.

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FUEL DISTRIBUTION VALVE COMPONENTS

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COMPONENTS

Fuel Distribution Valve (FDV) (Cont.)

Operation:

Prior to engine startup, the piston in the valve and sleeve is

positioned against the shutoff seal to prevent any upstream fuel
from leaking into the engine manifolds.

The fuel flows through the inlet of the valve, where it passes
through the inlet filter and is cleansed. Once the inlet pressure
reaches 20 psi greater than the outlet pressure, the piston in the
valve and sleeve strokes to open the ten 10 manifold ports.

The manifold ports are connected to the 10 fuel manifolds that each
distribute fuel to two fuel nozzles (20 in total).

During engine shutdown, the port areas and stroke of the piston
decrease. As the valve approaches the full shutdown position, eight
drain lines open, allowing the fuel to drain off. This fuel is drained
back into the lower fuel manifolds connected to the lower Fuel
Spray Nozzles FSN. This action purges the upper fuel manifolds,
draining the shutdown fuel into the combustor for consumption. The
fuel in the two remaining manifolds provides faster engine startup.

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FUEL DISTRIBUTION VALVE OPERATION

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Safety Conditions

THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

COMPONENTS (Cont.) DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
Fuel Distribution Manifolds PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Purpose:
MAKE SURE YOU FOLLOW THE PROCEDURE IN THE AMM TO CORRECTLY
The fuel distribution manifolds allow the distribution of metered fuel TORQUE THE FUEL MANIFOLD COUPLING NUTS. INCORRECT TORQUE
from the distribution valve to 20 Fuel Spray Nozzles (FSNs). COULD RESULT IN DAMAGE TO ENGINE PARTS.

WHEN YOU USE THE IAE 1P16139 WRENCH, THE CORRECT TORQUE WILL
Location:
HAVE TO BE CALCULATED USING THE FORMULA IN THE STANDARD
PRACTICES SECTION OF THE AMM.
The 10 distribution manifolds are centered around the distribution
valve and branch out around the circumference of the combustion
diffuser casing.

Description:

The distribution manifold connectors have transfer tubes that allow

a more positive seal to be achieved. If a leak is evident, it may
indicate a seal failure.

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FUEL DISTRIBUTION MANIFOLDS

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Fuel
Safety Conditions

THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

COMPONENTS (Cont.) DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
Fuel Spray Nozzles (FSNs) PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Purpose:

FSNs inject fuel into the combustion chamber in a form suitable for WHEN YOU REPLACE A FUEL MANIFOLD, IT IS VERY IMPORTANT THAT
combustion in one of three ways shown below. THE REMOVAL/INSTALLATION PROCEDURES GIVEN IN THE AMM MUST
BE FOLLOWED TO PREVENT DAMAGE TO THE FUEL MANIFOLD WHEN IT
IS REMOVED OR INSTALLED. IT CAN BE NECESSARY TO REMOVE MORE
• Atomizing the fuel ITEMS TO GET MORE ACCESS TO PREVENT DAMAGE TO THE MANIFOLD.

• Mixing it with HPC delivery air (P3) WHEN YOU REPLACE THE PACKINGS ONTO THE TRANSFER TUBES
WHEN YOU INSTALL A MANIFOLD, IT IS IMPORTANT TO MAKE SURE NO
• Controlling the spray pattern PIECES OF THE OLD PACKING STAY IN THE INLET PORT OF THE FUEL
NOZZLES.

Location: WHEN YOU USE THE IAE 1P16139 WRENCH, THE CORRECT TORQUE
WILL HAVE TO BE CALCULATED USING THE FORMULA IN THE
Twenty fuel spray nozzles are equally spaced around the STANDARD PRACTICES SECTION OF THE AMM.
circumference of the combustor diffuser casing.

Description:

The fuel nozzles have fuel strainers located at their inlet fittings.
Internal and external heat shields are present to reduce coking. The
distribution manifold connectors to the fuel nozzles have transfer tubes
that allow a more positive seal to be achieved. If a leak is evident, then
there may be a seal failure.

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FUEL SPRAY NOZZLES

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Fuel
Safety Conditions

WHEN YOU USE COMAT 01-002 INHIBITED AND STABILIZED

COMPONENTS (Cont.) TRICHLOROETHANE, YOU MUST USE THE NECESSARY PROTECTIVE
CLOTHING. DO NOT GET THE SOLVENT ON YOUR SKIN OR IN YOUR EYES.
YOU MUST NOT SMOKE WHEN YOU USE THE SOLVENT AS THE VAPOR
Fuel Temperature Sensor CHANGES AND BECOMES TOXIC.

Purpose:
YOU MUST NOT EXCEED THE RECOMMENDED TORQUE VALUES.
The fuel temperature sensor provides fuel temperature to the EEC OVERTORQUING CAN RESULT IN FRACTURE OF THE THERMOCOUPLE
for control of the Heat Management System. STUDS.

Location:

The sensor is located on the Fuel Cooled Oil Cooler (FCOC)

housing at the fuel filter outlet.

Description:

The fuel temperature thermocouples contain two pairs of Alumel ®

and Chromel ® wires that are covered with insulation in two
protective sheaths.

A circuit for each channel of the EEC connects to Alumel and

Chromel studs. The circuit gives an output which is measured
electrically and converted to a temperature reading by the EEC for
control of the Heat Management System.

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FUEL TEMPERATURE SENSOR

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COMPONENTS (Cont.)

Fuel Filter Differential Pressure Switch

Purpose: Operation:
The bellows and its housing are filled with LP Fuel System pressure.
The fuel filter differential pressure switch signals fuel filter clogging
When the pressure in the bellows and its housing are the same, the
to the lower ECAM display unit.
bellows do not move. If the filter element begins to get clogged, the
filter inlet pressure will increase, causing the bellows to extend. At
Location: the pressure set point (5 psid) the bellows will extend sufficiently to
push the lever and close the switch contacts. The switch will then
The pressure switch is located on the rear face of the FCOC on the transmit the fuel FILTER CLOG message to the cockpit.
fuel filter housing.

Description:

The pressure switch is bolted to the fuel filter housing and connects
to ports inside it.

The switch is located within two housings held together with screws.
One housing contains a bellows and the other contains the switch.
A lever connects the bellows to the switch.

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FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

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FUEL INDICATIONS

The fuel filter differential pressure switch sends a FILTER CLOG Fuel valve failed to close:
message that displays in the right hand upper memo box of the
lower ECAM screen. • Master lever switch set to OFF.

The FILTER CLOG message will appear in the lower ECAM when • Fault light illuminates and master caution light illuminates
the fuel filter differential pressure exceeds 5 psi. (The fuel filter accompanied by an audible tone.
bypass valve will open at a differential pressure of 15 psi.)

Disagreement between the selection of the master lever and the Upper ECAM display:
PRSOV position produces a fault.
ENG 1 FUEL VALVE FAULT
Fuel valve failed to open:
FUEL VALVE OPEN
•Master lever switch set to ON.

•Fault light illuminates and master caution light illuminates The fuel valve fault indications are inhibited during flight phases 3,
accompanied by an audible tone. 4, 7, and 8.

Upper ECAM message display:

ENG 1 FUEL VALVE FAULT

FUEL VALVE CLOSED

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
7 - 36
V2500 LINE AND BASE MAINTENANCE
Fuel

FUEL SYSTEM CONTROLS AND INDICATIONS

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
7 - 37
V2500 LINE AND BASE MAINTENANCE
Fuel

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
7 - 38
V2500 LINE AND BASE MAINTENANCE
Fuel

FUEL SYSTEM HARNESS

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
7 - 39
V2500 LINE AND BASE MAINTENANCE
Fuel

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
7 - 40
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
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Wjemty Glcf`t`lcs

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L`a

Wjemty Glcf`t`lcs

HM GJXME]A F]X@CB VDM XMNLUJA/@CWVJAAJV@LC LE VDM L@A VJCK. @V

WVLXJBM RM@BDW J__XLT@NJVMAP
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Vdm l`a tjck `s jttjgdmf tl tdm tlp amet s`fm le tdm mxtmrcja bmjrhlx Wgjvmcbm l`a tdjt `s smct hjgk tl tdm tjck pjssms tdlubd j gygalcm-
gygalcm-
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Wjemty Glcf`t`lcs

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tdm rmjr. alss fur`cb e`atmr rmnlvja.

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` camt le tdm punp tl gjtgd jcy aj
ajrbm
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nmsd`cb bmjrs. punp `s j bmjr-typm punp w`td twl rltjt`cb

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glaf stjrt prmssurm vjavm, jcf j ealw tr`nn`cb vjavm.

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CLVM

Vdm tr`n vjavmgjusms

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MCB :(8) AL L@A _X

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4 - :7
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L`a

Wjemty Glcf`t`lcs

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Vdm JGLG jgts js j smglcf gllamr elr tdm L`a Wystmn. Vdm MMG0s JGLG. Vdm JNU glct glctrlas
rlas ejc j`realw `ctl tdm JGLG.
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Lpmrjt`lc9
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alwmr
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njcjbmnmct usm.
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jcf jrm wmafmf tl mjgd ltdmr tl elrn tdm JGLG uc`t. Vdm glrm `s
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4 - :=
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L`a

Wjemty Glcf`t`lcs

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Euma Gllamf L`a Glla mr (EGLG

(EGLG))
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MCB@CM JCF @VW GLN_LCMCVW. ALGKR@XM JV VDM
V DM E]MA E@AVMX MCFGJ_
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`s tll dlt.
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Algjt`lc9

gjsm,, js v`mwmf
Vdm EGLG `s algjtmf lc tdm amet s`fm le tdm ejc gjsm
erln tdm rmjr, jt 09??.

Fmsgr`pt`lc9

Vdm EGLG `s j s`cbam-pjss euma ealw, nuat`-pjss l`a ealw gllamr tdjt
elrns jc `ctmbrja uc`t w`td tdm A_ euma e`atmr.

Vdm EGLG glctj`cs jc l`a prmssurm rma`me vjavm tdjt pmrn`ts l`a tl
hypjss j pjrt le tdm gllamr `e l`a prmssurm `s d`bd, fum tl glaf l`a lr j
halgkjbm `c tdm gllamr glrm. Vdm rma`me vjavm `s smt tl lpmc jt =?
ps`f.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - :5
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

E]MA GLLAMF L@A GLLAMX (EGLG)

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - :2
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

_XMWW]
_XMWW]XM
XM EMMF (Glct .)

Erlct Hmjr`cb
Hmjr`cb Glnpjrtnmct Auhr` gjt`lc

Hmjr`cb Cls. :, 8 jcf 7 Vdm erlct hmjr`cb glnpjrtnmct ut`a`zms twl gjrhlc smjas jcf lcm
dyfrjua`g smja tl rmtj`c tdm l`a w`td`c tdm hmjr`cb glnpjrtnmct.
Gamjc l`a `s suppa`mf tl tdm hmjr`cbs elr auhr`gjt`lc jcf glla`cb, jcf
elr v`hrjt`lc supprmss`lc. Vdm erlct jcf rmjr gjrhlc smjas djvm A_G hllstmr Wtjbm 8.= j`r
pjss`cb jgrlss tdm smjas `c lrfmr tl prmvmct l`a alss.
Jaa tdrmm hmjr`cbs jrm algjtmf `c tdm
t dm erlct hmjr`cb glnpjrtnmct
`cs`fm tdm @ctmrnmf`jtm Gjsm Nlfuam. Vdm dyfrjua`g smja djs D_G Wtjbm 4 j`r pjss`cb jgrlss tdm smja `c
lrfmr tl prmvmct l`a alss hmtwmmc tdm twl rltjt`cb sdjets.

Hmjr`cb Cl. Vypm Wupplrt L`a `s emf erln tdm prmssurm punp tl tdm l`a imts `c tdm glnpjrtnmct.
Vdmsm l`a imts jrm f`rmgtmf tl hmjr`cbs jcf bmjrs `c tdm
glnpjrtnmct tl prlv`fm l`a elr glla`cb jcf auhr`gjt`lc. L`a `s jasl
: Hjaa A_ tdrust
f`rmgtmf tl hmjr`cb cls. 8-7 elr v`hrjt`lc supprmss`lc. Wtrj`cmrs
algjtmf upstrmjn le tdm l`a imts jvl`f halgkjbm tdjt gjc gjusm l`a
8 Xlaamr A_ rjf`ja stjrvjt`lc le tdm hmjr`cbs.

Wgjvmcbm l`a rmglvmry `s jgglnpa`sdmf hy tdm sgjvmcbm punp.

7 Hjaa D_ tdrust
J vmct j`r lutamt jaalws tdm smja`cb j`r tl trjcsemr tl tdm fml`amr.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - :4
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

@C_]V GV78462.8??6?8:5 A@CM

FXJR@CB.
FXJ R@CB. JCF GVG78062.8??6?884
EXLCV HMJX@CB GLN_JXVNMCV
_DLVL

EXLCV HMJX@CB GLN_JXVNMCV A]HX@GJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - :0
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

_XMWW]
_XMWW]XM
XM EMMF (Glct .)

Gmctmr
Gmctmr Hmjr`cb Glnpjrtnmct Auhr` gjt`lc

Hmjr`cb Cl. 6 L`a `s emf erln tdm prmssurm punp tl tdm l`a imts `c tdm glnpjrtnmct.
Vdm imts f`rmgt l`a tl hltd gjrhlc smja smjts jcf tdm rlaamrs `c tdm
Hmjr`cb Cl. 6, j rlaamr hmjr`cb, `s algjtmf `c tdm gmctmr hmjr`cb hmjr`cb jssmnhay.
glnpjrtnmct `cs`fm tdm f`eeusmr gjsm jssmnhay. Vwl gjrhlc smjas
jrm usmf tl rmtj`c tdm l`a w`td`c tdm glnpjrtnmct, wd`gd `s tdm Wgjvmcbm l`a jcf vmct j`r rmglvmry `s jgglnpa`sdmf hy tdm hu`afup
dlttmst hmjr`cb glnpjrtnmct `c tdm mcb`cm. Vdm hmjr`cb `s suppa`mf le prmssurm `c tdm hmjr`cb glnpjrtnmct, wd`gd elrgms tdm j`r jcf l`a
w`td gamjc l`a elr auhr`gjt`lc jcf glla`cb, jcf elr v`hrjt`lc lut. Vdm j`r jcf l`a pjss tdrlubd tdm Cl. 6 Hmjr`cb sgjvmcbm vjavm
supprmss`lc. jcf tdmc `ctl tdm fml`amr. Vdmrm `s cl smpjrjtm vmct j`r a`cm elr tdm
Cl.6 Hmjr`cb glnpjrtnmct
@c lrfmr tl nj`ctj`c tdm hmjr`cb jt jc jggmptjham lpmrjt`cb
tmnpmrjturm, D_G Wtjbm :8 j`r `s tjkmc erln tdm mcb`cm, gllamf hy Jcy l`a amjk`cb lut le tdm glnpjrtnmct
g lnpjrtnmct `s p`gkmf up tdrlubd tdm
tdm J`r Gllamf J`r Gllamr (JGJG), jcf pjssmf hjgk `ctl tdm mcb`cm. Cl.6 Hmjr`cb l`a wmmp a`cm. Vdm l`a `s gjrr`mf tdrlubd tdm a`cm jcf
Vd`s glla`cb jcf smja`cb j`r `s gjaamf hueemr j`r. trjcsemrrmf tl tdm l`a wmmp frj`c lutamt algjtmf jt tdm rmjr le tdm
Vurh`cm Mxdjust Gjsm. L`a prmsmct jt tdm lutamt gjc `cf`gjtm ej`aurm
le tdm Cl.6 Hmjr`cb gjrhlc smja.
Hueemr j`r suppay ealws jrlucf tdm luts`fm le tdm hmjr`cb `c j glla`cb
typm ijgkmt. @c jff`t`lc tl glla`cb, tdm hueemr j`r pjssms jgrlss tdm
twl gjrhlc smjas jcf prmssur`zms tdm Cl. 6 Hmjr`cb glnpjrtnmct.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 8?
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

@C_]V GVG78064.8??:?884 _DLVL JCF

GV78462.8??6?8:5 A@CM FXJR@CB GMCVMX
HMJX@CB GLN_JXVNMCV

GMCVMX HMJX@CB GLN_JXVNMCV A]HX@GJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 8:
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

_XMWW]
_XMWW]XM
XM EMMF (Glct .)

Xmjr
Xmjr Hmjr`cb
Hmjr`cb Glnpjrtnmct Auhr` gjt`lc

Hmjr`cb Cl. = Wmrv`gm Huaamt`c

Vdm Cl. = Hmjr`cb, wd`gd `s j rlaamr hmjr`cb, `s algjtmf `c tdm rmjr Wmrv`gm mxpmr`mcgm djs sdlwc `t `s vmry `nplrtjct tl gamjc tdm Cl. =
hmjr`cb glnpjrtnmct jt tdm Vurh`cm Mxdjust Gjsm (VMG). Hmjr`cb glnpjrtnmct l`a emmf, sgjvmcbm tuhms, jcf glnpjrtnmct
l`a imt tl prmvmct tdm hu`afup le glkm/gjrhlc. Halgkmf l`a sgjvmcbm
Vdm hmjr`cb `s suppa`mf w`td gamjc l`a elr auhr`gjt`lc jcf glla`cb, tuhms gjusm l`a eallf`cb `c tdm Cl. = Hmjr`cb glnpjrtnmct, wd`gd `s
jcf elr v`hrjt`lc supprmss`lc. gdjrjgtmr`zmf hy tj`a p`pm snlkm, tj`a p`pm e`rm, d`bd l`a glcsunpt`lc
jcf/lr l`a wmtcmss `c tdm A_V, jaa le wd`gd gjusm nj`ctmcjcgm
f`srupt`lc. L`a emmf tuhm halgkjbm gjusms l`a stjrvjt`lc le tdm
smja,, wd`gd
Vdm rmjr hmjr`cb glnpjrtnmct glctj`cs lcay lcm gjrhlc smja
cunhmr = Hmjr`cb, wd`gd gjc rmsuat `c hmjr`cb fjnjbm.
jaalws D_G Wtjbm 4 j`r tl amjk jgrlss tdm smja, tdus prmvmct`cb l`a
alss erln tdm hmjr`cb glnpjrtnmct.
Clc-Nlf`e`gjt`lc Wmrv`gm Huaamt`c (CNWH) U8=??-MCB-28-?65:
fmtj`as tdm `cspmgt`lc le tdm Cl. = Hmjr`cb glnpjrtnmct l`a tuhms elr
L`a `s emf erln tdm prmssurm punp tl tdm l`a imts `c tdm glnpjrtnmct. l`a glk`cb w`td j hlrmsglpm.
Wgjvmcbm l`a rmglvmry `s jgglnpa`sdmf hy tdm sgjvmcbm punp.
@JM rmglnnmcfs tdjt tdm CNWH hm gjrr`mf lut jt 5???-dlur
Wmpjrjtm
lcm gjrhlcvmct`cb `s clt
smja, tdm cmgmssjry
j`realw elr hy
`cfugtmf tdmtdm
Cl.= Hmjr`cb.punp
sgjvmcbm R`td lcay `ctmrvjas jcf jt mjgd sdlp v`s`t.
prlv`fms tdm rmqu`rmf prmssurm frlp jgrlss tdm smja. Umct j`r `s
rmnlvmf erln tdm hmjr`cb glnpjrtnmct jalcb w`td tdm sgjvmcbm l`a.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 88
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

XMJX HMJX@CB GLN_JXVNMCV A]HX@GJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 87
 @cput
U8=?? A@CM JCF HJWM NJ@CVMCJCGM GVG780=?.8??6?884
L`a

_XMWW]
_XMWW]XM
XM EMMF (Glct .)

Mxtmrcja
Mxtmrcja Bmjrhlx
Bmjrhlx Auhr` gjt`lc

Vdm mxtmrcja bmjrhlx `s j lcm

lcm--p`mgm gjst`cb tdjt glcs`sts le tdm Vdm l`a mctmrs tdm NBH tdrlubd j strj`cmr. Vdm l`a suppay tl tdm
elaalw`cb glnplcmcts
glnplcmcts99 JBH `s tdrlubd jc `ctmrcja pjssjbm erln
e rln tdm NBH.

" bmjr trj`cs Mxtmrcja bmjrhlx bmjrs jrm auhr`gjtmf hy l`a imts f`rmgt`cb tdm l`a
bmjrs,, jcf hy spajsd auhr`gjt`lc gjusmf hy tdm nlt`lc le
lctl tdm bmjrs
" l`a imts tdm bmjrs.

L`a `s emf erln tdm prmssurm punp tl tdm l`a imts `cs`fm tdm bmjrhlx.
" twl sgjvmc
sgjvmcbm
bm lutam
lutamts
ts w`
w`td
td strj`
strj`cm
cmrs
rs Wgjvmcbm l`a rmglvmry `s jgglnpa`sdmf hy twl sgjvmcbm punps. J
" `ctm
`ctmbr
brja
jaay
ay nluc
nluctm
tmf
f l`a
l`a tjck
tjck vmct j`r lutamt jaalws tdm vmct j`r tl trjcsemr tl tdm fml`amr.

" Jcbam Bmjrhlx J BH

" nluc
nluct`
t`cb
cb pjf
pjfs
s elr
elr jgg
jggms
mssl
slry
ry uc`
uc`ts
ts..

Gamjc l`a `s suppa`mf elr auhr`gjt`lc jcf glla`cb, jcf elr v`hrjt`lc
supprmss`lc.

Lpmrjt`lc9

L`a suppay tl tdm NBH jcf JBH `s tjkmc erln tdm nj`c l`a-emmf p`pm
lc tdm ejc gjs`cb.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 86
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

MTVMXCJA BMJXHLT A]HX@GJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 8=
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

Wjemty Glcf`t`lcs

HM GJXME]A F]X@CB VDM XMNLUJA/@CWVJAAJV@LC

XMNLUJA/@CWVJAAJV@LC LE VDM WGJUMCBM L@A
WGJUMCBM WPWVMN _]N_. @V RM@BDW :8.88 AH (=.=66 KB).

Wgjvmcbm _unp ]c`t

_urplsm9 @E WH 28-?=52 @W J__A@MF/@CGLX_L

J__A@MF/@CGLX_LXJVMF
XJVMF VL VDM MCB@CM, VDMC J
WGJUMCBM L@A _]N_ VDJV @W LE WH 20-??07 WVJCFJXF N]WV HM E@VVMF.

Vdm sgjvmcbm punp uc`t rmturcs sgjvmcbm l`a tl tdm tjck. DLAF VDM RM@BDV LE VDM WGJUMCBM L@A _]N_ F]X@CB VDM XMNLUJA LE
VDM C]VW.
Algjt`lc9 NJKM W]XM VDJV VDM W]GV@LC WVXJ@CMX FLMW CLV EJAA F]X@CB VDM
XMNLUJA LE VDM WGJUMCBM L@A _]N_.
W`x sgjvmcbm punps jrm dlusmf js j s`cbam uc`t lc tdm amet rmjr le

tdm mxtmrcja bmjrhlx

bmjrhlx.. Wgjvmcbm Wtjbms
Fmsgr`pt`lc9 " Erlctt hmjr`c
Erlc hmjr`cb
b glnpjrtn
glnpjrtnmct
mct j
jtt hmjr`c
hmjr`cb
b cls. :, 8 jcf
jcf 7

punps .
Vdm sgjvmcbm punp jssmnhay glcs`sts le s`x bmjr-typm punps. " Fml`a
Fml`amr
mr jt Cl
Cl.. 6 Hm
Hmjr
jr`c
`cb
b glnp
glnpjr
jrtnm
tnmct
ct
Vdmsm punps rmtr`mvm l`a erln tdm bmjrhlx jcf hmjr`cb gdjnhmrs,
jcf rmturc `t tl tdm l`a tjck.
" Cl.. = Hmjr
Cl Hmjr`c
`cb
b glnp
glnpjr
jrtn
tnmc
mctt

Vdmrm jrm s`x sgjvmcbm punp stjbms. R`td tdm mxgmpt`lc le tdm " Jcbam Bm
Bmjrhlx
NBH stjbm, mjgd stjbm djs twl nmsd`cb bmjrs glcs`st`cb le lcm
`camt jcf lutamt lc lppls`tm s`fms. Vdm NBH sgjvmcbm stjbm
" Nj`c
Nj`c Bmjrhl
Bmjrhlx
x jt h
hltd
ltd amet
amet jcf
jcf r`bd
r`bdtt bmjrhl
bmjrhlx
x p`gkup
p`gkup
glcs`sts le tdrmm nmsd`cb bmjrs w`td twl `camts jcf lutamts lc
lppls`tm s`fms. Jaa stjbms lpmrjtm jt tdm sjnm spmmf.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 85
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 -8 2
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

Wjemty Glcf`t`lcs

]WM J VLLA R@VD J HA]CV MFBM (ELX MTJN_AM J WNLLVD _]VVP KC@EM)
WGJUMCBM WPWVMN VL WM_JXJVM VDM _]N_ EXLN VDM BMJXHLT EAJCBM. PL] N]WV NJKM
W]XM VDJV PL] FL CLV FJNJBM VDM WMJA@CB W]XEJGMW LE VDM _]N_0W
_@ALV@CB F@JNMVMX.
Wgjvmcbm _unp ]c`t
VL JUL@F FJNJBM VL VDM _]N_/BMJXHLT
_]N_/BMJXHLT F]X@CB XM@CWVJAAJV@LC LE
Fmsgr`pt`lc (Glct.)9 VDM _]N_, FL CLV V]XC VDM MCB@CM/BMJXHLT BMJX VXJ@C/WGJUMCBM
_]N_ FX@UM BMJX.

E`vm strj`cmrs algjtmf `c mjgd sgjvmcbm a`cm prmvmct ajrbm pjrt`gams

erln mctmr`cb jcf fjnjb`cb tdm punp. Mjgd a`cm jasl djs j
Njbcmt`g Gd`p Fmtmgtlr tl glaamgt nmtja fmhr`s.

Lpmrjt`lc9

L`a tdjt djs auhr`gjtmf tdm mcb`cm hmjr`cbs jcf tdm Jcbam jcf Nj`c
bmjrhlx
bmjrhlxmsms `s rmtr`mvmf f`rmgtay
f`rmgtay lr tdrlubd tdm fml`amr
fml`amr hy tdm
sgjvmcbm punp stjbms.

Vdm a`cm tl mjgd sgjvmcbm punp stjbm `cglrplrjtms j strj`cmr jcf

j gd`p fmtmgtlr.

Vdm glnh`cmf l`a erln jaa tdm sgjvmcbm punp stjbms `s rmturcmf tl
tdm l`a tjck v`j tdm gygalcm
gygalcm--typm fmjm
fmjmrjtlr
rjtlr elucf ``c
c tdm tjck.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 84
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

WGJUMCBM _]N_ ]C@V A]HX@GJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 80
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

WGJUMCBM WPWVMN (Glct.)

Wgjvmcbm _unp E`atmr

_urplsm9

Vdm sgjvmcbm e`atmr trjps sla`f glctjn`cjcts tdjt njy hm prmsmct `c

tdm l`a tl tdm tjck (sgjvmcbm l`a).

Algjt`lc9

Vdm sgjvmcbm e`atmr dlus`cb `s nluctmf lc tdm rmjr le tdm l`a tjck.

Fmsgr`pt`lc9

Vdm sgjvmcbm e`atmr `s j f`splsjham nmsd e`atmr w`td j cln`cja 7?

n`grlc e`atrjt`lc gjpjh`a`ty.

Vwl a`cms glccmgt erln tdm sgjvmcbm e`atmr dlus`cb leetjkms tl j

f`eemrmct`ja prmssurm sw`tgd algjtmf lc tdm ejc gjsm. @e tdm f`eemrmcgm
('p) hmtwmmc tdm twl prmssurms r`sms jhlvm :8 ps`, tdm sw`tgd galsms
jcf smcfs j e`atmr galb nmssjbm tl tdm ea`bdt fmgk.

@e tdm e`atmr galb

galbs
s glnpamtmay
glnpamtmay,, j hypjss vjavm lpmcs jt 8? ps`f tl jaalw
tdm ealw le uce`atmrmf l`a hjgk tl tdm tjck. Jc l`a tmnpmrjturm prlhm
algjtmf jt tdm `camt s`fm le tdm dlus`cb prlv`fms l`a tmnpmrjturm
`cf`gjt`lc lc tdm alwmr MGJN f`spajy.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 7?
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

WGJUMCBM E@AVMX DL]W@CB

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 7:
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

Wjemty Glcf`t`lcs

NJKM W]XM VDJV PL] FL CLV ALLWMC VDM HLAV RDMC PL] XMNLUM
VDM R@XM.
WGJUMCBM WPWVMN (Glct.)

Cl. 6 Hmjr`c
Hmjr`cbb Wgjvmcbm Ujavm

_urplsm9 Vdm rmmf sw`tgd jssmnhay smcfs tdm vjavm pls`t`lc s`bcja tl tdm
Mcb`cm @ctmrejgm ]c`t (M@]).
Vd`s vjavm nj`ctj`cs tdm Cl. 6 Hmjr`cb glnpjrtnmct smja
f`eemrmct`ja prmssurm jcf glctrlas tdm glnpjrtnmct j`r/l`a n`xturm
vmct`cb tl tdm fml`amr. Vdm rmsuat `cgrmjsms tdm a`em le tdm gjrhlc
smjas `c tdm Cl.6 Hmjr`cb glnpjrtnmct.

Algjt`lc9

Vdm Cl. 6 Hmjr`cb Wgjvmcbm Ujavm `s algjtmf lc tdm erlct le tdm

fml`am
fml`amrr jcf glccmgtmf
glccmgtmf tl tdm sgjvmcbm jcf vmct
vmct a`cm le tdm Cl. 6
Hmjr`cb glnpjrtnmct.

Fmsgr`pt`lc9

Vdm Cl. 6 Hmjr`cb Wgjvmcbm Ujavm `s eajcbm-nluctmf tl tdm clzzam

lpmc`c
lpmc`cbb le tdm fml`amr
fml`amr w`td tdrm
tdrmm
m hlats. Vdm vjavm glcs`sts
glcs`sts le tdm
vjavm dlus`cb, p`stlc, vjavm smjt jcf rmmf sw`tgd jssmnhay.
Vdm vjavm hlfy djs tdrmjfmf `camt `ctmrejgms elr tdm :?td Wtjbm j`r
smrvl a`cm jcf Cl. 6 Hmjr`cb sgjvmcbm l`a a`cm.

Vdm vjavm smjt glctj`cs elur lr`e`gms jaalw`cb ealw le tdm Cl. 6
sgjvmcbm j`r/l`a n`x. J dma`gja glnprmss`lc spr`cb kmmps tdm p`stlc
`c tdm d`bd sgjvmcbm ealw pls`t`lc.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 78
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

CL. 6 HMJX@CB WGJUMCBM UJAUM

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 77
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

WGJUMCBM WPWVMN

Cl. 6 Hmjr`cb Wgjvmcbm Ujavm

Ujavm (Glct.)

Lpmrjt`lc9
.
Vdm vjavm glctrlas sgjvmcbm l`a ealw jcf vmct j`r hy vjry`cb tdm s`zm
le tdm vjavm lr`e`gm. Vd`s jaalws tdm sgjvmcbm l`a jcf vmct j`r tl
mctmr tdm fml`am
fml`amrr ucfmr glctrlaamf glcf`t`lcs..
glctrlaamf glcf`t`lcs

D`bd Wgjvmcbm Ealw

Rdmc tdm mcb`cm `s jt alw plwmr, tdm vjavm `s jt tdm d`bd ealw
pls`t`lc. @c td`s pls`t`lc tdm sgjvmcbm j`r/l`a n`x erln tdm Cl. 6
Hmjr`cb glnpjrtnmct `s jaalwmf tl ealw tdrlubd jaa elur lr`e`gms.

Vdm vjavm usms :?td Wtjbm j`r js tdm smrvl j`r elr tdm vjavm
lpmrjt`lc. Rdmc :?td Wtjbm j`r prmssurm `s amss tdjc :=? ps`, tdm
vjavm `s `c tdm d`bd ealw pls`t`lc.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 76
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

CL. 6 HMJX@CB WGJUMCBM UJAUM L_MXJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 7=
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

WGJUMCBM WPWVMN

Cl. 6 Hmjr`cb Wgjvmcbm Ujavm (Glct.)

Alw Wgjvmcbm Ealw

Rdmc tdm mcb`cm `s jt d`bd plwmr, tdm :? td Wtjbm j`r prmssurm `s

brmjtmr tdjc :=? ps`, wd`gd `s suee`g`mct tl nlvm tdm p`stlc jbj`cst
tdm elrgm le tdm dma`gja spr`cb. Vdm p`stlc nlvms jcf prmssms
jbj`cst tdm vjavm smjt, gals`cb tdm tdrmm jccuajr lr`e`gms. Vd`s a`n`ts
tdm ealw le tdm sgjvmcbm j`r/l`a n`x tl tdm gmctmr lr`e`gm.

Rdmc tdm vjavm `s jt tdm alw sgjvmcbm ealw pls`t`lc, tdm prmssurm
f`eemrmct`ja `s nj`ctj`cmf jgrlss tdm gjrhlc smja elr tdm d`bd mcb`cm
plwmr smtt`cb.

D`bd sgjvmcbm ealw jt d`bd plwmr w`aa gjusm j alwmr f`eemrmct`ja

prmssurm jgrlss tdm gjrhlc smja. Vd`s w`aa `cgrmjsm tdm ealw le hueemr
j`r jgrlss tdm gjrhlc smja jcf amjf tl fry`cb jcf grjgk`cb le tdm
smja.

_ls`t`lcja emmfhjgk le tdm sgjvmcbm vjavm `s prlv`fmf hy tdm rmmf

sw`tgd jssmnhay tl tdm M@].

Vdm ej`asjem pls`t`lc le tdm vjavm `s `c tdm d`bd sgjvmcbm ealw

pls`t`lc.
pls`t`lc.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 75
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

CL. 6 HMJX@CB ALR WGJ

WGJUMCBM
UMCBM EALR

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 72
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

UMCV@CB (Glct.)

Fml`amr

_urplsm9 Lpmrjt`lc9

Vdm fml`amr smpjrjtms

smpjrjtms tdm j`r jcf l`a n`xturm tdjt fmvmalps `c tdm Vdm fml`amr `s jasl kclwc js j gmctr`eubja
gmctr`eubja smpjrjtl
smpjrjtlr.
r. @t rma`ms uplc
hmjr`cb glnpjrtnmcts jcf bmjrhlx. @t jasl rmturcs l`a hjgk tl tdm l`a d`bd rltjt`lcja spmmf tl smpjrjtm tdm dmjv`mr l`a erln tdm a`bdtmr j`r.
tjck jcf mimgts tdm j`r `ctl tdm jtnlspdmrm. bmjrhlx.
Vdm d`bd rltjt`lcja spmmf `s prlv`fmf hy tdm bmjrhlx.

Algjt`lc9 :. L`a `s gmctr

gmctr`eubmf
`eubmf lutwjrfs
lutwjrfs `c
`ctl
tl tdm bmjrh
bmjrhlx
lx hy tdm `npmaamr
`npmaamr

fr`vmc hy `ts bmjr jt d`bd rltjt`lcja spmmf. Vdm smpjrjtmf l`a `s

Vdm fml`amr `s algjtmf lc tdm r`bdt erlct ejgm le tdm mxtmrcja bmj
bmjrhlx.
rhlx. sgjvmcbmf hjgk tl tdm tjck.

Fmsgr`pt`lc9 8. J`r `s elrgmf

elrgmf `cwj
`cwjrfs
rfs hy tdm g
glct`cul
lct`culus
us ealw tdr
tdrlubd
lubd tdm
`npmaamr f`sgdjrbm salts jcf tdmc smct lvmrhljrf v`j tdm vmct
p`pm. Vdm vmct p`pm ja`bcs w`td tdm hrmjtdmr lutamt plrt algjtmf
Vdm fml`amr
fml`amr `s tdm nluct`cb elr tdm C
Cl.
l. 6 Hmjr`
Hmjr`cb
cb sgjvmcbm
sgjvmcbm vjavm. @t
lc tdm r`bdt ejc glwa fllr.
emjturms jc @npmaamr
@npmaamr jcf bmjr jssmnhay jcf jc lvmrhljr
lvmrhljrff vmct. @t `s
tdm algjt`l
algjt`lc
c elr tdm Cl. 6 Hmjr`cb
Hmjr`cb Njbcmt`g Gd`p Fmtmgtlr dlus`
dlus`cb,
cb,
jcf djs glccmgt`lcs elr tdm vmct a`cms le tdm erlct hmjr`cb
glnpjrtnmct jcf l`a tjck.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
4 - 74
U8=?? A@CM JCF HJWM NJ@CVMCJCGM
L`a

FML@AMX L_MXJV@LC

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 70

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

Wjemty Glcf`t`lcs

NJKM W]XM VDJV VDM NJBCMV@G GD@_ FMVMGVLXW DJUM CMR WMJA
@CF@GJV@CB (Glct.) X@CBW @CWVJAAMF. @E VDM WMJA X@CBW JXM CLV @CWVJAAMF, AJXBM L@A
AMJKJBM R@AA LGG]X F]X@CB MCB@CM L_MXJV@LC JCF GJC GJ]WM
MCB@CM EJ@A]XM.
Njstmr Njbcmt`g Gd`p
Gd` p Fmtmgtlr (NGF)
(NGF)
FL CLV VXP VL @CWVJAA VDM NGF @E VDM WMJA X@CB JCF LNC@WMJA JXM
_urplsm9 CLV @CWVJAAMF. @E PL] FL, VD@W GL]AF XMW]AV @C JC @CEA@BDV
WD]VFLRC LE VDM MCB@CM HMGJ]WM LE AMJKJBM.
Vdm njstmr NGF prlv`fms `cf`gjt`lc le wmjr elr jaa bmjrs jcf FL CLV VXP VL @CWVJAA VDM NGF @E VDM WMJA X@CBW JXM CLV
hmjr`cbs `c tdm mcb`cm. @CWVJAAMF. J WJEMVP NMGDJC@WN @W @CWVJAAMF @C VDM NGF DL]W@CB
VL _XMUMCV @CWVJAAJV@LC LE VDM NGF @E VDM EXLCV WMJA X@CB @W
Algjt`lc9 CLV @CWVJAAMF. EJ@A]XM LE VD@W WMJA X@CB GL]AF XMW]AV @C JC @C-
EA@BDV WD]VFLRC LE VDM MCB@CM HMGJ]WM LE L@A AMJKJBM.
Vdm njstmr NGF `s algjtmf `c tdm sgjvmcbm e`atmr gjsm jt tdm `camt tl
tdm e`atmr, jcf gjc hm jggmssmf tdrlubd j fmf`gj
fmf`gjtmf
tmf pjcma lc tdm amet Vdm dlus`cb le tdm gd`p fmtmgtlr djs j vjavm, j hjylcmt algk, jcf j
ejc glwa fllr. hjuak`cb p`c. Vdm vjavm `s dmaf galsmf hy j spr`cb tl prmvmct l`a
amjkjbm wdmc tdm prlhm `s rmnlvmf. Rdmc tdm prlhm `s `cstjaamf `c
Fmsgr`pt`lc tdm dlus`cb, tdm prlhm dlafs tdm vjavm lpmc. Vdm hjuak`cb p`c
prmvmcts `cstjaajt`lc le j prlhm wdmc tdm pjgk`cb galsmst tl tdm
Vdm gd`p fmtmgtlr glcs`sts le j dlus`cb jcf j prlhm. Vdm gd`p njbcmt `s clt `cstjaamf.
fmtmgtlr dlus`cb `s `cstjaamf `c tdm tdrmjfmf hlrm `c tdm sgjvmcbm
e`atmr dlus`cb.. J hjylcmt algk dlafs tdm prlhm `c tdm hlfy. @e nmtjaa`g fmhr`s `s elucf lc tdm njstmr NGF, hltd l`a e`atmrs jcf jaa
ltdmr NGFs sdluaf jasl hm `cspmgtmf.
Vl prmvmct l`a amjkjbm,
amjkjbm, pjgk`cbs jrm `cstjaam
`cstjaamf
f hmtwmmc tdm mcb`cm
jcf tdm gd`p fmtmgtlr hlfy jcf lc tdm prlhm. Vdm prlhm djs twl
pjgk`cbs tl prmvmct j amjk
amjk `e lcm `s fjnj
fjnjbmf.
bmf.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 6?

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

NJWVMX NJBCMV@G GD@_ FMVMGVLX

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 6:

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

@CF@GJV@CB (Glct.)

Njbcmt`g Gd`p Fm
Fmtmgtl
tmgtlrs
rs (NGF
(NGFs)
s)

_urplsm9

Njbcmt`g gd`p fmtmgtlrs jrm usmf `c tdm L`a Wgjvmcbm Wystmn jcf
jaalw lc-glcf`t`lc nlc`tlr`cb le tdm bmjrs jcf hmjr`cb jssmnha`ms.

Algjt`lc9

Vdm NGFs jrm algjtmf lc jcf jrlucf tdm mxtmrcja bmjrhlx.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 68

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

NJBCMV@G GD@_ FMVMGVLX ALGJV@LCW

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 67

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

@CF@GJV@CB

Njbcmt`g Gd`p
Gd` p Fmtmgtlrs
Fmtmgtlr s (NG
(NGFs)
Fs) ((Glct.)
Glct.)

Fmsgr`pt`lc9

Mjgd hmjr`cb glnpjrtnmct jcf bmjrhlx djs `ts lwc fmf`gjtmf

NGF. Vdm Nj`c Bmjrhlx djs twl.

NGFs jrm jggmssmf tdrlubd tdm AD jcf XD ejc glwas.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 66

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

AMEV-DJCF NJBCMV@G GD@_ FMVMGVLX

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 6=

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 -6 5

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

X@BDV-DJCF NJBCMV@G GD@_ FMVMGVLX

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 62

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

@CF@GJV@CB (Glct.)

L`a Wgjvmcbm Vdmrnlgl upa

upamm (V/G)
(V/G)

_urplsm9 Vdm jcjalb s`bcja erln tdm l`a sgjvmcbm V/G `s trjcsn`ttmf tl tdm M@].
Vdm M@] trjcselr
trjcselrns
ns td`s s`bcja `ctl j f`b`tja s`bcja tl hm f`spajymf
f`spajymf lc
Vdm l`a sgjvmcbm V/G `s j prmssurm trjcsn`ttmr tdjt prlv`fms tdm tdm alwmr MGJN f`spajy. Vdm V/G tmnpmrjturm rjcbm `s -5=.8¿E (-=6¿G)
MGJN w`td rmja t`nm `cf`gjt`lc le l`a tmnpmrjturm. (8??¿G)..
tl 708¿E (8??¿G)

Algjt`lc9

Vdm l`a sgjvmcbm V/G `s nluctmf lc tdm sgjvmcbm e`atmr dlus`cb.

Fmsgr`pt`lc9

Vdm l`a sgjvmcbm V/G `s j fuja rms`stlr-typm smcslr. @t glcs`sts le j

w`rm wlucf rms`stjcgm mamnmct jssmnhay. Vdm mamnmct jssmnhay
djs twl smcs`cb mamnmcts wd`gd jrm mamgtr`gjaay `cfmpmcfmct le
mjgd ltdmr. Vdm prlhm mamnmct mxtmcfs `ctl tdm sgjvmcbm e`atmr
dlus`cb `camt a`cm.

Lpmrjt`lc9

Vdm prlhm mamnmct gjusms j a`cmjr gdjcbm `c tdm FG rms`stjcgm

wdmc mxplsmf tl j tmnpmrjturm gdjcbm.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 64

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

L@A WGJUMCBM VDMXNLGL]_AM ALGJV@LC JCF FMVJ@A

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
=66 J_X@A
J_X@A 8?:5
 4 - 60

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

L`a

@CF@GJV@CB (Glct.)

F`eemrmct`ja
F`eemrmct `ja L`a _rmssurm
_rmssur m (FL_
(FL_)Vrj
)Vrjcsn
csn `tt mr jcf Lpmrjt`lc9

Alw L`a _rmssurm (AL_) Rjrc`cb Ww`tgd F`eemrmct`ja L`a _rmssurm Vrjcsn`ttmr
_urplsm9
Vdm trjcsn`ttmr `s fms`bcmf
fms`bcmf tl nmjsurm tdm f`eemrmct`ja
f`eemrmct`ja prmssurm
prmssurm
Vdm F`eemrmct`ja L`a _rmssurm trjcsn`ttmr prlv`fms tdm MGJN w`td hmtwmmc tdm nj`c l`a suppa`mf tl tdm hmjr`cbs jcf tdm Cl.6 Hmjr`cb
rmja t`nm `cf`gjt`lc le f`eemrmct`ja l`a prmssurm. sgjvmcbm l`a. Gdjcbms `c prmssurm w`aa jatmr tdm mamgtr`gja lutput
smct hy tdm trjcsn`ttmr tl tdm M@], wd`gd trjcselrns tdm jcjalb
Vdm Alw L`a _rmssurm wjrc`cb sw`tgd jgt`vjtms tl wjrc tdm MGJN s`bcja erln tdm trjcsn`ttmr `ctl j f`b`tja s`bcja. Vdm f`b`tja s`bcja `s
le n`c`nun l`a prmssurm. tdmc trjcsn`ttmf tl tdm alwmr MGJN sgrmmc elr f`spajy.
Algjt`lc9 ps`f..
Vdm FL_ trjcsn`ttmr prmssurm rjcbm `s erln ?-6?? ps`f

Vdm FL_ trjcsn`ttmr jcf tdm AL_ wjrc`cb sw`tgd jrm algjtmf lc Alw L`a _rmssurm Rjrc`cb Ww`tgd
tdm amet
amet--djcf s`fm le tdm ejc gjsm jt :?9??.
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ps`f), tdm glctjgts w`aa lpmc, mxt`cbu`sd`cb tdm alw l`a prmssurm
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`cputs elr nj`c l`a jcf elr Cl.6 Hmjr`cb glnpjrtnmct sgjvmcbm l`a.
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glcf`t`lc . Js j
sw`tgd jssmnhay w`aa rmturc tl tdm`r clrnja galsmf glcf`t`lc.
rmsuat tdm alw l`a prmssurm `cf`gjt`lc `s smct tl tdm uppmr MGJN v`j
tdm M@].

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lc tdm sgjvmcbm e`atmr dlus`cb. L`a prmssurm s`bcjas hmelrm jcf jetmr
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ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
 =66 J_X@A
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 =66 J_X@A
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`cf`gjt`lc systmn. Vdm s`bcja `s a`cmjray prlplrt`lcja tl tdm vlaunm
le l`a `c tdm tjck.

ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
 =66 J_X@A
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 =66 J_X@A
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ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
 =66 J_X@A
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U8=?? A@CM JCF HJWM NJ@CVMCJCGM

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 =66 J_X@A
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U8=?? A@CM JCF HJWM NJ@CVMCJCGM

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ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
 =66 J_X@A
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 =66 J_X@A
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 =66 J_X@A
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U8=?? A@CM JCF HJWM NJ@CVMCJCGM

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 =66 J_X@A
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 =66 J_X@A
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U8=?? A@CM JCF HJWM NJ@CVMCJCGM

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 =66 J_X@A
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4 - 57

U8=?? A@CM JCF HJWM NJ@CVMCJCGM

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ELX VXJ@C@CB _]X_LWMW LCAP Wuhimgt tl mxplrt jcf f`sgalsurm a`n`tjt`lcs lc tdm pjbm 1Jhlut Vd`s Bu`fm> _&R _XL_X@MVJXP @CELXNJV@LC
V2500 LINE AND BASE MAINTENANCE
Heat Management System

CHAPTER 9

HEAT MANAGEMENT SYSTEM

ATA 73

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W
P&W PROPRIETARY
PROPRIETARY INFORMATION
INFORMATION
544 APRIL 2016
9-1
V2500 LINE AND BASE MAINTENANCE
Heat Management System

OBJECTIVES

1. Describe the purpose of the Heat Management System.

2. Locate system components.
3. Explain the Heat Management System engine operations.

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
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V2500 LINE AND BASE MAINTENANCE
Heat Management System

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
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V2500 LINE AND BASE MAINTENANCE
Heat Management System

OVERVIEW

The Heat Management System is designed to provide adequate Depending on the configuration, cooling capacity may be varied by
cooling, maintain critical oil and fuel temperatures within specified control valves in the FDRV, as well as the Air Modulating Valve
limits, and minimize the requirement for fan air offtake usage by the (AMV) for the ACOC.
Air Cooled Oil Cooler (ACOC).
The EEC logic software determines the transfer between modes of
operation. The logic is generated around the limiting temperatures
The Heat Management System is composed of the following units:
of the fuel and oil within the system, along with the signal from the
• Air Cooled Oil Cooler ACOC aircraft that permits/inhibits fuel spill to aircraft tanks.

• Fuel Cooled Oil Cooler FCOC The Fuel Level Sensing Control Unit (FLSCU) is an aircraft
computer that receives information from fuel level sensors and
• Integrated Drive Generator IDG temperature sensors located inside the aircraft wing tanks.
• Fuel Diverter and Return-to-Tank FDRV The FLSCU will send a discrete signal to the EEC to inhibit fuel
Valve from being returned to tank if any of the following conditions exist:

Three sources of cooling are available. • wing tank fuel temperature above 129.2ºF (54ºC), measured
using inner and outer cell temperature
• LP fuel passing through the engine fuel system
• high fuel level in wing tank (unavailable space for circulation)
• LP fuel that is returned to the aircraft fuel tanks
• low fuel level in wing tank
• Fan air
• tank boost pump failure (engine being fed by gravity).
Fuel flows in four basic configurations in the engine LP fuel system:
The EEC will also inhibit fuel return-to-tank if fuel temperature
modes 1, 3, 4, and 5 (Mode 2 was deleted during design phase).
reaches above 212ºF (100ºC).

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
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V2500 LINE AND BASE MAINTENANCE
Heat Management System

HEAT MANAGEMENT SYSTEM

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
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V2500 LINE AND BASE MAINTENANCE
Heat Management System

HEAT MANAGEMENT SYSTEM

ACOC Air Modulating Valve (AMV)

Purpose: Operation:

The ACOC AMV controls the flow of fan air through the ACOC as The AMV is operated via control signals from the EEC Heat
commanded by the EEC Heat Management Control System. Management System logic. The signals are generated based on oil
and fuel temperatures.
Location:
The EHSV directs controlling fuel pressure (muscle fuel) to the
operating piston. Depending on the side of the actuator piston
The AMV is attached to the ACOC on the right hand side of the
where the fluid is present, the valve opens or closes. The dual
engine fan case at 4:00, as viewed from the rear.
LVDTs transmit the valve position to the EEC.
Description:

The AMV consists of a valve connected to an actuator assembly

with an Electro Hydraulic Servo Valve (EHSV) attached. A fire seal
forms an air-tight seal between the unit outlet and the cowling. The
AMV can be controlled by channels A or B of the EEC. A dual
Linear Variable Differential Transformer (LVDT), sometimes called
a transducer, provides independent position feedback to each of the
EEC channels.

The failsafe position of the valve is full open for maximum oil
cooling. The torsion spring maintains the AMV full open when the
engine is shut down or fuel pressure is lost during operation.

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V2500 LINE AND BASE MAINTENANCE
Heat Management System

ACOC AIR MODULATING VALVE

FOR TRAINING PURPOSES ONLY Subject to export and disclosure limitations on the page “About This Guide” P&W PROPRIETARY INFORMATION
544 APRIL 2016
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V2500 LINE AND BASE MAINTENANCE
Heat Management System

HEAT MANAGEMENT SYSTEM (Cont.)

ACOC Electro Hydraulic Servo Valve (EHSV)

Purpose: • Operation controlled by either channel of the EEC

The ACOC EHSV provides the “muscle fuel” to move the AMV to • Jet pipe protected by 90 micron filter
the position commanded by the EEC.
• Bias ensuring AMV, fully open at engine start and in failsafe
Location: condition

The EHSV is bolted to the AMV casing. • Fuel servo supply

Operation:
Description:
Electrical current from the EEC controlling channel will change the
The valve is a two-stage directional flow valve. position of the jet pipe to direct HP fuel to either side of the spool
valve piston in the EHSV. The spool valve will move to the right or
• Stage 1 is an electrically activated torque motor and jet pipe. left to admit HP fuel to either side of the actuator piston, causing it
to extend or retract. This action opens or closes the valve. If
• Stage 2 is a spool valve. electrical current is lost by both channels of the EEC, the torque
motor jet pipe will cause the AMV to go to the full open position.
The following are features of the EHSV.

• Two independent torque motor windings, one connected to

each channel of the EEC

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Heat Management System

ACOC ELECTRO HYDRAULIC SERVO VALVE

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Safety Conditions

DO NOT LET THE ENGINE FUEL OR OIL STAY ON YOUR SKIN FOR A
LONG TIME. FLUSH FUEL AND OIL FROM YOUR SKIN WITH WATER. THE
HEAT MANAGEMENT SYSTEM (Cont.) FUEL AND OIL ARE POISONOUS AND GO THROUGH YOUR SKIN AND
INTO YOUR BODY.

Integrated Drive Generator Fuel Cooled Oil Cooler BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
IMMEDIATELY AFTER ENGINE SHUTDOWN. THE ENGINE COMPONENTS
(IDG FCOC) CAN STAY HOT FOR UP TO ONE HOUR.

Purpose: DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT
ON PROTECTIVE CLOTHING, GOGGLES, AND A FACE MASK. USE THE
FLUID IN A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF
The IDG FCOC provides cooling for the IDG Oil System. YOU GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT
AWAY WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
Location: IRRITATED.

The IDG FCOC is located on the left hand side of the engine at
9:00, aft of the engine FCOC. DO NOT LET ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED
FUEL OR OIL MUST BE REMOVED IMMEDIATELY WITH A CLEAN, LINT-
Description: FREE CLOTH. THE FUEL OR OIL CAN CAUSE DAMAGE TO THE SURFACE
PROTECTION AND TO SOME PARTS.

The IDG FCOC is a welded and brazed assembly consisting of an DO NOT PUT THE OIL THAT HAS BEEN DRAINED FROM THE ENGINE
oil core and fuel core. A thermocouple is mounted at the OIL OUT BACK INTO THE OIL SYSTEM.
port.
DO NOT PUT FUEL THAT HAS BEEN DRAINED FROM THE ENGINE BACK
INTO THE FUEL SYSTEM.
Operation:

IDG oil flows from the OIL IN port to the OIL OUT port. Heat from Fuel can flow from the FUEL-LP PUMP port to FUEL-FDV port or vice-
the IDG oil flowing through the oil core is transferred to the engine versa. However, the usual flow is from FUEL-LP port to FUEL-FDV
fuel flowing through the fuel core. port.

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INTEGRATED DRIVE GENERATOR FUEL COOLED OIL COOLER (IDG FCOC)

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HEAT MANAGEMENT SYSTEM (Cont.) Fuel Return-to-Tank Valve (FRV)

Fuel Diverter and Return-to-Tank Valve (FDRV) The FRV is a modulating valve operated by a dual wound torque
motor. The FRV consists of a main valve and a piston in a sleeve.
The main valve moves to change the metering port area in the
Purpose:
sleeve to modulate a portion of the LP fuel flow back to the aircraft
tanks. The valve failsafe position is fully closed, with no fuel return-
The FDRV optimizes the heat exchange process between the fuel
to-tank. An LVDT assembly sends the valve position feedback signal
and oil.
to the EEC.
Location: Operation:

The unit is bolted to the rear of the FCOC. FDV

The EEC energizes the solenoid to allow HP servo fuel to push the
Description: connected pistons in the same direction against the spring. This
causes the Fuel Metering Unit (FMU) spill fuel flow to change
The FDRV consists of the Fuel Diverter Valve (FDV) and the Fuel direction. When the solenoid is de-energized, the spring returns the
Return-to-Tank Valve (FRV) located in a common housing. pistons to the original position. The pertinent valve position and fuel
flow direction are captured in the chart at the end of this chapter.
Fuel Diverter Valve (FDV)
FRV
The FDV is a two-position valve operated by a dual coil solenoid. The EEC operates the torque motor to control the HP servo fuel
The valve consists of two pistons in a sleeve and is spring-loaded pressure on both sides of the main valve. The pressure balance
on one side to maintain the valve in the failsafe position. A micro- between both sides changes the direction and speed of the valve
switch assembly sends a valve position feedback signal to the EEC. movement. The valve movement opens or closes the metering port
area on the sleeve to modulate the LP fuel return to the tanks. The
valve is fully closed during Mode 3 or 5 (failsafe).

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FUEL DIVERTER AND RETURN-TO-TANK VALVE

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HEAT MANAGEMENT SYSTEM OPERATION

One of the four modes of control for the Heat Management System
will be in effect dependent upon aircraft/engine operating conditions.
The system is fully automatic and controlled by the EEC.

Mode 1

Mode 1 is adopted if the following conditions are satisfied:

• engine startup and low engine power

• fuel and IDG oil temperatures within acceptable limits

• fuel return-to-tank allowed.

In Mode 1, all the heat from the engine oil system and the IDG oil
system is absorbed by the LP fuel flows. Some of the LP fuel is
returned to the aircraft tanks where the heat is absorbed or
dissipated within the tank. FMU spill fuel is diverted to the inlet of the
fuel filter.

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HEAT MANAGEMENT SYSTEM MODE 1

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 3

Mode 3 is adopted when the following requirements for fuel spill

return-to-tank can no longer be satisfied

• engine at high power setting, typically at take-off and climb

• fuel return-to-tank is not allowed

• AMV < 59% open

• IDG oil temperatures within acceptable limits.

In this mode, the LP fuel absorbs all the heat from the engine and
IDG oil systems. If oil or fuel temperatures are above limits, the
engine oil can be precooled in the ACOC by a modulated air flow
before passing to the FCOC.

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HEAT MANAGEMENT SYSTEM MODE 3

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 4

Mode 4 is adopted when any of the following conditions exist:

• engine at mid-power setting, typically at cruise

• IDG oil temperature above 100ºC

• fuel return-to-tank allowed.

In this mode, the FMU spill fuel flow is diverted to the inlet of the
engine FCOC to be cooled. A modulated fuel flow through the IDG
FCOC is returned to the aircraft tanks to dissipate heat buildup in
the fuel.

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HEAT MANAGEMENT SYSTEM MODE 4

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HEAT MANAGEMENT SYSTEM OPERATION (Cont.)

Mode 5

Mode 5 is used when Mode 3 conditions exist but operation cannot

be permitted due to the following:

• IDG oil system temperature above 110ºC

• fuel return-to-tank is not permitted and fuel flow is very low

• AMV > 66% open.

Mode 5 is also the adopted position for failsafe conditions of the

FDRV.

In Mode 5, FMU spill fuel flows in the reverse direction through the
IDG FCOC into the engine FCOC inlet. The ACOC AMV is opened
to provide full cooling of the engine oil before reaching the engine
FCOC. This mode is maintained until the IDG oil temperature has
been reduced to acceptable limits.

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HEAT MANAGEMENT SYSTEM MODE 5

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FDV FRV
Mode Fuel Flow
Position Position

• Fuel from engine FCOC and IDG FCOC flows through FDRV to
1 Open, modulating return-to-tank and fuel filter inlet.
• Fuel from FMU returns to fuel filter inlet.
Solenoid
energized
• Fuel from engine FCOC and IDG FCOC flows to fuel filter inlet.
3 Closed
• Fuel from FMU returns to fuel filter inlet.

• Fuel from IDG FCOC flows through FDRV to return-to-tank.

4 Open, modulating
• Fuel from FMU flows to engine FCOC inlet.
Solenoid
de-energized
• Fuel from FMU flows in reverse through FDRV and IDG FCOC
5 Closed
into engine FCOC inlet.

HEAT MANAGEMENT SYSTEM MODES

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Compressor Airflow Control System

CHAPTER 10

COMPRESSOR AIRFLOW
CONTROL SYSTEM
ATA 75

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INFORMATION
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OBJECTIVES

1. Describe the purpose of the Compressor Airflow Control (CAC) System.

2. Locate the CAC System components.
3. Identify Line Replaceable Units (LRUs).

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OVERVIEW

The engine incorporates two air bleed systems and a Variable • VSV system, composed of Variable Inlet Guide Vanes (VIGVs) at
Stator Vane (VSV) system to accomplish the following: the inlet to the HP compressor. Four stages of VSVs are featured
on the A1 engine and three stages are on the A5.
• ensure stable airflow through the compressor at “off design”
conditions

• ensure smooth, surge-free accelerations and decelerations for

transient conditions

• improve engine starting characteristics

• re-stabilize the engine after surge occurs (also known as surge

recovery).

The complete system is composed of three subsystems, all

controlled by the EEC.

• LPC located at the engine Station 2.5, known as the Booster

Stage Bleed Valve (BSBV)

• HPC air bleeds on stages 7 and 10

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COMPRESSOR AIRFLOW CONTROL SCHEMATIC

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BOOSTER STAGE BLEED VALVE (BSBV)

(A1, A5 Engines)

Purpose: A1 BSBV Mechanical Arrangement

The BSBV bleeds air from the rear of the LPC booster stage. Bleed The annular bleed valve is composed of 27 flaps attached by 25 link
air is vented into the fan air duct. arms and two power arms to a synchronous ring. Two actuating
rods connect the power arms to two actuators hydraulically linked to
Location: ensure simultaneous movement.

The BSBV is located at the rear of the LPC at Station 2.5. A5 BSBV Mechanical Arrangement

Description: The BSBV is a continuous ring-type valve that rotates and slides
forward to open, and rearward to close. Support arms hold the ring.
The BSBV provides improved surge margin during starting, low Two of the support arms are driven via a lever and actuating rod by
power, and transient operations. the BSBV master and slave actuators.

The BSBV is controlled by the EEC and is fully modulated between Operation:
the open and closed positions. BSBV control is a function of the
following: The BSBV is fully open at start and will progressively close during
engine acceleration. During cruise and take-off, the valve is fully
• N1 corrected speed closed. In the event of an engine surge, the valve is opened to
enhance recovery
• altitude
For decelerations and engine operation in reverse thrust, the valve
• aircraft forward speed (Mach number). is open.

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BOOSTER STAGE BLEED VALVE FOR A1 ENGINE

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BOOSTER STAGE BLEED VALVE FOR A5 ENGINE

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BOOSTER STAGE BLEED VALVE (BSBV) (Cont.)

BSBV Master and Slave Actuators

Purpose: The right slave actuator has two relief valves that prevent over-
pressurization in case of faults such as mechanical seizure.
The two BSBV actuators control the actuating mechanism of the Operation:
BSBV assembly to bleed Stage 2.5 air from the LPC.
The master actuator receives electrical command signals from the
Location: EEC to modulate the movement of the torque motor. Torque motor
movement will direct HP servo fuel to either side of the actuator
The actuators are located on the rear of the intermediate casing on piston, moving it into the desired position.
either side of the HPC. The master actuator is located on the LH side
at 9:00, and the slave actuator is located on the RH side at 3:00. When the master actuator piston is extended, fuel will flow through
the extend line that connects both actuators to extend the slave
Description: actuator piston simultaneously. When the master actuator is
retracted the same process occurs through the retract line to
The two actuators use HP servo fuel from the FMU as the hydraulic simultaneously pull back the slave actuator.
medium and they are hydraulically “linked” to ensure simultaneous
movement. This is accomplished through two fuel lines that pass The LVDT incorporated into the master actuator will send a
across the top of the HPC case and connect both actuators. One line feedback signal to the EEC that is related to the position of the
is known as the retract line and the other as the extend line. actuator piston.

The master actuator interfaces with the EEC via torque motor control
and LVDT feedback through electrical harness connections.

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BSBV MASTER AND SLAVE ACTUATORS

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VARIABLE STATOR VANE SYSTEM (VSV)

Variable Stator Vane (VSV) Mechanism

(A1 and A5 Engines) Application Stage Locations

Purpose: A1 3–6

The VSV mechanism maintains satisfactory compressor A5 3–5

performance over a wide range of operating conditions by
controlling the entry air angle into the beginning stages of the HPC.
The outer end of each vane is formed into a shaft, which passes
Location: through the compressor case and is attached by a short lever to a
unison ring, one for each stage. Short rods to a crankshaft connect
The VSV mechanism is located around the front split cases of the the five unison rings (A1) or four unison rings (A5).
HPC.
A short rod to the Variable Stator Vane Actuator (VSVA) connects to
Description: the crankshaft. A rig pin hole is provided on the crankshaft assembly
and each unison ring to rig the VSV mechanism during installation
at engine build.
A VIGV stage controls the air angle to Stage 3 for both the A1 and
A5 applications. See the chart to view VSV applications.
Operation:
Each vane pivots at its inner and outer ends, which allows the vane
to rotate about its longitudinal axis. The EEC commands the VSVA to extend or retract. This movement
causes the crankshaft to rotate and move the unison rings,
repositioning the VSVs for each stage.

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HPC VSV ACTUATION SYSTEM FOR A1 ENGINE

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HPC VSV ACTUATION SYSTEM FOR A5 ENGINE

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VARIABLE STATOR VANE SYSTEM (VSV)

Variable Stator Vane Actuator (VSVA)

Purpose: The piston fork end connects to the crankshaft assembly through a
connecting rod. During installation, a rig pin hole is provided on the
The VSVA accurately positions the inlet guide vanes and stator actuator housing to rig the actuator to the crankshaft.
vanes of the HPC.
Operation:
Location:
The EEC sends electrical command signals to modulate the
The VSVA is mounted on the LH side of the HPC at 7:00. movement of the torque motor. Torque motor movement will direct
HP servo fuel to either side of the actuator piston to move it into the
Description: desired position. The EEC generates command signals to control
the VSVA as a function of N2 speed corrected for altitude.
The VSVA has a modulating actuator piston that is hydraulically
operated by HP servo fuel. A dual channel torque motor and LVDT At engine start, the VSVA actuator piston will move to the internal
are incorporated into the VSVA. low speed stop in the fully extended position, closing the angle of
inlet and stator vanes. With increasing thrust above idle, the
Two set stops control piston travel. The low speed stop is installed actuator retracts, opening the vane angle.
internally at the end of the piston cylinder and limits piston travel in
the full extended position. The high speed stop is externally At takeoff, the actuator will be in the fully retracted position against
attached to the unit and limits piston travel in the full retracted the external high speed stop on the actuator housing. This is the
position. rigging and failsafe position.

Positional feedback of the actuator piston is provided to both

channels of the EEC by the LVDT.

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NEED GRAPHIC

VARIABLE STATOR VANE ACTUATOR

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VARIABLE STATOR VANE SYSTEM (VSV)

VSVA (Cont.)

Service Bulletin (SB) 75-0122

At certain operating conditions the VSVA can experience a lack of

hydraulic force to move the VSV mechanism, leading to VSV fault
messages on ECAM. SB 75-0122 introduces a larger VSV actuator
with more motive force to help mitigate VSV track check faults. The
change has no effect on removal and installation of the actuator.

Differences between pre- and post-SB 75-0122 VSVAs are as

follows:

• rig pin housing relocated on the aft side of the actuator

• external stop retracted and internal stop added

• fire shield removed

• piston area increased 40 percent.

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VARIABLE STATOR VANE ACTUATOR DIFFERENCES, SERVICE BULLETIN 75-0122

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Safety Conditions

DO NOT GET THE FLUID ON YOUR SKIN OR IN YOUR EYES. IF YOU

DO, FLUSH IT AWAY WITH CLEAN WATER AND GET MEDICAL AID.
7TH AND 10TH STAGE HPC BLEED VALVES
BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
Purpose: IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.

The 7th and 10th Stage HPC bleed valves improve starting and THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST
prevent engine surge when the compressor is operating at off- BE DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
design conditions. REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
Location:

The HPC bleeds valves are located on the HPC rear case at stages
THE COMPONENT PARTS REMOVED IN THIS PROCEDURE ARE
7 and 10, on the left and right sides of the engine.
VERY SMALL. EXTREME CARE MUST BE TAKEN WHEN
REMOVING/INSTALLING THESE ITEMS TO PREVENT FOD HAZARD.
Description:

A total of four bleed valves are used; three on Stage 7, and one on Silencers are installed on all bleed valves except for the 7B position.
Stage 10. The designation for each bleed valve is as follows; 7A,
7B, 7C, and 10. No positional feedback is sent to the EEC.

The HPC bleed valves have only open or closed positions, and are
operated pneumatically by their respective solenoid valve. The
servo air used to operate the bleed valves is HPC discharge air
known as P3 or Pb. All the bleed valves are spring loaded to the
failsafe open position. When the bleed valves are opened, HPC air
bleeds into the fan duct through ports in the inner barrel of the C
duct.

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HPC 7th AND 10th STAGE BLEED VALVES

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Safety Conditions

THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
HPC BLEED VALVE SYSTEM REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
7TH AND 10TH STAGE SOLENOID VALVE

Purpose: THE COMPONENT PARTS REMOVED IN THIS PROCEDURE ARE VERY

SMALL. EXTREME CARE MUST BE TAKEN WHEN REMOVING/INSTALLING
The 7th and 10th Stage solenoid valves control the flow of P3 air to THESE ITEMS, TO PREVENT FOD HAZARD.
the 7th and 10th Stage bleed valves for valve operation.
Two vents are located on the valve body to vent P3 air from the
Location: solenoid valve and service line.

Three 7th Stage solenoid valves and one 10th Stage valve are The EEC controls the solenoid valve by energizing or de-energizing
mounted on a bracket located at the RH side of the fan case at 3:00. any one of its independent solenoid windings.

Description: NOTE

The solenoid valves consist of a housing that contains a dual coil HPC stages 7 and 10 solenoid valves use a different housing part
solenoid operated valve. The solenoid valve controls the flow of P3 number to provide a baulking feature. The baulking feature provides
servo air to the opening chamber of the HPC bleed valves. There a 3mm mounting hole offset to prevent installation of the solenoid
are two union fittings located on the housing that bring P3 air in and valve in the incorrect position. Bolt holes on the solenoid should be
out of the solenoid valve though line connections. The inlet union well aligned to the bolt holes on the bracket when the solenoid valve
fitting connects to the P3 air supply line, and the service union fitting housing is held flush against the bracket.
connects to the service line that supplies P3 servo air to the 7th or
10th Stage HPC bleed valves. The two 7th and 10th Stage solenoid valves have the same electrical
and pneumatic line connections, so the mounting hole offset is the
only protection against incorrect installation.

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HPC BLEED VALVE SYSTEM SOLENOID VALVES

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HPC BLEED VALVE SYSTEM (Cont.)

HPC Bleed Valve and Solenoid Operation See the chart for the operating condition of the bleed valves.

Operation:
Operating Open Bleed Valves
Stage 7 and 10 bleed valves are two-position valves that are either Condition 7A 7B 7C 10
fully opened or fully closed. The bleed valves are spring-loaded to
the open position and remain open at engine shutdown. When the
engine is started, the bleed air (7th or 10th Stage) will try to close the Starting    
valve. The bleed valves are kept in the open position by P3 servo air
supplied to the opening chamber when the solenoid valve is de- Steady state and
energized. transients (idle/low 
power only)
The EEC will close all the bleed valves at the correct time during
engine acceleration. Each bleed valve is closed when the EEC
Transient maneuvers
energizes the solenoid valve. This vents P3 servo air from the
opening chamber of the bleed valve through its corresponding
(accels/decels) at 
idle/low/mid power
solenoid valve. The valve will move to the closed position by
compressor bleed air pressure (7th or 10th Stage), acting on the
opposite side of the valve. Reverse thrust
operation  
NOTE

Bleed valve 7B will only be commanded open during starting and Surge recovery   
closes at idle.

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Compressor Airflow Control System

HPC BLEED VALVE ANDSOLENOID OPERATION

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Safety Conditions

IF THE INCREASE IN EGT IS SUFFICIENT TO SET AN EGT EXCEEDANCE,

THEN THE FULL TROUBLESHOOTING MANUAL (TSM) PROCEDURE FOR
HPC BLEED VALVE SYSTEM THAT OBSERVATION OR ECAM WARNING MUST BE FOLLOWED.

Causes of Fault

Hung and Hot Starts to the “open” position for engine starting.

Handling bleed valve failures during engine start has two major The bleed valves are held open during engine running by solenoid valve-
consequences: hung start and hot start. directed P3 air. According to schedule requirements, the bleed valves will
close progressively during the starting cycle in the sequence 7B, 10, and
• A hung start is characterized by a sluggish rise in N2. If the bleed 7C. The 7A valve stays open up to and above idle.
valve sticks in the closed position or the solenoid valve sticks in
the energized position, these non-detected FADEC faults will
cause the engine to experience difficulty in starting.
• A hot start is a successful start that is accompanied by high
Exhaust Gas Temperature (EGT). Hot starts can occur if a bleed
valve remains open after the point in the start sequence when it
would normally have closed. As a result, EGT increases,
although the increase is not always sufficient to register an EGT
exceedance.
Hung and hot start failures are due to the fact that during low engine
speeds, the bleed valve system is designed to effectively “dump”
into the fan duct a large amount of the air supplied to the HPC. This
is necessary because of the HPC’s inability to handle the mass
airflow being supplied by the LPC during low speed operation. All
bleed valves (three off Stage 7, one off Stage 10) are spring-loaded

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UPPER ECAM DISPLAY FOR HUNG/HOT STARTS

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HPC BLEED VALVE SYSTEM

Causes of Fault (Cont.)

Engine Climb and Cruise Possible Causes of Fault During Climb and Cruise Operation

Engine parameter shifts due to an open bleed valve undetected at • Bleed valve(s) stuck open (non-detected FADEC fault)
engine start are more likely to become evident at higher EPR power
settings. • Solenoid valve stuck in the de-energized position (non-
detected FADEC fault)
If a bleed valve fails to close when required to do so, under certain
conditions the engine may exceed the recommended EGT operating • Electrical failure of the solenoid valve, which results in the
limits and prevent the aircraft from taking off. This is a result of the solenoid moving to the de-energized position (FADEC-detected
EEC trying to achieve take-off EPR but with a reduced volume of air fault)
being supplied to the combustion chamber for mixing with fuel,
ignition and subsequent expansion. Therefore, the EEC makes up
for the shortfall in the available volume of air by demanding the FMU
provide more fuel to compensate.

The resulting “over-fueling” provides the required EPR but with the
penalty of increased EGT. Parameter shifts in fuel flow and EGT
can be an indication of a failed bleed valve system.

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HPC BLEED VALVE SYSTEM

Causes of Fault (Cont.)

Engine Transient Operation

NOTE
During transient maneuvers (acceleration/deceleration) and surge
recovery, HPC stability is maintained by opening the 7C bleed During troubleshooting, it is recommended that the Bleed Valve and
valves as defined by the EEC logic. Solenoid Test Set (tool number IAE2R19437) be used to confirm
proper operation of HPC Stage 7 and Stage 10 bleed valves and
Possible Stall/Surge Causes During Transient Operation solenoids. This prevents unnecessary removals.

Stall/surge issues that occur during transient operation can be the

result of the following:

• bleed valve remains closed during the transient

(acceleration/deceleration)

• bleed valve closes early

• bleed valves remain shut due to sticking in the closed position,

or the solenoid sticks in the energized position (both non-
detected FADEC faults).

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BLEED VALVE AND SOLENOID TEST SET (IAE2R19437)

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Secondary Air Systems

CHAPTER 11

SECONDARY AIR SYSTEMS

ATA 75

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OBJECTIVES

1. Describe the purpose of the engine Secondary Air Systems.

2. Identify components.
3. Identify Line Replaceable Units (LRUs).

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Secondary Air Systems

OVERVIEW

The Secondary Air Systems support the requirements of the engine and
the aircraft. The four systems and their functions are shown in the chart.

System Function

Active Clearance • Improves engine performance by ensuring the HPT and LPT operate
Control (ACC) with optimum turbine blade tip clearances

10th Stage • Provides additional cooling airflow to the rear face of the HPT Stage 1
Make-up Air disk, front face of the HPT Stage 2 disk, and HPT Stage 2 blades

Aircraft Services
• Supplies the aircraft with bleed air taken from HPC stages 7 and 10
Air Off-take

Air Cooled Air • Uses cooled HPC12 air for cooling and sealing the No. 4 Bearing
Cooler (ACAC) compartment

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SECONDARY AIR SYSTEMS (RIGHT SIDE)

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SECONDARY AIR SYSTEMS (LEFT SIDE)

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ACTIVE CLEARANCE CONTROL (ACC) SYSTEM

The ACC system improves engine performance by ensuring the The operating actuator moves the linkage that controls the
HPT and LPT operate with optimum turbine blade tip clearances. HPT/LPT air valves for the LPT and HPT case cooling.

The ACC System sends a controlled flow of cooling air to reduce The HPT and LPT casings are cooled by fan bypass air.
the thermal growth of the turbine casings. This minimizes the
increase in turbine blade tip clearances that would otherwise occur Failsafe Position
during the climb and cruise stages.
In the event of fuel pressure loss and/or EEC power failure, the
ACC air valves will adopt the following failsafe positions.
The ACC system consists of the following:

• ACC actuator • LPT is (-) 44% open

• HPT/LPT ACC air valves • HPT is closed.

• LPT/HPT cooling manifolds.

The EEC controls the ACC system as a function of corrected N2

and aircraft altitude parameters.

The ACC operating actuator is located on the core engine. The

operating actuator moves in a linear motion by fuel pressure. A
Linear Variable Differential Transformer (LVDT) provides the EEC
with actuator position feedback.

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ACTIVE CLEARANCE CONTROL (ACC) SYSTEM

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Safety Conditions

DO NOT LET ENGINE FUEL STAY ON YOUR SKIN FOR A LONG TIME. FLUSH
ACTIVE CLEARANCE CONTROL SYSTEM THE FUEL FROM YOUR SKIN WITH WATER. THE FUEL IS POISONOUS AND
CAN GO THROUGH YOUR SKIN AND INTO YOUR BODY.
(ACC) COMPONENTS
BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS
ACC Actuator IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.

Purpose: THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
The ACC actuator moves the HPT/LPT ACC air valves to vary the REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
LPT and HPT cooling airflows. PERSONNEL AND/OR DAMAGE TO EQUIPMENT.

Location:

The actuator is mounted on the right hand side of the HP DO NOT LET ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED FUEL
compressor casing at 5:00. OR OIL MUST BE REMOVED IMMEDIATELY WITH A CLEAN, LINT-FREE
CLOTH. THE FUEL OR OIL CAN CAUSE DAMAGE TO THE SURFACE
Description: PROTECTION AND TO SOME PARTS.

DO NOT PUT FUEL THAT HAS BEEN DRAINED FROM THE ENGINE BACK
The ACC actuator consists of the following: INTO THE FUEL SYSTEM.

• linear motion, two-directional piston

• dual track LVDT

• electro hydraulic torque motor

• filter.

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ACC ACTUATOR (1 OF 2)

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS

ACC Actuator (Cont.)

Operation:

The ACC actuator receives EEC signals to control the torque motor.
The torque motor directs high pressure fuel to one of the two piston
sides when it receives the EEC command signal.

The push-pull rod that links the ACC actuator and the HPT/LPT
ACC air valves will move due to piston movement. The LVDT
provides piston position to the EEC.

At engine shutdown or nil servo pressure, a spring in the ACC

actuator forces the piston to the failsafe position.

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ACC ACTUATOR (2 OF 2)

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Safety Conditions
.

LOOK THROUGH THE VALVE BODY FROM THE FRONT SIDE TO MAKE
ACTIVE CLEARANCE CONTROL SYSTEM SURE THE ACC SEAL STAYS IN POSITION WHILE YOU INSTALL THE
(ACC) COMPONENTS (Cont.) HPT/LPT ACC AIR VALVE TO THE TURBINE CLG MANIFOLD ASSEMBLY.

TO PREVENT DAMAGE TO THE SEALS, MAKE SURE THAT THE ACC SEAL
HPT/LPT ACC Air Valves AND THE LPT MANIFOLD PERISEAL ARE IN THEIR CORRECT POSITIONS.

Purpose:

The HPT/LPT ACC air valves receive ducted air from the fan
bypass stream. The valves regulate the fan air flow rate per ACC
actuator input to the LPT and HPT ACC manifolds.

Location:

The valves are mounted on the right hand side of the diffuser case
at 5:00.

Description:

The ACC air valves consist of an HPT and an LPT valve.

The two valves are designed to allow the optimum airflow to the
respective casings. The failsafe position is closed for the HPT valve
and -44% open for the LPT valve.

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HPT/LPT ACC AIR VALVES

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS

HPT/LPT ACC Air Valves (Cont.)

Operation: Positions D and E

The graph represents the conditions of engine operation and the Typically positions D and E represent cruise and top of descent
resulting effect on modulating air control valve position. conditions. These positions are altitude dependent. The HPT ACC
valve for position D is 30 percent. For position E it is fully open. The
Position A LPT ACC valve is fully open for both D and E.

In Position A, the failsafe position, the engine is shut down. The

HPT ACC air valve is closed and the LPT ACC air valve is at
-44 percent

Position B

Position B represents the engine in the idle position. Both the HPT
and the LPT ACC air valves are closed.

Position C

Typically, Position C represents a take-off condition. This position is

altitude dependent. The HPT ACC air valve is starting to open, and
the LPT ACC air valve is at 70 percent open.

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Secondary Air Systems

ACC SYSTEM VALVE POSITIONS AND OPERATING SCHEDULE

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ACTIVE CLEARANCE CONTROL SYSTEM

(ACC) COMPONENTS (Cont.)

HPT/LPT ACC Manifold and Tube Assemblies

Purpose: Operation:

The HPT/LPT ACC manifold and tube assemblies distribute and The HPT ACC manifold is attached to the HPT ACC air valve. The
impinge cooling air onto the turbine casing to reduce the gap manifold distributes air for cooling into four perforated tubes located
between rotor blade tip and the rotor path. on each side of the HPT case.
Location: The LPT ACC manifolds are connected by a supply tube to the LPT
The HPT ACC manifold is located on the HPT casing. The LPT ACC air valve. The supply tube directs fan air to both LPT ACC
ACC manifold is located on the LPT casing. manifolds, which distribute the air into eight perforated tubes.

Description: Fan air passes through the tube perforations located on the inner
surfaces of the tubes. This action reduces the thermal growth of the
The HPT/LPT ACC manifold and tube assemblies consist of the HP and LP turbine cases.
following:

• one HP turbine ACC manifold

• two LP turbine ACC manifolds and one supply tube

• four HPT ACC perforated tubes

• eight LP ACC perforated tubes.

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HPT/LPT MANIFOLD AND TUBE ASSEMBLIES

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Secondary Air Systems

10TH STAGE MAKE-UP AIR SYSTEM

The 10th Stage Make-up Air System provides cooling airflow to the The solenoid is de-energized when the valve is in the open position,
rear face of the HPT Stage 1 disk, the front face of the HPT Stage 2 which is also the failsafe position.
disk, and the HPT Stage 2 blades.
A micro switch provides the positional feedback signal to the EEC
The Stage Make-up Air System consists of the following
10th indicating whether the valve is open or closed. The valve is open for
components: all flight/engine operation conditions except cruise, when the valve
is closed.
• EEC control

• make-up valve control solenoid NOTE

• two position-type on/off valve The 10th Stage make-up valve was removed from new production
beginning with engine serial number V10950. Incorporation of SB
• micro switch positional feedback 75-0081 also removes the valve from engines that were originally
equipped with it.
• two supply tubes.

The EEC uses corrected N2 and altitude to operate the control

solenoid. The control solenoid manages the flow of P3 (HPC Stage
12) air, which is used as the pneumatic operating medium for the
make-up valve.

The two-position make-up air valve either opens to allow the flow of
Stage 10 air or closes for no air flow.

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10th STAGE MAKE-UP AIR VALVE SYSTEM COMPONENTS

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

10th Stage Make-up Valve

Purpose: The valve body has the following features:

The 10th Stage make-up valve supplies supplemental air to normal • connection to service line that provides P3 air supply to open
airflows around the No. 4 Bearing housing and the HPT disks and the valve
blades.
• connection to No. 4 Bearing scavenge valve to provide 10th
Location:
Stage operating pressure
The make-up valve is located at the top of the HPC casing.
• two outlet ports to supply 10th Stage air through two supply
Description: tubes.
The Stage 10 make-up valve consists of an operating piston, a
Operation:
valve body, and micro switch feedback.

The valve is a two-position type that can either allow flow of HPC Servo air (P3) is used to close the valve.
Stage 10 air or cut it off. There is no modulation.
The micro switch provides positional feedback for the piston.
The operating piston is spring-loaded to the failsafe, open position
when servo air is not present in the piston chamber.

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10TH STAGE MAKE-UP VALVE

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

(Cont.)

Control Solenoid Valve

Purpose:

The control solenoid valve manages the flow of P3 servo air

pressure to the make-up air valve.

Location:

The control solenoid valve is located on the right hand side of the
fan case at approximately 4:00 as viewed from the rear.

Description:

The control solenoid valve consists of a solenoid core, plunger,

piston, and inlet valve.

The control valve directs the flow of P3 pressure to close the make-
up valve when it is energized.

The EEC constantly monitors corrected N2 and pressure altitude.

The make-up valve is commanded open during all flight conditions,

except during cruise when it is shut.

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CONTROL SOLENOID VALVE

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

Control Solenoid Valve (Cont.)

10th Stage Make-up Valve Closed

Operation:

When the solenoid is energized, the plunger is pulled onto the

solenoid core to close the servo vent. HPC 12 (P3) servo air can
now pass to the rear of the piston. P3 servo air and piston spring
pressure move the piston against the inlet valve. The piston moves
the inlet valve, allowing the P3 servo air to flow out through the
service line that is connected to the 10th Stage make-up valve.

The P3 servo air pressure enters the valve through the service line
and pushes the 10th Stage valve piston downward against its spring
pressure to close the valve.

The micro switch contacts are broken and a feedback signal is sent
to the EEC.

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10TH STAGE MAKE UP AIR VALVE SYSTEM OPERATION – CLOSED

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10TH STAGE MAKE-UP AIR SYSTEM COMPONENTS

Control Solenoid Valve (Cont.)

10th Stage Make-up Valve Open

Operation: Failsafe Position

When the solenoid is de-energized, the plunger is forced away from In the failsafe position the valve is open. This occurs when the
the solenoid core by spring pressure. This action opens the servo solenoid is de-energized or has a loss of servo P3 pressure to the
vent and blocks P3 air from reaching the rear side of the piston. As valve.
a result, P3 air that was present on the rear side of the piston is
allowed to escape through the servo vent.

Servo air pressure on the front side of the piston moves the piston
away from contact with the inlet valve and allows it to close. The
service line is now connected to the exhaust vent, allowing P3 air to
escape.

P3 air is removed from the 10th Stage make-up valve piston. Then
the spring acting on the valve piston forces it to move and open the
make-up valve orifice. 10th Stage air will be allowed to flow into both
supply tubes.

The micro switch contacts are made and a feedback signal is sent
to the EEC.

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10TH STAGE MAKE UP AIR VALVE SYSTEM OPERATION – OPEN

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

The Aircraft Services Air Off-Take System provides engine-ducted The BMC receives information from the following components:
air supply to the following aircraft systems:
• Temperature Limiting Thermostat TLT
• Cabin Pressurization and Air Conditioning
• Temperature Controlling Thermostat TCT
• Wing Leading Edge Anti-icing
• Pressure sensor downstream of the HPV
• Engine Cross Bleeding Starting
• Pressure sensor downstream of the PRV
• Hydraulic Reservoir and Water Tank Pressurization.

The bleed air pre-cooler utilizes fan bypass air to cool HPC bleed
air to an acceptable temperature before it enters the Environmental
Control System (ECS). HPC air is then ducted toward Aircraft
Services.

The Aircraft Services Air Off-Take System uses the Bleed

Monitoring Computer (BMC) to monitor the opening and closing of
the components listed below.

• Over Pressurization Valve OPV

• Pressure Regulating Valve PRV
• Fan Air Valve FAV
• High Pressure Valve HPV

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AIRCRAFT SERVICES AIR OFF-TAKE COMPONENTS

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM (Cont.)

Bleed air off-takes are taken from the HPC Stage 7 for high power The OPV will be fully closed at 85 psi and will reopen at 35 psi
conditions and from the HPC Stage 10 for low power conditions. (depending on mod standard 20–57 psi).
The HPC Stage 7 off-take has a Non-Return Valve (NRV) installed
prior to the point where the two off-takes join. The NRV prevents The Temperature Limiting Thermostat (TLT) controls the PRV when
HPC Stage 10 air from reverse-flowing back into the HPC Stage 7 an over temperature situation occurs. The TLT will start to close the
of the engine. PRV to reduce pressure at 245°C. The TLT over temperature is
247°C. Above this value it will reduce PRV pressure to 17.5 psi.
The HPC Stage 10 off-take has a control valve called the High The TLT maximum temperature is 257°+/- 3 C. After a 60-second
Pressure Valve (HPV). The HPV starts to open at approximately 8 delay above this value, the PRV is closed by the BMC.
psi and will regulate HPC Stage 10 air to 36+/- 4 psi. The HPV will
close if upstream pressure is greater than 100+/- 5 psi. A micro The Temperature Controlling Thermostat (TCT) controls the Fan Air
switch provides positional feedback to the BMC. Valve (FAV). The TCT will regulate the temperature of the air
entering the aircraft system to 200 +/- 15 deg.C. The TCT controls
The Pressure Regulating Valve (PRV) is located after the two off- the opening/closing of the FAV to regulate the fan airflow through
takes. The PRV is controlled by a switch in the flight deck. the pre-cooler.

The PRV is spring-loaded closed when the engine is shut down. Two pressure sensors provide feedback pressure signals to the
The PRV starts to open at approximately 8 psi and will regulate BMC for monitoring purposes. One sensor monitors pressure
airflow to 44 +/- 4 psi. A pneumatic sense line connects the PRV downstream of the HPV and the other sensor monitors pressure
with the HPV to make sure the HPV is closed when the PRV is downstream of the PRV.
commanded closed. A micro switch provides positional feedback to
the BMC.

The Over Pressurization Valve (OPV) protects the system against

excessive pressure. The OPV will start to close at 75 psi
(depending on mod standard 79 psi).

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM OPERATION

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AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

COMPONENTS

Cabin Bleed Air Solenoid This ensures the HPV is fully closed and prevents unnecessary HP
air bleed from the compressor when the following conditions exist:
Purpose:
• engine is above idle
The Cabin Bleed Air Solenoid keeps the HPV closed during cruise,
reducing fuel consumption. • P3 is greater than or equal to 110 psi

Location: • wing anti-ice is not selected

The solenoid is located on the RH side of the fan case at 3:00. • normal bleed configuration (2 bleeds, 2 packs)
Description:
• altitude over 15,000 ft.
The Cabin Bleed Air Solenoid consists of a servo vent body, solenoid
housing, and valve body secured together by four bolts. When the solenoid is de-energized, it does not allow venting of the
sense line, resulting in control of the HP valve reverting to the
The solenoid is connected to the sense line that joins the PRV and aircraft ECS.
HPV.
NOTE
Operation:
The cabin air solenoid appears similar to the HPC solenoids but
When the solenoid is energized, the sense line between the HPV and operates differently. In addition, the harness connector is identical to
the PRV is allowed to be vented to the atmosphere through an opening those utilized on the HPC solenoids. Care must be taken to ensure
on the solenoid body. that the correct solenoid is installed at the correct position.

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Secondary Air Systems

CABIN BLEED AIR SOLENOID

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Secondary Air Systems

AIRCRAFT SERVICES AIR OFF-TAKE SYSTEM

COMPONENTS (Cont.)

Air Cooled Air Cooler (ACAC) Operation:

Purpose: 1. Fan bypass airflow used by the ACAC extracts heat from the
HPC12 air. The HPC12 is taken off the engine through a single
The ACAC precools the HPC12 air to provide cooling, sealing, tube.
pressurizing, and scavenging to the No. 4 Bearing chamber. The
ACAC uses fan bypass air as the bypass medium. 2. The HPC12 air enters the ACAC, where the heat exchange
process takes place between the fan bypass air and the hot
Location:
HPC12 air.
The ACAC is located on the bottom LH side of the turbine casing at
7:00 as viewed from the rear. 3. The fan bypass air is ejected into the atmosphere. The cooled
HPC12 air, called buffer air, leaves the ACAC and is distributed
Description: to the center bearing compartment through three tubes. The
tubes enter the diffuser case at 12:00, 3:00, and 9:00.
The ACAC uses a brazed, tubular construction with a number of “U”
shaped tubes. HPC12 air passes through the U-shaped tubes and 4. The buffer air enters the cooling jacket of the center bearing
cooling fan air flows over. Tubes are secured at their open ends to a chamber. The buffer air protects the No. 4 Bearing from
header plate where the HPC12 air inlet and outlet connections are excessive heat exposure. The buffer air seals the bearing
made, and pass through a series of baffle plates that provide compartment to prevent oil loss. This pressurization enables
support across the length of the ACAC. scavenging of the oil and air from the bearing chamber to the
deoiler.

The center bearing compartment does not have an oil

scavenge pump.

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Secondary Air Systems

AIR COOLED AIR COOLER (ACAC)

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Secondary Air Systems

HPT AND LPT ACTIVE CLEARANCE CONTROL (ACC)

SYSTEM HARNESS

HPT and LPT ACC System harness electrical connections are

shown on the next page.

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Secondary Air Systems

HPT/LPT ACC SYSTEM HARNESS

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Secondary Air Systems

MISCELLANEOUS ELECTRICAL SYSTEMS HARNESSES

Miscellaneous electrical systems harnesses systems are shown

below.

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Secondary Air Systems

MISCELLANEOUS ELECTRICAL SYSTEMS HARNESSES

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Secondary Air Systems

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Ice Protection

CHAPTER 12

ICE PROTECTION
ATA 30

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Ice Protection

OBJECTIVES

1. Describe the purpose of the Ice Protection System.

2. Identify components.
3. Identify Line Replaceable Units (LRUs).

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Ice Protection

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Ice Protection

OVERVIEW Fault indications for Ice Protection System are as follows:

Ice may form in the inlet cowl when the engine is operating in low • flight deck anti-icing selector switch illuminates
temperature or high humidity conditions.
• ECAM warning message appears.
Ice build-up around the inlet cowl leading edge could affect engine
performance and cause engine damage from ice ingestion. Ground Running

Icing conditions may occur when the Outside Air Temperature

To prevent ice formation, the following ice protection systems have
(OAT) is less than 5.5°C (42°F) and the humidity is high, for
been incorporated into the engine.
example, during rain, sleet, snow, and fog (visibility less than one
mile).
• Thermally heated inlet cowl leading edge
If the above conditions exist, the inlet Ice Protection System must
• Thermally heated P2/T2 probe mounted in the inlet cowl be selected “ON” to open the TAI valve as soon as the engine
stabilizes at low idle conditions after an engine start.
• Ice protected flexible rubber tip on the spinner of the fan
module P2/T2 Probe Heater

Inlet Cowl Ice Protection System The P2/T2 probe is automatically and continuously heated during
operation by an integral 115V heating coil.
A selector switch on the flight deck for the Inlet Cowl Ice Protection
System opens and closes the Thermal Anti-Icing (TAI) control valve. Spinner
The valve allows hot air taken from the HPC Stage 7 to flow across
the inlet cowl leading edge. A solid rubber nose tip protects the spinner against ice build-up.
The nose tip naturally vibrates to break up and dislodge ice
immediately as it starts to form.

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Ice Protection

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Ice Protection

THERMAL ANTI-ICING (TAI) CONTROL VALVE

Purpose: Upon selecting the Anti-Icing Control Valve ON/OFF switch, hot
HPC 7th Stage air flows through the TAI valve and is sent to the
The TAI valve warms the lip of the inlet cowl. distribution manifold. The manifold will allow hot air to enter the inlet
cowl leading edge.
Location:
This air is eventually vented overboard via an outlet located on the
The TAI control valve is located on the right side of the fan case at right side of the inlet cowl.
4:00.

Description:

The TAI control valve is made up of the following items:

• valve body
• linear moving piston

• control solenoid

• air filter

• butterfly valve

• micro switch

• manual override (as per MMEL requirements).

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Ice Protection

THERMAL ANTI-ICING CONTROL VALVE

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Ice Protection

THERMAL ANTI-ICING CONTROL VALVE (Cont.)

Operation: This movement opens the butterfly valve and allows HPC Stage 7
air to flow toward the TAI manifold. The manifold will allow hot air to
Valve Closed enter the inlet cowl leading edge.

The control solenoid is energized. The air is vented overboard via an outlet located on the right side of
the inlet cowl.
The ball valve of the control solenoid is snug against the ambient
vent outlet. This prevents upstream air from escaping and directs it Failsafe position
to area A of the piston.
The failsafe position is as follows:
The pressure acting on the piston at area A is greater than that
acting on area B. This pressure at area A, along with the spring • solenoid de-energized
tension, holds the butterfly valve in the closed position.
• servo air pressure at piston area B only
Valve Open
• butterfly valve in the “open” position.
The control solenoid is de-energized when anti-ice is selected “ON.”
Manual override
The ball valve is no longer held by the control solenoid against the
The valve has a provision for being secured in either the open or
ambient vent. The ball valve moves by spring pressure against the
closed position.
orifice, thus preventing passage of air to area A of the piston.
This requirement is necessary when the valve has failed. The
Air pressure remains only at area B of the piston. This pressure is
MMEL will advise which actions are required to allow dispatch of
greater than the spring tension alone. Therefore, the piston moves
the aircraft.
against the spring pressure.

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Ice Protection

ENGINE ANTI-ICE VALVE OPERATION

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Ice Protection

ECAM INDICATIONS

The engine anti-icing valve has a micro switch which will feedback
the valve position in relation to the selector switch position.

When the engine anti-ice valve is selected ON, an ECAM memo

message appears on the lower right side of the upper ECAM
screen.

• ENG A ICE

The selector switch legend “ON” illuminates in blue.

The “FAULT” legend of the selector switch illuminates in amber

when a disagreement exists between the selector switch and the
micro-switch output signal to the EEC. Fault detection occurs when
a valve fails to either open or close.

The upper ECAM screen will display one of the following WARNING
and STATUS messages that relate to the switch position and the
intended valve position. Messages are engine-specific.

• ENG 1(2) VALVE CLSD

• ENG 1(2) VALVE OPEN

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Ice Protection

ICE PROTECTION SYSTEM ECAM INDICATIONS

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Ice Protection

TAI VALVE MANUAL OVERRIDE PROCEDURE

If an anti-icing valve fails to open or close, the engineer can

override and secure the valve, as per MMEL requirement.

Lack of anti-icing duct pressure allows the valve to be moved to the

desired position. This is accomplished by application of a torque no
greater than 70 inch-pounds to the hexagonal nut attached to the
butterfly shaft.

To lock the valve, insert the locking pin through the locking hole on
the valve body and into the mating hole in the piston. A ball detent
mechanism on the end of the locking pin retains the pin in the hole
corresponding to the desired valve position. A visual indicator
shows the position of the valve.

NOTE

If the valve fails in the closed position, it is advisable to avoid icing

conditions. If the valve fails in the open position, there will be a
thrust limit penalty. One or both valves may be in the open position
provided the performance penalties are applied and OAT does not
exceed ISA +35° C.

For extended range operations, only one valve can be in the failed-
closed position, and only if the aircraft is not operating in icing
conditions.

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Ice Protection

ANTI-ICE MANUAL OVERRIDE COMPONENTS

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Ice Protection

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Indicating

CHAPTER 13

INDICATING
ATA 77

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Indicating

OBJECTIVES

1. Describe the purpose of the Indicating System.

2. Locate the components.
3. Identify Line Replaceable Units (LRUs).

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Indicating

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Indicating

OVERVIEW
The FADEC system supplies aircraft computers with relevant engine
data, and the Electronic Centralized Aircraft Monitor (ECAM) system
interprets and displays that data on the flight deck.
ECAM receives relevant engine data from the following computers:

• Electronic Engine Control EEC

• Engine Interface Unit EIU

• Flight Warning Computer FWC

• Display Management Computer DMC

The ECAM system displays engine and aircraft data on two screens.
The upper screen provides the flight crew with primary engine data, and
the lower screen provides secondary engine and aircraft data. All
displayed data is acquired by the DMC and then sent to the ECAM
system.
The FWC monitors all data sent by the FADEC system related to a
Class 1 indication, the highest priority type annunciation.
In case of ECAM screen failure, the system display can be transferred
to the Navigation Display (ND) screen by a selector switch.

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Indicating

ECAM DISPLAY

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Indicating

ECAM INDICATIONS
ECAM screens display engine and aircraft data in both digital and The upper ECAM screen display is also used to provide warning
dial format. information of Class 1 alerts in message form.

Upper ECAM Screen

NOTE
The upper ECAM screen displays the following engine and aircraft
data. For engines with bump capability, the alpha character “B” will
appear next to the EPR gauge when selected. The B will disappear
•EPR command when the aircraft has reached 0.45 Mn (Mach number) and an
altitude of 15,000 ft.
• EPR actual indication

• Exhaust Gas Temperature EGT

• Rotor shaft speeds for N1/N2

• Fuel flow

• Fuel On Board FOB

• Slat and flap position

• Throttle demand position

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Indicating

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Indicating

ECAM INDICATIONS (Cont.)

Lower ECAM Screen NOTE

The lower ECAM screen will display the following engine and The NAC will appear on the lower ECAM screen only when an
aircraft data. exceedance of 608°F (320°C) has occurred.

• Fuel usage During engine start up, the start air valve position, bleed air
pressure, and igniter selection are displayed in the NAC position.
• Oil quantity

• Oil pressure

• Oil temperature

• Engine vibration for N1/N2

• Nacelle Air Temperature NAC

• Total Air Temperature TAT

• Static Air Temperature SAT

• Aircraft gross weight

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Indicating

ECAM DISPLAY SCREENS

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ECAM INDICATIONS: UPPER SCREEN

Engine Pressure Ratio (EPR) • EGT over-temperature is the red mark. If an over-
temperature occurs, a red mark appears at the maximum
value achieved. This red mark will disappear only after a
• Actual EPR indication is green.
maintenance action through the Multipurpose Centralized
Display Unit (MCDU) has been carried out.
• EPR limit is the thick amber index.
• Max permissible EGT red line is at the beginning of the red
• EPR Throttle Lever Angle (TLA) is the white circle. arc.
• During engine start, the max permissible will be at the
• EPR transient indication is the blue arc.
starting value.
• Idle indication flashes green for 10 seconds, then steadies for
• Max EGT is the thick amber index. This is not displayed
both engines at idle in flight.
during engine start.
• REV indication for thrust reverser status.

Exhaust Gas Temperature (EGT)

• Actual EGT indication is normally green.

• When EGT exceeds 1130°F (610°C), the indication remains
green and the pointer pulses amber.
• The values pulse red when EGT is at red line.

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Indicating

ECAM INDICATIONS – UPPER SCREEN (1 OF 2)

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ECAM INDICATIONS: UPPER SCREEN (Cont.)

N1 Thrust Limit Mode Indication

• Actual N1 indication is normally green. • TOGA, FLX, MCT, CL and MREV display in blue.

• Indication pulses red when N1 limit is exceeded. • EPR rating limit displays in green.

• Indication pulses amber when N1 exceeds N1 rating limit in N1 • Derate temp indication (for FLX take off) display is in blue.
mode.
Actual Fuel Flow
• Max permissible N1 displays as the red line indication at the
beginning of the red arc. Actual fuel flow is displayed in green and gives real time indication
of fuel flow for left and right engines.
• When N1 overspeed occurs, a red mark appears at the max
value achieved. It will disappear only after a maintenance
action through the MCDU has been carried out.

N2

• Actual N2 indication is normally green.

• N2 goes red when the limit is exceeded, and a red cross
appears next to the digital value. The red cross will disappear
only after a maintenance action through the MCDU has been
carried out.
• N2 indication is highlighted and boxed gray during engine start
sequence.

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ECAM INDICATIONS – UPPER SCREEN (2 OF 2)

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ECAM INDICATIONS: LOWER SCREEN

Fuel Used • Between 80 psi and 60 psi, the indication is amber.

• Fuel usage indication is normally green. • Below 60 psi the indication is red.
• The indication freezes at last value when the engine is shut Oil Temperature
down and resets at next engine start.
• Oil temperature indication is normally green.
• The last two digits are dashed if fuel use indication is
• The indication pulses above 312.8°F (156°C) increasing and
inaccurate due to loss of fuel flow for one minute.
302°F (150°C) decreasing.
Oil Quantity • The indication becomes amber with an ECAM warning if
temperature exceeds 329°F (165°C) or above 312.8°F (156°C)
• Oil quantity indication is normally green. for more than 15 minutes or if the temperature is below minus
50°F (10°C).
• At five quarts, the advisory level is reached and the indication
pulses. Ignition and Start Valve Position

• At seven quarts and above, the pulsing stops. • The ignition, air pressure, and start valve positions display
during start up only.
Oil Pressure
• The selected igniters display in green.
• Oil pressure indication is normally green. • Bleed pressure indication is normally green.

• The indication pulses if the oil pressure exceeds 390 psi • If the pressure goes below 21 psi or suffers an over pressure,
increasing or 385 psi decreasing. the indication remains amber as long as the start valve is not
closed.

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Indicating

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ECAM INDICATIONS: LOWER SCREEN (Cont.)

Nacelle Air Temperature (NAC)

NAC will pulse green when an exceedance has occurred. During

engine start up, the start air valve position, bleed air pressure, and
igniter selection display in the NAC position.

Vibration

• Vibration indication is normally green.

• The indication pulses green if vibration is above 5.0 units (in

advisory mode).

Oil Filter and Fuel Filter

• No indication if both filters are normal.

• A “CLOG” message will appear in amber when the differential

pressure across the filter has been exceeded.

• An ECAM message will also be generated.

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ECAM INDICATIONS – LOWER SCREEN

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ECAM SYSTEM FAULT MONITORING

The ECAM system constantly monitors for engine and aircraft ECAM Messages
parameter deviations. The deviation can then be announced to the
flight crew. Displayed messages are enunciated to the flight crew in order of
priority. The alert level classification for faults is shown in the chart
Normal parameter indication is green. An approaching parameter below.
deviation indicates as flashing green.

Warning Condition (Class 1, Level 3) Class 1

Alert Indication
The parameter deviation indication is as follows:
Level

• steady red indication 3 Red warning with repetitive chime

• master warning light on glare shield
2 Amber caution with chime
• repetitive audible chime
• ECAM message.
1 Amber caution only
Caution Condition (Class 1, Level 2)

The parameter deviation indication is as follows:

The upper ECAM screen will display all warning type messages in
• steady amber indication the left memo box. The lower ECAM screen will display caution and
• master caution light on glare shield status messages. The lower ECAM screen also has the ability to
display other systems of the engine and aircraft.
• audible chime
• ECAM message.

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ECAM SYSTEM FAULT INDICATIONS

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ECAM SYSTEM PAGES

ECAM pages displayed on the lower screen give the flight crew a Pages can be selected manually by the flight crew or displayed
detailed parameter and system status of the aircraft and engine. automatically, according to the flight phase.
These pages can also assist in troubleshooting.
Twelve pages of information cover the systems of the engine and
aircraft. The pages are as follows.
• Engine
• Bleed air
• Cabin pressure
• Electrical
• Hydraulics
• Fuel
• Auxiliary Power Unit APU
• Conditioning
• Doors
• Wheels
• Flight controls
• Engine/Air

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ECAM AIRCRAFT/ENGINE SYSTEM PAGES

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ECAM STATUS PAGE

The ECAM Status page contains fault information that affects

system redundancy.

Status (STS) messages do not directly affect the aircraft operation

but reference to the Master Minimum Equipment List (MMEL) is
required before aircraft dispatch.

Depressing the STS button will cause the Status page to appear.

When the engines have shut down, the flight crew will be alerted to
STS messages that occurred during flight by a pulsing Status on the
upper ECAM screen warning memo box.

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STATUS PAGE

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ECAM FLIGHT PHASE DISPLAYS

During certain conditions of aircraft operation, the lower ECAM Flight Phase 3
screen is configured to display specific pages of information.
Engines power level is above idle. Systems page: ENGINE.
Page selection is automatic and depends on flight phase. If at any
time a different page of information is required by the flight crew, it Flight Phase 4
can be manually selected via the ECAM control panel.
Aircraft speed is in excess of 80 kts. Systems page: ENGINE.
Flight phases are numbered 1 to 10. Each flight phase prompts a
specific page of information. The flight phases are as follows. Flight Phase 5

Flight Phase 1 Aircraft liftoff occurs. Systems page: ENGINE.

Aircraft electrical systems power up. Systems page DOOR/OXY Flight Phase 6
displays.
Aircraft is above 1500 ft. Systems page: CRUISE. The Cruise page
Flight Phase 2 appears when the slats are in and the engines are no longer at
take-off power. The Cruise page disappears when the landing gear
Engine powers from start to minimum idle. The ENGINE page is selected down.
displays during 1st engine start and the WHEEL page displays after
2nd engine start.

The FLT/CTL page replaces the wheel page for 20 seconds if the
side sticks are moved or the rudder is deflected by more than 22°.

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ECAM FLIGHT PHASE DISPLAYS (Cont.)

Flight Phase 7

Landing gear is down. The aircraft is below 600 ft. Systems page:
WHEEL.

Flight Phase 8

Aircraft touchdown occurs. Ground spoilers are displayed at extended

position. Systems page: WHEEL.

Flight Phase 9

The aircraft is below 80 kts. Landing inhibit message disappears.

Systems page: WHEEL.

Flight Phase 10

The aircraft is at the gate. Both engines are shut down. Five minutes
after 2nd engine shutdown, the FWC starts a new flight leg in Phase 1.

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ECAM FLIGHT PHASE DISPLAYS

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FLIGHT DECK CENTER PEDESTAL

Listed below are some engine-related controls and interfaces found

on the center pedestal.

1. Captain’s Multipurpose MCDU

Centralized Display Unit

2. ECAM control panel

3. First Officer’s Multipurpose MCDU

Centralized Display Unit

4. Engine No. 2 thrust lever

5. Engine No. 2 master switch

6. Ignition mode selector switch

7. Printer

8. Engine No. 1 thrust lever

9. Engine No. 1 master switch

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FLIGHT DECK CENTER PEDESTAL

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FLIGHT DECK OVERHEAD PANEL

Following is a list of engine-related interfaces on the flight deck

overhead panel.

1. N1 mode selector switches for No. 1 and No. 2 engines

2. Engine manual start switches for No. 1 and No. 2 engines

3. Engine and Auxiliary Power Unit (APU) fire panel

4. FADEC ground power switches for No. 1 and No. 2 engines

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FLIGHT DECK OVERHEAD PANEL

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N1 SPEED INDICATING SYSTEM

The N1 Speed Indicating System provides N1 shaft speed. The speed probes sense the movement of the phonic wheel as it
Indications are used for ECAM screen display and EEC control passes. The EEC will receive the N1 speed information and use it
circuits. A dedicated N1 signal is also used for trim balancing for its control circuits. The EEC will also transmit the signal to the
purposes. DMC for N1 indication display on ECAM.

N1 Speed Fan Trim Balance

Three N1 speed sensors are mounted on the brackets attached to The fan trim balance sensor is a fourth sensor located in the same
the No. 2 Bearing support. These sensors are installed in line with area as the speed pulse sensors. This sensor supplies a dedicated
the LPC phonic wheel attached to the LP shaft. signal for monitoring LP system imbalance. It is different from the
speed sensors and cannot be utilized to give N1 speed indication to
Only two of the three fan speed sensors are electrically connected the EEC. The fan trim balance sensor is electrically connected to
to the EEC. One sensor is connected to Channel A and the other is the Engine Vibration Monitor Unit (EVMU) to provide N1 speed and
connected to Channel B. The third speed sensor is a back-up fan trim balance information. There is no spare for the fan trim
sensor that can be connected to either channel of the EEC. balance sensor.
The electrical leads from each sensor go through a tube that is
located in the No. 3 strut of the intermediate structure. The leads
are connected to a terminal block located at 9:00 on the rear side of
the intermediate case.

The speed probes cannot be replaced with the engine on-wing but
a switch over of the speed sensor electrical connections can be
accomplished on the terminal block.

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N1 SPEED INDICATING SYSTEM

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N1 SPEED INDICATING SYSTEM (Cont.)

N1 Speed and Fan Trim Balance Sensors

Operation:
Purpose:

The N1 speed sensors monitor the LP spool shaft speed and N1 Speed Sensors
provide this information to the EEC for control circuits and flight
deck display. The fan trim balance sensor provides N1 speed and The N1 speed sensors monitor the passes of the phonic wheel. The
fan blade phase angle information to the EVMU. phonic wheel is attached to the LP stub-shaft and has 60 teeth.

Location: The sensor pole pieces span two teeth of the phonic wheel. As the
shaft rotates and the teeth pass the pole piece, a voltage pulse is
Three N1 speed sensors and one fan trim balance sensor are produced in the winding. The number of pulses produced is directly
located in the front bearing chamber mounted on the No. 2 Bearing proportional to the speed of the shaft.
support.

Description: The phonic wheel passage across the pulse sensor generates an
output signal relative to a percentage of a revolution. A total of 60
N1 Speed Sensors pulses represents a complete revolution of the N1 shaft.
The N1 speed sensors consist of two pole pieces, a permanent
magnet, and a sensor coil assembly. Fan Trim Balance Sensor

Fan Trim Balance Sensor The pulse sensor monitors a single datum tooth on the phonic
wheel, which provides one pulse per revolution as it passes. This
The fan trim balance sensor consists of a single pole piece, a
tooth is in line with the No. 1 fan blade. The signal from this sensor
permanent magnet, and a sensor coil assembly.
is used by the EVMU to provide the phase relationship between any
out-of-balance forces present and a given position.

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FAN TRIM BALANCE SENSOR

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N1 SYSTEM SPEED SENSORS

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N1 SPEED PROBE TERMINAL BLOCK CHANGEOVER

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N2 SPEED INDICATING SYSTEM

N2 Speed Sensor

Outputs from the EDA supply N2 signals to both EEC channels and
the EVMU. The N2 input signal for Channel A is provided by the
frequency of a dedicated single-phase winding in the stator
housing. N2 input signal for Channel B is derived from one of the
Channel B power generation three-phase windings. The EEC
channel in control uses its local input. If either channel A or B input
is not available, the opposite channel input is borrowed. If both
channel A and B N2 input is lost, a synthesized value for N2 is
used.

No speed signal generation is provided through output of the coil

Channel A power supply coil windings.

Another separate single phase winding in the stator housing of the

EDA provides N2 signal for the EVMU to process engine vibration
data.

The EEC relays N2 signal information to the aircraft for flight deck
display on ECAM.

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N2 SPEED SIGNAL GENERATION

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Indicating

EXHAUST GAS TEMPERATURE (EGT)

INDICATING SYSTEM

Exhaust Gas Temperature (EGT) is displayed to the flight deck via EGT <1130°F (610°C)
the ECAM system to provide the flight crew with an indication of
engine temperature. This indication allows the engines to be The actual EGT indication is normally green.
operated within temperature limitations.
EGT >1130°F (610°C)
EGT is measured by four thermocouples (T/C) located in the
support struts of the TEC, engine Station 4.9. An extension harness The indication pulses and changes color to amber.
connects the EGT junction box to Channels A and B of the EEC.
The materials used for the T/C and harnesses are Chromel® (CL) EGT > 1175°F (635°C)
and Alumel® (AL).
The indication becomes red and the MASTER WARN light comes
The EGT T/C are located at the exhaust outlet. The EGT T/C leads on accompanied by the repetitive audible chime. The message EGT
come together at a TEC junction box located at 6:00. OVERLIMIT appears on the ECAM upper screen. The maximum
value is memorized and a small red line remains positioned on the
Indication analog scale at that value.

The EGT indication appears on the upper ECAM display unit. The NOTE
ECAM provides the EGT indication in analog dial gauge and digital
formats. The small and large nuts that secure the EGT leads to the junction
box must be torque checked and tightened per the AMM. Single
and dual channel failures have occurred due to loosely securing
these nuts.

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Indicating

EGT INDICATING SYSTEM

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Safety Conditions

MAKE SURE THE SAFETY WIRE DOES NOT COME IN CONTACT WITH
THERMOCOUPLE STUDS OR EGT STUDS OR EGT HARNESS LEADS. THIS
EXHAUST GAS TEMPERATURE (EGT) CAN CAUSE ERRATIC OR UNRELIABLE EGT INDICATION.
INDICATING SYSTEM (Cont.)
YOU MUST MAKE SURE THAT THE TERMINAL LUG IS ALIGNED AND DOES
EGT Thermocouple (T/C) NOT TOUCH THE INNER SURFACE OF THE COWL WHEN IT IS TIGHTENED
TO PREVENT THE EGT HARNESS FROM BEING WORN OUT WITH THE
Purpose: COWL.

The EGT T/C senses temperature at station 4.9 to be used by the DO NOT TIGHTEN NUTS MORE THAN MAXIMUM TORQUE. TOO MUCH
EEC for engine start control logic and for flight deck display on the TORQUE CAN DAMAGE THE THERMOCOUPLE STUDS AND RESULT IN
ERRATIC OR UNRELIABLE EGT INDICATION.
ECAM.

Location: Operation:

Four T/C sensors are located inside the TEC struts at 9:30, 7:30, When the elements are heated by exhaust gases, an electrical
4:30 and 2:00. output is produced proportional to the temperatures sensed.
Electrical output from each sensor is sent to the EGT junction box
Description:
assembly for averaging.
The T/C is of the Chromel/Alumel type providing two electrical
outputs. There are four terminal studs: two are CL and two are AL.
The electrical output from each pair of sensor terminals is the
combined average of three levels of temperature immersion. The
T/C element is unsheathed and supported by five location plates
along the element lengths.

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EGT THERMOCOUPLE

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Safety Conditions

THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE

EXHAUST GAS TEMPERATURE (EGT) DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INDICATING SYSTEM (Cont.) INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
EGT Harness and Junction Box Assembly
DO NOT GET ENGINE OIL ON YOUR SKIN FOR A LONG TIME. FLUSH THE
Purpose: OIL FROM YOUR SKIN WITH WATER. THE OIL IS POISONOUS AND CAN GO
THROUGH YOUR SKIN AND INTO YOUR BODY
The EGT Harness and Junction Box Assembly provides the EEC .
with two average EGT inputs, one for each channel.

Location: YOU MUST MAKE SURE THAT THE TERMINAL LUG IS ALIGNED AND DOES
NOT TOUCH THE INNER SURFACE OF THE COWL WHEN IT IS TIGHTENED
The assembly is mounted on the TEC at 6:00. TO PREVENT THE EGT HARNESS FROM BEING WORN OUT WITH THE
COWL.
Description:

The assembly is made up of two cables connected to the terminal

studs in the junction box. The cables are made up of four CL/AL
wires, each wound with insulation, and with a CL or AL lug at the
end of each wire. The cable wire groups are closed by a metal braid
to protect the harness from high temperature and friction.

Operation:

The voltage outputs of the four T/C are sent through the cables to
the junction box where they are averaged. Two output averages are
sent from the junction box to the EEC, one for each channel.

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EGT HARNESS AND JUNCTION BOX ASSEMBLY

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Safety Conditions

DO NOT GET THE FLUID ON YOUR SKIN OR IN YOUR EYES. IF YOU DO,
EXHAUST GAS TEMPERATURE (EGT) FLUSH IT AWAY WITH CLEAN WATER AND GET MEDICAL AID.

INDICATING SYSTEM (Cont.) DO NOT TOUCH THE FUEL OR OIL SYSTEM COMPONENTS FOR A SHORT
TIME AFTER THE ENGINE IS SHUT DOWN. THE ENGINE COMPONENTS
P3/T3 Sensor STAY HOT FOR SOME TIME AND CAN CAUSE INJURY.

Purpose: WHEN YOU USE COMAT 01-002 INHIBITED AND STABILIZED

TRICHLOROETHANE, YOU MUST USE THE NECESSARY PROTECTIVE
CLOTHING. DO NOT GET THE SOLVENT ON YOUR SKIN OR IN YOUR EYES.
The P3/T3 sensor provides the EEC an input signal of P3 pressure YOU MUST NOT SMOKE WHEN YOU USE THE SOLVENT AS THE VAPOR
for fuel scheduling and surge detection, and T3 temperature for CHANGES AND BECOMES TOXIC.
trend monitoring.

Location:
DO NOT LET ENGINE FUEL OR OIL FALL ON THE ENGINE. UNWANTED FUEL
The P3/T3 sensor is located on the combustor casing at 1:00. OR OIL MUST BE REMOVED WITH A CLEAN LINT-FREE CLOTH. THE FUEL
OR OIL CAN CAUSE DAMAGE TO THE SURFACE PROTECTION AND TO
SOME PARTS.
Description:
YOU MUST NOT EXCEED THE RECOMMENDED TORQUE VALUES.
The P3/T3 sensor is a dual-purpose, aerodynamically shaped OVERTORQUING CAN RESULT IN FRACTURE.
sensor. It measures the pressure and temperature of the air stream
at the inlet of the diffuser case. The combined sensor houses two
Operation:
T/C and one pressure inlet port. Each T/C provides one channel of
the EEC with an independent electrical signal proportional to the
At the EEC, the pressure from the sensor enters a transducer and the
temperature.
signal is shared to both channels. The temperature signal is received
by both channels of the EEC as a resistance value.

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P3/T3 SENSOR

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ENGINE PRESSURE RATIO (EPR) INDICATING SYSTEM EPR Indications

The EPR indicates a parameter to the flight deck that represents Actual EPR is displayed in green. Associated indications are as
engine thrust. follows.
• EPR maximum has a thick amber line.
The main components of the EPR system are the P2/T2 sensor and
P4.9 pressure rakes. The P2/T2 sensor is located in the intake cowl • The maximum EPR value corresponds to thrust limit mode,
at approximately TDC. The P4.9 pressure rakes are in the exhaust which can be any one of the following five modes.
duct of the LPT.
o Idle IDLE
EPR is used to set and control engine thrust. The formula for EPR
o Climb CL
is shown below.
o Maximum continuous thrust MCT
P4.9
P2 o Flexible take-off FLX

o Take Off/Go Around TOGA

The P2/T2 sensor measures P2. A pressure rake measures P4.9.
The pressures from these sensors are routed to the EEC. The EEC
processes the pressure signals to form actual EPR and transmits NOTE
the value to the ECAM for display on the upper screen. Each of the
two EEC channels carries this out independently. Flexible take-off temperature is an assumed temperature entered by
the flight crew through MCDU to the FMS facility. EPR reference is
the predicted EPR value according to TRA.

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ENGINE PRESSURE RATIO INDICATING SYSTEM

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Engine Electronic Controller
Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

ENGINE PRESSURE RATIO (EPR) INDICATING SYSTEM IMMEDIATELY AFTER THE ENGINE IS SHUTDOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
(Cont.)
P2/T2 Sensor
Purpose: DO NOT BLOW NITROGEN OR AIR INTO THE AIR SCOOP. THE FORCE IN
THE DIRECTION CAN CAUSE ANY BLOCKAGE OR RESTRICTION TO
This sensor measures total pressure and temperature in the inlet air BECOME TO BECOME LESS EASY TO MOVE.
stream of the engine forward of the engine front flange. USE CAUTION SO YOU DO NOT CAUSE DAMAGE TO THE TOTAL
PRESSURE AIR-INLET PORT. THE SIZE OF THE AIR-INLET PORT WILL
Location: AFFECT PRESSURE MEASUREMENT.

The P2/T2 sensor is located on the inlet cowl near 12:00.

Description: Operation:

The P2/T2 sensor consists of a housing, dual sensing element, two Total inlet pressure is transmitted through pressure tubing
electrical connectors, a pitot carrier tube, and vibration isolators. An connected from the sensor to the EEC. The pressure is measured
opening in the front of the housing supplies airflow through and by the pressure transducer in Channel A of the EEC and is sent to
around the sensing element. both channels. Each channel of the EEC monitors one of the RTDs
and converts the resistance measurement to a temperature
The two sensing elements are Resistive Temperature Detectors equivalent. The sensor anti-icing heater utilizes 115V AC from the
(RTDs). The RTD outputs are transmitted though the electrical aircraft electrical system. The EEC controls the electric supply to
connectors. Total pressure at the inlet is sensed by the pitot tube in the sensor heater unit through the relay box on the RH side of the
the sensor. A heater in the sensor prevents ice buildup while the fan case. The EEC software corrects any temperature signal errors
engine is in operation. caused by sensor heating.

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Engine Electronic Controller

P2/T2 SENSOR

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Engine Electronic Controller
Safety Conditions

BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

ENGINE PRESSURE RATIO (EPR) INDICATING SYSTEM IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
(Cont.)
THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE
P4.9 Sensor DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
Purpose: INADVERTENT THRUST REVERSER OPERATION AND INJURY TO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT.
The sensor provides P4.9 information to the EEC for primary thrust
control and EPR display in the flight deck. WEAR GOGGLES WHEN YOU REMOVE OR INSTALL THE LOCKWIRE. CUT,
REMOVE AND DISCARD THE LOCKWIRE AS YOU DO THE TASK. LOOSE
Location: LOCKWIRE CAN CUT OR BLIND YOU.

Pressure sensing instrumentation is incorporated in the leading

edge of TEC strut nos. 4, 7, and 10, located at 3:00, 6:00, and 9:00,
respectively.
Description:
Each sensing point contains eight radial sensing ports that are
combined to provide an average pressure. The resulting average
radial pressure value from each strut is then ducted into a manifold.
This provides an overall turbine exhaust pressure average (P4.9).
A tube from this manifold is connected to the EEC.

Operation:

A pressure transducer located within the EEC converts the average

pressure at Station 4.9 into a useable electronic signal (proportional
to pressure) that can be processed and used by both channels.

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Engine Electronic Controller

P4.9 SENSOR

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Indicating

P2/T2 SENSOR AND P4.9 PRESSURE RAKES

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Indicating

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Indicating
Safety Conditions

DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON

ENGINE VIBRATION INDICATING SYSTEM PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY WITH
Vibration Transducer WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME IRRITATED.
Purpose:
The Vibration Transducer monitors engine vibration. The EVMU alternates the two assemblies at power-up so the same
one is not used for two consecutive flights. The EVMU also receives
Location: N1 speed signal from the trim balance sensor and N2 signal from a
The vibration transducer is located on the engine fan case at 11:00. dedicated winding in the EDA stator housing. The EVMU
determines the N1 and N2 vibration levels for both engines by
Description: analyzing the shaft speeds and dual accelerometer frequency
signals.
The vibration transducer is a dual accelerometer made up of two
natural crystal assemblies in a steel case. Each crystal assembly is
NOTE
mechanically and electrically separated from the other. An electric
cable is connected to each crystal assembly and goes though the In case of an accelerometer assembly failure, transfer to the
housing to a connector on the engine. Three bolts secure the second assembly can be carried on the ground through the MCDU.
transducer to the fan case. The transducer mounting plate is sealed
to the fan case by an O-ring.

Operation:

The material in the crystal assemblies changes and produces

voltage signals when vibrated. Each assembly produces an
electrical signal in proportion to the vibration detected and sends it
to the Engine Vibration Monitoring Unit (EVMU) onboard the
aircraft. The EVMU uses only one assembly output at a time.

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VIBRATION TRANSDUCER

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ENGINE VIBRATION INDICATING SYSTEM

Vibration Transducer (Cont.)

Indications

Engine vibration indications are displayed in green on the lower

ECAM display unit on the Engine and Cruise pages. Maximum
value that can be displayed is 10 units. One unit for N1 and N2 rotor
corresponds to 0.3 Inches Per Second (IPS).

If the advisory level of 5.0 units is reached, the indication flashes

0.6-second bright, 0.3-second normal.

If the indication is not available, two amber crosses replace the

corresponding indication.

NOTE

A5 engines have a dual cable. D5 engines have a single cable.

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ECAM VIBRATION INDICATION

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P2/T2 SENSOR HARNESS

P2/T2 harness electrical connections are shown on the next page.

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P2/T2 SENSOR HARNESS

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TEMPERATURE MEASUREMENT HARNESS

Temperature measurement harness electrical connections are

shown on the next page.

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Indicating

TEMPERATURE MEASUREMENT HARNESS

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Indicating

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V2500 LINE AND BASE MAINTENANCE
Starting and Ignition

CHAPTER 14

STARTING
ATA 80
IGNITION
ATA 74

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OBJECTIVES

1. Describe the purpose of the Starting System.

2. Describe the purpose of the Ignition System.
3. Identify Line Replaceable Units (LRUs).

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OVERVIEW

The Starting and Ignition systems work together to start the engine. • start control panels

The Starting System provides power for turning the HPC rotor at a • ECAM indications.
sufficient speed for a ground or inflight start.
These components are part of the Starting System:
A part of the Starting System is Starting Electrical Control. It
functions as an interface between the flight deck and Starting • pneumatic starter motor
System components.
• starter air control valve
The Ignition System provides the electrical spark required to ignite
the fuel/air mix in the combustor. This system is used for engine • pneumatic ducting.
starting on ground and in flight. When required, flameout prevention
is provided by a continuous spark. The engine can be started using These components are part of the Ignition System:
either automatic or manual procedures.
• engine relay box
Engine Ground Operations are employed to validate mechanical
failures and test LRUs or systems after maintenance.
• dual ignition exciter boxes, plugs and cables (upper/lower).
The following are interface components and indicators common to
both the Starting and Ignition systems:

• EEC

• EIU

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OVERVIEW (Cont.)

Automatic Start Procedure

The EEC provides automatic sequencing of starting and ignition

components. It also provides full protection during the start
sequence by monitoring engine parameters and aborting the start if
an abnormality exists.

Manual Start Procedure

Sequencing of start and ignition components is commanded

manually. Engine parameters must be closely monitored by the
flight or maintenance crew during the engine start procedure. No
automatic shutdown function exists in manual mode. If an
abnormality exists, the engine must be shut down manually.

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ENGINE STARTING AND IGNITION SYSTEM

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STARTING SYSTEM
The Starting System provides the rotational power that helps to start
the engine in conjunction with the Ignition System.
The following are components for the Starting System.

• Pneumatic starter motor

• Starter air control valve

• Pneumatic ducting

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STARTING SYSTEM

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Safety Conditions

DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON

PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
STARTING SYSTEM (Cont.) THE CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES FLUSH IT AWAY
WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
Starter Air Duct IRRITATED.

Purpose: Minimum starting duct pressure should be between 30 psi and 40 psi.

The starter air duct supplies air to the starter motor. All ducting in the system is designed for high pressure and
temperature operation.
Location:
Gimbal joints are incorporated to permit working movement.
The starter air duct is located on the RH side of the engine fan case.
E-type seals located between all mating flanges prevent air leakage.
Description: V-band coupling clamps secure mating flanges.

Air supplies for the pneumatic starter motor may be provided by any
of the following:

• aircraft Auxiliary Power Unit APU

• cross-bleed from the other engine,

if already running

• ground air cart.

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STARTER AIR DUCT

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Safety Conditions

DO NOT OPERATE THE MANUAL HANDLE OF THE PNEUMATIC STARTER

VALVE IF THE STARTER SYSTEM IS NOT PRESSURIZED. OTHERWISE,
STARTING SYSTEM (Cont.) DAMAGE TO THE PNEUMATIC STARTER VALVE CAN OCCUR.

Starter Air Control Valve

Purpose: The butterfly-type valve is housed in a cylindrical body with flanged

end connectors, an actuator, a solenoid valve, and a pressure
The valve controls the amount of air admitted to the starter motor. controller. Manual operation of the butterfly valve is provided by an
override port located on the valve body. The override port also
Location: provides a visual indication of the butterfly valve position.

The starter air control valve is located on the RH side of the engine The pneumatic control consists of an actuator with two different sized
fan casing (intermediate module). pistons and a solenoid valve. A stainless steel compression spring
closes the valve in the event of pneumatic pressure loss. The
actuator will also return the valve to the closed position in the event of
Description:
a spring malfunction, provided pneumatic pressure is available at the
small piston of the actuator. Failsafe position of the valve is closed.
The starter air control valve has the following characteristics:

• Butterfly valve for airflow control

• Pneumatic operation

• Micro switch position indication for valve positional status

• Air filter to prevent contamination

• Manual override provision for abnormal start attempts

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STARTER AIR CONTROL VALVE

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STARTING SYSTEM

Starter Air Control Valve (Cont.)

Operation: Valve Closing

Engine Shutdown 1. When the solenoid is de-energized, at approximately 6000

rpm (43%) N2, the ball valve closes and the air acting on the
With no pneumatic air supply available, the valve is spring loaded to the larger piston is vented to the atmosphere.
closed position.
2. Air pressure and actuator spring pressure on the smaller
Valve Opening piston closes the butterfly valve.

1. Air upstream of the butterfly valve is filtered and routed through an 3. Any air pressure loss will cause the butterfly valve to close
orifice in the solenoid valve. Air upstream of the solenoid valve via the actuator spring action.
orifice is admitted to the smaller piston of the double acting
actuator. Manual Operation

2. When the solenoid is energized, the ball valve opens to admit air The starter air valve can be opened/closed manually using a 3/8 in.
to the larger piston while simultaneously closing the vent port. square drive through an access panel on the RH cowl door. Only
attempt manual opening of the valve when the starter duct is
3. Air acting on this larger piston overcomes the combined force of pressurized. Otherwise, damage to the starter air valve may occur.
upstream air pressure acting on the smaller piston and the
actuator spring. A micro-switch provides the valve position feedback information to
the EEC. The micro-switch will indicate open when the valve is
4. Actuator movement is then translated through the linkage to open 7º or more and will indicate closed when the valve is open 5º
rotate the butterfly valve to the open position. or less..

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STARTER AIR CONTROL VALVE OPERATION

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Safety Conditions

DO NOT GET ENGINE OIL ON YOUR SKIN FOR A LONG TIME. FLUSH THE
OIL FROM YOUR SKIN WITH WATER. THE OIL IS POISONOUS AND CAN
STARTING SYSTEM (Cont.) GO THROUGH YOUR SKIN AND INTO YOUR BODY.

Pneumatic Starter Motor BE CAREFUL DURING REMOVAL OF THE STARTER. IT WEIGHS 33 LBS.
(15 KG.).

Purpose: BE CAREFUL WHEN YOU WORK ON THE ENGINE COMPONENTS

IMMEDIATELY AFTER THE ENGINE IS SHUT DOWN. THE ENGINE
The pneumatic starter motor provides initial rotational input through COMPONENTS CAN STAY HOT FOR UP TO ONE HOUR.
the MGB. This input helps the engine to achieve a stable, minimum BE CAREFUL WHEN YOU USE CONSUMABLE MATERIALS.0 OBEY THE
low-idle power condition. MATERIAL MANUFACTURER’S INSTRUCTIONS AND YOUR LOCAL
REGULATIONS.
Location:

The starter motor is located on the front face of the MGB.

DURING INSTALLATION OF THE AIR DUCT, DO NOT PUT MORE STRESS
Description: THAN IS NECESSARY ON THE DUCT.

THE STARTER CAN ACCIDENTALLY BE INSTALLED WITH THE MASTER

The pneumatic starter motor consists of an oil fill plug, drain plug with SPLINE DISENGAGED. THIS CAN CAUSE DAMAGE TO THE STARTER AND
a built-in magnetic chip detector, over fill plug, and oil sight glass. It is POSSIBLY THE MAIN GEARBOX. YOU MUST BE CAREFUL TO MAKE SURE
attached to the forward face of the gearbox using a cast aluminum THE MASTER SPLINE IS CORRECTLY ALIGNED AND THE STARTER IS
INSTALLED ON THE ADAPTER WITH THE CLAMP CORRECTLY INSTALLED.
adapter and Quick Attach-Detach (QAD) clamp to facilitate mounting
and removal of the starter. BE VERY CAREFUL WHEN YOU INSTALL THE DRAIN PLUG AND
MAGNETIC CHIP DETECTOR. MAKE SURE THAT THE TORQUE VALUES
The motor gears and bearings are lubricated by an integral ARE NOT MORE THAN THE MAXIMUM PERMITTED LIMITS. THIS WILL
HELP PREVENT DAMAGE TO THE TRANSMISSION HOUSING THREADS.
lubrication system.

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PNEUMATIC STARTER MOTOR

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STARTING SYSTEM When the starter output drive shaft rotational speed increases above
a predetermined rpm, centrifugal forces overcome the tension of the
Pneumatic Starter Motor clutch leaf springs. This allows the pawls to be pulled clear of the
Description (Cont.): gear hub ratchet teeth, disengaging the output drive shaft from the
starter motor turbine.
The starter is a pneumatically driven turbine unit designed to rotate
and accelerate the engine’s HP rotor to allow starting. The starter Synchronous Engagement Operation
motor is comprised of a single stage turbine, a reduction gear train, a
clutch and an output drive shaft. All are housed within a case The synchronous engagement clutch transmits torque from the
incorporating an air inlet and exhaust. starter turbine through a jaw face.
Operation:
The ring gear is splined to the ring gear carrier and transmits starter
Compressed air enters the starter, impinges on the turbine blades to turbine torque to the clutch sub-assembly.
rotate the turbine, and leaves through the air exhaust. The reduction
gear train converts the high speed, low torque rotation of the turbine The input, or turbine, side jaw face is splined to the ring gear carrier
to the low speed, high torque rotation of the gear train hub. and driven into the output jaw face, which is integral with the output
shaft.
Pawl and Ratchet Gear Teeth Engagement Operation
The ratchet teeth of the gear hub engage the pawls of the output The function of the disengagement balls and guides is to convert the
drive shaft to transmit drive to the Main Gearbox. In turn, the MGB centrifugal force acting on the balls. This force causes the proper
accelerates the N2 spool. When the starter air supply is cut off, the separation between the two clutch jaw faces when the starter is no
pawls overrun the gear train hub ratchet teeth, allowing the starter longer providing assisting torque. Then the engine, along with the
motor to coast to a stop. output shaft, becomes self-sustaining.

The N2 spool, the MGB and starter output drive shaft continue to The only time the engagement balls come into play is when a
rotate. running engagement is initiated and the centrifugal forces are used
to engage the two jaw faces.

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PAWL AND RATCHET GEAR TEETH-TYPE ENGAGEMENT

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PNEUMATIC STARTER MOTOR – SYNCHRONOUS ENGAGEMENT

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STARTING SYSTEM (Cont.)

Starting Electrical Control

Starting Electrical Control provides the interface between the flight

deck and Starting System components.

It consists of the following:

• EIUs

• EEC

• engine start control switches.

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STARTING SYSTEM

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Interface Units (EIUs) • Provide logic and information between the engines and the
aircraft systems
Purpose:
• Receive discrete electrical signals from the flight deck and
Two EIUs, one for each engine, interface between the aircraft and transmit them to the EEC
FADEC systems, transmitting data from the flight deck panels and
relevant aircraft computers to the EEC. • Detect faults and transmit them to the CFDS

Location: • Transmit starting signals to and from the EEC and starting
components, making it impossible to start the engine if the EIU
The EIUs are located onboard the aircraft in the avionics bay. fails

Description:

Each EIU is required for engine start and remains active until
shutdown.

Below are other functions the EIUs perform.

• Ensure the two engines remain segregated

• Supply airframe electrical ground power to the EEC

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ENGINE INTERFACE UNIT

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Electronic Control (EEC) NOTE

When automatic engine starting is selected from the flight deck

Above 50% N2, the EEC auto start protection is cancelled. At that
engine panel, the EEC initiates the automatic sequence of command
point, engine shutdown can be accomplished only by placing the
to the following start components:
MASTER control switch to OFF.
• starter air valve (opening and closing)
The EEC software has a fuel flow reduction capability upon the
detection of a hung start, impending hot start, or stall. Fuel is
• igniters (on and off) commanded off, then commanded on within .5 seconds. This is
known as fuel de-pulse. Fuel de-pulse is provided by the EEC prior
• FMU high pressure fuel valve (on and off on the ground, only on to an aborted start as a means of continuing a failing start. Only one
in-flight). de-pulse will be provided per auto start attempt.

The starter valve open/close command signal transmitted by the EEC

. depends on which of the inputs below is received.

• ENG/MASTER 1(2) control switch (open signal for auto start)

• MAN START 1(2) push button (open signal for manual start)

• N2 speed signal (closed at 43% N2)

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ENGINE STARTING EIU THROUGH TO EEC

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Engine Start Control Panels Rotary Mode Switch

Two panels are used for engine start in the flight deck: The rotary MODE switch has three positions.

• Engine Control Panel, located on the center pedestal • CRANK: No ignition power is applied but engine motoring is
allowed.
• Engine Manual Start Panel, located on overhead panel 22VU
and marked as ENG/MAN START. • NORM: Selected by the pilot at the end of the starting sequence
or after engine shutdown on the ground. In this position, the EEC
automatically selects continuous ignition in some specific
Engine Control Panel
configurations:
The Engine Control Panel contains two main engine MASTER control o engine is running and the air intake cowl anti-icing is selected
switches and a rotary MODE switch. ON

Master Switches o EIU controlled ignition is failed

o during take-off
When in the auto start mode, the MASTER switches activate the start
air valve and the FMU, via the EIU and the EEC. When in the o when approach idle has been selected.
manual-start mode, these switches activate only the FMU.

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ENGINE START CONTROL SWITCHES

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STARTING SYSTEM

Starting Electrical Control If the engine is not running and the rotary MODE switch is in the
NORM position, selecting the Master switch or the Manual Start
Engine Start Control Switches button to ON will not start the corresponding engine.

Rotary Mode Switch (Cont.) Continuous ignition automatically selects Engine 1 if the following
conditions are met.
• IGN/START: This position allows the engine to start. The switch
must be in the IGN/START position before selecting Master levers NOTE
to the ON position. IGN/START is selected for one of the following
procedures: The MODE selector is put in the NORM position after starting
Engine 1 The MODE selector is then returned to IGN/START before
o normal starting (automatic) starting Engine 2.

o alternate starting (manual) Typically, after starting Engine 1, the rotary MODE switch is left in
the IGN/START position after starting Engine 2.
o continuous ignition after starting sequence.

Engine Manual Start Panel

When selected, MAN START pushbuttons will provide the command

signal to open the start valve via the EIU and the EEC. This action will
also indicate to the EEC that a manual start procedure is being initiated.

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ENGINE START CONTROL SWITCHES

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STARTING SYSTEM

Starting Electrical Control (Cont.)

Service Bulletin Update

Service Bulletin ENG-80-0025 introduces a pneumatic starter that

no longer contains an oil-level sight glass because the sight glass
becomes difficult to see over time.

NOTE

Starters with an oil-level sight glass installed should not be serviced

according to the oil-level seen through the sight glass. The oil-level
sight glass is just an indication that the starter contains oil.

The starter must be serviced with both the oil fill and oil overflow
port removed. The starter is filled with oil through the oil fill point
until oil flows out of the overflow port.

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PNEUMATIC STARTER – TWO CONFIGURATIONS

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IGNITION SYSTEM Dual Igniter

The Ignition System ignites the air/fuel mix in the combustor. • All in-flight starts

The system includes the following units: • Manual start attempts

• engine relay box • Continuous ignition

• dual ignition exciter boxes, ignition cables, and igniter plugs Single Alternate Igniter
(upper/lower)
• Auto starts
Two independent ignition systems are provided. Ignition System A
comprises the upper ignition exciter and its associated cable and Continuous Ignition
igniter. Ignition System B comprises the lower ignition exciter and its
associated cable and igniter. • Engine anti-ice

Ignition can operate in three separate modes according to conditions • Take-off

detailed at right.
• Approach

• Landing

• EIU failure

• Flameout

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IGNITION SYSTEM

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IGNITION SYSTEM (Cont.)

Engine Relay Box Operating
Channel Engine AC Supply Bus
Condition
Purpose:
1
The relay box is used for the connection, distribution, and isolation of 115V AC ESS
4XP Normal
electrical power to the high energy ignition units and the P2/T2 probe. 2 BUS

Location: A
1
115V AC STAT
The relay box is located on the RH side of the engine fan casing. 901XP Emergency
INV BUS
2
Description:
1 AC BUS 1 1XP
The relay box is made of a hermetically sealed, cast alloy case with
B Normal
four anti-vibration mounts. Six internal relay drivers distribute power
2 AC BUS 2 2XP
to two ignition exciters and the P2/T2 probe heat element. Each relay
driver circuit is powered by 28V DC outputs from both channels of the
EEC. The relays connect and isolate the 115V AC aircraft electrical Relay contacts inside the box are designed to be closed to ensure that
supply to their connected components. The table shown at right lists any failure results in 115V AC output from the relay box to the ignition
the AC power sources. exciter boxes. This is the necessary failsafe condition of the relay box.

Operation: When the relay drivers are energized by the EEC, the contacts open
and power is removed from the ignition exciter boxes, de-energizing the
The relay box receives 28V DC signals from the EEC to control the Ignition System.
outputs of 115V AC, 400Hz electrical power to the ignition exciter
boxes.

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ENGINE RELAY BOX

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Safety Conditions

DO NOT TOUCH THE IGNITION EXCITER FOR AT LEAST ONE MINUTE

AFTER THE APPLICABLE CIRCUIT BREAKERS ARE OPEN. THE ELECTRICAL
IGNITION SYSTEM (Cont.) DISCHARGE OF THE HIGH ENERGY UNIT IS DANGEROUS AND CAN KILL.

Upper/Lower Ignition Exciter

Purpose: DO NOT BEND THE IGNITION LEAD WHEN YOU DISCONNECT THE
ELECTRICAL CONNECTOR. THE IGNITION LEAD CAN BE DAMAGED AND
Ignition exciters provide starting and continuous duty ignition on CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
demand. DO NOT BEND THE ELECTRICAL CABLE CONDUIT TOO MUCH WHEN YOU
CONNECT THE ELECTRICAL CONNECTOR. THE CONDUIT CAN BE
Location: DAMAGED AN CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.

Two ignition exciters are located on the RH side of the HPC case at
3:00. voltage pulsating current. The power is transformed, rectified and
discharged in the form of capacitor discharge pulses through the
Description: ignition cables to the igniter plugs.

The igniter discharge rate is 1.5/2.5 sparks per second, delivering 4

The ignition exciter is a capacitor discharge system. Internal
joules of energy. The electrical power output from the relay box to
components are enclosed in a hermetically sealed, stainless steel
each exciter is controlled by the EEC and can be operated
housing. Two cooler box halves enclose the ignition exciter boxes
independently, for starting sequence on the ground, or
themselves. Fan air is directed to each exciter through a flexible
simultaneously for continuous ignition. The EEC alternately selects
conduit where it enters the exciter cooling box. Each engine has two
each ignition during auto starts to avoid dormant failure and
independent ignition exciters, A and B.
premature wear of igniter plugs. Output voltage is 22 to 26KV.
Operation:

The ignition exciters transform 115V-400Hz current into a high-

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IGNITION EXCITERS

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Safety Conditions

DO NOT TOUCH THE IGNITION COMPONENTS FOR AT LEAST ONE MINUTE

AFTER THE IGNITION POWER SUPPLY IS SWITCHED OFF. THE
IGNITION SYSTEM (Cont.) ELECTRICAL DISCHARGE OF THE HIGH ENERGY UNIT IS DANGEROUS AND
CAN KILL.
Upper/Lower Ignition Cables

Purpose:
DO NOT BEND THE IGNITION LEAD WHEN YOU DISCONNECT THE
Ignition cables deliver energy from the ignition exciter to the igniter ELECTRICAL CONNECTOR. THE IGNITION LEAD CAN BE DAMAGED AND
CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
plug.

Location: Operation:

Ignition cables are located on the RH side of the HPC at 4:00. The air-cooled ignition cable is connected to the exciter output end
and igniter plug input end. When the exciter discharges, the stored
Description: energy goes through the ignition lead to the igniter plug.

The ignition cable has an outlet assembly and ferrule assembly

connected by a flexible metal conduit. The cable is air cooled
throughout its entire length.

Cooling air goes into the exciter and ferrule assembly and flows
through the conduit to the igniter plug end. The air cooled ignition
lead has two conductive paths. One connects the exciter and the
center electrode of the igniter plugs, and the other is the return path
from the igniter body to the exciter case.

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Starting and Ignition

UPPER/LOWER IGNITION CABLES

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Safety Conditions

DO NOT TOUCH THE HIGH TENSION LEADS OF THE IGNITOR PLUGS FOR
AT LEAST ONE MINUTE AFTER THE APPLICABLE CIRCUIT BREAKERS ARE
IGNITION SYSTEM (Cont.) OPEN. THE ELECTRICAL DISCHARGE OF THE HIGH ENERGY UNIT IS
DANGEROUS AND CAN KILL.
Upper/Lower Igniter Plugs

Purpose:
DO NOT BEND THE ELECTRICAL CABLE CONDUIT TOO MUCH WHEN YOU
Igniter plugs discharge a high intensity spark to ignite the fuel/air DISCONNECT THE ELECTRICAL CONNECTOR. THE CONDUIT CAN BE
DAMAGED AND CAN CAUSE ELECTRICAL CIRCUIT DEFECTS.
mixture inside the combustion chamber.
APPLY ANTI-SEIZE COMPOUND MODERATELY TO THE PLUG THREAD. IF
Location: TOO MUCH COMPOUND IS APPLIED, IT COULD GO INTO THE ENGINE.

The plugs are located on the RH side of the diffuser case at 5:00.
Operation:
Description:
When a high voltage pulse from the ignition exciter is delivered to the
Igniter plugs consist of a main body, a spark end, and a connector igniter plug, the surface gap at the spark end is ionized and becomes
end. The main body has threads that engage a threaded boss on the conductive. The capacitor in the ignition exciter discharges stored
diffuser case. The spark end has a center electrode inside energy across the surface gap. This gives off a high-energy spark to
surrounded by a ceramic insulator. The connector end has threads ignite the fuel/air mixture in the diffuser case.
that engage the threaded ferrule on the ignition cable.

Condensation drain holes are located on the main body and

connector end of the plug. A cooling jacket encloses the igniter plug
to surround it with cooling air originating from the exciter boxes.

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Starting and Ignition

UPPER/LOWER IGNITER PLUGS

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IGNITION SYSTEM (Cont.)

Ignition System Test

When the engine is shut down, ground checking of the Ignition

System can be done using the report/test menu page of the
Centralized Fault Display System (CFDS).

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IGNITION SYSTEM TEST

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ENGINE GROUND OPERATION OVERVIEW

Engine ground operations are employed to validate non-FADEC

detected faults (mechanical failures) and to test the integrity of an
LRU or system after maintenance has been carried out. The engine
can be started using the auto or manual start methods.

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ENGINE GROUND OPERATION

Auto Start

The V2500 engine can be started automatically by carrying out the 3. Observe the engine rotor speeds for correct indication.
following steps.
4. The high pressure system is rotated for 30 seconds at 20% N2
Pre-Start Checks to cool the engine and to remove potential rotor bow.

1. Thrust levers at idle 5. After 30 seconds the Fuel and Ignition systems are selected
ON by the EEC.
2. MASTER switch set to OFF
6. Monitor all engine parameters.
3. MODE selector set to NORM
7. At 43% N2, the EEC signals the starter air valve to close.
4. Manual start push buttons set to OFF
8. When ignition of the fuel takes place, the engine accelerates
5. Aircraft fuel booster pumps set to ON toward minimum idle, approximately 60% N2.

Auto Start Procedure NOTE

1. Select the MODE switch to IGN/START position. The ECAM The EEC will not command ignition and fuel ON if residual EGT is in
screen automatically displays the Engine page. excess of 482ºF (250ºC). The EEC will continue the dry motoring
cycle until the temperature falls below 482ºF (250ºC) or until the
2. Select the engine MASTER switch to the ON position. starter duty cycle time is exceeded.

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ENGINE AUTO START SCHEMATIC

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ENGINE GROUND OPERATION

Auto Start (Cont.)

Auto Start Abort • engine is motored for 30 seconds

The EEC will abort if any of the following are detected: • starter air valve is commanded closed.

• hot start Above 50% N2, the EEC no longer has the capability of closing the
FMU (aborting the start). This function becomes the responsibility of
• hung start the flight crew/maintenance personnel, who select the MASTER
switch to the OFF position. Doing this will always override the EEC
• ignition failure during an auto start and shut down the engine.

• locked low rotor NOTE

• engine stall A manual start is strongly recommended after a failed auto start.

• EGT indication failed in both channels (on the ground only).

During an aborted auto start, the following operations occur:

• EEC commands fuel and ignition off

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Starting and Ignition

ENGINE AUTO START ABORT SCHEMATIC

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ENGINE GROUND OPERATION (Cont.)

Manual Start

The V2500 engine can be manually started by carrying out the 4. Select the engine MASTER switch to the ON position. The EEC
following steps. immediately turns on the ignition and fuel.

Pre-Start Checks 5. Monitor all engine parameters.

1. Thrust levers at idle 6. At 43% N2, the EEC signals the starter air valve to close.

2. MASTER switch set to OFF 7. When fuel ignition occurs the engine accelerates toward
minimum idle, approximately 60% N2.
3. MODE selector set to NORM
NOTE
4. Manual start push buttons set to OFF
During a manual start, the EEC does not have auto shutdown
5. Aircraft fuel booster pumps set to ON
facility. All non-normal events have to be monitored by flight
Manual Start Procedure crew/maintenance personnel.

1. Select the MODE switch to IGN/START position. The ECAM

screen automatically displays the Engine page.

2. On the overhead control panel, push the ENG/MAN START

pushbutton switch. The EEC will send the signal to open the start
air valve. Start the timer to motor the engine for 30 seconds.

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ENGINE MANUAL START SCHEMATIC

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4. Obey starter duty cycle limits.

ENGINE GROUND OPERATION (Cont.)
Wet Motoring Pre-Start Checks
Dry and Wet Motoring
1. Thrust levers at idle
The following is a brief summary of the Dry and Wet Motoring procedures.
Consult the AMM for complete procedure steps. 2. MASTER switch set to OFF

Dry Motoring Pre-Start Checks 3. MODE selector set to NORM

1. Thrust levers at idle 4. MANUAL START push buttons set to OFF

2. MASTER switch set to OFF 5. Aircraft fuel booster pumps set to ON

3. MODE selector set to NORM Wet Motor Procedure

4. MANUAL START push buttons set to OFF 1. Select CRANK position on the MODE select panel.

5. Aircraft fuel booster pumps set to ON 2. Select MANUAL START push button ON.

Dry Motor Procedure 3. Observe the engine rotor speeds for correct indication.

1. Select CRANK position on the MODE select panel. 4. Select the engine MASTER switch to the ON position when N2
speed is more than 15%.
2. Select MANUAL START push button ON.
5. Observe fuel flow indication. Do not have the MASTER switch
3. Observe the engine rotor speeds for correct indication. selected on for more than 20 seconds or large quantities of fuel
can collect in the combustor.

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Starting and Ignition

DRY MOTORING OF THE ENGINE

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ENGINE GROUND OPERATION (Cont.)

Starter Motor Duty Cycle Limits

Starter motor operation must follow these duty cycle limits: NOTE

• two cycles of two minutes During auto start, the EEC deselects the starter cycle if the starter
motor operation exceeds the starter duty cycle limit.
• followed by one cycle of one minute
During manual start, the starter motor must be deselected manually.
• with a cooling period of 15 seconds between each cycle If time has expired, an upper ECAM caution message displays.

OR

• one four-minute continuous cycle.

In all cases, the engine N2 indication must be allowed to decay to

zero before commencing the next cycle.

After three duty cycles, stop for a cooling period of 30 minutes

before continuing either method of the duty cycle.

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Starting and Ignition

STARTER MOTOR DUTY CYCLE LIMITS

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Starting and Ignition

ENGINE GROUND
ENGINE IGNITION OPERATION
SYSTEM (Cont.)

EngineZones
Safety Starting Electrical Control (Cont.)

EngineisElectronic
Safety paramount Control
during(EEC)
engine ground operations. During run-up • Be aware of the noise hazard. Jet noise can seriously damage
operations, use extreme care when operating the engines and follow hearing. The AMM advises that the appropriate hearing
The starter
these valve open/close signal transmitted by the EEC depends
precautions. protection be worn.
on which control switch is used.
• Apply the brakes and position the wheel chocks. Inspect the • It is advisable to carry out an engine passages inspection prior
• rotary MODE
ground selector
run area for loose debris. to engine running.
• engine MASTER level
• Avoid obstructing the air intake area. • Ground running in icy conditions requires the use of the anti-icing
• manual START push button system. Icing conditions exist when the OAT is 41ºF (5ºC) or less
• Head the aircraft into the wind wherever possible. The AMM will with high humidity.
• N2 speed signal
advise if this is not always possible.
• Follow AMM advisories during the following conditions:
The EEC will send any warning or caution messages to the Flight
• CrossComputer
Warning winds may cause parameter fluctuations and can cause
(FWC).
the engine to surge. A roaring noise indicates an unstable o operation at high power
The condition
FWC will that
sendcan
thislead to surge.
to the Display Management Computer (DMC)
o throttle movement rates
for indication on the upper or lower ECAM screens.
• Be aware of the jet wake generated with the engine running.
o engine cool down prior to shut down.
• There are minimum and maximum safe distances for power
conditions between low idle and take-off. The AMM will advise. • Be aware of the imbalance caused by single engine high power
running. The AMM advises on the conditions for running the
• Be aware of the hazard radius area around the air intake. second engine, as well.

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SAFETY ZONES

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ENGINE GROUND OPERATION

Safety Zones (Cont.)

Jet Wake Hazard Areas

During run-up operations, extreme care must be exercised when

operating the engines. Refer to the graphic on the next page, which
illustrates the jet wake hazard areas for idle and take-off thrust
conditions.

Noise Danger Areas

All persons working near the engine while in operation must wear ear
protection. Loud noise from the engine can cause temporary or
permanent damage to the ears.

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Starting and Ignition

SAFETY ZONES – JET WAKE HAZARD AREAS

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ENGINE
ENGINEIGNITION
GROUNDSYSTEM
OPERATION (Cont.)

Engine Operating Limits Table

EGT
Rating N1 N2 N1Vib N2Vib
Max Cont. Start Prestart
V2533-A5 650

V2530-A5 650

V2528-D5 5650 14950 635

V2527-A5 635 (E/M)*

610 635 250 5.0 5.0
V2525-D5 620

V2500-A1 5465 14915

V2524-A5 635
5650 14950
V2522-A5

* E = enhanced performance. M represents the corporate A319 jet.

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ENGINE GROUND OPERATION (Cont.)

Limits for Engine Oil System Ratings

The following operating limits apply to all engine ratings for the oil system.

Oil Pressure/psi Oil Temperature/C

Minimum Maximum Minto
Minstart MintoT/O Maxtrans Maxlimit
1.3EPR
60 ISA dependent
- 40 -10 50 156 amber 165 red

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ENGINE GROUND OPERATION (Cont.)

Engine Start Fault ECAM Indications

Failure indications alert the flight crew to problems and the actions All fault messages will generate a caution message to the ECAM. An
required in response. aural tone will be heard and the amber master caution light will be
illuminated on the glare shield panel.
The following messages are displayed on the upper ECAM screen if a
start fault occurs.

• ENG 1 (2) START VALVE FAULT// START VALVE NOT OPEN

• ENG 1 (2) START VALVE FAULT // START VALVE NOT

CLOSED

• ENG 1 (2) START FAULT // ENG 1 (2) IGNITION FAULT

• ENG 1 (2) START FAULT // NO N1 ROTATION

• ENG 1 (2) START FAULT // ENG 1 STALL

• ENG START FAULT// EGT OVERLIMIT

• ENG 2 START FAULT // HUNG START

• ENG1(2) START FAULT// LO START AIR PRESS

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ENGINE GROUND OPERATION

Engine Start Fault ECAM Indications (Cont.)

Each message that is generated, both in auto and in manual starts, Below is an example of how the message would be shown during a
will also be accompanied by further messages, in blue color, advising manual start.
the flight crew on the actions required as a result of the failure.
ENG 2 START FAULT
Below is a start fault message that can be generated on the upper -ENG 2 IGNITION FAULT
ECAM screen. The message is for an auto start problem. -MAN START------------------------OFF
-ENG MASTER 2-------------------OFF
ENG 2 START FAULT
-ENG 2 IGNITION FAULT During a manual start, the EEC does not abort the start. You must
-AUTO CRANK IN PROGRESS perform the necessary action in blue to shut down the engine.

After the engine is dry motored for approximately 30 seconds, the

EEC aborts the start followed by a message to select the MASTER
switch OFF.

ENG 2 START FAULT

-ENG 2 IGNITION FAULT
-ENG MASTER 2------------------OFF

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ENGINE START FAILURE INDICATIONS (1 of 3)

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ENGINE START FAILURE INDICATIONS (2 of 3)

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ENGINE START FAILURE INDICATIONS (3 of 3)

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STARTER AIR CONTROL VALVE HARNESS

Starter System valve harness connections are shown on the next

page.

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STARTER AIR CONTROL VALVE HARNESS

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IGNITION SYSTEM HARNESS

Ignition System harness electrical connections are shown on the next

page.

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IGNITION SYSTEM HARNESS

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V2500 LINE AND BASE MAINTENANCE
Thrust Reverser

CHAPTER 15

THRUST REVERSER
ATA 78

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Thrust Reverser

OBJECTIVES

1. Describe the purpose of the thrust reverser.

2. Locate the components of the Thrust Reverser Assembly.
3. Identify Line Replaceable Units (LRUs).

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Thrust Reverser

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Thrust Reverser

OVERVIEW

The Thrust Reverser System is a translating sleeve system. When The Thrust Reverser System has the following capabilities.
deployed, it directs the fan air forward for reverse thrust, assisting
the aircraft with quick and safe deceleration upon landing, as well • Electronic control
as during an aborted takeoff.
• Hydraulic actuation system
The Thrust Reverser Assembly is an integral part of the C-duct
assembly. The C-duct assembly is mounted to the aircraft strut with • Positional information feedback
four hinged brackets located at the top of the C ducts.
• Actuator lock position sensors and feedback
Reverse thrust is selected from the flight deck by gated reverse
thrust levers. The EEC has control over operation of the Thrust • Electronic safety locks
Reverser System.
• Automatic restow system
When the thrust reverser is deployed, four linear motion actuators
cause translating sleeves to move rearward. This moves blocker • Manual deployment and stow capability for maintenance
doors from an axial to a radial position in the C-duct fan exhaust
area. The blocker doors force the fan bypass air through the • Manual lockout that allows aircraft to be dispatched with an
cascades in a forward direction. The cascades are exposed inoperative thrust reverser
whenever the thrust reverser is deployed.

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Thrust Reverser

THRUST REVERSER SYSTEM COMPONENTS

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OVERVIEW (Cont.)
Safety Conditions Safety Conditions

DO NOT GET HYDRAULIC FLUID ON YOUR SKIN, IN YOUR EYES, OR IN HOLD THE HYDRAULIC CONTROL UNIT CONNECTOR WITH A WRENCH
YOUR MOUTH. HYDRAULIC FLUID IS POISONOUS AND CAN GO THROUGH WHILE YOU LOOSEN THE HYDRAULIC CONNECTIONS TO PREVENT
YOUR SKIN AND INTO YOUR BODY. FLUSH HYDRAULIC FLUID FROM DAMAGE TO THE HCU.
YOUR EYES, MOUTH, OR SKIN WITH WATER. GET MEDICAL AID IF YOU
GET HYDRAULIC FLUID IN YOUR EYES OR MOUTH. DO NOT LET HYDRAULIC FLUID FALL ON THE ENGINE. UNWANTED
HYDRAULIC FLUID MUST BE REMOVED IMMEDIATELY WITH A CLEAN LINT-
THE THRUST REVERSER HYDRAULIC CONTROL UNIT (HCU) MUST BE FREE CLOTH. THE FLUID CAN CAUSE DAMAGE TO THE SURFACE
DEACTIVATED BEFORE WORKING ON OR AROUND THE THRUST PROTECTION AND TO SOME PARTS.
REVERSER. FAILURE TO DEACTIVATE THE HCU CAN RESULT IN
INADERVTENT THRUST REVERSER OPERATION AND INJURY TO MAKE SURE THAT ALL CAUGHT AIR IS BLED FROM THE SYSTEM. IF YOU DO
PERSONNEL AND/OR DAMAGE TO EQUIPMENT. NOT DO THIS, CAUGHT AIR CAN CAUSE UNSATISFACTORY OPERATION OF
THE TRANSLATING SLEEVES. TEN CYCLES OF TRANSLATING SLEEVE
YOU MUST MAKE SURE THAT THE HYDRAULIC PORT IS NOT BLOCKED. IF POWER EXTENSTION AND RETRACTION WILL REMOVE ALL CAUGHT AIR
THE RETURN PORT IS BLOCKED, THE THRUST REVERSER CAN OPERATE FROM THE SYSTEM.
ACCIDENTLY AND CAUSE INJURY OR DAMAGE.
YOU MUST MOVE THE LOCK LEVERS OF BOTH LOCKING ACTUATORS AFT
PRESSURIZATION OF THE HYDRAULIC SYSTEM CAN RESULT IN TO THE UNLOCKED POSITION BEFORE YOU BLEED THE SYSTEM. IF YOU
INADVERTENT THRUST REVERSER OPERATION. REMOVE ALL DO NOT DO THIS, UNEVEN OPERATION OF THE TRANSLATING SLEEVES
PERSONNEL FROM THE AREA AROUND THE THRUST REVERSER BEFORE CAN CAUSE DAMAGE TO THE SYSTEM.
THE HYDRAULIC SYSTEM IS PRESSURIZED. FAILURE TO COMPLY CAN
RESULT IN INJURY TO PERSONNEL. THE LOCKING ACTUATOR LOCK LEVERS MUST BE IN THE FORWARD
LOCKED POSITION FOR FLIGHT OPERATION.
THE THRUST REVERSER TRANSLATING SLEEVES DEPLOY/STOW IN 4.5
SECONDS OR LESS. REMOVE ALL PERSONNEL FROM THE AREA AROUND
THE THRUST REVERSER BEFORE POWER DEPLOYMENT/STOWAGE OF
THE TRANSLATING SLEEVES. FAILURE TO COMPLY CAN RESULT IN
INJURY TO PERSONNEL.

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Thrust Reverser

THRUST REVERSER SYSTEM OPERATION

Methods of Deployment
• The Spoiler Elevator Computer (SEC) signals to open the shut-
off valve.
The thrust reverser can be deployed using one of two methods:
• An auto-restow feature stows the thrust reverser when an
• the engine/aircraft hydraulic system and moving thrust reverse
uncommanded deployment is detected for more than 10
select levers mounted on the main forward levers
percent of actuator travel. If auto-restow is unsuccessful, the
EEC commands engine thrust to idle.
• manual input with two hand turning points for ground
maintenance purposes.
• An auto-redeploy feature protects against inadvertent stow if
the EEC senses reverser movement of more than 10 percent
Safety Features from the fully deployed position during commanded
deployment.
Thrust Reverser System operation is controlled by the EEC and
incorporates the following safety system features to protect against Indications
inadvertent deployment.
Thrust Reverser System status ECAM fault indications are supplied
• Landing Gear Control Interface Unit (LGCIU) provides the by proximity sensors, relay select status, hydraulic system pressure,
RH/LH landing gear compressed signal to EIU. and Linear Variable Differential Transformer (LVDT) feedback
signals.
• Lock sensors on the lower locking actuators send the
unlock/lock signal to the EEC. The locking actuator sensors detect unlocked conditions, and the
LVDT detects transient and deployed conditions.
• EIU inhibit relays prevent uncommanded in-flight deployment.
Signals are relayed from the EEC to the EIU, and then to the ECAM
screens.

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Thrust Reverser

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Thrust Reverser

THRUST REVERSER SYSTEM OPERATION

Indications (Cont.)

Thrust Reverser System indications appear on the ECAM screens. • REV PRESSURIZED
The Engine Pressure Ratio (EPR) indication is used to
communicate the status of the thrust reverser. • REV SWITCH FAULT

Controls
Indication Thrust Reverser Status
Thrust reverse is selected in the flight deck using the reverse
Normal EPR caption Stowed and locked latching levers mounted on the main throttle control levers.

REV in amber color Unlocked Working with the EIU, the EEC controls deployment and stowing of
the Thrust Reverser System. Pulling the levers upward will initiate
the sequence of events to deploy the reverser system and move the
REV in green color Deployed more than 95% levers into the thrust reverser quadrant. In this position, throttle
movement is only possible in the reverse thrust mode.

Movement toward the maximum throttle stop for thrust reverse is

Thrust reverser indication of non-normal conditions is displayed on possible, but the engine will accelerate only when the EEC has
the ECAM screens in message form. Sample messages are shown received feedback that the translating sleeve has moved beyond 78
below. percent of full deployment.

• REVERSER UNLOCKED Stowing the thrust reverser requires bringing the thrust levers to idle
and pushing down the latching select levers. The main throttles will
• REVERSER FAULT revert to normal forward thrust when the thrust reverser is stowed.

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THRUST REVERSER SYSTEM OPERATION

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THRUST REVERSER SYSTEM OPERATION (Cont.)

Thrust reverse is selected from the flight deck by pulling the thrust • Energized EIU inhibit relay is required for thrust reverser
reverse select levers. Select levers are mounted on the front side of deployment. The EIU energizes the relay when it receives the
the main thrust levers and have a gated feature which allows thrust < 3º TLA signal.
operation by the throttles in one direction only.
• A closed pressure switch inside the Hydraulic Control Unit
The EEC has control of the Thrust Reverse System for deploy and (HCU) signals that the hydraulic shutoff valve is opened and
stow. The EIU inhibit relay controls the Directional Control Valve hydraulic pressure is available to the Thrust Reverser System.
(DCV) power signal for the control solenoid from the EEC to the DCV.
The Hydraulic Isolation Valve (HIV) solenoid and the DCV solenoid
Deploy inside the HCU are energized for a deploy condition. This condition
admits high pressure hydraulic fluid to the stow and deploy sides of
Pulling up the thrust reverse levers in the flight deck sends a signal the Thrust Reverser System.
for thrust reverse select to the EEC. This action also puts the main
throttles in the reverse thrust quadrant. The EEC looks for the As the lower locking actuators unlock, the EEC receives the
following conditions before thrust reverse will be allowed. unlocked signal from the proximity sensor. In the flight deck, this
unlocked condition is identified as an amber colored “REV” caption
• Right and left main landing gear compressed information must be on the EPR indicating gauge.
available from the LGCIU via the EIU.
When the translating sleeves have moved above 95 percent of the
• A check to see if the engine is running is provided by a signal full deploy position, the amber REV indication will change to green.
from the N2 sensor. The EEC will also check if TRA is < 4.8º
before deploying the thrust reverser.

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THRUST REVERSER OPERATION  DEPLOY

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THRUST REVERSER SYSTEM OPERATION (Cont.)

Stow

To stow the Thrust Reverser System, the flight crew returns the
throttles to the idle detent position and thrust reverse select levers
to the down position. These actions put the throttles back to the
forward thrust quadrant.

The HIV solenoid remains energized and the DCV solenoid is de-
energized for a stow condition, leaving high pressure hydraulic fluid
present on the stow side of the system.

As the translating sleeves move from deploy back to stow below 95

percent, flight deck indication will change from green to amber on
the REV indication.

When the thrust reverser has reached the fully stowed position, the
amber REV disappears and the EPR gauge will return to normal
indication. This condition signals that the thrust reverser is fully
stowed and locked. The EEC will then de-energize the HIV and the
DCV solenoids, and the stow and deploy lines vent to the return
line.

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THRUST REVERSER OPERATION  STOW

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THRUST REVERSER CONTROLS AND INDICATIONS

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HYDRAULIC SYSTEM

The Hydraulic System provides the force required to move the Flex Shaft
translating sleeves for both deploy and stow conditions. The system
is composed of the following: Movement of the four linear motion actuators is kept in
synchronization by flexible shafts with high torsion resistance.
• corresponding engine’s Hydraulic System
Hydraulic Control Unit (HCU)
o green system for engine 1
The HCU is composed of the HIV and the DCV. The HIV controls
o yellow system for engine 2 the presence of high pressure hydraulic fluid in the Thrust Reverser
System. This valve must be energized for stow and deploy
• linear motion actuator conditions.

• flex shaft The DCV is energized only when deploying the thrust reverser.

• HCU composed of an HIV and DCV.

Linear Motion Actuators

Each C-duct set has four linear motion actuators. Two upper
actuators are non-locking and incorporate LVDTs for positional
feedback to the EEC.

Two lower actuators are locking and incorporate proximity sensors

to provide indication to the EEC of lock and unlock conditions.

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HYDRAULIC SYSTEM

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HYDRAULIC SYSTEM (Cont.)

Hydraulic Control Unit (HCU)

Purpose:

The HCU controls high pressure hydraulic fluid flow to the Thrust
Reverser System.

Location:

The HCU is located between the top of the engine fan case and the
aircraft strut. Access is available through the left fan cowl door.

Description:

The HCU is a self-contained LRU designed to control the flow of

high pressure hydraulic fluid for stow and deploy. The EEC and EIU
have control over the HCU control solenoids. When the EEC
detects a demand for thrust reverse operation, both the EEC and
EIU will signal the HCU control solenoids.

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HYDRAULIC CONTROL UNIT

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HYDRAULIC SYSTEM

Hydraulic Control Unit (HCU)

Description (Cont.):

The following components are included in the HCU.

• The HIV controls the flow of high pressure hydraulic fluid into
the stow supply side of the Thrust Reverser System. A solenoid
valve controls the HIV function.

• The DCV directs the flow of high pressure hydraulic fluid to

deploy the system. A solenoid controls the DCV function.

• A pressure switch sends feedback to the EEC about system

pressure status.

• A filter with a clog indicator provides visual indication of filter

contamination.

• A bleed valve removes air from the system when opened.

• A provision for locking out the valve operation isolates the

thrust reverser during maintenance or flight by means of a
manual deactivation lever.

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HYDRAULIC SYSTEM

Hydraulic Control Unit (HCU) (Cont.)

Operation: Pressure is now present in both the stow and deploy sides of the
Thrust Reverser System.
Operation consists of deploy and stow modes.
The restrictors in the deploy supply tube to the DCV delay pressure
Deploy buildup to the deploy side. This allows pressure on the stow side to
push the locking actuator piston toward stow. This action releases
When the thrust reverser select levers are moved to the up position, the locking sleeve acting on the tine lock mechanism.
the EEC detects that the Thrust Reverser System is required.

The EEC has selection control over the HIV, and the EIU has
selection control over the DCV. Both the DCV and HIV control
solenoids become energized. This condition moves a lock-pin away
from the pilot valve chamber orifice. High pressure hydraulic fluid
enters the LH side of the chamber and forces the pilot valve to
move to the right. The pilot valve moves against a spring, exerting
pressure on the RH side of the pilot valve.

The pilot valve recess moves in line with the hydraulic fluid supply
tube. The DCV admits high pressure fluid into the Thrust Reverse
System and to the deploy side of the system. The HIV admits high
pressure fluid into the Thrust Reverse System and to the stow side
of the system.

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HCU OPERATION – DEPLOY

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HYDRAULIC SYSTEM

Hydraulic Control Unit (HCU)

Operation (Cont.):

Stow

When the thrust reverser is commanded to stow, the EEC has

selection control over the HIV, and the EIU has selection control
over the DCV.

The DCV control solenoid is de-energized. The pilot valve moves to

the left due to spring pressure only. This leaves high pressure
hydraulic fluid present in the stow side of the system. The deploy
line is connected to the return line.

When the Thrust Reverser System has fully stowed, the EEC
receives a feedback signal from the proximity sensors located on
the locking actuators. The EEC then de-energizes the HIV control
solenoid.

The HIV valve moves to the left due to spring pressure only, and the
high pressure hydraulic is cut off from the Thrust Reverser System.
The stow and deploy lines are now vented to the return line.

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HCU OPERATION – STOW

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HYDRAULIC SYSTEM

Hydraulic Control Unit (HCU)

Operation (Cont.):

Hydraulic Isolation Valve (HIV) Deactivation

The deactivating lever prevents the HIV pilot valve from moving.
This prevents high pressure hydraulic fluid from entering the HCU.

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HYDRAULIC ISOLATION VALVE DEACTIVATION

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Safety Conditions

BEFORE YOU USE CHEMICALS, READ, UNDERSTAND, AND OBEY ALL

HYDRAULIC SYSTEM (Cont.) SAFETY INSTRUCTIONS FOR THE CHEMICALS. THESE INSTRUCTIONS
INCLUDE INSTRUCTIONS FROM THE MANUFACTURER, THE MATERIAL
SAFETY DATA SHEET (MSDS), AND GOVERNMENT REGULATIONS.
Lower Locking Actuators CHEMICALS MAY CAUSE INJURY TO YOU OR MAKE YOU SICK WHEN
SAFETY INSTRUCTIONS ARE NOT OBEYED. AN MSDS GIVES
INSTRUCTIONS ON HOW YOU MUST SAFELY USE, KEEP, AND DISCARD
Purpose: CHEMICALS. GET INSTRUCTIONS FROM YOUR EMPLOYER ON HOW YOU
MUST SAFELY USE, KEEP, AND DISCARD CHEMICALS.
Lower locking actuators control linear movement of the translating
sleeves and lock them in place.

Location:

The lower locking actuators are located at the bottom of each thrust
reverser C-duct unit.

Description:

Lower actuators incorporate a locking mechanism that prevents

translating sleeve movement. A proximity sensor sends feedback to
the EEC about the mechanism’s lock/unlock condition.

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LOWER LOCKING ACTUATOR

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Safety Conditions

DO NOT REMOVE THE TRIANGULAR-FLANGED ADAPTER WITH THE THREE

HYDRAULIC SYSTEM WIRELOCKED BOLTS. IF THE TRIANGULAR-FLANGED ADAPTER IS
REMOVED, DAMAGE TO THE ACTUATOR CAN OCCUR.

Lower Locking Actuators YOU CANNOT CORRECTLY RIG THE THRUST REVERSER IF YOU DO NOT
KEEP THE ROD END FROM TURNING WHILE YOU EXTEND THE ACTUATOR.
Description (Cont.): BEFORE INSTALLING THE FLEXSHAFT/TUBE (2), MAKE SURE THE
TRIANGULAR-FLANGED ADAPTER IS ATTACHED TO THE ACTUATOR WITH
The lower locking actuators incorporate the following: THREE BOLTS AND LOCKWIRE. IF THERE ARE ANY SIGNS THAT THE
TRIANGULAR-FLANGED ADAPTER OR LOCKWIRE HAVE BEEN REMOVED
OR TAMPERED WITH, THE ACTUATOR SHOULD BE REPLACED BECAUSE
• hydraulically operated linear motion actuators DAMAGE COULD OCCUR TO THE ACTUATOR.

• locking mechanism, called a tine lock, which can be unlocked

only when hydraulic pressure is present in the system

• linear motion actuator with pressure surfaces on either side of

the pressure plate

• acme screw thread, which rotates a worm gear

• worm wheel, which rotates the flex shafts

• manual unlocking feature for maintenance purposes.

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HYDRAULIC SYSTEM

Lower Locking Actuators (Cont.)

Operation: The lever has a target attached to it. When the actuator is at stow,
the target is in line with the proximity sensor (locked condition).
Operation consists of deploy and stow modes.
When the actuator is at deploy, the target is away from the proximity
Deploy sensor (unlocked condition). The EEC detects both these
conditions.
The EEC energizes the HIV and DCV control solenoids, allowing
high pressure hydraulic fluid to be present in the Thrust Reverser High pressure fluid present in both sides of the system forces the
System. Fluid is present in both the stow and deploy sides. actuator piston to move toward the deploy direction. This movement
exists because the surface area of the deploy side of the pressure
The restrictor in the pressure feed tube to the deploy side delays plate is greater than the surface area of the stow side.
deploy pressure build up. This allows the stow pressure to initially
push the actuator piston toward the stow direction, releasing the
lock pressure on the tine locking mechanism.

The buildup of deploy pressure moves the unlock sleeve clear of

the tine lock. The lock’s spring-type fingers are now free to flex,
disengaging from the piston assembly and allowing it to move in the
deploy direction.

A lever assembly moves in unison with the unlocking sleeve. The

lever assembly is linked to the external area of the actuator.

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THRUST REVERSER LOCKING ACTUATOR OPERATION

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HYDRAULIC SYSTEM

Lower Locking Actuators

Operation (Cont.)

Stow

To stow the thrust reverser, high pressure fluid present on the

deploy side must be reduced. This fluid is vented to the return line
of the system by the EEC, de-energizing the DCV control solenoid.
Since the HIV is still energized, this will leave high pressure
hydraulic fluid present only on the stow side.

The actuator now moves in the stow direction. The piston assembly
engages into the tine lock. The locking sleeve moves into position
to immobilize the tine lock through spring pressure. As the locking
sleeve moves to the lock position, the target on the unlock indicator
moves in line with the proximity sensor. The EEC detects this and
senses the Thrust Reverser System is stowed and locked.

The EEC will de-energize the HIV solenoid five seconds after the
translating sleeves reach the full stowed position to ensure full lock
engagement.

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HYDRAULIC SYSTEM (Cont.)

Upper Non-Locking Actuators

The hydraulic actuators control movement of the translating

sleeves. The upper non-locking actuators incorporate the LVDT to
feed back the deployment status of the translating sleeve to the
EEC.

The upper actuators function in the same way as the lower locking
actuators. For deployment, the high pressure hydraulic fluid is
present on both stow and deploy sides of the system. For stowing,
the high pressure hydraulic fluid is only present on the stow side.

The LVDT on the upper actuators monitors movement of the

translating sleeves and feeds back this signal to the EEC. This lets
the EEC know that the translating sleeves are in transit. The EEC
only permits an increase of reverse thrust above idle when 78
percent of travel toward deploy has been achieved.

Upon achieving 95 percent deployment, the amber REV caption in

the EPR gauge will turn green.

The left and right upper actuators are identical and may be
interchanged.

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UPPER NON-LOCKING ACTUATOR

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HYDRAULIC SYSTEM (Cont.)

Shut-Off Valve

Purpose: The SEC is signaled to open the shut-off valve by pulling up the
thrust reverse select levers if the following conditions are met.
The shut-off valve provides additional safety for uncommanded
deployment of the thrust reverser. This is known as the third lock of • Spoilers and elevators are extended.
safety.
• TLA is less than -3°.
Location:
• Ratio altimeter confirms altitude is less than 10 feet.
The shut-off valve is located in the aircraft strut behind the HCU.
• TLA of the opposite engine is less than 30°.
Description:
The thrust reverse levers must be in the forward thrust position to
The shut-off valve has a control solenoid and a two-position valve close the shut-off valve.
assembly.

Operation:

The shut-off valve opening and closing operation relies upon

signals from the Spoiler Elevator Computer (SEC).

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SHUT-OFF VALVE ASSEMBLY

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HYDRAULIC SYSTEM (Cont.)

Manual Bypass Non-Return Valve

Purpose: When in the bypass position during manual deployment, the

hydraulic fluid necessary to prevent hydraulic blockage is sucked
The non-return valve provides a one-way directional flow for from the hydraulic reservoir through the return and non-return lines.
hydraulic fluid for normal thrust reverser operation. When in bypass This allows hydraulic fluid to flow to both sides of the thrust reverser
position, the valve allows easier flow of hydraulic fluid during actuator pistons.
manual deployment and stowage of the thrust reverser.

Location:

The manual bypass valve is located in the aircraft strut just behind
the shut-off valve.

Description:

In the non-return position, the valve only allows return fluid to flow in
one direction back to the hydraulic reservoir.

When the valve lever is placed in the bypass position, the fluid is
allowed to flow to and from the hydraulic reservoir.

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MANUAL BYPASS NON-RETURN VALVE

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Safety Conditions

DO NOT TURN THE FLEX SHAFT MORE THAN ONE-EIGHTH TURN WHILE
HYDRAULIC SYSTEM (Cont.) ONE END IS STILL ENGAGED.

IF THE CLAMP IS NOT ATTACHED CORRECTLY, IT CAN DAMAGE THE

Thrust Reverser Flex (Synchronization) Shaft CROSSOVER FLEXSHAFT HOSE.

Purpose:

The flex shaft maintains synchronous movement of the four

actuators. This prevents any one actuator from moving faster than
the others.

Location:

The flex shaft is located within the deploy tubes.

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THRUST REVERSER FLEX (SYNCHRONIZATION) SHAFT

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Safety Conditions

THE LOCKING ACTUATOR LOCK LEVERS MUST BE IN THE FORWARD

LOCKED POSITION FOR FLIGHT OPERATION.
HYDRAULIC SYSTEM

Thrust Reverser Flex (Synchronization) Shaft (Cont.)

Description: The synchronization also keeps the two translating sleeves moving
together so reverse pressure in the bypass air flow is equal on both
The flex shaft system is comprised of the following: sides of the engine.

• T-piece housing assembly allowing distribution of high pressure

hydraulic fluid to both sides of the Thrust Reverser System

• two flexible tubes allowing the crossover shaft to link reverser

halves together and allowing C-ducts to open

• two rigid tubes found between the upper and lower actuators
and which carry hydraulic fluid to the deploy side of the system

• three flexible shafts linking all the actuators together.

Operation:

The shaft engages a worm gear at the base of each actuator to

translate the turning action of the actuator piston as it moves out or
in. This synchronization keeps the top and bottom of the translating
sleeve traveling at the same rate so the sleeve will not tilt and jam.

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Safety Conditions

DO NOT GET CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES. PUT ON

HYDRAULIC SYSTEM (Cont.) PROTECTIVE CLOTHING, GOGGLES AND A FACE MASK. USE THE FLUID IN
A WELL-VENTILATED AREA. DO NOT BREATHE THE VAPOR. IF YOU GET
THE CLEANING FLUID ON YOUR SKIN OR IN YOUR EYES, FLUSH IT AWAY
Cascades WITH WATER. GET MEDICAL AID IF YOUR SKIN OR EYES BECOME
IRRITATED.
Purpose: ADHESIVES AND RESINS ARE HIGHLY FLAMMABLE. KEEP AWAY FROM
IGNITION SOURCES. PUT ON PROTECTIVE CLOTHING, GLOVES, GOGGLES
Cascades divert fan air to provide reverse thrust for the engine. AND A FACE MASK. USE THE ADHESIVES AND RESINS IN A WELL-
VENTILATED AREA. WHEN COMPOSITE MATERIALS ARE CUT OR SANDED,
DUST AND LOOSE PARTICLES ARE PRODUCED, WHICH ARE POTENTAL
Location: HEALTH HAZARDS. DO NOT BREATHE THE DUST.

Cascades are located between the inner and outer translating PRIMER BASE, CONVERTER, AND THINNER ARE HAZARDOUS MATERIALS
sleeves. They are mounted on the fixed section of the C-ducts. THAT CAN CAUSE INJURY OR ILLNESS IF NOT USED CORRECTLY. BEFORE
YOU USED THIS PRODUCT, READ THE APPLICABLE MANUFACTURER’S
MATERIAL SAFETY DATA SHEET AND OBEY THE SAFETY AND HEALTH
Description: PRECAUTIONS.

Sixteen cascades are fitted to the Thrust Reverser System. The CONVERSION COATING IS A HAZARDOUS MATERIAL THAT CAN CAUSE
INJURY OR ILLNESS IF NOT CORRECTLY USED. BEFORE YOU USE THIS
cascades divert fan air away from the ground, reducing the risk of PRODUCT, READ THE APPLICABLE MANUFACTURER’S MATERIAL SAFETY
debris blowing up and becoming ingested into the engine. They are DATA SHEET AND OBEY THE SAFETY AND HEALTH PRECATUTIONS.
also designed to divert fan air away from the airframe to avoid
unnecessary stress on the airframe itself.

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CASCADES

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Safety Conditions

DO NOT BLOCK THE HYDRAULIC CONTROL UNIT (HCU) RETURN PORT TO

THRUST REVERSER SYSTEM DEACTIVATION DEACTIVATE THE HCU. IF BLOCKAGE IS CAUSED, THE THRUST REVERSER
FOR MAINTENANCE AND FLIGHT CAN ACTIVATE ACCIDENTALLY CAUSING INJURY OR DAMAGE.

HCU Deactivation for Maintenance ENGINE COMPONENTS CAN STAY HOT UP TO ONE HOUR AFTER SHUT
DOWN. BE AWARE OF THIS WHEN WORKING ON THE ENGINE
IMMEDIATELY AFTER SHUT DOWN.
1. Carry out the flight deck checks per aircraft preparation.

2. Open the fan cowl doors. In addition to the deactivation for maintenance procedure, the
Thrust Reverser System may be locked into the forward thrust
3. Position the lock lever to the lockout position on the HCU and position for flight.
install the deactivation pin.
Thrust Reverser Deactivation for Flight
4. Ensure the red “Remove Before Flight” streamer is visible to
others during the lockout period. The translating sleeve can be secured in the stow position by
inserting a lockout pin through each translating sleeve and the fixed
HCU Reactivation section of the C-duct assembly. The following three pins must be
inserted.
1. Remove the lockout pin and return the lockout lever to the
usual position. • HCU deactivating pin

2. Close the fan cowl doors. • Lockout pin for left hand translating sleeve

3. Return the aircraft back to the usual position. • Lockout pin for right hand translating sleeve

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THRUST REVERSER SYSTEM DEACTIVATION

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Safety Conditions

THE OPENING AND CLOSING PROCEDURE FOR THE THRUST REVERSER

THRUST REVERSER C-DUCTS MAINTENANCE C-DUCTS MUST BE ADHERED TO FULLY. THESE UNITS CAN CLOSE VERY
QUICKLY AND NEGLECT CAN CAUSE INJURY TO PERSONNEL..
Open the Thrust Reverser

1. Carry out the flight deck check per aircraft preparation. Close the Thrust Reverser

2. Ensure the area around the engine is clear of obstacles. 1. Carry out the flight deck check per aircraft preparation.

3. Open the fan cowl doors. 2. Engage the hand pump and open the thrust reverser C-ducts.
4. Deactivate the HCU.
3. Disengage the support struts, and stow.
5. Open the latch access panel, engage the auxiliary latch and
take up the two thrust reverser halves’ tension.

6. Release latches in the following order: 3, 2, 5, 4, 1.

7. Remove the auxiliary hatch.

8. Attach the hand pump and extend the thrust reverser C-ducts
to the open position.

9. Engage the rear and front support struts into position and then
decrease hydraulic pressure to the rest the units on the support
struts.

10. Disconnect the hydraulic hand pump.

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THRUST REVERSER C-DUCT OPEN/CLOSE

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Safety Conditions

THE OPENING AND CLOSING PROCEDURE FOR THE THRUST REVERSER

THRUST REVERSER C-DUCTS MAINTENANCE (Cont.) C-DUCTS MUST BE ADHERED TO FULLY. THESE UNITS CAN CLOSE VERY
QUICKLY AND NEGLECT CAN CAUSE INJURY TO PERSONNEL..
Close the Thrust Reverser C-Ducts

NOTE

The forward-most latch must be in the locked position before

closing the thrust reverser C-ducts.

1. Engage the auxiliary latch assembly and draw the thrust

reverser units together.

2. Check the front latch has not fouled.

3. Disengage the hand pump, engage all latches and lock them
in the following sequence: 1, 4, 5, 2, 3.

4. Ensure latch unlock indicators are engaged.

5. Disconnect the auxiliary latch and stow.

6. Close the thrust reverser latch panel access.

7. Close the fan cowl doors.

8. Return the aircraft to its usual position.

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THRUST REVERSER C-DUCT OPEN/CLOSE

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MANUAL DEPLOY AND STOW OPERATION

The thrust reverser can be deployed and stowed manually for

NOTE
maintenance and troubleshooting operations. See the procedure
below. Do not exceed maximum indicated torque loading during manual
operation. Deactivate the system if maintenance is necessary. This
1. Open and tag the circuit breakers for the appropriate engine. is done in order to maintain safety during maintenance activities.

2. Open the left and right hand fan cowls.

3. Move the thrust reverser HCU deactivation lever to the

deactivated position and insert the pin.

4. Disengage the locks on the two locking lower actuators and

insert pins to ensure locks remain disengaged.

5. Position the non-return valve in the hydraulic return line to the

pass position.

6. Insert a ⅜ -inch square drive speed handle into the external

socket. Rotate the speed handle in the clockwise direction for
deployment and counter-clockwise for stowing.

7. Return the engine and aircraft to its usual condition.

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THRUST REVERSER MANUAL DEPLOY AND STOW

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POWER DEPLOY AND STOW OPERATION

The MCDU in the flight deck can be used to perform an operational

check of the Thrust Reverser System with the engine shut down.
Operating the thrust reverser in the shutdown environment
conserves engine life.

Refer to AMM ref. 78-31-00-710-041.

Make sure of the following:

• travel range of the engine thrust reversers is clear of all tools ,

equipment and persons

• thrust reversers are locked and closed

• Thrust control level of the engine is in the idle position (zero on

the scale).

Note also that the complete cycle of the thrust reverser must be
accomplished in 60 seconds.

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THRUST REVERSER POWER DEPLOY AND STOW

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THRUST REVERSER SYSTEM ORDER OF RIGGING

The Thrust Reverser System is precisely adjusted to ensure correct

alignment and load sharing between nacelle components and the
engine.

The Actuation System is rigged to synchronize the positions of the

left and right translating sleeves and hydraulic actuators. Improper
rigging of the Thrust Reverser System may cause service life
reduction and/or damage to the Actuation System and thrust
reverser components.

Order of Rigging

Below is the recommended rigging order of the thrust reverser

components.

1.Latches and bumper rigging

2.Translating sleeve and actuators

3.Actuator locks

LVDTs are self-adjusting. After replacement or disturbance of the

LVDTs, they can be reset by cycling the Thrust Reverser System.
The table below shows requirements for checking system
components after maintenance has been completed.

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Components

Replacement Compression Translating Double Flex

Latches Bumpers Actuator(s)
Task Struts Sleeve Latches Shafts

Engine   
C-duct     
Translating sleeve  
Actuator    
Flex shaft and tube  
Track liner  
CAN  

MAINTENANCE CHECKLIST FOR SYSTEM COMPONENTS

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TRANSLATING SLEEVE AND ACTUATOR ADJUSTMENT

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LOCK PROXIMITY SENSOR

The lock proximity sensor indicates to the EEC whether the thrust Incorrect adjustment of the proximity switch could give a false
reverser is locked or unlocked. To maintain correct sensor amber REV indication in the EPR gauge while taxiing on a bumpy
functionality, the distance between the target and proximity sensor runway.
must be within AMM recommendations.

Lock Proximity Sensor Check

Stow the translating sleeve and measure the gap between the
target and proximity sensor per the AMM recommendations.

Make the necessary adjustment if measurements are out of limit.

Adjustment of the Lock Proximity Sensor

1. Consult the measurements taken during the check. A spacer

may be required to adjust the setting to within the AMM
recommendations.

2. Disconnect the sensor and target assemblies.

3. Select the correct spacer for the target. If necessary, grind the
spacer to achieve the required accuracy to set the target and
proximity sensor.

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LOWER LOCKING ACTUATOR LOCK PROXIMITY SENSOR

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THRUST REVERSER HARNESS

Thrust reverser harness connections are shown on the graphic

below.

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THRUST REVERSER SYSTEM HARNESSES

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Safety Conditions

EACH THRUST REVERSER HALF HAS EIGHT DEFLECTOR BOXES THAT

THRUST REVERSER SYSTEM SUMMARY ARE DIFFERENT IN THE ANGLE OF THE DEFLECTOR VANES. THE BOXES
ARE NOT INTERCHANGEABLE.
Thrust reverse is selected from the flight deck by pulling up thrust
reverse select levers. Other conditions include:

The EEC has main control of the thrust reverse operation for deploy • EIU looks for a signal from the throttle control unit for
and stow. energizing to energize the inhibit relay

The EIU has an inhibit relay to control power supply signal from the • SEC receives signals to command open the shut-off valve.
EEC to the DCV.

The flight crew has control of reverse thrust power selection.

Deploy

Pulling up the thrust reverse select lever in the flight deck will send
a command for thrust reverse to the EEC and EIU. This puts the
main throttle in the reverse thrust quadrant.

The EEC checks the following conditions before thrust reverse is

allowed:

• LGCIU signal indicating the aircraft is on the ground

• N2 sensor indicating the engine is running.

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THRUST REVERSER SYSTEM

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Troubleshooting

CHAPTER 16

TROUBLESHOOTING
ATA 31

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OBJECTIVES

1. Recognize the definition of troubleshooting.

2. Identify and interpret types of fault messages.

3. Recognize types of fault acronyms.

4. Complete troubleshooting steps using data

sources below.

• Electronic Centralized Aircraft Monitor ECAM

• Post Flight Report PFR

• Multipurpose Control and Display Unit MCDU
• Centralized Flight Display System CFDS
• Air N@v
• Troubleshooting Maintenance Manual TSM

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OVERVIEW
Troubleshooting, or fault isolation, is the method of identifying and Sources for Identifying Faults
isolating sources of engine problems, or faults. Faults are detected
Faults are identified using information gathered from the four data
by the EEC and are communicated to the aircraft through fault
sources below.
messages that describe the engine problem in general terms.
Additional sources must be referenced to identify the specific nature • Electronic Centralized Aircraft Monitor (ECAM), the flight deck
of the fault and proceed to isolate its cause. display system where Class 1 and 2 faults appear.
Fault messages are grouped in three types, based on how and • Post Flight Report (PFR), a printout displaying Class 1 and 2
when they are communicated and the length of time allowed for faults for the most recent flight, plus additional information that
resolution. identifies the line replaceable component experiencing the fault
• Class 1 faults display in the flight deck before or during flight, • Centralized Fault Display System (CFDS), an aircraft computer
and may have consequences for departure. that is interrogated for data on Class 3 and SMR faults
• Class 2 faults display in the flight deck before or after flight, and • Multipurpose Control and Display Unit (MCDU), an aircraft
have no immediate consequence for departure. computer that accesses the CFDS to provide fault acronyms, or
codes that point to the correct troubleshooting process.
• Class 3 faults do not display in the flight deck, and must be
determined by the maintenance crew through interrogation of Sources for Isolating Faults
aircraft computer systems. These faults can be addressed in
an unlimited time frame. (Note that Scheduled Maintenance Fault isolation requires accessing AirN@v, a collection of
Report (SMR) faults are similar to Class 3 faults but must be maintenance manuals. Within AirN@v is the Troubleshooting
resolved within a limited period of time.) Maintenance Manual (TSM), a crucial resource which details all
probable aircraft faults and offers guidance about fault isolation and
resolution.

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FAULT MESSAGE TYPES

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SOURCES FOR FAULT DATA

Electronic Centralized Aircraft Monitor (ECAM)

ECAM warnings provide only general information that announces Level 1 corresponds to general cautions on the upper ECAM and is
the presence of a fault. Class1 and 2 fault messages are ECAM mainly used for failures leading to a loss of redundancy, or to
messages that display in the flight deck. system degradation. These messages are associated with an
amber caution light.
Class 1 Fault Messages
Sample message: ENG 1 OIL FILTER CLOG
Class 1 fault messages are split into three levels.

• Level 3 corresponds to warnings needing immediate crew

action. These warnings are associated with a repetitive
audible chime or specific sound, a red warning message on
the upper ECAM, and a flashing red Master Warning light.
Sample message: ENG 1 OIL LO PR
• Level 2 corresponds to abnormal situations needing
immediate crew awareness, but not necessarily immediate
action. These warnings are associated by a single audible
chime, an amber warning message on the upper ECAM and a
steady amber Master Caution light.
Sample message: ENG 1 OIL HI TEMP

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ECAM CLASS 1 FAULT DISPLAY

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SOURCES FOR FAULT DATA

Electronic Centralized Aircraft Monitor (ECAM)

Class 1 Fault Messages (Cont.)

Message Meaning
Class 1 messages are advisories that can display “NO GO,” “GO IF”
or “GO” messages relating to departure. See the chart above for NO GO Failure must be fixed before the next departure.
details.
Other indicators that may appear for Class 1 messages include a Departure is allowed only if certain conditions are
local warning, a flag, or any invalid function indicator such as a GO IF fulfilled, including all restrictions given in the
missing audio signal, amber crosses on a system page, etc. Minimum Equipment List (MEL).
Note that any fault producing a flight deck effect must be reported
by the crew in the aircraft log book. GO Departure is allowed without conditions.
Class 1 messages also appear on the printed Post Flight Report
(PFR).

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SOURCES FOR FAULT DATA

Flight
Location Occurrence
Electronic Centralized Aircraft Monitor (ECAM) (Cont.) Phase

Class 2 Fault Messages When electrical power is on, before first

1
Lower engine start
Also known as ECAM Maintenance Status messages, or STS, ECAM
Class 2 messages highlight a problem or degradation in the built-in screen When the second engine has been shut
redundancy of the FADEC system. A Class 2 fault message has no 10
down after flight
immediate consequence on system operating conditions. The
message always indicates GO without restrictions. These faults
must be fixed at the first opportunity and not later than the flight after engine shutdown via the ECAM Maintenance Status. The
"rectification interval" required as per MMEL section. Status Page can then be selected by pressing the STS button on
the Systems Page Select Panel. This will then provide information
An ECAM Status Message “STS‟ indicator automatically displays
under the “Maintenance‟ heading on the lower ECAM screen
on the upper ECAM screen during flight phases 1 and 10. Class 2
regarding the failure. A screen example is shown below.
messages are also shown on the PFR, but only at the end of the
flight, preventing the unwanted distraction of system degradation
display. MAINTENANCE
A Class 2 fault can be left as is for up to 10 days before dispatch ENG 1(2) FADEC
(refer to MEL for details). To start proper maintenance action at the
ENG 1(2) EIU
first opportunity, information is given to the maintenance teams via
a Class 2 maintenance message transmitted to the Centralized
Fault Display Interface Unit (CFDIU).
All engine related STS faults are classified under these two
The crew must make an entry into the log book, as this information categories. Note that the ECAM Maintenance Status should be used
is provided by the Flight Warning System (FWS) at the end of the to enter the Troubleshooting procedure in AirN@v.

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ECAM CLASS 2 FAULT DISPLAY

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SOURCES FOR FAULT DATA

Electronic Centralized Aircraft Monitor (ECAM) (Cont.)

Class 3 Fault Messages

Faults that do not have flight deck events are classified under two
categories:

•Scheduled Maintenance Report (SMR) time-limited dispatch faults,

which may remain uncorrected within a maximum time frame
specified by the Maintenance Planning Document
•Class 3 unlimited-time dispatch faults, which may remain
uncorrected within an unlimited time frame.
Class 3 and SMR faults are not presented in the Post Flight Report.
Both faults have no immediate consequence on system operating
conditions. While no time limit is specified for resolution, these faults
should be cleared as soon as possible and should not be allowed to
accumulate. Clearing these faults reduces risk and workload.

Class 3 and Scheduled Maintenance Report (SMR) messages can

escalate to Class 1 or 2. Maintenance personnel should interrogate
the CFDS system frequently.

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ECAM CLASS 3 FAULT MESSAGES AND SCHEDULED MAINTENANCE REPORT

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SOURCES FOR FAULT DATA

Electronic Centralized Aircraft Monitor (ECAM) (Cont.)

Message
Message Display
Availability Departure
Type
Consequences
ECAM PFR CFDU Ground Flight

1     

2   


SMR

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SOURCES FOR FAULT DATA (Cont.)

Multipurpose Control and Display Unit (MCDU)

The MCDU is a flight deck computer that holds various types of

data communicated by the aircraft and engines.

Within the MCDU is the Centralized Fault Display System (CFDS)

that holds engine data transmitted by the Full Authority Digital
Electronic Control (FADEC). This data, known as the fault acronym,
is key to resolution of engine faults.

ECAM and PFR data are used to begin interrogation of the CFDS.

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TROUBLESHOOTING DATA SOURCES

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SOURCES FOR FAULT DATA (Cont.)

Post Flight Report (PFR)

A Post Flight Report is printed at eighty knots plus thirty seconds • FAILURE MESSAGES shows maintenance messages
after touchdown, or after a ground run. including Clear Language Message (CLM) given for the
associated ECAM Warning, or STS messages with
The PFR is the main source of information used to initiate additional details.
troubleshooting and to decide upon required maintenance actions. It
• ATA shows the ATA chapter for the primary component
lists fault data associated with the ECAM warning and uses Clear
suspected of the fault. This information is the entry point to
Language Message (CLM) form to provide some of its details.
the Troubleshooting Maintenance Manual. It may also be an
A backup of the printed PFR is available through the MCDU. The aid to the corresponding failure message and GMT. Note
backup should only be used if the printed PFR is not available, that CFDIU correlation of fault messages is based on the
because the information is less complete and not as easy to GMT and on the ATA chapter of the received failure
interpret. messages.
• SOURCE shows the system BITE or the computer that
The CFDIU correlates fault messages in order to limit the number generated the maintenance message retained by the CFDIU
printed on the PFR, and to give maintenance staff the root cause of for this event.
the fault.
• IDENTIFIERS are the computers that have reacted in
PFR Display Data relation to the fault by generating external maintenance
messages not retained by the CFDIU.
• ECAM WARNING/MAINTENANCE STATUS MESSAGES
contains the warning messages as displayed on the upper ECAM
display unit, plus maintenance status (STS) messages. These
warning messages are shown with their ATA reference, an aid
for cross referencing with the maintenance message.

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POST FLIGHT REPORT DISPLAY DATA

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SOURCES FOR FAULT DATA Phase Code Meaning

Post Flight Report (PFR)
01 Electrical Power ON before first engine start
PFR Display Data (Cont.)
Electrical start, plus three minutes up to
02
• FLIGHT PHASE & GMT are flight operational phases (CLIMB, Take Off/Go Around (TOGA) power
CRUISE, etc.) indicated in coded form on the PFR in front of
the message. Together with the time (GMT), these show the 03 TOGA power up to 80 knots
stage, or phase, in which the failure occurred.
04 80 knots up to liftoff
Note that If the fault appears and disappears several times during
the same flight, the corresponding fault message is transmitted only
at first detection. The ECAM warning for a Class 1 fault or the 05 Climb
maintenance status for a Class 2 STS fault may be repeatedly
displayed in the flight deck and transmitted to the CFDIU even if
there is only one associated fault message. 06 Cruise

Maintenance staff must correlate information in the fault message 07 Descent

and Class 1 ECAM warning or Class 2 maintenance status. The
ATA chapter, GMT and flight phase must be used.. 08 Touchdown to 80 knots
The flight phase appears in coded numerical form. More information
on each phase is shown in the chart. 09 80 knots to last engine shutdown

. Second engine shutdown after flight, plus

10
five minutes

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PFR CORRELATION OF INFORMATION

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FLIGHT PHASE DECODING

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SOURCES FOR FAULT DATA (Cont.)

Centralized Fault Display System (CFDS)

The Centralized Fault Display System provides maintenance

engineers with a central maintenance aid to interrogate at the
system or sub-system level. The CFDS consists of both the Built In
Test Equipment (BITE) and the Centralized Fault Display Interface
Unit (CFDIU).

• The BITE continuously monitors aircraft system operation.

Detection of failures, as well as processing and formatting of
the failure messages to be displayed, is a function of each
aircraft system’s BITE.

Information from the BITE is coordinated by the Centralized Fault

Display Interface Unit (CFDIU).

BITE information is interrogated using an MCDU located on the

flight deck. Note that there are two MCDUs: the captain’s and the
first officer’s. Only one must be used for interrogation at a time.

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CENTRALIZED FAULT DISPLAY SYSTEM

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SOURCES FOR FAULT DATA

Centralized Fault Display System (CFDS) (Cont.)

BITEs are provided with Flight and Ground memory zones to store Menu Mode
any reported faults. When a failure is detected, it is stored in the
BITE memory and transmitted to the CFDIU. The CFDIU will In this mode, the CFDIU interfaces with one computer at a time in
memorize these CLMs to generate the CURRENT (LAST) LEG order to read the contents of its BITE memory and to initiate various
REPORT. The BITE for each system memorizes 64 previous system tests. This mode can only be selected on the ground and
reports. interrupts Normal Mode operation.

Reading or printing of all failure information is done in the flight

deck. The Flight Warning Computer (FWC) sends the ECAM
messages to the CFDIU. The CFDIU will memorize these
messages to generate the CURRENT (LAST) LEG REPORT.

CFDS Modes

The CFDS has both Normal and Menu modes.

Normal Mode

In this mode, the CFDIU scans all the connected system outputs
and memorizes the failure messages in order to generate the
CURRENT (LAST) LEG REPORT and the CURRENT (LAST) LEG
ECAM REPORT. In flight, the CFDS always operates in Normal
Mode.

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CENTRALIZED FAULT DISPLAY – BITE MEMORY ZONES

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TYPES OF FAULT ACRONYMS

Fault acronyms are crucial fault information found in the CFDS. Fault Acronym
When attached to the end of a system abbreviation, the acronym
indicates the troubleshooting process to use.
Track Check XXXTK
Fault acronyms will always generate a Clear Language Message
(CLM) and should always be used to identify the correct task in the Input Latch XXXL
Troubleshooting Maintenance Manual. A complete listing of all Full
Authority Digital Electronic Information (FADEC) fault acronyms
and descriptions can be found in the TSM 73-00-00 PB 301. Wrap Around Failure XXXWAF

Faults and their acronyms are shown in the chart.

Cross Check Failure XXXXCF

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TYPES OF FAULT ACRONYMS (Cont.)

Track Check Failure (XXXTK)

Track Check faults occur when position feedback indicates the

component is not in its commanded position. The EEC compares
the positional feedback provided by the LVDT against the
commanded position from the EEC.

This fault is typically caused by external mechanical interference or

internal component mechanical failure.

For example:

A Stator Vane Actuator has a track check fault in Channel A,

resulting in the following CLM and fault acronym.

Clear Language Message (CLM) ATA ACRONYM

CHA VSV ACT/HC/EEC # 753241 SVATK

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TRACK CHECK FAILURE

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TYPES OF FAULT ACRONYMS (Cont.)

Input Latch Failure (XXXL)

Input Latch faults occur when failure of a system input is detected,

The EEC checks the input signal from a feedback device for range
and rate of change. This test is only carried out on the input signal
to the EEC. If the feedback signal is outside its specified range limit
or changes at a rate faster than physically possible, the EEC will
latch this failure.

This fault may be caused by an open circuit, partial open circuit,

short-to-ground or wire-to-wire short.

For example:

The Stator Vane Actuator has an Input Latch fault in Channel A that
results in the following CLM and fault acronym.

Clear Language Message (CLM) ATA Acronym

CHA VSV ACT/HC/EEC# 753214 SVAL

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INPUT LATCH FAILURE

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TYPES OF FAULT ACRONYMS (Cont.)

Wrap Around Failure (XXXWAF)

Wrap around faults occur when a failure is detected in the output

circuitry of a system. The EEC sends a command current or voltage
through the solenoid or torque motor coil and expects an equal
value in return. If the return current value does not equal the
command value, the EEC will detect a wraparound fault. This test is
only carried out on an EEC output circuit.

The devices associated with wrap around faults are solenoids and
torque motor windings.

This fault can be caused by an open circuit, short-to-ground or wire-

to-wire short.

Example: a Stator Vane Actuator wrap around fault in Channel A

results in the following CLM and fault acronym.

Clear Language Message (CLM) ATA Acronym

CHA VSV ACT/HC/EEC# 753241 SVAWAF

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WRAP AROUND FAILURE

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TYPES OF FAULT ACRONYMS (Cont.)

Crosscheck Failure (XXXXCF)

Crosscheck faults occur when a difference is detected in the NOTE

feedback from the sensors of Channel A and Channel B, such as
LVDTs, thermocouples or microswitches. Check failure will always be set in both channels.

The EEC compares the input or positional feedback signal from Look for fault acronyms (XXXL) set against the same feedback
Channel A to the input from Channel B. This is carried out on an device. If found, this fault should undergo troubleshooting first.
EEC input circuit.
When both feedbacks are within specified range and rate limits, the
Example: EEC can not confirm which input is valid and will set the XXXCF
fault in both channels.
A Stator Vane Actuator Crosscheck Fault in Channel A results in
the following message:

Clear Language Message (CLM) ATA Acronym

CHA VSV ACT/HC/EEC# 753241 SVAXCF

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CROSSCHECK FAILURE

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ACCESSING FAULT DATA USING THE MCDU

Finding collected fault information in the Centralized Fault Display 3. Select System Report Test on the CFDS page.
System (CFDS) requires use of the Multipurpose Control and
Display Unit (MCDU). Part of the flight deck panel display, the 4. Press the NEXT PAGE key on the Function keypad.
MCDU features Line Entry keys to access information about the
detected fault. 5. Press the Line Entry Key next to the ENG indication to access
logged engine faults.
The MCDU illustration on the following page shows a typical
method of accessing the CFDS for an engine fault. 6. Press the Line Entry Key next to FADEC 1A.

The PFR and observations from the flight crew provide initial 7. Press the Line Entry Key next to LAST LEG REPORT.
indications of the fault, leading to determination of the specific
system area and the fault class, used for further investigation.

In the example below, the PFR indicated a double Class 2 fault on

both the Variable Stator Vane and the 2.5 bleed valve on the No. 1
engine. Both faults are in Channel A, but occurred at different times
in the flight. The following steps demonstrate how to use the MCDU
to find out more information on one of the faults.

1. Power up the FADEC and access the MCDU.

2. Enter the CFDS system by pressing the Line Entry key beside
the CFDS indication on the screen.

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ACCESSING THE FAULT ACRONYM ON THE MCDU (1 OF 2)

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LAST LEG REPORT

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ACCESSING FAULT DATA USING THE MCDU (Cont.) Troubleshooting data can be accessed in these locations:
• Fault Cells 01-45 = FLIGHT DATA
8. Examine the screen, which shows the FADEC 1A – LAST
LEG REPORT page. It displays the following information: • Fault Cells 46-80 = GROUND DATA

• a Clear Language Message (CHA VSV ACT/HC/EEC1) • Fault Cells 61-69 = Class 3

In the example, the CLM was stored in Cell Number (01).

• an ATA reference number (75 32 41)
11. Press the Line Entry Key next to FLIGHT DATA.
• date and time the fault occurred (Nov 16 15:17).
This page shows some of the details of all engine and aircraft
The indication is the same fault as seen on the PFR. The fault parameters when the fault occurred. While these details may
cell number, which was not shown on the PFR, is seen on this not be useful at this time, they will assist further investigation by
screen next to the CLM, Cell Number (01). The fault cell number engineers if the fault proves to be persistent. More important for
is needed to find the fault acronym associated with the CLM. this level of fault diagnosis is the fault acronym (SVWAF) given
and annotated with the same Cell Number (01) as the previous
9. Press the Line Entry Key next to RETURN to go back one level. In this case, SVWAF indicates that the Stator Vane
menu page for further fault interrogation. Actuator has a latch failure. It also shows there is an additional
page, as a forward arrow is given at the top right hand corner.
10. This screen is now the FADEC 1A for System Report/Test .
Press the Line Entry Key next to TROUBLESHOOTING to go 12. Pressing the NEXT PAGE key on the function keypad takes you
to the Troubleshooting menu page. The FADEC 1A – to the final page.
TROUBLESHOOTING menu page again requires an entry to
identify where the fault occurred. The fault cell number 13. More engine and aircraft parameters are provided here together
obtained earlier determines where to look for the fault with the same fault acronym and Cell Number details as before.
acronym that is associated with the CLM.

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ACCESSING THE FAULT ACRONYM ON THE MCDU (2 OF 2)

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FAULT ACRONYM

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ACCESSING FAULT DATA USING THE MCDU (Cont.)

Parameter Description

Parameter descriptions used in the MCDU on the A5 powered

aircraft are in imperial units.

Below is a description of the additional engine information displayed

when a fault occurs.

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Parameter Description Parameter Description

FAULT Acronym PB HPC delivery pressure in PSIA

ALT A/C altitude (fault recording) FLTPH Flight phase (fault recording)

N1/N2 RPM values BACKUP Channel in backup mode when fault recorded

EPRI Actual EPR (fault recording) P2 Inlet pressure in PSIA

T5 EGT values in degree B25 2.5 bleed valve ram travel in inch

Stator vane actuator travel in

SVA MN Mach number (fault recording)
inch

T2 Inlet temperature in degree C LEG EEC total flight leg

Channel in control when fault

INCON HOURS EEC run time
was recorded (1 = in control)
Thermocouple cold junction
TCJC WOW Weight on Wheels (1 = on ground)
(internal EEC temp. in degree C)

FF Fuel flow in PPH

PARAMETER DESCRIPTION

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ACCESSING FAULT DATA USING THE MCDU (Cont.)

A1-Powered A320 MCDU Screen

The same process is used to access the fault code for this aircraft
as for the fault acronym in the A5 powered aircraft.

However, the final fault display is different as the parameters in the

MCDU are shown as alphanumeric codes.

In the image shown below, the Fault Code is EA, Fuel Diverter
Valve Failure. This code could be also be given as a numerical
value.

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FAULT CODE

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ACCESSING FAULT DATA USING THE MCDU (Cont.)

MCDU Flow Chart

The chart below shows the selection process route map to obtain
the required fault acronym using the MCDU.

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MCDU SCREEN ROUTE MAP

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LOCATING TROUBLESHOOTING PROCEDURES

Overview

A fault reported by the flight or maintenance crew is used as an

entry point into the Troubleshooting Manual (TSM). Depending on
the type of fault, and using information from the various data
sources, the troubleshooter is directed to the corresponding fault
isolation procedure.

Note that the first step of troubleshooting is turning on the EEC

power.

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INFORMATION UNITS FOR TROUBLESHOOTING

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LOCATING TROUBLESHOOTING PROCEDURES For further fault isolation, use the source column and/or CFDS fault
message identifiers column. Due to the number of possible
Overview (Cont.) identifiers, the fault message identifier in the Troubleshooting
Manual must be the same as on the PFR.
Use the following procedure to troubleshoot upper ECAM warnings,
ECAM STS maintenance messages or CFDS fault messages. Correct interpretation of PFR information quickly locates the
appropriate troubleshooting task for a particular system problem.
1. Compare the ECAM warning or ECAM STS message with the
CFDS failure message, if applicable, using the time code to In the example below, a problem is detected with the Engine 1
obtain the fault symptom and the ATA chapter reference. Compressor Vane. This message appeared on the upper ECAM as
an ECAM Warning, which is a Class 1 failure and is not
2. Using the troubleshooting function of AirN@v, input the fault dispatchable.
symptom, correlate the CFDS message and retrieve the
associated fault isolation procedure in the TSM. Retrieve the The CFDS Fault Message is text contained under the heading
Fault Acronym (A5 engines) or Fault Code (A1 engines) by FAILURE MESSAGES on the PFR. Again, in this example, the
interrogating the CFDS through the MCDU. This takes you to Failure Message that is linked to the ENG 1 COMPRESSOR VANE
the relevant fault isolation procedure steps in the TSM task. is : CHA VSV ACT/HC EEC1.

NOTE The text along with the ATA reference number i73-32-41 and the
Source, EIU1FAD, are copied into the associated text boxes in the
A time difference of one to three minutes between the fault AirN@v troubleshooting section.
message and the warning message may occur due to the CFDIU
internal behavior. All faults producing a flight deck effect and NOTE
detected by the systems are covered by a Class 1 or 2 message
and transmitted to the Centralized Fault Display Interface Unit Defining the class of failure further refines task identification. In this
(CFDIU). Class 1 ECAM MAINTENANCE STATUS messages are case, an upper ECAM warning message indicates a CLASS 1 fault.
always presented in the PFR at the end of the flight.

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FAULTS APPEARING ON POST FLIGHT REPORT (PFR)

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LOCATING TROUBLESHOOTING PROCEDURES (Cont.)

Using AirN@v

Accessing the program presents the display shown below.

Selection of the Troubleshooting Manual (TSM) requires inserting a
known troubleshooting task reference number in order to continue.
Unless a procedural task has already been identified during a
previous investigative activity, using the TSM is not practical, as its
use is dependent on knowing which system has the fault and how
this fault is being displayed or indicated.

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TROUBLESHOOTING SECTION OF THE AIRN@V MENU

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v (Cont.)

ECAM Warning Messages

In this example, an ECAM Warning ENG 1 COMPRESSOR VANE

message has been indicated on the upper ECAM screen.

The graphic below shows the PFR with the following information.

Warning/Maint. Status Message= ENG 1 COMPRESSOR VANE

Failure Message = CHA VSV ACT/HC/EEC1

ATA – 75-32-41

SOURCE = EIU1FAD

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POST FLIGHT REPORT SHOWING ECAM WARNING MESSAGES

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

ECAM Warning Messages (Cont.)

1. Select Troubleshooting procedures from the opening screen.

The screen below displays.

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ECAM WARNING STEP 1

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

ECAM Warning Messages (Cont.)

2. Enter the ECAM Warning indicated on the upper ECAM screen,

and the associated ATA number found on the PFR printout.

ECAM Warning:

ENG 1 COMPRESSOR VANE

ATA NUMBER:

77-11

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ECAM WARNING STEP 2

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v (Cont.)

FAILURE Message

Failure messages will be printed on the lower part of the PFR

report. These messages can be aligned with the ECAM warning by
matching the time code (GMT) +/- 2 minutes. These messages take
the form of a Clear Language Message (CLM) and have a more
detailed ATA number with them.

ATA MESSAGE

75-32-41 CHA VSV ACT/HC/EEC1

1. Match this to any of the following given under Failure

Messages (6 entry points) and select “Open” to enter the
relevant Troubleshooting Task list in AirN@v below.

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FAILURE MESSAGES

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v (Cont.)

Fault Isolation

Once the Troubleshooting Manual is open at the relevant section for

Fault Isolation, you are automatically positioned in the Task Sheet
required to isolate the fault.

The symptoms indicate a Variable Stator Vane Actuator failure. The

procedure will guide you through the required steps.

1. Reference the fault acronym. The acronym provided is

SVAWAF (Stator Vane Actuator Wraparound Fault). The EEC
has detected failure of continuity of the torque motor and has
generally indicated the fault lies somewhere in the circuit
between or including the EEC to the torque motor of the VSV
Actuator.

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FAULT ACRONYM

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

Fault Isolation (Cont.)

2. Isolate the fault to a specific area by scrolling down to find the

correct acronym on the Troubleshooting task list, which indicates
the checks to be carried out for the engine. Checks include
simple inspection of electrical plugs and wiring, and continuity
checks of wirings and associated components, together with
necessary actions.

3. Find associated wiring diagrams by clicking the Reference

Sheets button on the top left of the page. This provides a
representative diagram representation of the wiring checks you
have been asked to complete in the Troubleshooting section,
together with resistance values (in this case, for the VSV
Actuator Torque motor).

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FAULT ISOLATION WIRING CHECKS

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LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v (Cont.)

ECAM Status Messages

The presence of an ECAM Status Message (STS) is automatically

displayed on the upper ECAM screen during Flight Phase 1,
Electrical Power “on” before first engine start, and Flight Phase 10,
when the second engine has been shut down after the flight. The
message highlights a problem or degradation in the built-in
redundancy facility of the FADEC system.

1. The Status Page can then be selected by pressing the STS button on the
Systems Page Select Panel. This provides information under the
Maintenance heading regarding failure. For example: ENG 1 FADEC.

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ECAM STATUS: INOPERATIVE SYSTEMS AND MAINTENANCE (1 of 2)

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Troubleshooting

LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

ECAM Status Messages

2. A Maintenance Status Message indicated on the upper ECAM

screen is signaled by STS. This can be referred to on the Post
Flight Report, similar to the ECAM Warning, again with ATA
number 77-11.

Maintenance Status Messages are identified in one of two ways,

as shown by the example on the PFR.

• ENG 1(2) FADEC: Use this message to enter AirN@v, using the
Maintenance Status entry point. In the example below, the PFR
shows Eng 1 FADEC with an ATA number of 77-11 in flight
phase 6.
• ENG 1(2) EIU: In the Failure Messages, the associated CLM is
CHA 2.5 BLD ACT/HC/EEC1 with an ATA number 75-31-00
and the source is EIU1FAD.

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ECAM STATUS: INOPERATIVE SYSTEMS AND MAINTENANCE (2 of 2)

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Troubleshooting

LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

ECAM Status Message (Cont.)

3. Follow the same process as with the ECAM Warning to reach the
fault isolation page.

ATA Message

Maintenance Status = 77 11 ENG 1 FADEC

Fault Messages = 75-31-00 CHA 2.5 BLD ACT/HC/EEC1

.
When the fault isolation task is again revealed, the associated fault
acronym will be needed from the MCDU FADEC Troubleshooting
screen to isolate the fault.

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Troubleshooting

ECAM STATUS – FAULT ISOLATION PAGE

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Troubleshooting

LOCATING TROUBLESHOOTING PROCEDURES

Using AirN@v

CFDS Fault Message

Entry into the AirN@v troubleshooting section can be directly

accessed using the CFDS fault message option.

The CLM from the Failure Messages section of the PFR can be
used as a CFDS fault message.

The associated CLM is FUL DIV RET VLV/HC/EEC1, with ATA

number 73-13-42. The source is EIU1FAD.
Note that the fault acronym is still necessary to select the correct
fault isolation procedures and requires interrogation of the engine
EEC via the MCDU. It is recommended to interrogate both channels
of the EEC.

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Troubleshooting

ECAM STATUS – CFDS FAULT MESSAGES

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Troubleshooting

ECAM STATUS – FAULT ISOLATION PAGE

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