V2500 LINE AND BASE MAINTENANCE

Thrust Reverser

CHAPTER 15

THRUST REVERSER
ATA 78

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PROPRIETARY INFORMATION
INFORMATION
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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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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 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 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 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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