Training Manual

ATA 71-80
Engine PW 4168
ATA 30-21
Engine Air Intake Ice
Protection
Level 3

Lufthansa Issue: Sep 2002

Technical Training GmbH For Training Purposes Only
Book No: A330 71-80 PW L3 Lufthansa Base  Lufthansa 1998
For training purposes and internal use only.
Copyright by Lufthansa Technical Training GmbH.
All rights reserved. No parts of this training
manual may be sold or reproduced in any form
without permission of:

Lufthansa Technical Training GmbH

Lufthansa Base Frankfurt

D-60546 Frankfurt/Main
Tel. +49 69 / 696 41 78
Fax +49 69 / 696 63 84

Lufthansa Base Hamburg

Weg beim Jäger 193
D-22335 Hamburg
Tel. +49 40 / 5070 24 13
Fax +49 40 / 5070 47 46
 TABLE OF CONTENTS
ATA 71-80 EN- ENGINE MAJOR MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
GINE PW 4168 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
COMPRESSOR INLET CONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 FAN BLADES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
............................................................. 1 FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . 42
LOW PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
LPC / LPT COUPLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
ATA 71 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FAN CASE ASSEMBLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
INTERMEDIATE CASE FRONT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
71-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
INTERMEDIATE CASE REAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
ABBREVIATIONS , SYMBOLS , TERMS . . . . . . . . . . . . . . . . . . . . . . . . 2
HIGH PRESSURE COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 DIFFUSER CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
PW 4168 DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 HIGH PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
ENGINE OPERATING LIMITS AND GUIDELINES . . . . . . . . . . . . . . . . 9 LOW PRESSURE TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 TURBINE EXHAUST CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 16 72-00 ENGINE BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
73-20 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FADEC GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
ENGINE CONTROL PB‘S AND SWITCHES . . . . . . . . . . . . . . . . . . . . . 20 AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76

ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . 78

72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 71-00 ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . 78
ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 THRUST REVERSER DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
ENGINE STATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 ENGINE COWL LOAD SHARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
ENGINE MAIN BEARINGS AND BEARING COMPARTMENTS . . . . 26 REVERSER DOOR LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
NO.1, 1.5, AND 2 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . 28 MAINTENANCE ACCESS DOORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
NO.3 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 INNER COWL L/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
NO. 3 BEARING BUFFER COOLING AIR . . . . . . . . . . . . . . . . . . . . . . . 32 INNER COWL R/H . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 90
BEARING NO. 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 REVERSER COWLING SUPPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92

Page i
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MANUAL DOOR OPENING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
ATA 71 POWER PLANT DRAINS . . . . . . . . . . . . . . 96 OIL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
PRESSURE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
71-70 DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
SCAVANGE SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
BREATHER SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
COMPONENTS LEFT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
COMPONENTS RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 79-00 OIL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . 142
ENGINE DRAIN MAST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102 ENGINE OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
HYDRAULIC CONNECTOR DRIP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104 LURICATION AND SCAVENGE OIL PUMP . . . . . . . . . . . . . . . . . . . . . . 146
ENGINE LEAKAGE LIMITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106 MAIN OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
SERVO FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
ENGINE AIR / OIL HEAT EXCHANGER VALVE . . . . . . . . . . . . . . . . . . 152
ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 108 ENGINE AIR / OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . 154
FUEL / OIL COOLER BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . 156
73-00 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . 108 FUEL / OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108 FUEL / OIL COOLER OUTLET MANIFOLD . . . . . . . . . . . . . . . . . . . . . . 160
DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 TRIM METERING PLUG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
ENGINE FUEL AND CONTROL COMPONENTS RIGHT SIDE . . . . . 112 LAST CHANCE OIL STRAINERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 164
ENGINE FUEL AND CONTROL COMPONENTS LEFT SIDE . . . . . . 114 MAGNETIC CHIP DETECTORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
ATA 73 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . 116 NO. 3 BEARING COMPARTMENT BREATHER RESTRICTOR
FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
FUEL BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 DEOILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
FUEL BYPASS VALVE OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 DEOILER VENT DUCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 170
FUEL / OIL COOLER AND BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . 122 ENGINE OIL COOLING AND FUEL HEATING . . . . . . . . . . . . . . . . . . . 172
FUEL METERING UNIT ( FMU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
............................................................. 124
FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126
ATA 79-30 OIL
FUEL INJECTOR / SUPPLY MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . 128
INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . 176
SERVO FUEL HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130 INDICATING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
FUEL FLOW TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
FUEL TEMPERATURE SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 178
FILTER DIFF PRESS SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134 OIL OUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 180
OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 182

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LOW OIL PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 184 FREOUENCY ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 236
OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 186 DISCRETE INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 238
OIL FILTER CLOGGING INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . 188 DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 240
NACELLE TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . 242

ATA 79 ENGINE OIL . . . . . . . . . . . . . . . . . . . . . . . . . 190

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 244
24-21 IDG OIL COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 190
IDG OIL COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 73-20 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
IDG AIR / OIL HEAT EXCHANGER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 194 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 244
IDG AIR / OIL HEAT EXCHANGER VALVE . . . . . . . . . . . . . . . . . . . . . . 194 ADIRU / EEC INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 246
FUEL OIL COOLER AND BYPASS VALVE . . . . . . . . . . . . . . . . . . . . . . 196 EEC CONTROL FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 248
EEC COMPONENT SCHEDULE SUMMARY . . . . . . . . . . . . . . . . . . . . 202 ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 250
BURNER PRESSURE SENSE LINE ( PB ) . . . . . . . . . . . . . . . . . . . . . . 252
FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 254
ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . 204 ENGINE RELAY UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
BIFURCATION CONDUIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 256
77-OO ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . 204
PERMANENT MAGNET ALTERNATOR ( PMA ) . . . . . . . . . . . . . . . . . 258
INDICATION GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 204
EEC CHANNEL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 260
POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 EEC INTERFACE OF START AND IGNITION SYSTEM . . . . . . . . . . . 262
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 206 EEC NACELLE SYSTEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 264
EPR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 208 FADEC IDLE SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 266
TEMPERATURE INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 210 EPR RATINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 268
EGT SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 212 N1 RATED MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
LOW ROTOR SPEED INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 214 N1 UNRATED MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 272
N1 MODE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 216 CENTRAL MAINTENACE SYSTEM ( CMS ) . . . . . . . . . . . . . . . . . . . . . 274
HIGH ROTOR SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 276
HIGH ROTOR SPEED INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 220 HEADER CELL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 278
ENGINE SYSTEM DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 222 FAULT CELL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 280
ENGINE VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 224 EEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 282
EIVMU . . . . 228 SUBSYSTEM TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 284
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 228 SUBSYSTEM TESTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 286
EIVMU CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 PROBE HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 290
FAN UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 232 AUTOMATIC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 292
MAX FLIGHT VIBRATION DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . 234 AIRCRAFT POWERED OUTPUT TEST . . . . . . . . . . . . . . . . . . . . . . . . . 294

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EEC GROUND REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 302 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342
OTHER FAULT REPORTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 304 NCC COOLING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 344
NACELLE CORE COMPARTMENT COOLING VALVE . . . . . . . . . . . . 346
ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 348
ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
75-30 COMPRESSOR AIRFLOW CONTROL SYSTEM . . . . . . . . 306 ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 350
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 306
2.5 BLEED SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 76-00 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 308 HP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
2.5 BLEED VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 LP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 352
2.5 BLEED VALVE ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 310 ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 354
THROTTLE ADJUSTMENT RODS / THROTTLE RESOLVER . . . . . . 356
2.9 BLEED SUBSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 312
2.9 START / STABILITY BLEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 314 ATA 74 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . 358
2.9 START / STABILITY BLEED VALVE SOLENOID . . . . . . . . . . . . . . 316
PNEUMATIC RELAY VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 318 GENERAL 358
VARIABLE STATOR VANE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 360
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 320 ENGINE CMS IGNITION TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 364
VSV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322
VSV BELLCRANK AND UNISION RING ADJUSTER LINKS . . . . . . . 322
VSV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 322 ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 366
STATOR VANE ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 324
GENERAL 366
STATOR VANE LINKAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 326
STARTER AND STARTER SPEED SENSOR . . . . . . . . . . . . . . . . . . . . 368
75-24 TURBINE CASE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . 328 STARTER AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 370
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 328 STARTER AIR VALVE SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 372
TURBINE CASE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 330 AUTOMATIC STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 374
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 332 MANUAL STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 376
75-25 TVBC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334 DRY MOTORING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 378
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334 WET MOTORING PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 380
TVBC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 336
TVBC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 338
TVC AIR DUCTS AND TBC AIR TUBES . . . . . . . . . . . . . . . . . . . . . . . . 340 ATA 78 THRUST REVERSER . . . . . . . . . . . . . . . . . 382
75-26 NCC COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 342 GENERAL 382

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 TABLE OF CONTENTS
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 382
EEC REVERSER INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 384
ACTUATION SYSTEM ( STOWED AND LOCKED ) . . . . . . . . . . . . . . . 386
ACTUATION SYSTEM ( ACTIVATED ) . . . . . . . . . . . . . . . . . . . . . . . . . . 388
ACTUATION SYSTEM ( DEPLOYED ) . . . . . . . . . . . . . . . . . . . . . . . . . . 390
ACTUATION SYSTEM ( STOWING ) . . . . . . . . . . . . . . . . . . . . . . . . . . . 392
THRUST REVERSER CONTROL ( DEPLOY ) . . . . . . . . . . . . . . . . . . . 394
THRUST REVERSER CONTROL ( STOW ) . . . . . . . . . . . . . . . . . . . . . 394
REVERSER ACTUATION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . 396
HYDRAULIC ISOLATION VALVE / HYDRAULIC FILTER . . . . . . . . . . 398
DIRECTIONAL CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400
LOCKING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 402
FEEDBACK ACTUATOR / LVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 404
SYNCHRONOUS SHAFT / MANUAL DRIVE ASSEMBLY . . . . . . . . . 406
TRANSCOWL LOCKING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 408
HANDWIND UNIT / MANUAL OPERATION . . . . . . . . . . . . . . . . . . . . . . 410
THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . 412
DEACTIVATION CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 414

ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 416

30-20 ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . . . . . 416
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 416
ENGINE - LEFT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418
ENGINE - RIGHT SIDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 418
ENGINE NACELLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 420
AIR INTAKE ANTI ICE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 422
ANTI ICE TUBES AND MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . 424
HPC BLEED AIR FILTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 426

Page v
TABLE OF FIGURES
Figure 1 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Figure 36 Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Figure 2 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Figure 37 Engine Borescope Views . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Figure 3 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Figure 38 Borescope Access Ports - Left Side . . . . . . . . . . . . . . . . 70
Figure 4 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Figure 39 Borescope Access Ports - Left Side . . . . . . . . . . . . . . . . 71
Figure 5 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Figure 40 Borescope Access Ports - Right Side . . . . . . . . . . . . . . . 72
Figure 6 Abbreviation list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Figure 41 BORESCOPE ACCESS PORTS - RIGHT SIDE . . . . . . 73
Figure 7 Idle Power Performance Data . . . . . . . . . . . . . . . . . . . . . . . 10 Figure 42 Forward Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 8 Cruise Power Performance Data . . . . . . . . . . . . . . . . . . . . 11 Figure 43 Aft Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Figure 9 Take-off Power Performance Data . . . . . . . . . . . . . . . . . . . 12 Figure 44 Forward Fan Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 10 Nacelle Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 Figure 45 Aft Fan Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
Figure 11 FADEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Figure 46 Thrust Reverser with Subsystems . . . . . . . . . . . . . . . . . . 83
Figure 12 FADEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Figure 47 Load Sharing ” V ” Blades and Grooves . . . . . . . . . . . . . 85
Figure 13 Engine Controls and Switching . . . . . . . . . . . . . . . . . . . . . 21 Figure 48 Reverser Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Figure 14 Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23 Figure 49 Maintenance Access . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 15 Engine Flanges and Stations . . . . . . . . . . . . . . . . . . . . . . 25 Figure 50 LH / RH Inner Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 16 Engine Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 Figure 51 Retractable Support Rods . . . . . . . . . . . . . . . . . . . . . . . . . 93
Figure 17 1, 1,5 and 2 Bearing Compartment . . . . . . . . . . . . . . . . . 29 Figure 52 Reverser Opening and Closing . . . . . . . . . . . . . . . . . . . . . 95
Figure 18 No.3 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . 31 Figure 53 Power Plant Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 19 No. 3 Buffer Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . 33 Figure 54 Drains Left Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 20 No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . 35 Figure 55 Drains Right Side . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 21 Engine Major Assemblies . . . . . . . . . . . . . . . . . . . . . . . . . 37 Figure 56 Drain Mast . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
Figure 22 Compressor Inlet Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 Figure 57 Hydraulic Connector Drip Pan . . . . . . . . . . . . . . . . . . . . . . 105
Figure 23 Fan Blade Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41 Figure 58 Engine Leakage Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 24 Fanblade Removal 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43 Figure 59 Engine Fuel System Components . . . . . . . . . . . . . . . . . . 109
Figure 25 Fanblade Removal 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 Figure 60 Engine Fuel Control System Schematic . . . . . . . . . . . . . 111
Figure 26 Low Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . 47 Figure 61 System Components Right Side . . . . . . . . . . . . . . . . . . . . 113
Figure 27 LPC/LPT Coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49 Figure 62 System Components Left Side . . . . . . . . . . . . . . . . . . . . . 115
Figure 28 Fan Case Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51 Figure 63 Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Figure 29 Intermediate Case Front . . . . . . . . . . . . . . . . . . . . . . . . . . 53 Figure 64 Fuel Bypass Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
Figure 30 Intermediate Case Rear . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Figure 65 Fuel Bypass Vave Operation . . . . . . . . . . . . . . . . . . . . . . . 121
Figure 31 High Pressure Compressor . . . . . . . . . . . . . . . . . . . . . . . . 57 Figure 66 Fuel Oil Cooler and Bypass Valve . . . . . . . . . . . . . . . . . . 123
Figure 32 Diffuser Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59 Figure 67 Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Figure 33 High Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61 Figure 68 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Figure 34 Low Pressure Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63 Figure 69 Fuel Injector / Supply Manifolds . . . . . . . . . . . . . . . . . . . . 129
Figure 35 Turbine Exhaust Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65 Figure 70 Servo Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131

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TABLE OF FIGURES
Figure 71 Fuel Flow Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 133 Figure 106 Heat / Air Management Summary 1 . . . . . . . . . . . . . . . 200
Figure 72 Fuel Temperature Sensor / Fuel Diff Press Switch . . . . 135 Figure 107 Heat / Air Management Summary 2 . . . . . . . . . . . . . . . 201
Figure 73 Oil System Components . . . . . . . . . . . . . . . . . . . . . . . . . . 137 Figure 108 EEC Controlled Component Schedule Summary . . . . 203
Figure 74 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 139 Figure 109 Flight Deck Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205
Figure 75 Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141 Figure 110 EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207
Figure 76 Oil System Componet Location . . . . . . . . . . . . . . . . . . . . 143 Figure 111 EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209
Figure 77 Engine Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 112 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 211
Figure 78 Lubrication and Scavenge Oil Pump . . . . . . . . . . . . . . . . 147 Figure 113 EGT Interface and Thermocouples . . . . . . . . . . . . . . . . 213
Figure 79 Main Oil Filter and Housing . . . . . . . . . . . . . . . . . . . . . . . . 149 Figure 114 N1 ECAM Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 215
Figure 80 Servo Fuel Heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151 Figure 115 N1 Mode Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 217
Figure 81 Engine Air / Oil Heat Exchanger Valve . . . . . . . . . . . . . . 153 Figure 116 N2 Speed Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 219
Figure 82 Engine Air / Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . 155 Figure 117 N2 Interface and ECAM Indication . . . . . . . . . . . . . . . . . 221
Figure 83 Fuel / Oil Cooler Bypass Valve . . . . . . . . . . . . . . . . . . . . . 157 Figure 118 Engine System Display . . . . . . . . . . . . . . . . . . . . . . . . . . 223
Figure 84 Fuel / Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159 Figure 119 Engine Vibration Indication System . . . . . . . . . . . . . . . . 225
Figure 85 Fuel / Oil Cooler Outlet Manifold . . . . . . . . . . . . . . . . . . . 161 Figure 120 Vibration Accelerometer Bearing No. 1 . . . . . . . . . . . . . 226
Figure 86 Trim Metering Plug Selection Schematic . . . . . . . . . . . . 163 Figure 121 Vibration Accelerometer Exhaust Case . . . . . . . . . . . . . 227
Figure 87 Last Chance Oil Strainers . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 122 EIVMU System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . 229
Figure 88 Magnetic Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . 167 Figure 123 EIVMU Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . 231
Figure 89 No. 3 Bearing Compartment Breather Restrictor Valve 169 Figure 124 EIVMU Fan Unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . 233
Figure 90 Deoiler and Vent Duct . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 125 EIVMU Max Flight Vibration Display . . . . . . . . . . . . . . . 235
Figure 91 Engine Oil Cooling / Fuel Heating ( Closed Position ) . . 173 Figure 126 Frequency Analysis Readout . . . . . . . . . . . . . . . . . . . . . 237
Figure 92 Engine Oil Cooling / Fuel Heating ( Open Position ) . . . 175 Figure 127 Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 239
Figure 93 Oil System Indication Components . . . . . . . . . . . . . . . . . 177 Figure 128 Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 241
Figure 94 ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 129 Nacelle Temperature Indication . . . . . . . . . . . . . . . . . . . 243
Figure 95 Oil Quantity Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 130 Aircraft / FADEC Interface . . . . . . . . . . . . . . . . . . . . . . . . 245
Figure 96 Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . 183 Figure 131 ADIRU Data Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . 247
Figure 97 Low Oil Pressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 132 EEC Control System Diagram . . . . . . . . . . . . . . . . . . . . 249
Figure 98 Oil Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 133 EEC Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 251
Figure 99 Oil Filter Differential Pressure Indication . . . . . . . . . . . . . 189 Figure 134 Burner Pressure Sense Line . . . . . . . . . . . . . . . . . . . . . . 253
Figure 100 IDG Oil Cooling System Schematic . . . . . . . . . . . . . . . . 191 Figure 135 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . 255
Figure 101 IDG Oil Cooling System Components . . . . . . . . . . . . . . 193 Figure 136 Bifurcation Conduit / Engine Relay Unit . . . . . . . . . . . . 257
Figure 102 IDG Air / Oil Heat Exchanger and Valve . . . . . . . . . . . . 195 Figure 137 Permanent Magnet Alternator . . . . . . . . . . . . . . . . . . . . . 259
Figure 103 Fuel Oil Cooler and Bypass Valve . . . . . . . . . . . . . . . . . 197 Figure 138 EEC Channel Switchover . . . . . . . . . . . . . . . . . . . . . . . . 261
Figure 104 Fuel Temperature Summary . . . . . . . . . . . . . . . . . . . . . . 198 Figure 139 EEC Start / Ignition Interface . . . . . . . . . . . . . . . . . . . . . 263
Figure 105 Fuel Temperature Control Summary . . . . . . . . . . . . . . . 199 Figure 140 EEC Interface with Nacelle Systems . . . . . . . . . . . . . . . 265

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TABLE OF FIGURES
Figure 141 Idle Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 267 Figure 176 TVBC Air Shutoff Solenoids . . . . . . . . . . . . . . . . . . . . . . 337
Figure 142 EPR Ratings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 269 Figure 177 TVBC Air Shutoff Valves . . . . . . . . . . . . . . . . . . . . . . . . . 339
Figure 143 N1 Rated Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 271 Figure 178 Cooling Air Ducts and Tubes . . . . . . . . . . . . . . . . . . . . . 341
Figure 144 N1 Unrated Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 273 Figure 179 NCC Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . . . 343
Figure 145 CMS EEC Main Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . 275 Figure 180 NCC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 345
Figure 146 EEC Last Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . 277 Figure 181 NCC Cooling Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 347
Figure 147 Header Cell Information . . . . . . . . . . . . . . . . . . . . . . . . . . 279 Figure 182 Accessory Cooling Components . . . . . . . . . . . . . . . . . . 349
Figure 148 Fault Cell Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 281 Figure 183 Throttle Control System . . . . . . . . . . . . . . . . . . . . . . . . . . 351
Figure 149 EEC System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 283 Figure 184 HP and LP Fuel Shutoff . . . . . . . . . . . . . . . . . . . . . . . . . . 353
Figure 150 EEC Actuators Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 285 Figure 185 Throttle Control / Artificial Feel Unit . . . . . . . . . . . . . . . . 355
Figure 151 EEC Thrust Reverser Test . . . . . . . . . . . . . . . . . . . . . . . 287 Figure 186 Artificial Feel Unit / Throttle Control Unit . . . . . . . . . . . . 357
Figure 152 EEC Thrust Reverser Test . . . . . . . . . . . . . . . . . . . . . . . 288 Figure 187 Ignition System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 359
Figure 153 EEC Probe Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . 291 Figure 188 Ignition System Schematic . . . . . . . . . . . . . . . . . . . . . . . 361
Figure 154 EEC Automatic Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . 293 Figure 189 Ignition Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . 363
Figure 155 EEC Engine Running Test . . . . . . . . . . . . . . . . . . . . . . . . 295 Figure 190 CMS Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 365
Figure 156 NAI System Indication Test . . . . . . . . . . . . . . . . . . . . . . . 297 Figure 191 Engine Starting System Components . . . . . . . . . . . . . . 367
Figure 157 NAI System Indication Test . . . . . . . . . . . . . . . . . . . . . . . 298 Figure 192 Engine Starter / Speed Sensor . . . . . . . . . . . . . . . . . . . . 369
Figure 158 Ground Harness Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . 301 Figure 193 Starter Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 371
Figure 159 EEC Ground Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 303 Figure 194 Starter Air Valve Solenoid . . . . . . . . . . . . . . . . . . . . . . . . 373
Figure 160 EEC Other Fault Reports . . . . . . . . . . . . . . . . . . . . . . . . 305 Figure 195 Engine Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . 375
Figure 161 Compressor Airflow Control System . . . . . . . . . . . . . . . 307 Figure 196 Engine Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 377
Figure 162 2.5 Bleed Subsystem . . . . . . . . . . . . . . . . . . . . . . . . . . . . 309 Figure 197 Dry Motoring Checklist . . . . . . . . . . . . . . . . . . . . . . . . . . . 379
Figure 163 2.5 Bleed Valve / Actuator . . . . . . . . . . . . . . . . . . . . . . . . 311 Figure 198 Wet Motoring Procedure . . . . . . . . . . . . . . . . . . . . . . . . . 381
Figure 164 2.9 Bleed Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . 313 Figure 199 Thrust Reverser . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 383
Figure 165 2.9 Bleed System Overview . . . . . . . . . . . . . . . . . . . . . . 315 Figure 200 EEc Interface with Reverser System . . . . . . . . . . . . . . . 385
Figure 166 Start / Stability Bleed valve Solenoid . . . . . . . . . . . . . . 317 Figure 201 Actuation System ( Stowed and Locked ) . . . . . . . . . . . 387
Figure 167 Pneumatic Relay Valve . . . . . . . . . . . . . . . . . . . . . . . . . . 319 Figure 202 Actuation System Activated . . . . . . . . . . . . . . . . . . . . . . 389
Figure 168 VSV System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 321 Figure 203 Actuation System Deployed . . . . . . . . . . . . . . . . . . . . . . 391
Figure 169 VSV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 323 Figure 204 Actuation System Stowing . . . . . . . . . . . . . . . . . . . . . . . . 393
Figure 170 Stator Vane Actuator Adjustment . . . . . . . . . . . . . . . . . . 325 Figure 205 Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . 395
Figure 171 Vane Control Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . 327 Figure 206 Actuation System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 397
Figure 172 Turbine Case Cooling Schematic . . . . . . . . . . . . . . . . . . 329 Figure 207 Isolation Valve / Hydraulic Filter . . . . . . . . . . . . . . . . . . . 399
Figure 173 TCC System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 331 Figure 208 Directional Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . 401
Figure 174 LPT / HPT Air Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 333 Figure 209 Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 403
Figure 175 TVBC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 335 Figure 210 Actuator LVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 405

Page viii
TABLE OF FIGURES
Figure 211 Synchronous Shaft Assembly . . . . . . . . . . . . . . . . . . . . . 407
Figure 212 Transcowl Locking System . . . . . . . . . . . . . . . . . . . . . . . 409
Figure 213 Handwind Unit Manual Operation . . . . . . . . . . . . . . . . . 411
Figure 214 Reverser Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . 413
Figure 215 Reverser Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . 415
Figure 216 Ice Protection System Schematic . . . . . . . . . . . . . . . . . 417
Figure 217 Anti Ice System Components . . . . . . . . . . . . . . . . . . . . . 419
Figure 218 Engine Intake Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 421
Figure 219 Air Intake Anti Ice valve . . . . . . . . . . . . . . . . . . . . . . . . . . 423
Figure 220 Ice Protection Ducts and Manifolds . . . . . . . . . . . . . . . . 425
Figure 221 HPC Bleed Air ( Ps3 ) Filters . . . . . . . . . . . . . . . . . . . . . 427
Figure A Engine PW 4168 Cross Section . . . . . . . . . . . . . . . . . . . . . 428
Figure B Engine External Components R/H Side . . . . . . . . . . . . . . . 429
Figure C Engine External View L/H Side . . . . . . . . . . . . . . . . . . . . . . 430
Figure D Engine Fuel Control System Schematic . . . . . . . . . . . . . . 431
Figure E Oil System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 432
Figure F Fuel Temperature Control Summary . . . . . . . . . . . . . . . . . . 433

Page ix
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00

ATA 71-80 ENGINE PW 4168

GENERAL INFORMATION

S Certificated in August 1993

S JAA A330 / PW 4168 certification June 1994

S Derivative of base PW 4000 94-inch fan engine with enhanced features

for durability, reliability and performance retention

S Certified to 68000 pounds of thrust - growth to 74000 pounds thrust

For Training Purposes Only

FRA US-T TH SEP 2002 Page 1

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00

ATA 71 ENGINE
71-00 GENERAL
ABBREVIATIONS , SYMBOLS , TERMS
For Training Purposes Only

FRA US-T TH SEP 2002 Page 2

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 1 Abbreviation list

FRA US-T TH SEP 2002 Page 3
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 2 Abbreviation list

FRA US-T TH SEP 2002 Page 4
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 3 Abbreviation list

FRA US-T TH SEP 2002 Page 5
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 4 Abbreviation list

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 5 Abbreviation list

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 6 Abbreviation list

FRA US-T TH SEP 2002 Page 8
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00

INTRODUCTION
The Engine PW 4168 is used on the A330 .
ENGINE OPERATING LIMITS AND GUIDELINES
It is produced by the Pratt & Whitney Company . Oil pressure limits
It is a two spool , axial flow, high bypass ratio turbofan engine. The fan pro- S Minimum oil pressure 70 PSI
duces 78% of total thrust.
Oil Breather pressure limits
S Transient operation max 180 PSI
PW 4168 DATA S Steady state 160 PSI
Fan diameter: 100 in. ( 254 cm )
Oil temperature limits
Engine Inlet diameter: 107 in. ( 271 cm )
S Minimum oil temperature at idle 50_ C
Engine length: 163 in. ( 414 cm ) 1.9 cm T.O. growth
S Maximum oil temperature steady state 162_ C
Engine weight: 5760 kg QEC
S Maximum oil temperature up to 20 min during transient 176_ C
Take-off thrust: 68000 lbs, flat rated to +29_ C
Bypass ratio: 5.1 to 1 Rotor operation speed limits
N1: 100% ( 3680 rpm ) S Maximum N1 100 % - 3680 rpm
N2: 100% ( 10450 rpm ) S Maximum N2 100 % - 10450rpm
EGT ( Take-off ) 620 deg.C Starter operation guideline
EGT ( Starting ) 535 deg.C S 5 min maximum on then
EGT ( Max cont.) 600 deg.C S ten minuts off, then
S 5 min maximum on
The PW 4168 engine is flat rated.
Vibration guidelines
The rated thrust can be obtained for a limited time up to an ambient tempera-
ture of 29 deg.C otherwise engine operating limits can be exceeded. S N1 rotor VIB advisory level 5.2 UNITS ( 16 MILS )
The thrust parameter is EPR . In case this parameter is not available the N1 is S N2 rotor VIB advisory level 5.6 UNITS ( 1.7 IPS )
For Training Purposes Only

used for thrust setting.

FRA US-T TH SEP 2002 Page 9

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 7 Idle Power Performance Data

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 8 Cruise Power Performance Data

FRA US-T TH SEP 2002 Page 11
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 9 Take-off Power Performance Data

FRA US-T TH SEP 2002 Page 12
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00

Student Notes
For Training Purposes Only

FRA US-T TH SEP 2002 Page 13

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00

NACELLE
The nacelle ensures airflow around the engine during its operation and also
provides protection for the engine and the accessories.
The major components which form the nacelle are:
S the intake cowl
S the forward fan cowls
S the aft fan cowls
S the Fan/Thrust reverser
S the exhaust nozzle
S the exhaust plug
For Training Purposes Only

FRA US-T TH SEP 2002 Page 14

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
71-00
For Training Purposes Only

Figure 10 Nacelle Components

FRA US-T TH SEP 2002 Page 15
 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20

ATA 73 ENGINE FUEL AND CONTROL

73-20 FADEC PRESENTATION
FADEC GENERAL
The Full Authority Digital Engine Control ( FADEC ) system provides full range
control of the engine to achieve steady state and transient performance when
operated in combination with aircraft subsystems.
The components of the FADEC system are the Electronic Engine Control (
EEC ), the interfacing powerplant subsystems and components, and the air-
craft interfaces.
The EEC is the primary interface between the powerplant and the aircraft. The
Engine Relay Unit ( ERU ) is also used to interface with the aircraft.
The FADEC system consists of a:
S dual channel EEC
S Permanent Magnetic Alternator ( PMA )
S control signals
S ps3 air pressure operated valves
S servo fuel pressure operated components
S monitoring signals
S Engine Relay Unit ( ERU )
For Training Purposes Only

FRA US-T TH SEP 2002 Page 16

 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20
For Training Purposes Only

Figure 11 FADEC Schematic

FRA US-T TH SEP 2002 Page 17
 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20

FADEC FUNCTIONS
ENGINE CONDITION MONITORING COMPRESSOR CONTROL
S P2/T2 probe, Pambient and Burner pressure S Variable Stator Vane
S station 4.95 Pressure and temperature S 2.5 bleed, 2.9 start/stability bleed valves
S N1 / N2 speeds and overspeed protection for both rotors
COOLING
S fuel and oil temperature
S Turbine Case Cooling ( TCC )
S oil pressure and delta Ps
S Turbine Vane and Blade Cooling ( TVBC )
S acceleration and deceleration limitation
S No 3 bearing cooling
S other engine protection ( stall, flame out )
S Nacelle core compartment cooling
IGNITION / STARTING CONTROL
THRUST REVERSER SYSTEM
S auto start control
S control and monitoring of thrust reverser actuation
S manual start control
S engine reverse idle setting
S alternate start ignition
Control of engine parameters during engine start ( N1, N2, WF, EGT, Starter NACELLE ANTI ICE SYSTEM
speed ) S control and monitoring of the valve and the temperature

POWER MANAGEMENT HIGH PRESSURE BLEED VALVE CONTROL

Auto and manual engine thrust rating control S the HP bleed valve is controlled by either channel of the EEC
S normal mode EPR
BITE FUNCTION
S rated N1 mode when loss of EPR ( FADEC determines N1 with TLA, alti- S fault detection, isolation, annunciation and accomodation
tude with T2 )
S unrated N1 mode when loss of EPR plus loss of T2 or Pamb or program-
ming plug )

FUEL CONTROL
For Training Purposes Only

S Fuel Metering Unit ( FMU )

HEAT MANAGEMENT
S EEC monitors all fluid temperatures to maintain the satisfactory system op-
eration within the limits
S IDG oil temperature managed by the EEC through the combination of a Fuel
/OIL cooler and Air / Oil heat exchanger

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20
For Training Purposes Only

Figure 12 FADEC Schematic

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20

ENGINE CONTROL PB‘S AND SWITCHES

ENGINE MODE SELECTOR FADEC GND PWR P/B
Position CRANK Position ON
- selects FADEC power - selects FADEC power
- allows dry and wet motoring ( without ignition )
Position IGNITION / START
N1 MODE P/B
- selects FADEC power
Position ON
- allows engine starting ( manual and auto mode )
- switches EEC from EPR mode to N1 rated mode
Position NORM
- FADEC power selected OFF

ENGINE MASTER LEVER

Position OFF
- closes the HP fuel shut off valve in the FMU and the LP fuel shut off
valve and resets the EEC
Position ON
- starts the engine in automatic mode ( when the mode selector is in
IGNITION/START )
- selects fuel and ignition during manual start procedure

MANUAL START P/B

- controls the start valve ( when the mode selector is in IGNITON / START
or CRANK position )
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE FUEL AND CONTROL PW 4168
73-20

FADEC GROUND POWER

1 2

ENGINE MASTER PANEL

1 2

1 2

MAN START N1 MODE

ENGINE START SELECTOR
1 2 1 2
For Training Purposes Only

Figure 13 Engine Controls and Switching

FRA US-T TH SEP 2002 Page 21
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00

ATA 72 ENGINE
72-00 ENGINE PRESENTATION
ENGINE MODULES
LOW PRESSURE COMPRESSOR HIGH PRESSURE TURBINE
S 6 stages S 2 stages
- 1 fan stage S drives HPC
- 5 primary stages S outer case cooling by fan air for improved turbine efficiency
S modulating 2.5 bleed valve ( 4th stage air ) for engine stability and dirt re-
LOW PRESSURE TURBINE
moval
S 5 stages
S fan bleed air for turbine case cooling, engine components cooling and na-
celle cooling S drives LPC
S outer case cooled by fan air for improved turbine efficiency and case dura-
HIGH PRESSURE COMPRESSOR bility
S 11 stages
TURBINE EXHAUST CASE
S 4 stages of variable vanes for optimum performance
S exhaust gas temperature and pressure sensing probes
S 8th stage bleed air for aircraft use
S bearing No.4 support
S 9th stage bleed air for engine stability, compressor clearance control and
turbine cooling
S 12th stage bleed air for No.3 bearing compartment cooling and turbine cool-
ing
S 15th stage bleed air for No.2 bearing thrust balance load and muscle pres-
sure
COMBUSTION SECTION
For Training Purposes Only

S diffuser case
S 3 ports supply 15th stage outer diameter bleed air for aircraft use
S 1 port supplies 15th stage O.D. bleed air for nacelle anti ice
S annular combustion chamber
S 24 fuel injectors

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 14 Engine Modules

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ENGINE A330-200/300
GENERAL PW 4168
72-00

ENGINE FLANGES
S A: Intake cowl attachment S T: Exhaust nozzle attachment

S B: Front fan case to fan exit outer case S T1: Exhaust plug attachment

S C: Fan exit outer case to intermediate case ENGINE STATIONS

S 0: Ambient
S C1: Stiffnes and bracket attachment

S 1: Intake cowl inlet

S D: ”V” ring groove -cowl load sharing, front ground handling pads
positioned aft of D flange at 9:00, 12:00 and 3:00 locatones
S 2: Engine core inlet

S D1: ”V” ring groove - cowl load sharing

S 2.5: LPC exit

S E: Intermediate case to HPC front case

S 2.9: HPC 9th stage exit

S H: HPC front case to HPC rear case

S 3: HPC exit

S J: Stiffness and bracket attachment

S 4: Combustor exit

S K: HPC rear case to diffusor case

S 4.5: LPT inlet

S M: Diffusor case to HPT case

S 4.95: LPT exit ( exhaust case rear flange )
For Training Purposes Only

S N: HPT case to LPT case

S 5: Exhaust nozzle exit

S N1: LPT case to spool case

S 12: Fan inlet

S P: Spool case to turbine exhaust case

S 14: fan exit

S R,S: Aft mount attachment at 12:00 position, ground handling attach-

ments at 3:00 and 9:00 positions S 15: Thrust reverser transcowl exit

FRA US-T TH SEP 2002 Page 24

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Used for Cowl

D+D1
Load Sharing

Figure 15 Engine Flanges and Stations

FRA US-T TH SEP 2002 Page 25
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00

ENGINE MAIN BEARINGS AND BEARING COMPARTMENTS

The 5 bearings are located in 3 bearing compartments
S No. 1, 1.5,and 2 bearing compartment
- The number 1, 1.5, and 2 bearings are found in the same bearing
compartment at the front of the engine. The turbine coupling shaft and
intermediate case give structural support to these three bearings.
- The 1,1.5, and 2 bearing compartment has provision for the N1 speed
sensing probe and the No. 1 bearing vibration accelerometer.

S No. 3 bearing compartment

- The No. 3 bearing compartment is located in the center of the combus-
tion section and surrounded by the annular combustion chamber.

S The No. 4 bearing compartment

- The No. 4 bearing compartment is located on the aft LPT shaft

The low pressure rotor is supported by three bearings

S Bearing 1 Thrust ball bearing
S Bearing 1.5 Cylindrical roller bearing
S Bearing 4 Cylindrical roller bearing

The high pressure rotor is supported by two bearings

S Bearing 2 Thrust ball bearing
S Bearing 3 Cylindrical roller bearing
For Training Purposes Only

FRA US-T TH SEP 2002 Page 26

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 16 Engine Bearings

FRA US-T TH SEP 2002 Page 27
 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00

NO.1, 1.5, AND 2 BEARING COMPARTMENT

NO. 1 BEARING
The No. 1 bearing is the thrust bearing for the Iow pressure rotor and has:
S a split inner race
S an angular contact baII bearing
S a bearing support mounted to the intermediate case
S dry face spring Ioaded carbon seals pressurized by slation 2.5 air
S Iubrication and cooling oiI supplied under the inner race and sent to the
bearing through the split inner race

NO. 1.5 BEARING

The No. 1 .5 bearing gives radial support to the Iow pressure compressor shaft
and has:
S a cylindrical roller bearing
S an inner race and rollers mounted on the LPC/LPT coupling
S a bearing support mounted to the intermediate case
S dry face spring loaded carbon seals pressurized by 9th stage air
S Iubrication and cooling oil supplied by an oil jet directed on the front seal
plate and bearing

NO. 2 BEARING
The No. 2 bearing is the thrust bearing for the high pressure rotor and has a
split inner race
S is an angular contact baII bearing mounted to the intermediate ca
S has lubrication and cooling oil flowing to the bearing through a split inner
race
For Training Purposes Only

S is oil damped
S has a dry face spring loaded carbon seal pressurized by 2.5 air

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 17 1, 1,5 and 2 Bearing Compartment

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00

NO.3 BEARING COMPARTMENT

NO. 3 BEARING
The No. 3 bearing
S is a cylindrical roller bearing
S gives radial support to the HPT and HPC
S is supported by the diffusor combustor case
S has an elliptical outer race
S has wet faced carbon seals pressurized by 12th stage buffer cooling air
S is lubricated by splash oil from thr scoop
For Training Purposes Only

FRA US-T TH SEP 2002 Page 30

 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 18 No.3 Bearing Compartment

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 Lufthansa Technical Training
ENGINE A330-200/300
GENERAL PW 4168
72-00

NO. 3 BEARING BUFFER COOLING AIR

The No. 3 bearing buffer cooling air
S is 12th stage, taken from the diffusor combustion case at 5:00 position and
sent to the No. 3 bearing buffer air cooler located at 2:00 position in the right
intermediate case
S the buffer air cooler is an air- to- air heat exchanger using 4th stage air
taken from the LPC/HPC transition duct to cool 12th stage air coming from
the diffusor combustion case
S the cooled 12th stage air is carried to the No. 3 bearing cooling duct by
tubes
S the cooled 12th stage air takes the heat away by flowing surround the bear-
ing compartment. Flowing 12th stage air also pressurizes the forward and
aft carbon seals
After pressurizing the carbon seals the cooling air flows
S aft between the 1st and 2nd HPT disks
S through holes into the hollow roots of the 2nd stage HPT blades
S and finally out of the cooling holes into the gaspath

NO. 3 BEARING BREATHER RESTRICTOR VALVE

The function of the No. 3 bearing breather restrictor valve is to keep the carbon
seals on their position. The valve is discussed in the breather section of the oil
system.
For Training Purposes Only

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ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 19 No. 3 Buffer Air Cooling

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BEARING NO. 4
The No. 4 bearing
S is a cylindrical roller bearing
S gives radial support to the LPC driveshaft and LPT
S is supported by the turbine exhaust case
S is an oil damped bearing
S is lubricated by splash oil from the scoop
S has a ring-type dry face carbon seal pressurized by station 2.5 air that en-
ters the LPT shaft forward of the No.1 bearing
For Training Purposes Only

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ENGINE A330-200/300
GENERAL PW 4168
72-00
For Training Purposes Only

Figure 20 No.4 Bearing Compartment

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ENGINE A330-200/300
GENERAL PW 4168
72-00

ENGINE MAJOR MODULES

GENERAL
Compressor inlet cone
Fan blades
LPC/LPT coupling
Low Pressure Compressor group
Fan case group
Intermediate case group
High Pressure Compressor group
Diffuser and combustor group
Turbine nozzle group
High Pressure Turbine group
Low Pressure Turbine group
Turbine exhaust case group
Angle Gearbox
Main Gearbox group
For Training Purposes Only

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For Training Purposes Only

Figure 21 Engine Major Assemblies

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COMPRESSOR INLET CONE

The compressor inlet cone is an aerodynamic fairing that helps to cause a
smooth airflow into the engine

CONSTRUCTION
S kevlar and epoxy resin with a polyurethane coating
S two cone segments (front and rear segment)
S pre-balanced assembly
S 12 vent holes for anti-ice air ( around the rear cone segment)
S LRU

NOTE
The spinner is deiced with a continuous flow of 12th stage air mixed with 2.5
stage air.
For Training Purposes Only

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For Training Purposes Only

Figure 22 Compressor Inlet Cone

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FAN BLADES
The fan blades are used to compress the air that goes into the engine and
send it to the core and fan gaspath.

CONSTRUCTION
The LPC first stage has 34 wide-chord fan blades. Each blade
- is a titanium forging
- has a single-span shroud
- has its moment weight marked on the concave surface
- has its part number and serial number on the bottom of the blade root
section
S the fan blades are installed in dovetail slots in the LPC hub. These slots
hold the blade radially
S the fan blades are held axially by a split-ring blade lock which has an anti-
rotation pin and a lock removal hole
S the fan blades can be replaced as moment-weighted pairs or individually if
the replacement blade is within the required moment weight
S each fan balde has a rubber seal below the blade platform
S the fan blades are LRUs
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 23 Fan Blade Assembly

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FAN BLADE REMOVAL / INSTALLATION

GENERAL
S Blade replacement can be done with a single blade selected by moment
weight or by a matched set. When you replace a matched set, the rotor
must have been assembled before on a matched set basis.
S When replacing a set of blades, each blade has to be installed 180 deg
apart. The moment weight from the pair or from a single blade must be
within 1,0/oz in. ( 720 g.mm )

1 Remove the Front and Rer Cone ( use a pencil alignment mark )

2 Remove the Blade Lock with a pin punch in the hole adjacent to the lock
joint.

3 Turn the rotor to put the blade to be removed in 12 o’clock position

4 Attach the Support Tool ( PWA 87055 ) to the hub with the bolts

5 Work with each blade in the 12 o’clock position

6 Work in counterclockwise directio and carefully pull each blade forward,

in the hub slot, in small increments.

7 Continue to move all blades forward, one at a time at 12 o’clock position

until stopped by the fixture
For Training Purposes Only

8 Turn the cut-out in the fixture to align with the applicable blade at the 12
o’clock position

9 Remove the applicable blade

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OUTER PART
OF BALDE
PART SPAN
SHROUD

MOMENT WEIGHT
MARKING ( CONCAVE SIDE )

INNER PART
OF BALDE TRAILING
EDGE

LEADING
EDGE

PLATFORM
For Training Purposes Only

AIRFOIL ROOT
OF BALDE

PIN PUNCH PART NUMBER AND

SERIAL NUMBER
BLADE LOCK MARKING
( SNAP RING )
BLADE ROOT
SECTION

Figure 24 Fanblade Removal 1

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FAN BLADE REMOVAL CONTINUED
The following grafic shows the Fixture Support Tool what is used for Blade re-
moval .

NOTE:
When you replace a Fan Blade in a Full Rotor Set, the replacement blade
must be within 1,0 / oz inch ( 720 mm/g )
If two or more blended blades are grouped together, then blended blades and
their matching blades must be evenly distributed around the hub. Unless this
precess can be successfully completed a Vibration Check is recommended.
For Training Purposes Only

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72-00

MIDSPAN SHROUD

PWA 87055
SUPPORT FIXTURE

SEAL
For Training Purposes Only

PWA 87055
SUPPORT FIXTURE

Figure 25 Fanblade Removal 2

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ENGINE A330-200/300
GENERAL PW 4168
72-00

LOW PRESSURE COMPRESSOR

The low pressure compressor is used to increase the pressure of the primary
airstream

CONSTRUCTION
The low pressure compressor includes
S a 6-stage rotor assembly (stages 1, 1 .3, 1 .6, 2, 3, 4)
S a 5-stage stator assembly (stages 1, 1 .3, 1 .6, 2, 3) The first stage of the
LPC rotor is the fan stage.
At the entrance to the primary gaspath the air is divided in a primary-and a
secondary airstream.
For Training Purposes Only

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GENERAL PW 4168
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Figure 26 Low Pressure Compressor

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LPC / LPT COUPLING

The LPC/LPT coupling is used to connect the LPC rotor to the LPT shaft.

CONSTRUCTION
The LPC/LPT coupling made of titanium is
S splined to the LPC rotor hub and to the LPT shaft
S supported by the 1.5 bearing
A ferrous material motional pickup wheel is on the coupling
S the rotational movement of the teeth of the pickup wheel is sensed by the
N1 speed transducer
S there are 59 long teeth and 1 shorter tooth, at the front end of the coupling
is a dot which lines up with the shorter tooth. This is the12 o’clock position
S the transducer sends a signal that transmits the N1 speed as an input to the
EEC
S 4th stage air enters the LPC/LPT coupling through holes which are aft of its
front splines
S the 4th stage air fills the LPC rotor and pressurizes the No. 1 bearing car-
bon seal and aft to the No. 4 bearing carbon seal
For Training Purposes Only

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OFFSET
MARK

Figure 27 LPC/LPT Coupling

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FAN CASE ASSEMBLY

The fan case makes a flowpath for the fan discharge air and is part of the en-
gine sructure that supports the nacelle intake cowl.

CONSTRUCTION
The fan front case
S prevents the fan blade from going out of the engine radially if they break
S has acoustic treatment which is used for noise reduction.
The fan exit inner and outer case
S contains the 72 fan exit guide vanes which are made of composite material
with a stainless steel mesh leading edge
For Training Purposes Only

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GENERAL PW 4168
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Figure 28 Fan Case Assembly

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INTERMEDIATE CASE FRONT

The intermediate case is the primary structural componet of the engine. lt has
attachment points for many of the engine components

CONSTRUCTION
The intermediate case is made of cast steel with welded- on cast steel struts
and forged steel forward engine mount thrust brackets.
The intermediate case has the support for three main engine bearings
S No. 1 bearing (LPC)
S No. 1 .5 bearing (LPC/LPT shaft)
S No. 2 bearing (HPC)
The intermediate case includes the
S 4th stage compressor stator assembly
S nine fan struts
S towershaft drive gear ( inside of the strut on 6:00)
For Training Purposes Only

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GENERAL PW 4168
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Figure 29 Intermediate Case Front

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INTERMEDIATE CASE REAR

REMOTE CHARGE CONVERTER
FWD MOUNT PAD
S at the 5:00 position
S at the 12:00 position
S transmits engine vibration signals to the EIVMU
S attached engine mount
- is a puck and gimbal type N1 SPEED ( P2.5 / T2.5 ) PROBE
- takes torque, vertical and growth loads S at the 5:00 position
S senses N1 speed
START VALVE SOLENOID
S at the 12:00 position ANGLE GEARBOX
S controls the starter air valve S at the 6:00 position
S driven by the towershaft which is turned by the HPC
THREE 4-WAY VALVE SOLENOIDS
S at the 1:30 position to control COOLING AIR LINE
- right TVBC air shutoff valve/nacelle core compartment cooling air valve S at the 6:30 position
solenoid S supplies 2.5 or fan cooling air to the PMA, oil filter, differential pressure
S at the 11:00 position to control the switch, oil quantity sensor and the oil pressure sensor
- 2.9 start bleed valve
2.5 BLEED VALVE ACTUATOR
- 2.9 stability bleed valve
S at the 7:00 position ( attached to the fan exit case )
S at the 10:30 position to control the
S hydraulic actuator to move the 2.5 bleed valve
- left TVBC air shutoff valve/anti-ice valve solenoid
ENGINE AIR / OIL HEAT EXCHANGER AND VALVE
FWD MOUNT THRUST BRACKETS
S at the 8:00 position
S at the 11:00 and 1:00 positions
S uses fan air to cool the engine oil
S can take torque and thrust loads
NO. 3 BEARING BUFFER AIR COOLER
For Training Purposes Only

S at the 2:00 position

S precools the cooling air for the No. 3 bearing compartment cooling
IDG AIR/OIL HEAT EXCHANGER AND VALVE
S at the 4:00 position
S uses fan air to cool the IDG system oil

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Figure 30 Intermediate Case Rear

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HIGH PRESSURE COMPRESSOR

The high pressure compressor is used to increase the pressure of the primary
air from thr low pressure compressor and send it to the diffuser

CONSTRUCTION
The HPC has an 11 stage rotor and stator assembly
S the first set of airfoils is the inlet guide vane IGV assy
S each of the first four stator stages has variable vanes and a unision ring
assy

HPC BLEED AIR SUPPLY

S 8th stage
- for aircraft use
S 9th stage
- for engine stability
- for rotor cooling
- No. 1.5 bearing seal pressurization
S 15th stage
- to balance the thrust load on the No. 2 bearing
- for muscle pressure
- for aircraft use
- No. 3 bearing seal pressurization
- to cool parts of the turbine
For Training Purposes Only

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Figure 31 High Pressure Compressor

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DIFFUSER CASE
The purpose of the diffuser is to make an straight airflow to the combustion
chamber and surround it for cooling reasons.
lnside the combustion chamber injected fuel mixes with air and that mixture is
burned to add energy to the primary gaspath.
CONSTRUCTION
The diffuser case is bolted to the high pressure compressor rear case and has
S a total of 4 15th stage bleed ports (3 for ECS, 1 for A/I)
S 8 fuel injector manifolds which supply 24 fuel injectors
S 2 ignitor plugs

COMBUSTION CHAMBER
The combustion chamber is an annular design that is formed by two parts
S the inner combustion chamber liner which is part of the turbine nozzle build
group
S the outer combustion chamber liner which is part of this build group
For Training Purposes Only

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GENERAL PW 4168
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Figure 32 Diffuser Case

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HIGH PRESSURE TURBINE

The HPT consists of two disks and drives the HPCompressor.
The turbine nozzle guide vanes send hot gases from the combustion chamber
to the 1st stage turbine blades at the correct angle and speed.
The cooling duct sends cooling air to the 1st stage turbine rotor and blades.

CONSTRUCTION
The turbine nozzle build group includes
S the inner combustion chamber
S the 1st stage HPT cooling duct
S thirty four 1st stage HPT nozzle guide vanes
For Training Purposes Only

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Figure 33 High Pressure Turbine

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LOW PRESSURE TURBINE

The low pressure turbine is used to supply the force to turn the low pressure
compressor through a driveshaft.
The low pressure turbine has 5 stages named
S 3rd stage
S 4th stage
S 5th stage
S 6th stage
S 7th stage
lnternal cooling air from the HPC 9th stage is supplied to the LPT to reduce the
temperature.
The 12th stage HPC air that cools the 2nd stage HPT vanes also cools the
outer areas of the transition duct.
The LPT spool case is cooled by a Turbine Case Cooling system (TCC). Fan
air flows through cooling manifolds and is sprayed on the outside of the spool
case.
For Training Purposes Only

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Figure 34 Low Pressure Turbine

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TURBINE EXHAUST CASE

The turbine exhaust case is used to support the N0. 4 bearing and holds the
exhaust nozzle and plug.

CONSTRUCTION
The TEC has attachment points for the rear engine mount and ground handling
tools.
The TEC has openings and attachment points fo 4 combination P4.95 / T4.95
probes.
For Training Purposes Only

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Figure 35 Turbine Exhaust Case

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ANGLE AND MAIN GEARBOX

The angle gearbox is used to drive the main gearbox.
The AGB is driven by the towershaft, which is turned by the HPC. The AGB
turns the horizontal layshaft which drives the main gearbox

MAIN GEARBOX
The main gearbox drives the accessories for the engine and aircraft.

CONSTRUCTION
The MGB is installed under the high compressor case at the 6:00 position
Following components are mounted :
S FRONT SIDE
- Fuel pump drive pad
- N2 crank pad
- Permanent Magnet Alternator
- Layshaft housing
- Deoiler
- Main oil filter housing
- Pressure oil fitting to front hydraulic pump drive gearbox
- Front hydraulic pump drive pad ( Green hydraulic system )
S REAR SIDE
- Gearbox oil storage cavity
- Oil tank mount pad
- Breather air discharge port
- IDG drive pad
For Training Purposes Only

- Lubrication and scavange oil pump

- Rear hydraulic pump drive pad ( Blue system Eng 1, Yellow system
Eng 2 )
- Starter drive pad
- Pressure oil tube fitting to deoiler drive

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Figure 36 Angle and Main Gearbox

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72-00 ENGINE BORESCOPING

GENERAL
DESCRIPTION
The borescope probes can be put into the engine through any of the access
ports on the left or right side of the engine.
The fan is turnes manually to turn the LPC and LPT during borescope inspec-
tion.
The HPC and HPT can be turned either manually or by use of a electrically
driven motor unit.
S the main gearbox has a N2 crank pad on the front side near the PMA
S turning moment is transmitted by the layshaft, angle gearbox and the tower-
shaft
Access Ports are identified by AP numbers. For example AP 3 is access port
number 3.
NOTES
When you inspect through AP 1
S the 2.5 bleed valve must be open
S use a flexible borescope
For AP 5, AP 7, a special tool is necessary to remove the inner plug.
For Training Purposes Only

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Figure 37 Engine Borescope Views

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Figure 38 Borescope Access Ports - Left Side

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Figure 39 Borescope Access Ports - Left Side

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Figure 40 Borescope Access Ports - Right Side

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HPT

HPT

Figure 41 BORESCOPE ACCESS PORTS - RIGHT SIDE

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ENGINE MOUNTS PW 4168
71-20

71-20 ENGINE MOUNTS

GENERAL
The engine is attached to the aircraft pylon by two mount assemblies, one at
the front and one at the rear of the engine.
The mounts transmit loads from the engine to the aircraft structure.
Component Location
The front mount is installed on the intermediate case rear face at 12:00 posi-
tion.
The rear mount is installed to the turbine exhaust case flanges R and S at
12:00 position.

FORWARD ENGINE MOUNT

S the forward mount has a split main beam assembly which is attached with
bolts to the forward mount pyramid
S The left and right thrust link transfer thrust loads from the engine thrust
brackets to the pylon through the cross beam and the main beam.
S a one-piece spherical bearing in the forward support transmits the side and
vertical loads to the pylon. The forward support is a failsafe thrust feature
used if a thrust link failure should occur.
S the forward mount is made of a nickel base alloy
For Training Purposes Only

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ENGINE MOUNTS PW 4168
71-20

FWD MOUNT AFT MOUNT

PYLON ENGINE
FWD MOUNT
For Training Purposes Only

ENGINE FWD
MOUNT

Figure 42 Forward Engine Mount

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AFT ENGINE MOUNT

The aft mount attaches the engine to the aircraft and transfers torsional loads,
vertical loads and side loads to the pylon.
The aft engine mount
S has a split main beam assy which is attached with bolts to the pylon mount
S the left, right and middle primary links transfer loads from the turbine ex-
haust case to the pylon through the split main beam. Loads are transferred
to the secondary fail safe links if a primary link failure should occur
S the aft mount is made of a nickel base alloy
For Training Purposes Only

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ENGINE MOUNTS PW 4168
71-20

FWD MOUNT AFT MOUNT

PYLON ENGINE
For Training Purposes Only

AFT MOUNT

ENGINE AFT
MOUNT

Figure 43 Aft Engine Mount

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POWER PLANT A330-200/300
COWLINGS PW 4168
71-00

ATA 71 POWER PLANT

71-00 ACCESS DOORS & OPENINGS
GENERAL
FAN COWL DOORS
The fan cowl doors include a forward fan cowl assembly, made of three parts,
and a two part aft fan cowl door assembly which protect the engine and opti-
mize the aerodynamic of the nacelle.
The forward and aft fan cowl doors provide access to fan case mounted acces-
sories, the EEC, the thrust reverser door vee band latch ( L1 ) and thrust re-
verser actuation system components.
FORWARD FAN COWL DOORS
S around the fan case, between the inlet and the aft fan cowl doors
S consists of three parts, upper FWD cowl, lower LH cowl, lower RH cowl
S the lower fan cowl doors are hinged to the upper door
S the two lower doors are latched together at 6:00 position
S there are three latches and no hold open rods
S each LH and RH door has a Pamb sensor hole for the EEC
S the upper door has an access panel for P2/T2 probe electrical and pneu-
matic connector
For Training Purposes Only

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Figure 44 Forward Fan Cowl

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AFT FAN COWL DOORS
The aft fan cowl assembly consists of the LH and RH cowling. The aft fan cowl
doors provide access to the fan case electrical harness, EEC, ERU, thrust re-
verser components and part of the intake anti-ice system.
S each door has three hoist fittings for installation
S each door has a transcowl locking system ( TLS ) indicator to show whether
the thrust reverser transcowl locking system is engaged
S the doors are manually operated and have two hold open rods
S the doors are held together by three latches
S the right door has a small pressure relief door built into it to allow intake
anti-ice air to flow out of the fan cowl compartment in the event of a burst
intake anti-ice duct
NOTE :
Each aft fan cowl can be secured by a third hold open rod which is installed on
the fan case. This additional open rod must be used in high wind conditions.
For Training Purposes Only

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Figure 45 Aft Fan Cowl

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THRUST REVERSER DOORS

GENERAL
The thrust reverser doors form the fan discharge duct, provide access to the
core engine, and establish load paths for cowl load sharing.
The left and right doors are located around the engine from the rear fan case
flange to the exhaust nozzle forward flange.
The Thrust reverser doors :
S provide access to core engine and main gearbox mounted accessories
S are primary structure
S the majority of the structure is made of composite material
S they are hinged to the pylon by 3 hinges
S are closed with seven latches
S are hydraulically opened to engage hold open rods
S incorporates tracks and sliders for translating sleeves
S each door weighs about 870 pounds
S the LRU requires rigging for latch adjustement

THRUST REVERSER SUBSYSTEMS

S torque box assembly
S fixed structure
S translating cowl
S translating cowl locking system ( TLS )
S actuation system
S door opening system
S fire protection system
For Training Purposes Only

S fire detection system

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Figure 46 Thrust Reverser with Subsystems

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ENGINE COWL LOAD SHARING

GENERAL
The cowl load sharing is accomplished by using the thrust reverser doors to
form a stiff case that surrounds the engine cases.
The thrust reverser doors must be properly adjusted to ensure that cowl load
sharing is maintained.
With the doors properly rigged and latched, the ”case ” formed by the thrust
reverser doors is matched to the engine at the load sharing ” V ” grooves on
the fan and intermediate cases, and the aft load sharing T-ring on the exhaust
nozzle.

DESCRIPTION
The ” V ” blades and ” V ” grooves supply attachment of the forward ends of
the thrust reverser assemblies to the engine
S The thrust reverser torque box has ” V ” blades that fit into ” V ” grooves on
the intermediate case D flange when the reverser is closed
S inner cowl ” V ” blades fit into grooves on the intermediae case D1 flange
S a Vee band latch ( L1 ) and keeper assembly found on the torque box keep
the ” V ” blades and grooves engaged
For Training Purposes Only

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COWLINGS PW 4168
71-00
For Training Purposes Only

Figure 47 Load Sharing ” V ” Blades and Grooves

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COWLINGS PW 4168
71-00

REVERSER DOOR LATCHES

VEE BAND LATCH ( L1 )
The Vee band latch ( L1 ) is used to keep the torque box ” V ” blade engaged
with the intermediate case D1 flange ” V ” groove.
The latch is located on the left reverser side and the adjustable keeper is lo-
cated on the left reverser side.

LATCHES ( L2, L3, L4 )

Three adjustable tension latches ( L2, L3, and L4 ) keep the thrust reverser
assemblies in the closed position.
A latch door is hinged on the right side to give access to these latches

AFT LOADSHARE LATCHES ( L5, L6, L7 )

Three aft loadshare latches ( L5, L6, and L7 ) keep the aft end of the thrust re-
verser assemblies and supply cowl load sharing.
The upper load share latches connect to a pylon saddle and the lower latch
and keeper connect the two reverser sides.
For Training Purposes Only

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KEEPER L1

LATCH L1

Figure 48 Reverser Latches

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POWER PLANT A330-200/300
COWLINGS PW 4168
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MAINTENANCE ACCESS DOORS

OIL TANK FILL ACCESS DOOR
S the oil tank gives access to the oil level side glass and to the fill connection

IDG ACCESS DOOR

S the IDG access door gives access to the reset handle, IDG / starter oil serv-
icing and oil level visual indication

HYDRAULIC FILTER ACCESS

S the hydraulic filter access door gives access to the case drain filters and
clogging indicators

HINGE ACCESS COVER

S the hinge access cover gives access to the reverser hinges

LATCH ACCESS DOOR

S the latch access door gives access to the reverser latches L3, L4 and L5

MANUAL STARTER OVERRIDE PORT

S permits access with an extension to open manually the starter valve
For Training Purposes Only

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For Training Purposes Only

Figure 49 Maintenance Access

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INNER COWL L/H

PRECOOLER INLET AND DUCT
S connecied to the precooler duci to give an opening to the inner cowl. Fan air
enters the aircraft precooler through Ihe precooler duct

9TH STAGE BLEED DUCT OPENING

S provides an opening for 9th stage bleed air from the stability bleed valve

PRESSURE RELIEF DOORS

S the pressure relief doors open at a pressure of 3 PSID

INNER COWL R/H

TURBINE CASE COOLING DUCT
S provides fan air flowing to the TCC-valves

CORE COMPARTMENT COOLING INLET

S provides fan air flowing to the cooling valve

9TH STAGE BLEED DUCT OPENING

S provides an opening for 9th stage bleed air from Ihe start bleed valve
For Training Purposes Only

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LEFT REVERSER DOOR

RIGHT REVERSER DOOR

For Training Purposes Only

Figure 50 LH / RH Inner Cowl

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REVERSER COWLING SUPPORT

GENERAL
There are two retractable supports on each reverser cowling. They are used to
keep the reverser assemblies in the open position.
S the forward cowl support is installed on the torque box assembly
S the aft cowl support is installed inside on the fixed sructure bondment
S the cowl support rods are kept in position by clamps when not in use
For Training Purposes Only

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Figure 51 Retractable Support Rods

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MANUAL DOOR OPENING SYSTEM

GENERAL
The manual door opening system is used to open the thrust reverser assembly
during ground operations to give access to the fuII engine compartment. The
manual door opening system uses a hydraulic hand pump connected to a self
sealing / quick release hydraulic connection for opening.
NOTE:
The hydraulic fluid used in the system is engine Iubrication oil.
The right side actuator is air cooled with air from the turbine case cooling duct.
The Ieft side actuator is connected to the precooler duct.
POWER DOOR OPENING SYSTEM
An optional self- powered electro-hydraulic door opening system may be
installed. The system is used to supply hydraulic pressure for operation of the
door opening system. Each side has its own unit.

OPERATION
The optional powered door opening system:
S has electrically operated pumps operating on aircraft supplied 28VDC
S is connected to the ground maintenance manifold by hydraulic tube
The power door opening system is started by operating a momentary contact
switch found on the power pack. Locks on the actuator engage to prevent the
reverser from going to the closed position.
To close the reverser, the momentary switch is pressed to disengage the actua-
tor Iocks. The switch is released and the return flow check valve button is
pushed to reduce the hydraulic pressure and permits the reverser to close.
For Training Purposes Only

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POWER PACK
For Training Purposes Only

Figure 52 Reverser Opening and Closing

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POWER PLANT A330-200/300
DRAINS PW4168
71-70

ATA 71 POWER PLANT DRAINS

71-70 DRAINS
GENERAL

The engine drain system collects and discharges fluids overboard. Fluid leak-
age from the pylon or leaking engine component seals on both sides of the en-
gine are carried through lines to a drain mast.
The drain mast sends the fluid overboard. There are capped fittings ( inspec-
tion tee‘s ) in some drain lines which act as fluid traps. These fluid traps can be
used to isolate the source of leakage found at the overboard drain mast.
Leakage limits for the engine mounted component seals are in the Table of li-
mitations found in the AMM chapter 71-70-00.
For Training Purposes Only

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71-70
For Training Purposes Only

Figure 53 Power Plant Drains

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DRAINS PW4168
71-70

COMPONENTS LEFT SIDE

Drain manifolds and Iines on the engine’s Ieft side carry fluids from the follow-
ing components to the drain mast:
S 2.5 bleed valve actuator
S engine air / oil heat exchanger valve
S fuel / oil cooler
S servo fuel heater
S main accessory gearbox - front hydraulic pump drive
S main accessory gearbox - IDG drive
S oil tank overflow
For Training Purposes Only

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Figure 54 Drains Left Side

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COMPONENTS RIGHT SIDE

drain manifolds and Iines on the engine’s right side carry fluids from the folIow-
ing components to the drain mast:
S main accessory gearbox - rear hydraulic pump drive
S main accessory gearbox - starter drive
S main accessory gearbox - PMA
S main accessory gearbox - fuel pump drive
S pylon
S turbine case cooling air valve actuator
S stator vane actuator
S IDG air / oil heat exchanger valve
For Training Purposes Only

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71-70
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Figure 55 Drains Right Side

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ENGINE DRAIN MAST

The drain mast gives a safe path for Ieaking fluids to go through on their way
overboard.
The draim mast is mounted to the bottom of the main accessory gearbox.

DESCRIPTION AND OPERATION

The drain mast seal presses against an opening in the thrust reverser Iower
bifurcation Iatch access door and prevents the Ieaking fluids from flowing into
the nacelle.
The following Iist gives the Iine number and the source of any fluid found in that
Iine:
S Line No. 1
- pylon drain (not measured)
S Line No. 2
- TCC actuator, stator vane actuator, IDG air / oil cooler valve
S Line No. 3
- engine air / oil cooler valve, 2.5 bleed valve actuator
S Line No. 4
- main accessory gearbox - PMA drive
S Line No. 5
- fuel oil cooler, servo fuel heater
S Line No. 6
- main accessory gearbox - fuel pump drive
S Line No. 7
- main accessory gearbox - starter drive
S Line No. 8
For Training Purposes Only

- main accessory gearbox - rear hydraulic pump

S Line No. 9
- main accessory gearbox - front hydraulic pump
S Line No. 10
- main acccessory gearbox - IDG drive
S Line No. 11
- oil tank scupper ( not measured )

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Figure 56 Drain Mast

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HYDRAULIC CONNECTOR DRIP

The purpose of the drain pan is to collect the drain fluids coming from the main
connection panel Iocated in the core compartment at the right side of the pylon
and engine.
NOTE:
The drain fluid from those quick disconnects drains through a pipe that ends
behind the starter. The fluid than flows into the reverser cowl.
For Training Purposes Only

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Figure 57 Hydraulic Connector Drip Pan

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DRAINS PW4168
71-70

ENGINE LEAKAGE LIMITS

The following grafic showing the engine acceptable leakage rates is taken from
the ATA Chapter 71-70-00 OPERATION LIMITS AND GUIDELINES.
This Grafic is used for training purpose only. For further details use only the
latest writen procedures from the AMM.
For Training Purposes Only

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Figure 58 Engine Leakage Limits

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ENGINE FUEL AND CONTROL A330-200/300
GENERAL PW 4168
73-00

ATA 73 ENGINE FUEL AND CONTROL

73-00 FUEL SYSTEM PRESENTATION
GENERAL

The fuel distribution system supplies ice-free filtered fuel at the pressure and
flow rates that are necessary to meet all engine operating requirements.
The system consists of
S EEC
S Fuel Pump
S Fuel bypass valve on fuel pump
S Fuel / oil cooler and bypass valve
S Fuel metering unit
S Fuel flow transmitter
S Fuel distribution valve
S Fuel injector supply manifold
S Fuel injectors
S Servo fuel heater
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 59 Engine Fuel System Components

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GENERAL PW 4168
73-00

DESCRIPTION AND OPERATION

GENERAL

S Fuel at aircraft boost pump pressure flows to the engine fuel pump. It flows
across the boost stage, is directed out of the pump, through the fuel / oil
cooler, and is returned to the pump.
It flows across the fuel pump filter and on to the main stage. Main stage dis-
charge flows to the fuel metering unit and becomes metered fuel or bypass
return fuel.
S Main stage discharge also becomes servo supply fuel ( PF ).
Servo supply fuel is used in the fuel metering unit and in interface system
components as an actuation pressure.
S The FMU can supply a backup PF servo fuel pressure. Normally there is no
PF flow from the FMU. A valve in the FMU remains closed until there is a
drop in the PF pressure coming from the servo fuel heater. If this pressure
drop occurs, the FMU valve opens and permits the unheated and unfiltered
PF servo fuel pressure supply to come from the FMU
S The metered fuel flows from the FMU, through the fuel flow transmitter, to
the fuel distribution valve where it is distributed to the fuel manifolds. From
the fuel manifolds the fuel flows to the fuel injectors where it is atomized for
combustion.
S Any fuel that is not used as meterd or servo supply flow becomes bypass
return flow and is returned to pump interstage.
S FMU bypass return flow joins boost stage outlet flow at low power, or is se-
lected to bypass the IDG section of the engine fuel / oil cooler at high
power.
For Training Purposes Only

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GENERAL PW 4168
73-00
For Training Purposes Only

Figure 60 Engine Fuel Control System Schematic

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GENERAL PW 4168
73-00

ENGINE FUEL AND CONTROL COMPONENTS RIGHT SIDE

MAIN FUEL SUPPLY LINE
S attached at one end to the aircraft fuel system found in the pylon.
At the other end, the line is bolted to the fuel pump found on the right side
of the main gearbox

FUEL PUMP
S is attached to the front right side of the MGB

FUEL PUMP BYPASS VALVE

S is attached to the lower inboard side of the fuel pump found on the front
right side of the MGB

FUEL METERING UNIT

S installed on the front of the fuel pump found on the front right side of the
MGB

FUEL FLOW TRANSMITTER

S installed on the fuel distribution valve found on the high pressure compres-
sor rear case at 4:00 position
FUEL DISTRIBUTION VALVE
S attached to the HPC rear case at the 4:00 position

FUEL SUPPLY MANIFOLD

S connected to the fuel distribution valve supply tubes at one end and to the
fuel injectors mounted around the diffuser case at the other end

FUEL INJECTOR AND SUPPORT

For Training Purposes Only

S connected to the fuel supply manifolds and mounted at 24 equally-spaced

locations around the diffuser case

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GENERAL PW 4168
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For Training Purposes Only

Figure 61 System Components Right Side

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GENERAL PW 4168
73-00

ENGINE FUEL AND CONTROL COMPONENTS LEFT SIDE

FUEL / OIL COOLER
S mounted to the high pressure compressor rear case at 8:00 position

FUEL INJECTOR AND SUPPORT

S connected to the fuel supply manifolds and mounted at 24 equally-spaced
locations around the diffuser case

FUEL SUPPLY MANIFOLDS

S connected to the fuel distribution valve supply tubes at one end to the fuel
injectors mounted around the diffuser case at the other end

SERVO FUEL HEATER

S attached to the top of the main oil filter housing

T3 PROBE
S is mounted on the diffuser case at 9:00 position. The temperature probe
gives a signal to the EEC during engine start to calculate the rate of fuel
while starting the engine
For Training Purposes Only

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GENERAL PW 4168
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T3 PROBE
For Training Purposes Only

Figure 62 System Components Left Side

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10

ATA 73 FUEL DISTRIBUTION COMPONENTS

FUEL PUMP
GENERAL LINE REPLACEABLE UNITS
The fuel pump is used to supply pressurized interstage fuel to the fuel / oil- S fuel pump filter
cooler and pressurized main stage fuel to the fuel metering unit. S fuel pump filter differential pressure switch
It also supplies servo supply fuel to S fuel pump
S the fuel bypass valve S fuel bypass valve
S selected compressor airflow control, turbine case cooling airflow control
and fuel and oil system components MAIN STAGE RELIEF VALVE
S the main stage relief valve opens at about 1400 PSID
DESCRIPTION AND OPERATION
The two stage fuel pump has a boost stage and a main stage DRIVE SEAL DRAIN
S the boost stage is a centrifugal pump S the fuel pump drive seal drains to the drain mast
S the main stage is a gear-type positive displacement pump
The main gearbox turns the fuel pump
S the pump is attached with bolts through keyhole slots

FUEL PUMP FILTER AND HOUSING

S the filter is a 40 micron disposable filter
S the fuel pump filter differential pressure switch
- mounted on the pump housing
- closes at approximately 5.5 PSID, pressure increasing
- opens at approximately 3.5 PSID, pressure decraesing
S ·the filter bypass valve opens at 9.0 PSID, pressure increasing
For Training Purposes Only

PRESSURE TAPS
S there are two main stage pressure taps ( FP 3 and FV 2 ) for test gage con-
nection
S and one boost stage pressure tap ( FP 8 ) for test gage connection

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DISTRIBUTION PW 4168
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FILTER
ELEMENT
For Training Purposes Only

DRAIN
PLUG

Figure 63 Fuel Pump

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FUEL BYPASS VALVE

GENERAL
The fuel bypass valve is used to prevent high engine fuel and oil temperatures
during high power operation by sending the FMU fuel either upstream or down-
stream of the fuel / oil cooler IDG core.
This also produces the coolest possible IDG oil temperature by transferring the
IDG oil heat to the fuel pump boost stage exit fuel before mixing it with the
warmer FMU bypass fuel for improved IDG durability.
For Training Purposes Only

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DISTRIBUTION PW 4168
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Figure 64 Fuel Bypass Valve

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DISTRIBUTION PW 4168
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FUEL BYPASS VALVE OPERATION

The fuel bypass valve is used to reduce the temperature of engine fuel, engine
oil, and IDG oil during high power operation. It is a two position, hydraulically
actuated valve that sends FMU bypass fuel to the fuel / oil cooler IDG core and
engine core.
LOW POWER MODE
In the Iow engine power mode ( less than approximately 70 - 75% N2 ) the
valve operates as follows:
S the FMU bypass fuel and fuel pump boost stage discharge goes to the IDG
and engine fuel / oil cooler cores
S at Iow power, FMU bypass and boost stage fuel wiII not compress the bel-
lows assembly which has expanded from the inlet pressure from the aircraft
fuel tank boost pump.
This causes a blocked flapper nozzle which makes a high flapper modulated
pressure move the valve to a non-bypass position.

HIGH POWER MODE

In the high engine power mode ( greater than approximately 70 -75% N2 ) the
valve operates as follows:
S the fuel pump boost stage discharge continues to enter the IDG and engine
fuel / oil cooler. The FMU bypass fuel enters the engine fuel / oil cooler core
only.
S at high power, the FMU bypass and boost stage pressure compresses the
bellows assembly. This causes the flapper nozzle to open . The pressure
drops and PF causes the valve to move to the bypass position.
S The bellows assembly is kept in the colapsed position by outlet pressure
from the engine fuel pump boost pump
For Training Purposes Only

NOTE: If the valve does not move to the bypass position, high engine oil tem-
perature wiII be the only indication.

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DISTRIBUTION PW 4168
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HIGH ENGINE POWER ( BYPASS )

LOW ENGINE POWER ( NON BYPASS )

For Training Purposes Only

Figure 65 Fuel Bypass Vave Operation

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DISTRIBUTION PW 4168
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FUEL / OIL COOLER AND BYPASS VALVE

GENERAL
The fuel / oil cooler and bypass valve assemblies heat the fuel from the fuel
pump boost stage to
S automatically prevent fuel system icing
S cool engine oil and IDG oil
S prevent high fuel temperature

DESCRIPTION AND OPERATION

S the fuel / oil cooler has two seperate internal cores (for IDG oil and engine
oil ) connected together to form one unit.
S The first one third of the unit ( IDG oil core) is used to cool IDG oil by trans-
ferring heat to the fuel pump interstage flow.
S The remaining two thirds of the unit (engine oil core) is used to cool engine
oil. Engine oil and IDG oil are completely segregated within the unit. The
fuel side is connected in series with a mixing chamber between the two
cores.
S IDG oil flow is continuous
S fuel flow is continuous
S Pf used for muscle pressure is returned to the fuel / oil cooler as Pfr
S engine oil flow is controlled by the fuel / oil cooler bypass valve and is by-
passed to prevent high outlet fuel temperatures to the fuel pump filter
S a pressure relief valve in the IDG core opens at about 50 PSID to permit the
fuel pump boost stage output to bypass the IDG core. The output fuel flows
only through the engine core if the IDG core is blocked.
S three seal drains permit fuel or oil leackage overboard
For Training Purposes Only

S the EEC controls the fuel / oil cooler bypass valve. The valve is servo oper-
ated ( engine pressure oil ) and torque motor commanded
- when the EEC energizes the torque motor with 28 VDC engine oil wil
bypass the fuel /oil cooler engine oil core
- with the torque motor deenergized engine oil wiII flow through the engine
oil core

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DISTRIBUTION PW 4168
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Figure 66 Fuel Oil Cooler and Bypass Valve

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DISTRIBUTION PW 4168
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FUEL METERING UNIT ( FMU)

GENERAL
The fuel metering unit ( FMU ) is an electronically controlled, hydromechanical The FMU has two integral non-LRU fuel filters:
unit which uses a torque motor and four solenoids to control the flow of fuel. S a servo fuel strainer
DESCRIPTION AND OPERATION S and a fuII flow strainer
Inputs to the FMU are:
Torque Motor
S fuel pump main stage discharge
S dual coil torque motor positions the fuel metering valve to change the rate of
S electrical inputs ( EEC channel A and B, fuel ON /0FF signal from the flight
fuel flow
deck )
S position feedback is sent by a dual independent winding LVDT to the EEC
Outputs from the FMU are:
Shutoff Solenoids (2 each) S metered fuel for combustion
S the EEC has two fuel shutoff solenoids to close the fuel metering valve S filtered fuel ( Pf ) from the fuel pump for compressor airtlow control, turbine
S one solenoid is controlled by the master lever from the cockpit case cooling, and fuel and oil system components
S the other one is controlled by the EEC S bypass return fuel to the fuel bypass valve

Start Solenoid NOTE:

S the start solenoid is used to open the fuel metering valve to supply fuel for The bypass return fuel can also be used for servo fuel pressure if the main
combustion. It is controlled by both EEC channels stage servo fuel pressure is lower than the FMU bypass pressure ( in case of a
clogged servo fuel heater )
Overspeed Solenoid
S the overspeed solenoid is used to minimize the flow of fuel in an overspeed
condition. lf the EEC detects an overspeed of the N1 or N2 more than 5%
above redline the energized solenoid wiII move the fuel metering valve to
the minimum fuel flow stop.
For Training Purposes Only

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DISTRIBUTION PW 4168
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LVDT AND
METERING
VALVE PRESSURE
REGULATING
VALVE

MINIMUM PRESSURE SHUTOFF VALVE

AND PROXIMITY TRANSDUCERS

AIRFRAME ELECTRICAL
FUEL OUTLET
CONNECTOR
PORT
SELECTOR
VALVE
PF REGULATOR
VALVE
EEC CHANNEL A
PF
CONNECTOR BYPASS
FILTER
PORT
PF INLET
PORT PORT

WINDMILL BYPASS
VALVE
For Training Purposes Only

EEC CHANNEL B
CONNECTOR

START SEQUENCE
VALVE
ELECTRICAL
COVER

Figure 67 Fuel Metering Unit

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FUEL DISTRIBUTION VALVE

GENERAL
The fuel distribution valve sends metered fuel through transfer tubes to the
eight fuel supply manifolds found around the diftuser case.

DESCRIPTION AND OPERATION

S The fuel distribution valve has an integral fuel filter housing.
- it has a cleanable metal screen filter
- the filter bypasses at approximately 20 PSID
S The fuel distribution valve is spring loaded closed and opens at about 20
PSID
S The distribution sleeve is installed in the valve body and moves against the
spring to the supply position
- it distributes fuel through 8 fuel outlet ports which have transfer tubes
For Training Purposes Only

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DISTRIBUTION PW 4168
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For Training Purposes Only

Figure 68 Fuel Distribution Valve

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DISTRIBUTION PW 4168
73-10

FUEL INJECTOR / SUPPLY MANIFOLDS

GENERAL
The single flow air blast fuel injectors are used to atomize fuel for combustion
inside the combustor. Each injector has its own support housing.

DESCRIPTION AND OPERATION

S the fuel injector supply manifolds are single pipe manifolds and are not
shrouded
S each of the 8 manifolds is used to suppiy fuel to 3 fuel injectors
The fuel injectors are found at 24 equally spaced locations around the diffuser
case.
S each fuel injector inlet fitting contains a filter and a flow orifice
S the fuel injectors are LRUs
S the filter and orifice are not Iine replaceable
For Training Purposes Only

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DISTRIBUTION PW 4168
73-10
For Training Purposes Only

Figure 69 Fuel Injector / Supply Manifolds

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10

SERVO FUEL HEATER

GENERAL
The servo fuel heater prevents iceing of fuel which is used as servo fuel pres-
sure ( Pf ) to control the following engine system components
S stator vane actuator
S 2.5 bleed valve actuator
S turbine case cooling actuator
S engine air / oil heat exchanger valve
S IDG air /oil heat exchanger valve
Servo fuel pressure is also used for an operating and reference pressure by the
fuel bypass valve and the FMU.

DESCRIPTION AND OPERATION

S the fuel pump supplies fuel to the servo fuel heater where servo fuel flows
through internal tubes in the heater core. Engine oil flows around these
tubes in the shell of the unit to heat the fuel
S before the fuel can flow into the servo fuel heater tubes, it goes through the
bimetallic thermostatic oil control valve
S if the fuel temperature is equal to or below 37.8 _ C the oil control valve per-
mits engine oil flow through the shell of the heat exchanger. The hot engine
oil flowing around the tubes heats the fuel
S if the fuel temperature is more than 37.8 _ C , the oil control valve bypasses
the engine oil directly to the engine air / oil heat exchanger
Oil Control Valve
The oil control valve has a thermal popout indicator located on the heater hous-
ing. It gives a visual indication of a defective oil control valve and/or a defective
For Training Purposes Only

oil control valve thermostat.

The control valve is fail safe in the heat ON non bypass position.

Servo Fuel Heater Filter

The fuel filter is located at the heat exchanger oulet and filters the fuel before it
enters the engine system components.
The filter has a popout indicator to indicate a clogged filter and an internal pres-
sure relief valve which is used to bypass the filter.
The servo fuel heater and the filter are LRUs.

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10
For Training Purposes Only

Figure 70 Servo Fuel Heater

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10

FUEL FLOW TRANSMITTER

GENERAL
The fuel flow transmitter, as part of the aircraft fuel flow measuring system,
sends pickoff signals to the EEC. The rate of fuel flow is then calculated by the
EEC for display on the ECAM page.

DESCRIPTION AND OPERATION

The fuel flow transmitter receives fuel from the fuel metering unit and sends it
to the swirl cap in the transmitters spring assembly. The fuel flow transmitter is
an LRU .
NOTE:
The electrical signal is single source and is splitted in the BI FI ( Bifurcation
Conduit ) before it goes to EEC channel A and B.
For Training Purposes Only

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10
For Training Purposes Only

Figure 71 Fuel Flow Transmitter

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10

FUEL TEMPERATURE SENSOR FILTER DIFF PRESS SWITCH

GENERAL GENERAL
The fuel temperature sensor supplies the EEC with an input which is used to The fuel pump filter differential pressure switch is used to sense flter differential
control the temperature of fuel. The temperature is taken when it leaves the pressure and send an electrical input to the EEC.
fuel / oil cooler. The filter housed in the fuel pump is used to filter fuel sent from the fuel / oil
cooler to the fuel pump main stage. If the filter becomes clogged, the fuel filter
DESCRIPTION AND OPERATION
differential pressure switch sends a fuel filter clog warning input to the ECAM
The fuel temperature sensor sends an input to the EEC which is used to con- through the EEC.
trol the fuel / oil cooler bypass valve.
S the fuel /oil cooler bypass valve is used to control the temperature of fuel DESCRIPTION AND OPERATION
S if the fuel temperature is 127 _ C or more, the EEC sends a signal to actu- Changing fuel pressures are applied to opposite sides of a diaphragm found in
ate the fuel / oil cooler bypass valve the fuel filter differential pressure switch.
S the open valve permits engine oil to bypass the fuel /oil cooler and not be S when the increasing differential pressure is equal to 5.5 PSID, an electrical
used to transmitt heat to the fuel switch is actuated which sends a signal to the EEC. The EEC will send a
fuel filter clog warning to the ECAM.
S the sensor has two resistance temperature devices ( RTD ) and terminals
which supply independent fuel temperature signals to each EEC channel. S when the decreasing differential pressure is equal to 3.5 PSID, the electrical
switch is deactivated thus stopping the input to the EEC
S The fuel temperature sensor is a LRU
S the filter differential switch is a LRU
For Training Purposes Only

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ENGINE FUEL AND CONTROL A330-200/300
DISTRIBUTION PW 4168
73-10
For Training Purposes Only

Figure 72 Fuel Temperature Sensor / Fuel Diff Press Switch

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 Lufthansa Technical Training
POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

ATA 79 OIL
OIL SYSTEM
OIL SYSTEM PRESENTATION
SYSTEM DESCRIPTION S the engine oil system has three subsystems:
The engine oil system is used to: - pressure
S supply pressurized oil to lubricate, cool, and clean the engine main - scavange
bearings, gears, and accessory drives - breather
S heat the fuel to prevent the fuel from icing
OIL SYSTEM DATA
SYSTEM COMPONENTS The indicated oil system pressure is the pressurized oil at the exit of the fuel /
S engine oil tank oil cooler. Values for the indicated oil system pressure are:
S lubrication and scavange pump S LOW OIL PRESS
S main oil filter element - MIN OIL PRESS 70 PSI
S oil system pressure relief valve S ENGINE OIL TEMPERATURE
S main oil filter pressure relief valve - MIN PRIOR TAKE OFF 50_ C
S engine air / oil heat exchanger and valve - MAX CONTINUOUS 163_ C
S fuel / oil cooler and bypass valve - MAX TRANSIENT ( 20 MIN ) 177_ C
S outlet manifold and oil pressure trim metering plug S OIL CONSUMPTION
S last chance oil strainers - GUIDELINE 0.0075 L/HR
S magnetic chip detectors - MAX OIL CONSUMPTION 0.47L/HR
S deoiler, deoiler vent duct, and No. 3 bearing compartment breather restrictor
valve

DESCRIPTION AND OPERATION

For Training Purposes Only

S the engine oil system is seperate from the IDG oil system. Engine oil and
IDG oil both go through the fuel / oil cooler but do not mix together. The fol-
lowing information relates to the engine oil system only.
S the engine oil system is :
- a hot tank system
- a pressurized tank system
- non-regulated ( pump output pressure is in proportion to the N2 speed )

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 73 Oil System Components

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

PRESSURE SUBSYSTEM
DESCRIPTION AND OPERATION
S Oil flows from the oil tank to the lubrication pressure stage in the lubrication S After the pressurized oil goes through the strainers it goes to
and scavange pump. Oil tank pressure of about 6 PSI is maintained to in- - No. 1, 1.5, and 2 bearing compartment
crease the inlet pressure to the pump to prevent pump cavitation.
- No. 3 bearing compartment
S The lubrication and scavange oil pump is used to pressurize the oil and
- No. 4 bearing compartment
send it to the main oil filter.
- Angle gearbox
S From the main oil filter, filtered oil goes to the servo fuel heater and is used
to prevent the icing of servo fuel. - Main gearbox
- the servo fuel heater has a fuel temperature controlled oil bypass valve - Main gearbox front hydraulic pump drive
which permits oil to bypass the servo fuel heater if necessary S Nozzles in the main bearing compartments and gearboxes supply the oil to
S Pressurized oil then flows from the servo fuel heater to the engine air / oil the different bearings, seals, and accessory drive splines
heat exchanger. The heat exchanger is used to control the temperature of
the oil used to heat the fuel in the fuel / oil cooler. Fuel temperature is pro-
vided by the EEC.
S The oil goes from the engine air / oil heat exchanger to the fuel / oil cooler
bypass valve. The EEC controlled valve will permit the oil to bypass the fuel
/ oil cooler under certain fuel temperature and fuel flow conditions.
S When the bypass valve is closed, oil flows through the fuel / oil cooler to
increase the temperature of fuel and cool the oil.
- some oil goes through the fuel / oil cooler outlet manifold metering plug
back to the oil tank to control oil system minimum pressure
- the remaining fuel / oil cooler oil flows through the last chance strainers
to remove particles from the oil
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 74 Oil System Schematic

FRA US-T TH SEP 2002 Page 139
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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

SCAVANGE SUBSYSTEM BREATHER SUBSYSTEM

DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
S After the oil has performed its function in the bearing compartments and S The breather subsystem is used to
gearboxes, the scavange subsystem returns the oil back to the tank. - remove air from the bearing compartments
S The lubrication and scavange pump has five scavange stages - seperate the breather air from the oil
- No. 1, 1.5, 2 bearing compartment - vent the air overboard
- No. 3 bearing compartment S Breather air form the NO. 4 bearing compartment mixes with the scavange
- No. 4 bearing compartment oil from that bearing compartment
- Main gearbox - the mixture flows to the scavange pump which sends it to the oil tank
- Angle gearbox deaerator
S The five scavange pump stages send the scavange oil to the deaerator in - the air in the mixture goes from the deaerator to the oil tank cavity and
the oil tank. The oil tank deaerator then through the oil tank check valve to the MGB
- separates the air from the oil - from the MGB the air goes through the deoiler and is vented overboard
through the deoiler vent duct
- sends the air into the oil tank cavity to be vented to the MGB through the
oil check valve S Breather air from the No. 1, 1.5, 2 bearing compartment and the No. 3 bear-
ing compartment flows to the gearbox deoiler. The No. 3 bearing compart-
- permits the hot, deaerated oil to fall into the tank
ment breather restrictor valve is used to control the flow of breather air from
the No. 3 bearing compartment. The deoiler turns to cause a separation of
the oil from the air.
- the oil goes into the MGB and mixes with the MGB scavange oil which is
pumped to the oil tank deaerator
- the air from the deoiler is vented overboard through the deoiler vent duct
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 75 Oil System Schematic

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

79-00 OIL SYSTEM COMPONENTS

ENGINE OIL TANK
- bolted to the left rear face of the MGB
NO. 4 BEARING OIL STRAINER
LUBRICATION AND SCAVANGE PUMP - found on the turbine exhaust case at the 6:30 position in the oil pressure
- bolted to the rear of the MGB 6:00 position tube that goes to the No. 4 bearing

MAIN OIL FILTER MGB FRONT HYDRAULIC PUMP DRIVE AND AGB OIL STRAINER
- bolted to the cast aluminum part of the oil tank found on the front left - found in the fuel /oil cooler outlet manifold before the oil pressure tube
side of the MGB that goes to the main gearbox, front hydraulic pump drive and angle
gearbox
SERVO FUEL HEATER
DEOILER
- attached to the top of the oil filter housing
- attached to the front left side of the MGB
OIL SYSTEM PRESSURE RELIEF VALVE
NO. 3 BEARING COMPARTMENT BREATHER RESTRICTOR VALVE
- attached to the main oil filter housing
- bolted to the No. 3 bearing breather inlet port on the deoiler
ENGINE AIR /OIL HEAT EXCHANGER AND VALVE
- attached to the rear bulkhead of the intermediate case at 8:00 position
FUEL / OIL COOLER AND BYPASS VALVE
- attached to the HPC rear case at 8:00 position

FUEL / OIL COOLER OUTLET MANIFOLD

- bolted to the top of the fuel / oil cooler

OIL PRESSURE TRIM METERING PLUG

- housed in the outlet manifold
For Training Purposes Only

MAIN ( NO. 1, 1.5, 2 ) BEARING OIL STRAINER

- found on the HPC front case at 9:00 position in the oil pressure tube that
goes to the main bearings

NO. 3 BEARING OIL STRAINER

- found on the diffuser case at the 9:30 position in the oil pressure tube
that goes to the No. 3 bearing

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 76 Oil System Componet Location

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

ENGINE OIL TANK

GENERAL
The engine oil tank, container for the engines supply of hot pressurized oil, has
a capacity of approximately 8.0 gallons. The tank useable capacity is 5.75 gal-
lons which is adequate for a minimum 16.15 hours of engine runtime based
upon the maximum oil consumption rate.
DESCRIPTION AND OPERATION
S the engine oil tank is mounted to, and part of the main gearbox aluminum
cast housing
- the part of the tank bolted to the main gearbox is made of stainless steel
- all connections to the gearbox from the oil tank are found in the gearbox
housing
- the oil tank has a heat shield that is held on by a clamp
S at the forward end of the oil tank is a swirl-type deaerator
- used to seperate air from the returning scavange oil, the deaerator vents
air to the main ghearbox through an oil check valve
- by venting excess air the main gearbox oil check valve maintains a oil
pressure of 6 PSI in the oil tank
- the oil tank is pressurized to help push the oil from the tank to the oil
pump

OIL TANK SERVICING

S oil tank servicing is performed
- on the manual gravity fill port
- on the remote pressure fill connection
For Training Purposes Only

The manual gravity fill connection has a flapper valve in the fill port to prevent
rapid oil loss if the oil tank cap is not correctly installed. The scupper drains the
spilled oil overboard through the drain mast.
S oil tank draining is performed through a drain plug with an chip detector
S the oil tank quantity can be checked on the side gage and on the ECAM
system page

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 77 Engine Oil Tank

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

LURICATION AND SCAVENGE OIL PUMP

GENERAL
The Iubrication and scavenge oil pump is used to send pressurized oil from the
oiI tank to the engine bearings, seals, and accessory drives. Further it returns
the scavange oil back to the tank.

DESCRIPTION AND OPERATION

S The Iubrication and scavenge pump has six positive displacement, gear
type pump stages. Each stage is turned by the MGB at a speed in propor-
tion to N 2. The six pump stages are:
S a Iubrication (pressure stage ) that sends pressure oil to the main filter
S five scavenge stages that send scavange oil from the following engine com-
ponents
- to the oil tank deaerator
- main gearbox and deoiler
- No.1, 1.5, and 2 bearings
- angle gearbox
- No. 3 bearing
- No. 4 bearing
S The Iubrication and scavenge oil pump has four chip detectors which are
used to remove metal particles from the scavenge oil.
- the detectors are found at the inlet of the four scavenge stages that re-
ceive oil through external tubes
- the internal scavenge stage used for MGB and deoiler scavenge oil has
its own chip detector
- the five scavenge stages and the chip detectors are part of the engine oil
For Training Purposes Only

system
The Iubrication and scavenge pump is an LRU.

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 78 Lubrication and Scavenge Oil Pump

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 Lufthansa Technical Training
POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

MAIN OIL FILTER

GENERAL
The main oil filter element is used to remove any solid contamination from the
pressure being send from the lubrication and scavenge pump.
The filtered oil goes from the main oil filter to the servo fuel heater.
DESCRIPTION AND OPERATION
S The main oil filter housing contains:
- a primary and a secondary oil filter element assembly
- a main oil filter differental pressure switch
- an oil system pressure relief valve
- a main oil filter cover, attached to the filter housing with four bolts, which
has an oil drain plug and a main oil filter pressure relief valve
S The dual main oil filter assembly contains a 30 or 65 micron absolute fiber
primary oil filter element and a 150 micron secondary oil filter element. The
secondary filter element is contained in the main oil filter element.
S The main oil filter has a differential pressure switch which is used to deter-
mine if the primary oil filter is clogging.
- the filter housing has two pressure taps. These taps are found before
and after the main oil filter element
- connected to these taps in the filter housing is the filter differential pres-
sure switch
- the switch will open at 48 PSID and close at 52 PSID
- when the differential pressure across the main filter element is greater
than 70 PSID, the main oil filter pressure relief valve will open and send
pressure oil directly to the secondary filter
For Training Purposes Only

S To prevent the lubrication and scavenge pump discharge pressure from be-
ing too high, the main oil filter housing has an oil system pressure relief
valve.
- if the oil pressure increases to 425 PSIG, the pressure relief valve will
open and return some oil to the oil tank
- the oil system pressure relief valve is used to ensure that the down-
stream oil pressure does not exceed 525 PSIG maximum
S The dual main oil filter assembly, main oil filter pressure relief valve, and the
oill system pressure relief valve are LRU‘s.

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

BYPASS
For Training Purposes Only

Figure 79 Main Oil Filter and Housing

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

SERVO FUEL HEATER

GENERAL
The servo fuel heater prevents the icing of fuel which is used as servo fuel
pressure ( Pf ) to control the following engine components
S stator vane actuator
S 2.5 bleed valve actuator
S turbine case cooling actuator
S engine air / oil heat exchanger valve
S IDG air / oil heat exchanger valve

DESCRIPTION AND OPERATION

S The fuel pump supplies fuel to the servo fuel heater where the servo fuel
flows through internal tubes in the heater core. Engine oil flows around
these tubes in the shell of the unit to heat the fuel.
S Before the fuel can flow into the servo fuel heater tubes it goes through the
bimetallic oil control valve.
- if the fuel temperature is below 37.8_ C, the oil control valve permits en-
gine oil to flow through the shell of the heat exchanger. The hot engine
oil flowing around the tubes heats the fuel.
- if the fuel temperature is more than 37,8_ C, the oil control valve by-
passes the engine oil directly to the engine air / oil heat exchanger
S A thermal popout indicator is found on the servo fuel heater housing. It
gives a visual indication of a defective oil control valve and / or a defective
oil control valve thermostat. The control valve failsafes in the HEAT ON
(non bypass ) position.
The servo fuel heater is a LRU.
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 80 Servo Fuel Heater

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

ENGINE AIR / OIL HEAT EXCHANGER VALVE

GENERAL
The engine air / oil heat exchanger valve controls the flow of cooling air sent to
the engine air / oil heat exchanger. Cooling air, supplied by the fan and 2.5
bleed, reduces the temperature of the oil that flows through the engine air / oil
heat exchanger. Fan air is used at high power, 2.5 bleed air is used at low
power.

DESCRIPTION AND OPERATION

S The EEC controls the flow of cooling air through the heat exchanger valve.
- the EEC-controlled valve will start to open if the fuel temperature at the
fuel / oil cooler outlet is greater than 121_ C
- the valve will be fully open if fuel temperature exceeds 127_ C
- the valve will also fully open when fuel flow is below 2000 lbs / hr
S The engine air / oil heat exchanger valve is a dual butterfly type air valve.
The position of the dual valve can be modulated. Thus it can be closed,
opened or not fully opened.
S The dual air valve is actuated ( closed ) by servo fuel pressure supplied by
the servo fuel heater. Servo fuel pressure is controlled by the EEC via a
dual coil torque motor found in the valve. The dual air valve is spring loaded
open if either the EEC signal or Pf is lost.
S There are three fuel tubes that go under the heat exchanger and connect to
the side of the air /oil heat exchanger valve. These tubes are:
- Pf tube - supplies pressurized fuel to control the position of the air / oil
heat exchanger valve
- Pfr tube - returns servo fuel to the fuel /oil cooler
- SD ( seal drain ) tube - sends fuel leakage overboard through the drain
For Training Purposes Only

tube and mast

S The position of the air / oil heat exchanger valve is indicated by
- a visual indicator on the bottom of the valve housing
- dual rotational variable transformers which send a valve position to the
EEC channels
The engine air / oil heat exchanger valve is a LRU.

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 81 Engine Air / Oil Heat Exchanger Valve

FRA US-T TH SEP 2002 Page 153
 Lufthansa Technical Training
POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

ENGINE AIR / OIL HEAT EXCHANGER

GENERAL
The engine air / oil heat exchanger is used to cool the engine oil with fan air or
2.5 bleed air. The cooled engine oil reduces the amount of heat that can be
transferred from the oil to the fue! in the fuel / oil cooler.

DESCRIPTION AND OPERATION

S The engine air / oil heat exchanger, which receives pressurized oil from the
servo fuel heater has:
- internal tubes through which the engine oil flows and fins which are at-
tached to these tubes. The fins are used to transmitt heat from the tube
walls to the fan or 2.5 bleed air that flows between the tubes. The heated
air than flows to the nacelle area
- a pressure relief valve that wiII open if the oil pressure is greater than 60
PSID. An opened pressure relief valve permits the oil to bypass the air /
oil heat exchanger when the oil is cold and / or the heat exchanger core
is clogged.
S The EEC controls the flow of cooling air to the air /oil heat exchanger. It in-
creases the airflow if the fuel temperature is greater than a specified value.
The increased airflow decreases the oil temperature and reduces the
amount of heat transfer to the fuel in the fuel /oil cooler.
S The engine air / oil heat exchanger is a LRU.
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 82 Engine Air / Oil Heat Exchanger

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

FUEL / OIL COOLER BYPASS VALVE

GENERAL
The non-modulating , two position fuel / oil cooler bypass valve is used to con-
trol the flow of engine oil to the engine core of the fuel / oil cooler.
The valve (in the bypass position) permits engine oil to bypass the the fuel /oil
cooler.
The valve ( in the non bypass position ) permits the oil to flow through the fuel /
oil cooler and increase the temperature of fuel.
DESCRIPTION AND OPERATION
S The fuel / oil cooler bypass valve is EEC controlled. The EEC sends power
to the bypass valve torque motor to move the valve to the bypass position if
any one of the following conditions exist.
- fuel temperature at the fuel / oil cooler outlet is greater than or equal to
127_ C
- fuel flow is Iess than 2000 Ibs / hr
S Servo oil pressure is used to hold the valve in the bypass position where
engine oil wiII bypass the fuel / oil cooler and go direct to the outlet man-
ifold. Thus heat from the engine oil is not transmitted to the fuel.
S To move the valve to the non bypass position, the EEC deenergizes the
torque motor to stop the flow of servo oil pressure. Without servo oil pres-
sure, the spring Ioaded valve permits engine oil to go through the fuel / oil
cooler and heat the fuel.
S Position feedback to the EEC is from dual proximity sensor built in the
torque motor assembly.
S An internal pressure relief valve wiII open at 50PSID, causing engine oil to
bypass the cooler core, when the:
For Training Purposes Only

- oil is cold
- core is clogged
- bypass valve is stuck

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OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 83 Fuel / Oil Cooler Bypass Valve

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

FUEL / OIL COOLER

GENERAL
The fuel / oil cooler is used to transfer heat :
S from the engine oil to the engine fuel. The cooled engine oil is send through
the fuel / oil cooler outlet manifold to lubricate and cool the engine bearings,
gears and accessory drives
S from the IDG oil to the engine fuel. The cooled IDG oil is send to lubricate
and cool the IDG
S to the engine fuel from the engine oil and IDG oil and send heated fuel to
the fuel pump

DESCRIPTON AND OPERATION

S The fuel / oil cooler has internal tubes through which the engine fuel flows.
These tubes go through the engine oil core and the IDG oil core sections of
the fuel / oil cooler. The two oil cores have baffles and are isolated so that
the engine oil and IDG oil do not mix together.
S The fuel pump boost stage and the fuel pump bypass valve supply fuel to
both oil cores in the fuel / oil cooler.
S Engine oil from the fuel / oil cooler bypass valve goes into the fuel / oil
cooler at two separate inlets. One inlet is used if the bypass valve is opened
( bypass mode ). The other inlet is used if the bypass valve is spring loaded
closed ( non bypass).
- in the bypass mode the engine oil flows vertically through the fuel / oil
cooler directly to the fuel / oil cooler outlet manifold. It does not flow
through the engine oil core.
- in the non - bypass mode, the engine oil floes to the engine oil core in
the fuel / oil cooler.
For Training Purposes Only

S For IDG oil, there is no bypass. IDG oil flows continuously through the fuel /
oil cooler IDG oil core.
S The fuel / oil cooler has three overboard drain ports for oil and fuel. The
ports are found on the engine oil core, the IDG oil core and between the
engine and IDG cores.
S Installed in the front end of the fuel / oil cooler is the IDG oil temperature
sensor.
S The fuel / oil cooler is a LRU.

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
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For Training Purposes Only

Figure 84 Fuel / Oil Cooler

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OIL SYSTEM PW 4168
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FUEL / OIL COOLER OUTLET MANIFOLD

GENERAL
The fuel / oil cooler outlet manifold is used to send pressurized engine oil from
the fuel / oil cooler through pressure tubes to the main bearings, gearboxes
and oil tank.

DESCRIPTION AND OPERATION

S The outlet manifold has the mounting boss for the Iow oil pressure switch. It
also houses the oil trim metering plug and a Iast chance oil strainer for pres-
sure oil being sent to the gearboxes.
S Pressurized oil enters the fuel / oil cooler outlet manifold through the top of
the fuel /oil cooler. The oil is then sent to five separate oil pressure tubes.
- four tubes are used to send oil to the main bearings
- the fifth tube is used to send oil from the oil pressure trim metering plug
to the oil tank. The trim metering plug is used to control the flow of oil.
S The Iow oil pressure switch is mounted to the outlet manifold.
The fuel / oil cooler outlet manifold is a LRU.
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 85 Fuel / Oil Cooler Outlet Manifold

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

TRIM METERING PLUG

The Trim Metering Plug located in the oil outlet manifold can be changed by the
maintenace personnel.
The AMM Test requirements refer to the
S TEST NO. 13 - MAIN OIL PRESSURE TEST AND ADJUSTEMENT
This test is to check the main oil pressure at N2 speeds above idle and if nec-
essary, to adjust the oil pressure to the necessary limits.
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

TRIM DIAMETER CHANGE - INCHES ( mm )

For Training Purposes Only

HIGH ROTOR SPEED - N2 ( % RPM )

Figure 86 Trim Metering Plug Selection Schematic

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

LAST CHANCE OIL STRAINERS

GENERAL
Last chance oil strainers are used to prevent large particles in the oil from clog-
ging the oil nozzles or going into the bearing compartments.

DESCRIPTON AND OPERATION

S Oil from the fuel / oil cooler not bypassed through the metering plug flows
through the last chance strainers. The metal mesh last chance oil strainers
are externally mounted on the engine and are used to remove particles from
the oil. By removing the particles, the strainers protect the oil nozzles from
clogging by any contaminate introduced after the main oil filter. Oil nozzles
are used in the bearing compartments and gearboxes to supply the oil at
correct flow rates to all the users.

LOCATION
S MAIN ( NO. 1, 1.5, 2 ) OIL STRAINERS
- found on the HPC front case at 9:00 position in the oil pressure tube that
goes to the main bearings.
S NO. 3 OIL STRAINER
- found on the diffuser case at 9:30 position in the oil pressure tube that
goes to the No. 3 bearing
S NO. 4 OIL STRAINER
- found on the turbine exhaust case at 6:30 position in the oil pressure
tube that goes to the No. 4 bearing
S MGB, FRONT HYDRAULIC PUMP, AGB OIL STRAINER
- found in the fuel / oil cooler outlet manifold before the oil pressure tube
that goes to the main gearbox , front hydraulic pump drive and angle
For Training Purposes Only

gearbox
NOTE:
There are no check valves to prevent oil leakage.

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 87 Last Chance Oil Strainers

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

MAGNETIC CHIP DETECTORS

GENERAL
The engine oil scavange system has six magnetic chip detectors which catch
ferrous metal particles that might exist in the scavenge and supply oil.

DESCRIPTION AND OPERATION

S The scavenge oil that goes into the lubrication and scavenge oil pump from
the bearing compartments and from the AGB :
- flows past the magnetic chip detectors
- is pumped to the deaerator in the oil tank
S The magnetic chip detector in the main gearbox catches chips in the sca-
vange oil before the oil goes into the lubrication and scavange oil pump.
S The master chip detector at the bottom of the oil tank catches chips before
the oil goes to the pressure stage of the lubrication and scavenge pump
S The six chip detectors are checked and examined at regular intervals.
S The chip detectors are bayonet type plugs. They go into housings that have
self closing check valves.
S The chip detectors are LRU‘s.
LOCATION
S Master chip detector
- aft of the drain plug boss at the bottom of the oil tank
S Main gearbox chip detector
- in a boss on the front right side of the MGB
S Four chip detectors on the lubrication and scavenge oil pump housing
where the return lines enter the pump
For Training Purposes Only

- main ( No. 1, 1.5, and 2 ) bearing compartment

- angle gearbox
- No. 4 bearing compartment
- No. 3 bearing compartment

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 88 Magnetic Chip Detectors

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

NO. 3 BEARING COMPARTMENT BREATHER RESTRICTOR VALVE

GENERAL
The No. 3 bearing compartment breather restrictor valve is used to control the
flow of breather air from the No. 3 bearing compartment. The breather restric-
tor valve:
- holds a higher pressure in the No. 3 bearing compartment during high
power settings to reduce the pressure differential across the compart-
ment carbon seals. This is done to ensure optimum carbon seal perfor-
mance.
- reduces pressure in the No. 3 bearing compartment during engine decel-
eration

DESCRIPTION AND OPERATION

S The No. 3 bearing compartment breather restrictor valve is pneumatically
operated and controlled. It has a dual orifice assembly - a small fixed orifice
and a Iarger variable main flow orifice. The fixed orifice is always open. The
variable main flow orifice is spring Ioaded to the open ( fuII flow ) position
and closed when 12th stage air pressure exceeds approximately 200 PSI.
The 12th stage air pressure to operate the valve is supplied by the No. 3
bearing buffer air cooler manifold.
S When the valves main flow orifice is open, breather air from the No. 3 bear-
ing compartment is permitted to flow freely into the deoiler. As engine power
and 12th stage air pressure go up, the main flow passage is closed and
breather air flows only through the smaller flow fixed orifice. The smaller
fixed orifice restricts flow and causes an increase in the No. 3 bearing
compartment pressure.
S A popout indicator ( red ) provides a visual indication of a valve failure.
The breather restrictor valve is a LRU
For Training Purposes Only

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 89 No. 3 Bearing Compartment Breather Restrictor Valve

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

DEOILER
GENERAL
The deoiler removes the oil from the breather air.

DESCRIPTION AND OPERATION

S Breather air goes into the deoiler from the :
- main ( No. 1, 1.5, and 2 ) bearing compartment
- No. 3 bearing compartment
- MGB
S The breather air goes into an impeller that turns in the deoiler.
- the rotation causes a centrifugal force that pushes the oil towards the
outer wall of the impeller. Then the oil drains from the deoiler and goes to
the MGB sump through an internal passage
- the centrifugal force does not push the air outward because it is much
lighter than the oil. Thus the air goes through the center of the impeller
and is vented overboard
S The deoiler is a LRU

DEOILER VENT DUCT

GENERAL
The deoiler vent duct is used to send breather air from the MGB deoiler over-
board.
DESCRIPTION AND OPERATION
S There is a centrifugal deoiler at the left side front face of the MGB. It seper-
ates the oil from the breather air that comes to the gearbox from the main
For Training Purposes Only

bearing compartments.
S The free end of the deoiler vent duct is flattened and positioned at the junc-
tion of the left and right thrust reverser doors. The thrust reverser doors
close around the flattened end of the duct leaving a small part of the duct
extending through the doors
S The deoiler vent duct is a LRU

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 90 Deoiler and Vent Duct

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00

ENGINE OIL COOLING AND FUEL HEATING

SUMMARY NOTE
S The EEC-controlled engine oil cooling and fuel heating system: The position of the dual air valve is modulated. That means the valve can be
- maintains the maximum engine oil temperature within the correct Iimits open to different degrees to control the amount of air passing through the air /
oil heat exchanger.
- controls the engine fuel temperature to prevent fuel icing
S Engine oil flows from the engine air / oil heat exchanger to the fuel / oil
DESCRIPTION AND OPERATION cooler bypass valve. If Tfuel is Iess than 127_ C the bypass valve remains
S The EEC controls the engine oil cooling and fuel heating system. The fo- closed
lIowing information describes only that part of the system pertaining to en- - the closed valve permits the oil to flow through the fuel / oil cooler cool-
gine oil. Not discussed is how the fuel temperature is affected by the IDG ing core and transmitt heat to the fuel
oil. The flow of IDG oil and fuel in the fuel / oil cooler IDG core is shown but
not explained here.
S During engine operation the EEC monitors Tfuel (temperature at the outlet
of the fuel / oil cooler). The EEC uses the value of Tfuel to make the deci-
sions to control the
- cooling of engine oil in the engine air / oil heat exchanger
- heating of fuel ( and the cooling of engine oil ) in the fuel / oil cooler
S The hot oil from the main oil filter housing flows through the servo fuel
heater to the engine air / oil heat exchanger and valve assembly. The oil
then goes through the air / oil heat exchanger to the fuel / oil cooler.
S In typical operation, Tfuel is Iess than 121_ C. With this condition, the dual
air valve in the engine air / oil heat exchanger is closed.
- this means the oil is not cooled by fan air or 2.5 bleed air as it passes
through the air / oil heat exchanger.
- the fuel / oil cooler bypass valve is also closed to permit engine oil to
flow through the fuel / oil cooler and transmitt heat to the fuel.
S OiI is cooled
For Training Purposes Only

S FueI is heated
S If Tfuel is greater than 121_ C, the EEC causes the dual air valve in the en-
gine air / oil heat exchanger to start to open.
- the open valves permit fan air or 2.5 bleed air to pass through the air / oil
heat exchanger and cool the engine oil
- the cooled oil wiII then transmit Iess heat to the fuel in the fuel / oil cooler

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 91 Engine Oil Cooling / Fuel Heating ( Closed Position )

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
DESCRIPTION AND OPERATION (CONTINUED)
S FueI is used to cool the engine oil. If Tfuel is greater than 127_ C and in-
creasing the EEC:
- opens the dual air valve fully for maximum cooling of the engine oil when
it goes through the engine air / oil heat exchanger
- causes the fuel / oil cooler bypass valve to move to its open ( bypass )
position. With the bypass valve open a Iarge percentage of the engine oil
flows up through the fuel / oil cooler bypassing the engine oil cooling
core. Thus the oil does not transmit heat to the fuel
S When Tfuel decreases to 121_ C ( or Iess ) and the fuel flow rate is
greater than 2000Ibs/hr
- the EEC causes the fuel / oil cooler bypass to close or move to its non
bypass position
- the engine oil then goes through the engine oil cooling core and trans-
mits heat to the fuel
- the high rate of fuel flow can cool the oil without a Iarge increase in the
fuel temperature
S When Tfuel decreases to 121_ C ( or Iess ) and the fuel flow rate is Iess
than 2000 Ibs/hr
- the EEC causes the fuel / oil cooler bypass valve to open or move to the
bypass position
- this is because the Iow rate of fuel flow is not sufficient to cool the oil,
and the fuel temperature can increase too much
S Exceptions
- if Tfuel is Iess than 10_ C the bypass valve is closed at aII fuel flow
rates. This is to make sure that the fuel temperature is sufficiently high to
prevent ice in the fuel
For Training Purposes Only

- if engine oil temperature is 160_C, the dual air valve opens fully for maxi-
mum cooling of the engine oil when it goes through the engine air / oil
heat exchanger. In this case, the high oil temperature overrides the fuel
temperature requirements

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POWER PLANT A330-200/300
OIL SYSTEM PW 4168
79-00
For Training Purposes Only

Figure 92 Engine Oil Cooling / Fuel Heating ( Open Position )

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

ATA 79-30 OIL INDICATING SYSTEM

INDICATING GENERAL
GENERAL
The oil system has a number of components that are used for indication. These
components monitor the oil temperature, pressure, and quantity.
The components send signals which permit the flight crew to monitor the status
of the oil system and alert them to possible problems.
DESCRIPTION AND OPERATION
Two components that sens oil pressure are connected to oil pressure taps on
the fuel / oil cooler. These two components are:
S Oil Pressure Transmitter
- gives a signal to the EEC to indicate the supply pressure on the ENGINE
SYTEM PAGE
S Low Oil Pressure Warning Switch
- closes if the oil pressure decreases below the minimum limit ( 70 PSI )
- sends a signal directly to the FWC to trigger the low oil pressure warning
message
S Oil Filter Clogging Switch
- the oil filter differential pressure switch senses pressure from two taps on
the main filter housing
- if the differential pressure across the filter is too high, the switch closes
and causes a caution indication on the ENGINE SYSTEM PAGE
S Oil Temperature Sensor
For Training Purposes Only

- the oil temperature sensor in the MGB sends the scavange oil tempera-
ture to the EEC and shows the indication on the ENGINE SYSTEM
PAGE
S Oil Quantity Transmitter
- the quantity transmitter sends a signal to the EEC that is in proportion to
the oil level in the tank. The quantity is shown on the ENGINE SYSTEM
PAGE

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 93 Oil System Indication Components

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

ECAM OIL INDICATIONS

1 Oil quantity indication)

S normally green
S pulses below 3 quarts

2 Oil pressure indication

S normally green
S the needle and the digital indication are red if the oil pressure is below 70
PSI

3 Oil temperature indication

S normally green
S pulses above 167_ C
S becomes amber above 167_ C for more than 20 min
S becomes amber at 177_ C without delay

4 Oil filter clog indication

S CLOG message appears in amber in case of excessive pressure loss
across the main oil scavange filter
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

2
CLOG 4
3
For Training Purposes Only

Figure 94 ECAM Oil Indication

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

OIL OUANTITY TRANSMITTER

GENERAL
The oil quantity transmitter is used to indicate the amount of oil in the engine oil
tank through the EEC to the aircraft indicating system.

INTERFACE
The single channel analog signal sent by the oil quantity transmitter to the bi-
furcation box is sent to each channel of the EEC.
The EEC transform the analog signal into a digital signal. The digital signal is
then transmitted to the SD by the EEC through the DMC’s.
NOTE:
The quantity transmitter is cooled by fan air or 2.5 bleed air.
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 95 Oil Quantity Indication

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

OIL PRESSURE INDICATION

GENERAL
The oil pressure transmitter is used to sense the pressure of the oil in the FueI
/ oil cooler.

INTERFACE
The oil pressure transmitter sends dual analog signal to channel A and B of the
EEC through the bifurcation conduit. The EEC transforms the analog signal
into a digital signal and sends it to the EIVMU and to the DMC’s.
NOTE:
The dual LVDT’s in the oil pressure transmitter are cooled by fan air or 2.5
bleed air.
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 96 Oil Pressure Indication

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

LOW OIL PRESSURE WARNING

GENERAL
The Iow oil pressure switch is used to sense oil pressure at the FueI / oil cooler
outlet.

INTERFACE
The Iow oil pressure switch sends a discrete signal to the EIVMU, FWC1, FWC
2 and other aircraft systems.
The Iow oil pressure switch is energized with 28 VDC through the circuit
breaker that supply the oil pressure transmitter.
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 97 Low Oil Pressure Warning

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

OIL TEMPERATURE INDICATION

GENERAL
The oil temperature sensor is used to measure the scavange oil temperature in
the gearbox.

INTERFACE
The analog signal from the oil temperature sensor is transmitted to the EEC
through the bifurcation conduit.
The EEC transforms this signal into a digital format. This signal is then trans-
mitted to the SD and EWD through the DMC or through the FWC and DMC.
DESCRIPTION
The temperature sensor is a dual Resistance Temperature Device ( RTD ).
Each RTD consits of a alumel / chromel thermocouple enclosed in a stainless
steel hermetic housing with a five pin stainless steel shell.
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 98 Oil Temperature Indication

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30

OIL FILTER CLOGGING INDICATION

GENERAL
The main oil filter differential pressure switch is used to measure the before
and after pressures in the main oil fiiter.

INTERFACE
The signal from the differential pressure switch goes to the EEC and then to
the FWC and the DMC’s.

DESCRIPTION
The main oil filter differential pressure switch, cooled by fan air or 2.5 bleed air,
is connected to two ports on the main oil filter housing.
When the pressure through the main oil filter is higher than 52 PSI ( increasing
pressure ) the switch closes and the warning is triggered.
For Training Purposes Only

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OIL SYSTEM A330-200/300
INDICATING PW 4168
79-30
For Training Purposes Only

Figure 99 Oil Filter Differential Pressure Indication

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21

ATA 79 ENGINE OIL

24-21 IDG OIL COOLING
GENERAL
The IDG oil cooling system is used to lubricate and cool the IDG oil. It is also
used to control the transfer of heat between IDG oil and fuel flowing through
the fuel / oil cooler.

DESCRIPTION AND OPERATION

S The IDG oil cooling system is controlled by the EEC. EEC control is based
on aircraft GCU logic as a function of IDG oil IN temperature and engine
fuel flow. IDG oil temperature is supplied by a sensor found in the IDG core
of the fuel / oil cooler.
S Hot lubrication oil from the IDG goes to the IDG air / oil heat exchanger
where it is cooled by fan air or 2.5 bleed air.
S Cooling fan air or 2.5 bleed air to the IDG air / oil heat exchanger is supplied
by the EEC-controlled IDG air / oil heat exchanger and valve.
S From the IDG heat exchanger, IDG oil flows through the fuel / oil cooler by-
pass valve to the fuel / oil cooler IDG core. In the IDG core, IDG oil heat is
transferred to the engine fuel. The cooled oil then goes back to the IDG
S During usual engine operation, the EEC-controlled IDG air / oil heat ex-
changer valve modulates ( as necessary ) to maintain an IDG oil tempera-
ture of 105_ C. The valve is hydraulically actuated by servo fuel pressure
supplied by the servo fuel heater.
S The IDG air / oil heat exchanger valve goes full open if the EEC senses:
- an engine oil temperature of more than 160_ C, as supplied by the en-
For Training Purposes Only

gine oil temperature sensor installed in the main gearbox

- a drop in fuel flow below 2300 pounds per hour, as supplied by the
FMU

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 100 IDG Oil Cooling System Schematic

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21

IDG OIL COOLING SYSTEM

GENERAL
The IDG oil cooling system cools the IDG oil and prevents excessive IDG oil
heat rejection to the engine fuel heating system.

COMPONENTS
S IDG
S IDG fuel / oil cooler
S IDG air / oil heat exchanger
S IDG air / oil heat exchanger valve
S IDG oil IN temperature sensor

DESCRIPTION AND OPERATION

S IDG oil flows from the IDG to the IDG air / oil heat exchanger. After passing
through the heat exchanger, the IDG oil flows to the fuel / oil cooler IDG
core. The cooled IDG oil is then returned to the IDG.
S The cooling airflow through the IDG air / oil heat exchanger and valve is
controlled by the EEC, based on IDG oil IN temperature, fuel flow and air-
craft GCU-logic.
For Training Purposes Only

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 101 IDG Oil Cooling System Components

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21

IDG AIR / OIL HEAT EXCHANGER IDG AIR / OIL HEAT EXCHANGER VALVE
GENERAL GENERAL
The IDG air / oil heat exchanger is used to cool oil from the IDG with fan air or The IDG air / oil heat exchanger valve controls the quantity of fan air at high
2.5 bleed air. The cooled IDG oil decreases the amount of heat transferred to engine power, or 2.5 bleed air at low engine power through the air cooler.
the engine fuel in the fuel / oil cooler IDG core.
DESCRIPTION AND OPERATION
DESCRIPTION AND OPERATION S The hydrualically actuated, dual butterfly, modulating air valve is controlled
S The IDG air / oil heat exchanger assembly has internal tubes through which by the EEC.
IDG oil continuously flows. - the valve starts to open if the EEC senses an IDG oil IN temperature of
- the quantity of fan air or 2.5 bleed air that flows through the heat ex- more than 105_ C
changer is controlled by the IDG air / ol heat exchanger valve - the dual air valve is actuated ( closed ) by servo fuel pressure ( Pf ) from
S The IDG air / oil heat exchanger is the interface between the engine the servo fuel heater
mounted fuel lines and the fuel lines which go to the heat exchanger valve. - the flow of servo fuel pressure is controlled by the EEC which sends sig-
The fuel lines are: nals to the torque motor attached to the heat exchanger valve
- Pressure ( Pf ) - the valve is spring loaded to open if the EEC signal or Pf is not found
- Return ( Pfr ) S The position of the modulating valve is shown by:
- Seal Drain ( SD ) - a visual indicator on the top of the valve housing
- dual rotational vaiable transformers send the position to the EEC
For Training Purposes Only

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 102 IDG Air / Oil Heat Exchanger and Valve

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21

FUEL OIL COOLER AND BYPASS VALVE

GENERAL
The fuel / oil cooler and bypass valve are used to:
S cool engine oil and IDG oiI
S prevent excessive fuel temperature
S heat fuel pump filter inlet tuel to automatically prevent icing of fuel

DESCRIPTION AND OPERATION

The FueI / oil cooler
S a single housing contains separate oil flow and IDG oil flow heat exchanger
cores that share a common internal fuel flow passage
S fuel flow through the unit is continuous
S a pressure relief valve permits the fuel to bypass the fuel / oil cooler IDG
core if fuel blockage should occur
S IDG oil tlow is continnuous
S the fuel / oil cooler bypass valve has no effect on the IDG oil temperature
S IDG oil IN temperature sensor used to send a signal to the EEC
For Training Purposes Only

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 103 Fuel Oil Cooler and Bypass Valve

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
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Figure 104 Fuel Temperature Summary

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 105 Fuel Temperature Control Summary

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 106 Heat / Air Management Summary 1

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 107 Heat / Air Management Summary 2

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ENGINE A330-200/300
IDG OIL SYSTEM PW 4168
24-21

EEC COMPONENT SCHEDULE SUMMARY

The following grafic gives quick reverence information through all engine oper-
ating conditiones for:
S The FADEC
S The FMU
S The VARIABLE STATOR VANES
S The 2.9 BLEED VALVE
S The 2.5 BLEED VALVE
S The ENGINE AIR/OIL HEAT EXCHANGER VALVES
S The FUEL/OIL COOLER BYPASS VALVE
S The TURBINE CASE COOLING AIR VALVES
S The TURNINE VANE BLADE COOLING SYSTEM
For Training Purposes Only

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IDG OIL SYSTEM PW 4168
24-21
For Training Purposes Only

Figure 108 EEC Controlled Component Schedule Summary

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ENGINE INDICATING A330-200/300
GENERAL PW 4168
77-00

ATA 77 INDICATING
77-OO ENGINE INDICATING PRESENTATION
INDICATION GENERAL
The flight deck indications for the engines are shown on the Engine / Warning
Display ( EWD ) CRT and System Display ( SD ) CRT. These displays provide
engine and other aircraft system information for maintenance and flight person-
nel in the form of messages and diagrams for normal and abnormal aircraft
configuration.

PRIMARY ENGINE DISPLAY

The primary engine parameters listed below are displayed on the EWD
- Engine Pressure Ratio ( EPR )
- Exhaust Gas Temperature ( EGT _ C )
- Low Rotor Speed ( N1 % )
- High Rotor Speed ( N2 % )
- Fuel Flow ( KG/H )
- Reverser Unlocked ( REV amber )
- Reverser Deployed ( REV green )
- MEMO or WARNING / CAUTION messages

SECONDARY ENGINE DISPLAY

The secondary engine parameters listed below are displayed on the SD
- Fuel Used ( KG )
For Training Purposes Only

- Oil Quantity ( QT )
- Oil Pressure ( PSI )
- Oil Temperature ( _ C )
- Vibration ( Units N1, N2 )
- Nacelle Temperature ( _ C )
- Starter Valve ( start only )

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GENERAL PW 4168
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For Training Purposes Only

Figure 109 Flight Deck Indication

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GENERAL PW 4168
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POWER INDICATING
EPR INDICATION
EPR - Engine Pressure Ratio 2 EPR ACTUAL analog
EPR, the primary parameter used to set thrust, is the ratio of exhaust gas total
pressure to front compressor inlet total pressure ( P4.95 / P2 ). The EPR sys- S green steady in normal operation
tem has: S disappears in back-up mode
S a combination P2 / T2 probe used to measure the front compressor inlet
pressure and temperature 3 EPR TREND
S four P4.95 probes used to measure exhaust gas pressure S four green arcs indicate the EPR trend
Front compressor inlet pressure and exhaust gas pressure are routed to the S only displayed if auto thrust is active
EEC where transducers change the pneumatic pressures to electrical signals. S not displayed when reverse is active or engine is off
The signals are used to calculate the actual engine pessure ratio which is
transmitted to the flight deck for display. 4 EPR THROTTLE

1 EPR ACTUAl digital S EPR throttle sysmbol ( small white circle )

S not displayed in reverse mode or when the engine is off ( FADEC deener-
S green steady in normal operation
gized )
S replaced by amber XX in the back-up mode

5 EPR MAX
S The EPR max is displayed by means of a thick amber mark across the EPR
scale
S corresponds to the EPR limit of the TOGA mode
S not displayed in reverse mode or when the engine is off

6 REVERSE INDICATION
For Training Purposes Only

S green indication when reverser is deployed

S amber indication when at least one sleeve is unstowed
S reverser failed stowed in flight amber indication flashes for 9 sec

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GENERAL PW 4168
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4 EPR THROTTLE

3 EPR TREND 5 EPR MAX

2
For Training Purposes Only

ACTUAL ANALOG EPR

6 REVERSE INDICATION

1 ACTUAL DIGITAL EPR

Figure 110 EPR Indication

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EPR SYSTEM COMPONENTS

P2 / T2 SENSOR P2 / T2 PROBE
The P2 part of the P2 / T2 probe measures total pressure at the engine inlet.
The pressure is then pneumatically routed through the P2 tube to the P2 port
on the EEC. The pneumatic signal is used by the EEC to give EPR actual in- INTAKE COWL
ACCESS DOOR
dication.
- a water drain is found at the lowest point of the tube to prevent the
collection of water
S The P2 / T2 probe is electrically anti iced to prevent a loss of pressure refer-
ence under icing conditions.
S The T2 part of the P2 / T2 probe measures inlet temperature to determine
the density. Inlet temperature data send to the EEC through wiring WF 14 is
used by the EEC to:
P2 HOSE
- schedule fuel flow
- optimize other engine operating and performance characteristics

P4.95 SENSOR
The four P4.95 exhaust gas pressure probes are manifolded together to mea-
sure the average total exhaust gas outlet pressure.
S each P4.95 probe has an airfoil tpye housing to prevent pressure loss
caused by drag
S the exhaust gas outlet pressure is pneumatically routed through a P4.95 INTAKE COWL
sensing manifold to the P5 point on the EEC WIRING HARNESS
S a water drain is found at the lowest point of the manifold to prevent the P2 INLET
collection of water PORT
For Training Purposes Only

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ENGINE INDICATING A330-200/300
GENERAL PW 4168
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For Training Purposes Only

Figure 111 EPR Indication

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TEMPERATURE INDICATING
EGT INDICATION
The exhaust gas temperature ( EGT ) indicating system has four T 4.95 ther-
mocouple probes to monitor gaspath operating temperatures and temperature
limits at the turbine exhaust case.
Data from the probes is averaged and a signal is sent to the EEC channels
through a thermocouple probe harness.
The EGT signal is processed by EEC channels A and B and is transmitted to
the flight deck on the ARINC 429 data bus.
ECAM INDICATION

1 EGT actual
S digital and analog indication in green color

2 EGT amber line

S is a variable value
S 535_ C for eng start
S 600_ C for take-off

3 EGT red line exceedance

S appears when the EGT red line has exceeded
S stays at the maximum value which has been reached
S reset after new start on ground, or through the EEC via the MCDU

4 EGT red line

For Training Purposes Only

S is represented by an arc shaped red ribbon located at the end of the scale
beginning at the red limit value ( 625_ C )

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For Training Purposes Only

2 Amber Line

1 EGT Actual 3 Red Line Exceedance

4 Red Line

Figure 112 EGT Indication

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GENERAL PW 4168
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EGT SYSTEM COMPONENTS

DESCRIPTION AND OPERATION
S Each EGT ( T 4.95 ) probe has six separate chromel / alumel thermocouple
elements in three positions.
- three thermocouple elements are electrically averaged in the head of the
probe and connected to a pair of chromel / alumel studs. Channel A from
each of the four probes is then averaged within the EGT harness.
- the other three thermocouple elements are similarly averaged and con-
nected to another pair of chromel / alumel studs. Channel B from each of
the four probes is then averaged within the EGT harness.
S Two flexible EGT ( T 4.95 ) harness assemblies are used to transmitt the
averaged EGT analog signals from the probe thermocouples to the EEC.

S The EEC converts the averaged EGT analog signal to a digital signal. The
digital signal is then sent by the EEC to the ECAM engine SD to show the
EGT temperature in _ C.
- the EGT indicator shows exhaust gas temperatures in the range of 0 t
1000_ C.
- if the redline limit for EGT ( 620 _ C normal or 535_ C during start ) is
exceeded, the ECAM repetitive chime will sound and the master warning
light is illuminated.
For Training Purposes Only

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GENERAL PW 4168
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Alumel Stud Chromel Stud Alumel Studs

Flange
Chromel Studs

Thermo-
couples

Circuit A Circuit B

EGT Thermocouple

P 4.95
For Training Purposes Only

Manifold

EGT Thermocouple
Harness

EPR Probe

Figure 113 EGT Interface and Thermocouples

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GENERAL PW 4168
77-00

LOW ROTOR SPEED INDICATING N1 SPEED INDICATION

N1 INDICATION 1 N1 ACTUAL

GENERAL S in percentage
Low rotor speed indicating is used to sense and transmit low rotor ( N1 ) speed S normal green
to the EEC. S amber steady in case of N1 actual exceeds N1 max
The N1 speed probe is mounted in the rear intermediate case at 4:30 position. S red steady if N1 actual exceeds N1 red line
It is a dual probe which measures P2.5 and T2.5.
2 N1 ANALOG
DESCRIPTION AND OPERATION
S Low rotor speed is sensed by the dual element N1 speed ( P2.5 / T2.5 ) S normally green
probe. The probe sends an N1 speed signal to the EEC where it is condi- S amber or red according N1 actual indication
tioned and transmitted in digital format t the ECAM engine SD.
S EEC channel A and B receive independent N1 speed signals from the N1 3 N1 ACTUAL ( REVERSING )
speed probe. The EEC uses N1 speed probe data to supply S normally green
- an N1 speed signal to the processor for various control laws S red if N1 max exceed
- input to a signal conditioning ( Buffer ) circuit used for engine vibration
monitoring 4 N1 MAX
- a digital N1 speed indication which is used as backup for the EPR indica- S the EEC limits the N1 during reverse to max 87%
tion system
S the amber mark changes the position depending on REVERSE or TOGA
S The N1 speed probe makes a magnetic field. Each one of the 60 teeth on selected
the LPT/LPC coupling which passes in front of the probe causes a sudden
change in the magnetic field.
S The probe correctly installed has a minimum gap between the sensor and
N1 INDICATION REVERSE INDICATION
the LPT/LPC coupling sense teeth to permit a strong signal and prevent tip
rub.
3
S The upper limit is set to N1 = 100 %. 4
For Training Purposes Only

- when the indicator shows 100 % N1 speed the display changes to red 2

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GENERAL PW 4168
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N1 SPEED PROBE ( P2.5 / T2.5 )

ROTOR

Intermediate Case
N1 Speed
( P2.5/T2.5 )Probe

GAP ( SEE AMM )

Jackscrew Holes

BRACKET
For Training Purposes Only

SHIM
Elec Connector
Channel B
N1 SPEED ( P2.5 / T2.5 9
PROBE

P2.5 Sensing Mani-

fold
Elec Connector Chan-
nel A

Figure 114 N1 ECAM Indication

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GENERAL PW 4168
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N1 MODE INDICATION
N1 RATED MODE NOTE :
If the FADEC power loses P2 and / or P5 engine parameters it automatically N1 Redline exceedance, indicated by a small red line, shows the exceeded
reverts to the N1 Rated Mode. value and stays on the N1 scale.
The N1 rated mode can be manually selected by pushing the related N1 MODE If this condition occurs the N1 exceedance indication disappears after a new
pushbutton. start on ground after maintenance action, or on the EEC through the MCDU.
The EPR indication shows amber crosses.

N1 UNRATED MODE
A reversion to the N1 unrated mode happens when the FADEC detects a fail-
ure of T2 or altitude air data selection.
Another reason could be the engine programming plug ( EPP ). The failure of
the EPP causes the automatic selection of the N1 unrated mode

INDICATION N1 RATED MODE

1 N1 ACTUAL

2 N1 ANALOG

3 N1 THROTTLE

4 N1 MAX

INDICATION N1 UNRATED MODE

For Training Purposes Only

1 N1 ACTUAL

2 N1 THROTTLE

3 N1 RED LINE EXCEEDANCE

4 N1 RED LINE

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ENGINE INDICATING A330-200/300
GENERAL PW 4168
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N1 RATED MODE N1 UNRATED MODE

4
1
3
For Training Purposes Only

2
2

1 4

Figure 115 N1 Mode Indications

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GENERAL PW 4168
77-00

HIGH ROTOR SPEED

N2 INDICATION
GENERAL
High rotor speed indication is used to sense and transmit high rotor ( N2 )
speed to the EEC.
The engine N2 speed is produced from a winding of the Permanent Magnet
Alternator ( PMA ).
The frequency of the sensor signal is proportional to engine speed.
The EEC receives this signal and will transmit the N2 speed as a percentage of
the engine redline ( 100% - 10450 rpm ) to the ECAM and the EIVMU.
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 116 N2 Speed Indicating

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GENERAL PW 4168
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HIGH ROTOR SPEED INDICATION

N2 ECAM INDICATION
The N2 speed is dispayed in percent in digital form only. It consists of the fol-
lowing elements:

1 N2 Actual
S up to three digits for the integer part
S one digit for the fractional part

2 Degraded Data Mark

S two amber bars across the fractional part

3 N2 Exceedance Cross
S red cross appears close to the upper left hand corner
S N2 redline is above 100% ( 10450 rpm )
NOTE :
If the N2 actual value exceeds the N2 redline value, the color changes from
green to red and furthermore a red cross appears near the digital indication, to
indicate to the pilot that an N2 exceedance has occured. This red cross disap-
pears after a new engine start.
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

1 N2 Actual

2
3 N2 Exceedance ( Red )
Degraded
Data

Figure 117 N2 Interface and ECAM Indication

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GENERAL PW 4168
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ENGINE SYSTEM DISPLAY

INDICATION
1 Oil Quantity Indication 7 VIB Indications
The needle and the digital indication are normally green.The digital in- The indication is green and start to pulse above 5 units.
dication pulses if the oil quantity drops below 3 quarts. Advisory inhib-
ited: 8 Ignition Indication
- at T.O. or go around Ignition is displayed during the start sequence. It displays A or B or AB
- during reverse
- in alpha floor mode 9 Start Valve Position
Green for fully open or closed. Amber for abnormally fully open or
2 Oil Pressure Indication closed.
The needle and the digital indication are normally green.
Both become red if the oil pressure drops below 70 PSI 10 Engine Bleed Pressure
Bleed pressure upsream of the preccoler is normaly displayed in green.
3 Oil Temperature Indication It becomes amber below 21 PSI with N2 > 10% or in case of overpres-
Normally green, pulses above 167_ C, becomes amber if the tempera- sure.
ture exceeds :
- 167_ C for more than 20 min 11 Nacelle Tmeperature Indication
- or 177_ C without delay Nacelle temperature needles are displayed in green. Becomes pulsing if
the temperature exceeds 230_ C.
4 Oil Filter Clog Indication The nacelle indication is replaced by the starter valve during engine
CLOG message apears in amber if there is an excessive pressure loss start.
across the main oil filter

5 Fuel Used Indication

The indication is displayed in green and reset at engine start
For Training Purposes Only

6 Fuel Filter Clog Indication

CLOG message apears in amber in case of excessive pressure loss
across the fuel filter

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GENERAL PW 4168
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For Training Purposes Only

Figure 118 Engine System Display

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GENERAL PW 4168
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ENGINE VIBRATION INDICATION

GENERAL
The engine vibration indication system is used to sense, transmit, and display - the vibration scales on the display unit range from 0 to 10 units
engine vibration caused by the low and / or the high speed rotor assemblies. - the vibration display for N1 and N2 pulses if the limit is exceeded ( 5
units )
COMPONENTS AND LOCATIONS
S The N1 advisory level is 5.2 Units
S Engine vibration accelerometer ( No. 1 bearing )
S The N2 advisory level is 5.7 Units
- internally mounted to the No. 1 bearing flange support ring at 5:00 posi-
tion BEARING NO. 1 BACKUP SENSOR INSTALLATION
S Engine vibration accelerometer ( exhaust case ) In order to replace a inoperative No. 1 bearing transducer the alternate sensor
- mounted on the low pressure turbine ( flange P ) at 3:00 position must be installed. The sensor is connected to the RCC replacing the failed No.
S Remote charge converter ( RCC ) 1 bearing transducer.
- mounted to brackets on the intermediate case at 5:30 position The repair kit consists of:
S Engine vibration accelerometer harness ( exhaust case ) S sensor vibration pick-up
- attached at one end to the exhaust case vibration accelerometer and, at S bracket ( D1 flange )
the other end, to the RCC on the intermediate case S bracket ( N1 speed flange )
S Optional Engine vibration accelerometer ( intermediate case ) S bolt ( 2 necessary )
- mounted on the intermediate case strut at 5:30 position S washer ( 2 necessary )
S dummy connector receptacle
DESCRIPTION AND OPERATION
S screw ( 4 necessary )
S The No.1 bearing and exhaust case vibration accelerometer are used to
sense engine vibration caused by the low and / or high speed rotor assem- S self locking nut ( 4 necessary )
blies. Proportional electrical signals are then sent from the accelerometers
to the RCC. The RCC is
- an analog to digital signal converter
- a signal amplifier
For Training Purposes Only

- fan air cooled

S The RCC receives electrical signals through a coaxial cable attached to the
No.1 bearing accelerometer, and through a low noise harness attached to
the exhaust case accelerometer. These signals are then transmitted from
the RCC to the aircraft Engine Indicating Vibration and Monitoring Unit (
EIVMU ).
- the EIVMU is used to filter the signals and correlate the frequencies with
the specific rotor. N1 and N2 vibration signals are then shown on the
flight system display

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GENERAL PW 4168
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For Training Purposes Only

Figure 119 Engine Vibration Indication System

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ENGINE INDICATING A330-200/300
GENERAL PW 4168
77-00

FAN INTERMEDIATE
CASE

FAN CASE

COAXIAL CABLE

ENGINE VIBRATION
ACCELEROMETER
( NO.1 BEARING )
For Training Purposes Only

Figure 120 Vibration Accelerometer Bearing No. 1

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GENERAL PW 4168
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LOW NOISE CABLE

FLANGE P
For Training Purposes Only

ENGINE VIBRATION
ACCELEROMETER
( EXHAUST CASE )

Figure 121 Vibration Accelerometer Exhaust Case

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EIVMU
GENERAL
1 LAST LEG REPORT 7 TEST
The purpose of this item is to present in plain language the list of the class 1 This item enables the initiation of the EIVMU test from the MCDU.
and 2 internal and external faults detected by the EIVMU during the last flight.
8 GROUND REPORT
2 PREVIOUS LEGS REPORT The purpose of this item is to present in plain language the list of the internal
The purpose of this item is to present in plain language the list of the class 1 faults detected by the EIVMU and which occured after landing.
and 2 internal and external faults detected by the EIVMU during the last 63 This item enables access to the TROUBLE SHOOTING DATA fault by fault.
flights ( exluding the last flight ).

3 LRU IDENTIFICATION
The purpose of this item is to present the hardware and software status of the
EIVMU ( part number and serial number ).

4 GROUND SCANNING
The purpose of this item is to analyze on the ground only the faults that oc-
cured during the lasat flight.
All the faults detected while using this function ( internal, external, class 1, 2,
and 3 ) are shown in real time on the MCDU and are not memorized in NVM.

5 TROUBLE SHOOTING DATA

The purpose of this item is to present the encoded data ( hexadecimal )
associated to each fault detected by the EIVMU and displayed in the LLR, PLR
For Training Purposes Only

and GR.

6 CLASS 3 REPORT
The pupose of this item is to present in plain language all class 3 internal and
external faults detected by the EIVMU during the last flight

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ENGINE INDICATING A330-200/300
GENERAL PW 4168
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1
6
2
7
3
4 8
5
For Training Purposes Only

Figure 122 EIVMU System Tests

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EIVMU CONTINUED

1 SPECIFIC DATA
This item can only be activated on the ground.
The specific data is composed of:
For Training Purposes Only

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For Training Purposes Only

Figure 123 EIVMU Specific Data

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GENERAL PW 4168
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FAN UNBALANCE
Acquisition ot 8 sets of points.
Acquisition ot phase and displacement in stabilized flight conditions allows to
rebalance the engine when aircraft is on the ground.
8 N1 speeds shall be selected through the MCDU in the following speed
ranges:
- 16 - 50 percent
- 50 - 65 percent
- 65 - 75 percent
- 75 - 80 percent
- 80 - 85 percent
- 85 - 90 percent
- 90 - 95 percent
- 95 - 99 percent
These selected speeds are memorized in NVM until next change on the
MCDU.
Default values are: 50, 60, 67, 76, 84, 88, 92 and 96 percent rpm.
Corresponding to these speeds, 8 sets of points shall be stored for each of the
Iast two flights with the conditiones here under.
- Flight phase 6
- N1 speed range
- N1 speed accuracy ( variation allowed  2 percent )
- Stabilization time 15 seconds
A set is defined as:
- N1 phase
For Training Purposes Only

- N1 displacement
- N2 vibration from both accelerometers
- N1 speed
- N2 speed
- Date and UTC
- Engine S/N
Acquisition during ground run
This menu allows to acquire vibration data set updated every 3 seconds

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GENERAL PW 4168
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FAN UNBALANCE READOUT

For Training Purposes Only

Figure 124 EIVMU Fan Unbalance

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GENERAL PW 4168
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MAX FLIGHT VIBRATION DISPLAY

Max flight vibration acquisition
The EIVMU shall store for each of the Iast 8 flights for N1 and N2 vibrationes,
and for each accelerometer the max vibration Ievel reached.
For each flight these four max Ievels shall be processed during the whole flight
phase 6 and shall be stored in NVM with the following data sampled at the
same time:
S associated N1 and N2 speeds
S N1 and N2 vibrationes from both accelerometers
S N1 phase angle from both accelerometers
S broadband vibrationes from both accelerometers
S engine S/N
S date and UTC
The time exposure above Iong term operation Ievels are:
S 16 MILS for N1 VIB
S 1,7 IPS for N2 VIB
For Training Purposes Only

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GENERAL PW 4168
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MAX FLIGHT VIBRATION READOUT

For Training Purposes Only

Figure 125 EIVMU Max Flight Vibration Display

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GENERAL PW 4168
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FREOUENCY ANALYSIS
A frequency analysis giving measured vibrationes from 1 to 500 HZ by steps of
40 HZ for one engine condition shall be processed once per flight
S if the broadband threshold exceeded or
S for the programmed accelerometer at a given flight phase and shaft speed
A specific procedure is used between the printer and the EIVMU in order to
print the frequency analysis after the flight transition from flight phase 9 to 10,
in phases 1 and 10 with only one successfull print allowed per accelerometer.
Comments can be added in the print destination field using the specific com-
ment Iines via the scratchpad.
For Training Purposes Only

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FREQUENCY ANALYSIS PRINTOUT

For Training Purposes Only

Figure 126 Frequency Analysis Readout

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GENERAL PW 4168
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DISCRETE INPUTS
This page gives the state of each EIVMU discrete inputs. These discrete inputs
are used by the EIVMU and /or by the EEC which is Iinked to the EIVMU by an
ARINC 429 bus.
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 127 Discrete Inputs

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GENERAL PW 4168
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DISCRETE OUTPUTS
This page gives the state of each EIVMU discrete outputs. These discrete out-
puts are the result of some EIVMU Iogics.
The discretes are updated every 3 seconds.
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 128 Discrete Outputs

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GENERAL PW 4168
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NACELLE TEMPERATURE INDICATION

GENERAL
The nacelle temperature continuously senses, transmits and displays the na-
celle core compartment temperature on the engine system display.
LOCATION
S Nacelle core compartment temperature probe
- mounted on the left side of the fan section fire seal assembly ( near the
bifurcation conduit ) at 6:00 position
DESCRIPTION AND OPERATION
S The nacelle thermocouple probe will produce a milli-volt signal as it is
heated. The strength of the signal will vary directly with temperature. The
signal is only send to EEC channel A where it is converted from analog to
digital signal. The digital signal is transmitted to ECAM .
S The nacelle indication starts to pulse at 230_ C.
For Training Purposes Only

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GENERAL PW 4168
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For Training Purposes Only

Figure 129 Nacelle Temperature Indication

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ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

ATA 73 ENGINE FUEL AND CONTROL

73-20 FADEC
GENERAL
The A330 propulsion system consists of a Full Authority Digital Engine Control
( FADEC ) system for each engine that interfaces with various aircraft systems
to provide engine control and indications.

FADEC SYSTEM
S Each engine is controlled by a dual channel EEC
S One channel is in command, the other is in standby
S All inputs and outputs to the FADEC system are doubled
S A Engine Relay Unit ( ERU ) serves as a junction box, allowing the splitting
of single sourced aircraft signals to both EEC channels
S The ERU also serves as a 115V supply switching box for dedicated compo-
nents

EIVMU
The EIVMU functions are:
S transmission of cockpit panel and aircraft computer data to the associated
engine
S processing of aircraft status signal
S control of aircraft electrical supplies to the engine control system
S engine to engine segregation and engine vibration monitoring and proces-
sing
For Training Purposes Only

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For Training Purposes Only

Figure 130 Aircraft / FADEC Interface

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ADIRU / EEC INTERFACE

AIR DATA SELECTION
Each EEC channel receives digital data from ADIRU 1 and ADIRU 2 through
ERU Bus splitting.
ADIRU data are preferred to FADEC sensors, provided ADIRU inputs are vali-
dated by the EEC.
The ADIRU’s also transmit the air data probe heating status to the EEC for
selection Iogic.
The EEC validates ADIRU input by comparison with its own FADEC / ENGINE
sensors and by comparison of the same data from the other ADIRU. These
values are:
S corrected static pressure ( Ps )
S total air temperature ( TAT )
S total air pressure( Pt )
The EEC uses the most appropriate signal for engine rating and engine control.
EPR measurement is based exclusively on the engine sensors P2 and P5.
When both ADIRU inputs are validated ADIRU 1 is used. ADIRU probe data
can be used without heating provided EEC validates it.
To maintain ENGINE TO ENGINE isolation at Ieast one validated engine sen-
sor ( for T2 or Pamb ) or synthesized value (for Pamb) is required to remain in
the EPR mode.
Loss of a specific engine sensor ( T2 or Pamb ) wiII cause the EEC to make a
transition into the unrated N1 back-up control mode.

P2 / T2 HEATING
The EEC has fuII responsibility for command and monitoring of the P2/T2 sen-
sor. When the engine FIRE pushbutton is released out P2/T2 heating is cut-off.
For Training Purposes Only

A fault is declared if the probe heat is commanded ON and the current monitor
indicates that the heat is OFF.
The probe heat fault is Iatched only if the engine sensed temperature is Iess or
equal to 7,2_ C.
S With the probe heating OFF or FAILED the P2 signal is declared failed if it
disagrees with ADIRU data. A/C in flight - RATED N1 MODE
S With probe heating failed the EEC wiII rever to UNRATED N1 MODE

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For Training Purposes Only

Figure 131 ADIRU Data Selection

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EEC CONTROL FUNCTIONS

GENERAL
The components of the FADEC system are the EEC, the interfacing powerplant The EEC is the primary interface between the powerplant and the aircraft. The
subsystems and components, and the aircraft interfaces. Engine Relay Unit ( ERU ) is also used to interface with the aircraft. Interface
The EEC controls the following basic powerplant functions: includes communication with the following aircraft systems:
S Starting and ignition S Thrust lever resolvers
S Fuel flow metering - provide thrust commands to the EEC
- Fuel Metering Unit S Air data system ( ADIRS )
S Engine stability - transmitt air data information to the EEC
- variable stator vane system S EIVMU
- 2.5 intercompressor bleed - controls transmission of digital data between the flight deck and the EEC
- 2.9 high compressor bleeds S On-board maintenance system
S Engine performance - permits access to maintenace data and testing of the FADEC system
- turbine case cooling S Electronic instrument system ( EIS )
S Heat management - provides flight crew with operational data and warnings associated with
the engine
- turbine vane and blade cooling
S Automatic flight system ( AFS )
- engine fuel and oil
- controls autothrust functions together with the EEC
- IDG oil
- nacelle cooling
- nacelle anti ice
S engine condition monitoring
- P2.5 / T2.5
- fuel mass flow
For Training Purposes Only

- engine serial number

S Thrust reverser system
S Aircraft bleed air

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For Training Purposes Only

Figure 132 EEC Control System Diagram

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ELECTRONIC ENGINE CONTROL

DESCRIPTION AND OPERATION
The EEC is mounted on the fan case at 7:00 position. It weighs about 52 S if the programming plug disconnects in flight, the EEC will use the program-
pounds and incorporates dual electronic channels ( A and B ). ming information stored in the EEC memory
Each channel has its own processor, power supply, memory, input sensors and S the engine serial number is input through the EEC programming plug for
output actuators. use with engine condition monitoring.
S The cast aluminum EEC housing is cooled by natural convection NOTE:
When fully operational, the EEC acts in an active / standby mode where all en- If the EEC programming plug is not installed, the EEC will not allow the engine
gine functions are controlled by one channel. to start. Loss of information in flight reverts to N1 UNRATED MODE.
Upon detection of an output failure, the EEC acts in an active / active mode
which allows both channels to manage different engine functions at the same EEC PNEUMATIC CONNECTORS
time. The pneumatic connectors are identified on the EEC housing. Each pressure
Power to the EEC is supplied by the gearbox driven Permanent Magnet Alter- goes to a transducer in a single channel. The electrical signal is then send to
nator ( PMA ). In case of an dual channel power failure the backup power is channel A and B. The inputs are:
supplied by aircraft power via the EIVMU. S P4.95
Extensive self test and fault isolation logic is programmed into the EEC and - a transducer in the channel B housing receives the pressure signal from
used continuously the combination P4.95/T4.95 probes
S P2
EEC TEST CONNECTOR
- a transducer in the channel B housing receives the pressure signal from
The test connector is supplied for making special EEC tests and is covered and
a combination P2/T2 probe
lockwired.
S Pb
EEC PROGRAMMING PLUG - burner pressure is transmitted to a transducer in the channel A housing
The EEC programming plug selects the applicable schedules in the EEC for S Pamb
S engine thrust rating - a transducer in the channel A housing receives the two pressure signals
S engine serial number from the pick up in the forward fan cowl
S EPR modification data S P2.5
For Training Purposes Only

S engine performance package - the pneumatic input is through tubing from the N1 probe to the EEC
S variable stator vane schedule channel A housing
The programming plug is mounted on the EEC channel A housing, and belongs S Panti-ice
to the engine. - a transducer in the EEC channel B housing receives the pressure from
Channel B receives the information via crosschannel data link from channel A the anti-ice duct for feedback of the anti-ice vale position
S the EPR modification data is shown by a class number identification
S the EEC programming plug class number and part number are stamped on
the data plug and on the identification plate

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For Training Purposes Only

Figure 133 EEC Connections

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BURNER PRESSURE SENSE LINE ( PB )

The burner pressure signal is routed from the diffuser case at 08:00 position
into the EEC through a pneumatic pipe. Before the pneumatic line goes into the
EEC there will be a water trap to keep moisture away from the EEC.
This signal is used for fuel flow Iimiting and surge detection.
For Training Purposes Only

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For Training Purposes Only

Figure 134 Burner Pressure Sense Line

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FADEC POWER SUPPLY

DESCRIPTION AND OPERATION FADEC GROUND POWER
The EEC is powered according several conditions. For maintenance purposes and MCDU engine tests, the engine FADEC GRD
PWR panel allows FADEC power supply to be restored on ground, with engine
POWERING N2< 5% shut down.
The EEC is supplied with power from the aircraft network when N2 is below When the related FADEC GRD PWR pushbutton is pressed ON, the EEC re-
5%. covers its power supply.
Each channel is independently supplied by the 115 VAC through the EIVMU NOTE:
The aircraft power permits: The EEC ia also energized as soon as the mode selector is set to IGN/START
- Auto ground check of the FADEC when engine is not running or CRANK position or when the master lever is set to ON.
- Engine starting ( EEC is powered from the master lever or from the
mode selector )
- EEC operation in case of PMA fault

POWERING N2 > 5%
As soon as the engine is running above 5% N2, the dedicated PMA directly
supplies the EEC.
The PMA supplies each channel with 28 VDC. Switching between the aircraft
115 VAC and the PMA supply is done automatically by a transformer in the
EEC

AUTO DE-ENERGIZATION
The FADEC is automatically de-energized on ground, through the EIVMU ,
after engine shutdown.
The auto de-energization occurs on ground:
- 5 min after aircraft power up
For Training Purposes Only

- 5 min after engine shutdown

- 5 min after FADEC ground power supply if not in the CMS menu mode
- at any time when the ENG FIRE pushbutton is released out
NOTE: The EIVMU faisafe powers the EEC even when its not powered itself.

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EEC
FADEC GND PWR

N2 > 5%

ON
ENG
1
OFF
For Training Purposes Only

Figure 135 FADEC Power Supply

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ENGINE RELAY UNIT

GENERAL
The engine relay unit permits EEC-controlled relay switching for engine compo-
nents energized by 115 VAC from the aircraft bus. The ERU is also used to
divide and send single-source aircraft signals to EEC channel A and B.

DESCRIPTION AND OPERATION

The ERU has:
S convection cooled aluminum housing
S six electrical connectors ( three for channel A and three for channel B )
The FADEC system ERU is used for
S relay switching of aircraft supplied 115 VAC to both ignition exciters ( two
relays ) and P2/T2 probe heater ( one relay )

BIFURCATION CONDUIT
GENERAL
The Engine has three wiring harness groups used to interconnect the control
system and supply airframe data and power to the EEC system components.
The groups are
S Engine fan wiring harness ( WF )
S Engine core wiring harness ( WC )
S Nacelle wiring harness ( WN )
Wiring harnesses for each EEC channel are identified by color
S Channel A is BLUE
S Channel B is GREEN
For Training Purposes Only

Yellow wires are alumel - chromel temperature sensing circuits, and grey wires
are connected to airframe circuits.

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For Training Purposes Only

Figure 136 Bifurcation Conduit / Engine Relay Unit

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PERMANENT MAGNET ALTERNATOR ( PMA )

GENERAL
The PMA supplies each channel of the EEC with AC power and an N2 signal.
The PMA is a dedicated, dual channel alternator which is rotor driven by the
main gearbox.
The PMA is installed in the mid front of the main gearbox

DESCRIPTION AND OPERATION

The PMA has a rotor, a fan air cooled stator and electrical connectors for each
EEC channel.
When the speed reaches 5% N2 the PMA outputs electrical power to the EEC.
The PMA then supplies the energized EEC with an N2 signal to EEC channel A
and B
For Training Purposes Only

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For Training Purposes Only

Figure 137 Permanent Magnet Alternator

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EEC CHANNEL DESCRIPTION

DESCRIPTION AND OPERATION
S The EEC uses an active - active control scheme as a means of improving
system and schedule reliability. Active-active control allows either channel
to control any of the three torque motor groups and any of the seven sole-
noid groups, regardless of which channel is in control.
S Primary channel control alternates on subsequent starts. The channel in
control ( primary channel ) wiII control aII outputs when everything is
healthy.
S If an output driver failure occurs, the primary channel remains in control of
aII outputs except for that group in which the functions failed
For Training Purposes Only

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For Training Purposes Only

Figure 138 EEC Channel Switchover

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EEC INTERFACE OF START AND IGNITION SYSTEM

GENERAL
The EEC has the capability to control aII aspects of engine starting, including
control of the starter air valve, ignition exciters, and fuel on/off commands.
Starting the engine can be performed automatically by the EEC or manually
by the flight crew with Iimited EEC control. An alternate start / ignition hard-
wired discrete is used as a backup if the digital data is not available.

STARTER AIR VALVE

The starter air valve is opened through a remote, pneumatic, dual coil starter
air valve solenoid. The EEC can modulate the starter air flow by pulsing the air
valve open and closed. This permits soft re-engagement of the starter during
restart conditions. Starter turbine speed is sensed by the EEC and is used to
control starter speed, and for fault isolation.

IGNITION CONTROL
Aircraft 115 VAC power to each ignition exciter is controlled by the EEC
through a solid state relay Iocated in the ERU. Two independently powered and
cntrolled ignition systems are used on the engine, each with the capability to be
controlled by either EEC channel.
DuaI igniter continuous ignition is manually selected when the engine is running
and the mode selector is in IGN/START position. Continuous ignition is auto-
matically selected if
- aircaft is in takeoff mode
- nacelle anti-ice in ON
- an inflight flameout or surge is detected
- approach idle is selected
For Training Purposes Only

- EIVMU failure occurs

FUEL ON / OFF CONTROL
Both channels of the EEC have an ON/OFF control of fuel into the engine dur-
ing starting through two ( ON and OFF ) FMU mounted dual solenoids. The
EEC wiII not have control of these solenoids once idle speed is reached
An additonal OFF solenoid, energized only through the aircraft master Iever, is
there for normal shutoff of fuel to the engine.
This Iever wiII shutdown the engine regardless of the engine status or EEC
status.

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For Training Purposes Only

Figure 139 EEC Start / Ignition Interface

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EEC NACELLE SYSTEMS

GENERAL
The EEC controls 8th and 15th stage air for aircraft use and nacelle anti-icing,
and controls fan air for nacelle core compartment cooling.

BLEED AIR CONTROL

The 15th stage HP bleed valve is controlled by an integral dual coil solenoid
and can be commanded by either channel of the EEC.
S a dual contact switch is used to indicate the valve position. The feedback is
sent to both channels of the EEC
S when the engine is at Iow power, the HP bleed valve solenoid is deener-
gized and 15th stage bleed air is flowing. When the engine is at high power,
the solenoid is energized and 15th stage air is shut off, permitting 8th stage
air to flow to the aircraft bleed air system.
S a discrete signal is received by EEC channels A and B from the aircraft to
indicate when the PRV, downstream of the HPV, is commanded closed by
the related BMC. The EEC uses this input to schedule the HPV.
For Training Purposes Only

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For Training Purposes Only

Figure 140 EEC Interface with Nacelle Systems

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FADEC IDLE SPEED

MINIMUM IDLE SPEED
Is selected by moving the throttle Iever in the idle position.
The EEC selects the minimum idle speed to
S prevent IDG cutout
S Pb to support service or anti-ice bleeds
S min Wf for safe operation
S Wf / Pb ratios to prevent burner blow out

FLIGHT ( APPROACH) IDLE

Is selected by putting the power Iever in the idle position with the weight off
wheels and slats extended

REVERSE IDLE
Is the same speed as flight idle when
S TRA is in reverse idle position
S aircraft is on the ground for few seconds
The reverse idle speed decreases to minimum idle after a fixed amount of time
following touchdown
For Training Purposes Only

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For Training Purposes Only

Figure 141 Idle Speed

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EPR RATINGS
EPR MODE
S A maximum power rating is calculated by the FADEC aII times for each
throttle detent (TRA ). The rating points are TOGA, MAX CTS / FLEX TO,
CLMB, IDLE.
S The takeoff ratings for takeoff/go around are:
- max takeoff set by the EEC
- derated takeoff: Selected using the autoflight system, the derated takeoff
permits a takeoff to be performrd at a Iower thrust Ievel than max takeoff
where a flex takeoff is not permitted. There are six power Ievel selec-
tions for derated takeoff
- The takeoff rating is used at or below 17000 feet.
S The max continuous / flex takeoff ratings are:
- maximum continuous: Used between 17000 and 26000 feet
- flex takeoff: Selected using the autoflight system, the flex takeoff permits
a takeoff at a Iower thrust Ievel than max takeoff. This rating method is
selected by setting the assumed temperature to a higher Ievel than the
current ambient temperature
S The climb ratings are:
- max climb
- derated climb 1 - selected using the autoflight system
- derated climb 2 - selected using the autoflight system
- the climb ratings are used above 26000 feet
For Training Purposes Only

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For Training Purposes Only

Figure 142 EPR Ratings

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N1 RATED MODE
GENERAL
If the FADEC Ioses the P2 and / or P5 engine parameters it automatically re-
verts to the N1 RATED MODE
The transition from the EPR mode to the N1 rated mode is bumpless. The FA-
DEC is dispatchable in the N1 rated mode.
The N1 rated mode gives:
S The same thrust as per EPR mode during takeoff for up to 2500 feet above
the runway
S Power mangement for:
- max takeoff / go around
- max continuous
- max climb
S The N1 rated mode does not give:
- flex or derated takeoff ratings
- autothrust operation
OPERATION
The rated N1 mode determines the power setting as a function of TRA, altitude
and engine inlet temperature.
The N1 rated mode can be manually selected by pushing an N1 MODE push-
button switch on the flight deck.
In case of a manually reversion from the EPR to the N1 rated mode you do not
get a bumpless transfer. There is a reset possible if the EEC is able to control
the EPR mode.
NOTE:
For Training Purposes Only

In case of an engine beeing operated in the N1 rated mode, also the opposite
engine N1 rated mode must be selected by the crew.

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For Training Purposes Only

Figure 143 N1 Rated Mode

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N1 UNRATED MODE
GENERAL
A reversion to the N1 UNRATED MODE happens when:
S The FADEC detects a failure of T2 or altitude air data selection
S The Engine Programming Plug has been declared at fault at the time of
FADEC initialization. Failure of the EPP causes the selection of the N1 un-
rated mode because EPR schedule modifiers, and engine rating information
are contained on the EPP.
S The N1 unrated mode:
- gives an engine power setting determined from the TRA
- gives no rating Iimiting
- makes Autothrust inoperative
- is a NO GO for the aircraft
S Engine power settings during N1 unrated mode:
- N1 commanded = schedule reversionary N1 with T2 correction
- scheduled reversionary N1 is a function of TRA and is Iimited by
N1 RedIine
NOTE:
Unrated N1 is only automatically selected and overboost can occur.
For Training Purposes Only

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For Training Purposes Only

Figure 144 N1 Unrated Mode

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CENTRAL MAINTENACE SYSTEM ( CMS )

CMS FOR THE ENGINE
S All of the FADEC system maintenance related functions are carried out by
the CMS
S The CMS is divided into two modes of operation
- the CMS normal mode
- the CMS interactive mode

FAULT LEVEL DEFINITION

The definition of fault levels is related to how long a specific fault can be def-
erred.
The times of the deferrment are an agreement between the operator and the
appropriate regulating agency.
In this engine all control system related faults are one of the following.
- Class 1 - No dispatch, flight deck annunciations, faults printed in post
flight report
- Class 2 - Short term deferrment, flight deck annunciations, faults printed
in post flight report
- Scheduled Maintenace Reports ( SMR ) - Long term deferrment, faults
not announced to flight crew
NOTE: Class 3 is not used for engine related faults.
For Training Purposes Only

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CLASS 1 AND 2 FAULTS EEC CHAN 2A

LAST LEG EEC SELF
LAST FLIGHT
< REPORT TEST RESULT

PREVIOUS LEGS SYSTEM

CLASS 1 AND 2 FAULTS < REPORT TESTS > SUBSYSTEM TEST
PREVIOUS 64 FLIGHTS
MENU
SUBSYSTEM
< LRU IDENT TESTS >
EEC CONFIGURATION
AUTOMATIC TEST OF
EEC IDENTIFICATION HARNESSES
< GROUND SCANNING TEST >
TROUBLE SHOOT GROUND
FAULTS DETECTED < DATA INTERNAL FAULTS DETECTED
ON GROUND REPORT >
WHILE AIRCRAFT ON GROUND
OTHER FAULT
< RETURN REPORTS >
LIST OF RUN LEGS GROUND AND MAINTENANCE
WHERE FAULTS DETECTED REPORTS
For Training Purposes Only

Figure 145 CMS EEC Main Menu

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LAST LEG REPORT

The LAST LEG REPORT gives you the ability to interrogate the FADEC for all
Class 1 and 2 faults detected by the FADEC during the last flight.
The LAST LEG REPORT contains the:
S Engine position
S EEC channel
S Present page / last page of the report
S Date and time when fault occured
S ATA chapter
S Clear language message
S Component and FIN number
For Training Purposes Only

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EEC CHAN 2A 1/1

LAST LEG REPORT AUG 3
UTC ATA CLASS
1534 783137 1> 1
T-R LKG ACTR (E2-5051EG1)

<RETURN PRINT*

EEC CHAN 2A
LAST LEG REPORT

DATE UTC CLASS

AUG 3 1534 1
T-R LKG ACTR (E2-5051EG1)
For Training Purposes Only

2 < HEADER CELL DATA

3 < FAULT CELL DATA

< RETURN PRINT *

Figure 146 EEC Last Leg Report

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HEADER CELL INFORMATION

Pushing the LSK next to the > symbol and fault message will get you the
trouble shooting data additional fault data menu.
The HEADER CELL additionl information gives you a snapshot of the operat-
ing conditions of the engine at the time that the fault was recorded.
For Training Purposes Only

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EEC CHAN 2A
LAST LEG REPORT

DATE UTC CLASS

AUG 3 1534 1
T-R LKG ACTR (E2-5051EG1)

2 < HEADER CELL DATA

1
< FAULT CELL DATA

< RETURN PRINT *

EEC CHAN 2A 1/2 EEC CHAN 2A 2/2

LAST LEG REPORT LAST LEG REPORT
HEADER CELL INFORMATION HEADER CELL INFORMATION
AC ID: D-AERA
AC FLIGHT LEG: 290 EPP P/N: 52D004
EEC RUN LEG: 307 EPP CLASS: CL15
FLIGHT NUMBER: AC STATUS: F
CITY PAIR:
ENGINE S/N: 733339
EEC P/N: 812460-7-011
For Training Purposes Only

EEC S/N: 4170-0078

< RETURN PRINT * < RETURN PRINT *

Figure 147 Header Cell Information

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FAULT CELL INFORMATION

Pushing the LSK next to the > symbol and fault message will get you the
trouble shooting data additional fault data menu.
The FAULT CELL additionl information gives you a snapshot of the operating
conditions of the engine at the time that the fault was recorded. Here is more
information on 4 pages ( e.g. temperatures, values, pressures )
For Training Purposes Only

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73-20

EEC CHAN 2A EEC CHAN 2A 1/4

LAST LEG REPORT LAST LEG REPORT

DATE UTC CLASS FAULT CELL INFORMATION

AUG 3 1534 1 DATE: 3 AUG 99
T-R LKG ACTR (E2-5051EG1) UTC: 1534
FAULT CODE: 246
MONITOR CODE: 0
EPR: 1.011
< HEADER CELL DATA N1 SPEED: 768 RPM

3 < FAULT CELL DATA

< RETURN PRINT * < RETURN PRINT *

EEC CHAN 2A 2/4 EEC CHAN 2A 3/4 EEC CHAN 2A 4/4

LAST LEG REPORT LAST LEG REPORT LAST LEG REPORT
FAULT CELL INFORMATION FAULT CELL INFORMATION FAULT CELL INFORMATION
N2 SPEED: 6280 RPM CONTROL MODE: EPR TRA: 0.4 DEG
FLIGHT PHASE: 2 CHANNEL IN CONTROL: YES FUEL TEMP: 48 DEGC
ALTITUDE: 90 FT LOOP#: 6 FUEL FLOW: 1560 PPH
MACH #: 0.00 HARD/INTERMITTEND: 0
For Training Purposes Only

TCJC: 21.8 DEGC

T2: 16 DEGC SURGE DETECT: OIL TEMP: 56 DEGC
P2: 14.699 PSIA CHANNEL HEALTH: C07F00 OIL PRESSURE: 124.1 PSI
PB: 45.91 PSIA EEC RUN TIME: 708 HRS OIL QUANTITY: 10 QTS
N2DOT: 5 RPM/SEC EGT: 349 DEGC

< RETURN PRINT * < RETURN PRINT * < RETURN PRINT *

Figure 148 Fault Cell Information

FRA US-T TH SEP 2002 Page 281
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC SYSTEM TEST

Pushing the LSK 2R on the CMS menu screen makes the FADEC / EEC do a
self test and report the test results to the CMS.
The purpose of this test is to detect any internal FADEC / EEC hardware and
control system electrical failures.
The test is used to:
S Give maintenace personnel the ability to verify the present of a fault de-
tected in flight.
S Confirm that the corrective action taken to remove a fault has removed the
fault.
It is made so that most control system hardware can be tested without doing
an engine start.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 282

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
LAST LEG
<REPORT

PREVIOUS LEGS SYSTEM

<REPORT TESTS> 1
SUBSYSTEM
<LRU IDENT TESTS>
AUTOMATIC
<GROUND SCANNING TEST>
TROUBLE SHOOT GROUND
<DATA REPORT>
OTHER FAULT
<RETURN REPORTS>

EEC CHAN 2A 1/2

SYSTEM TEST

ATA CLASS
341234 3
ADIRU (1FP2) ADR BUS 5
For Training Purposes Only

ATA CLASS
341234 3
ADIRU (1FP1) ADR BUS 5

<RETURN PRINT*

Figure 149 EEC System Test

FRA US-T TH SEP 2002 Page 283
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

SUBSYSTEM TESTS
ACTUATORS TEST
The ACTUATOR TEST is an operational test requiring motorizing of the en-
gine.
The ACTUATOR TEST cycles all torque motors to their maximum and mini-
mum positions.
The components tested are:
S 2.5 bleed actuator
S Stator vane actuator
S Fuel metering unit
S High and low turbine case cooling actuators
S IDG heat exchanger valve
S Engine heat exchanger valve
The EEC tests for:
S Torque motor open or short circuits
S Indicated position disagrees with EEC commands
S Indicated position disagrees between channel A and B feedback devices
S Indicated is out of range, rate or noisy
For Training Purposes Only

FRA US-T TH SEP 2002 Page 284

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A 2/2

LAST LEG
<REPORT ACTUATORS TEST
PREVIOUS LEGS SYSTEM CAUTION: ENGINE WILL
<REPORT TESTS> ROTATE AND COMPONENTS
SUBSYSTEM WILL MOVE DURING TEST
<LRU IDENT TESTS> 1 INITIAL CONDITIONS:
AUTOMATIC - WAIT FOR ENGINE TO
<GROUND SCANNING TEST> STABILIZE ABOVE 20% N2
TROUBLE SHOOT GROUND EEC CHAN 2A
<DATA REPORT> 3 < START TEST
ACTUATORS TEST
OTHER FAULT
<RETURN REPORTS> < RETURN PRINT*

TEST OK

EEC CHAN 2A EEC CHAN 2A

SUBSYSTEM TESTS ACTUATORS TEST 5 < TEST CLOSE UP
CAUTION: ENGINE WILL
2 < ACTUATORS TEST ROTATE AND COMPONENTS < RETURN PRINT*
WILL MOVE DURING TEST
< REVERSER TEST

< IGNITERS TEST 4 < CONFIRM START OF TEST

EEC CHAN 2A
< PROBE HEATER TEST ACTUATORS TEST
TEST CLOSE UP
< RETURN PRINT* < RETURN PRINT*
- SET ENG MOD SEL
TO NORM
- SET MAN START SW
TO OFF
EEC CHAN 2A 1/2 EEC CHAN 2A - SWITCH OFF STARTER AIR
ACTUATORS TEST ACTUATORS TEST
CAUTION: ENGINE WILL
For Training Purposes Only

ROTATE AND COMPONENTS

WILL MOVE DURING TEST 6 < RETURN PRINT*
INITIAL CONDITIONS: TEST IN PROGRESS 60SEC
- SUPPLY STARTER AIR
- SET ENG MODE SELECTOR
SWITCH TO CRANK
- SET ENGINE MAN START
TO ON
< RETURN PRINT* < RETURN PRINT*

Figure 150 EEC Actuators Test

FRA US-T TH SEP 2002 Page 285
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

SUBSYSTEM TESTS
REVERSER TEST
The REVERSER TEST is an operational test and gives the maintenance the
ability to perform reverser cycling on ground through CMS menu.
The EEC performs the cycling test giving commands and receiving all the feed-
back information while in test sequence.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 286

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
REVERSER CYCLING TEST
CAUTION: NACELLE SURFACE
WILL MOVE DURING TEST
INITIAL CONDITIONS:
- THROTTLE LEVER AT IDLE
- T/R NOT INHIBITED
EEC CHAN 2A - T/R FULLY STOWED
LAST LEG
<REPORT - SELECT HYD PRESS ON
PREVIOUS LEGS SYSTEM 3 < START TEST
<REPORT TESTS>
SUBSYSTEM < RETURN PRINT*
<LRU IDENT TESTS> 1
AUTOMATIC
<GROUND SCANNING TEST>
TROUBLE SHOOT GROUND
<DATA REPORT>
EEC CHAN 2A
OTHER FAULT REVERSER CYCLING TEST
<RETURN REPORTS>
CAUTION: NACELLE SURFACE
WILL MOVE DURING TEST
WAIT FOR 20 SECONDS

EEC CHAN 2A
SUBSYSTEM TESTS 4 < CONFIRM START OF TEST

< ACTUATORS TEST

< RETURN PRINT*
2 < REVERSER CYCLING TEST

< IGNITERS TEST

< PROBE HEATER TEST

EEC CHAN 2A
< RETURN PRINT* REVERSER CYCLING TEST
For Training Purposes Only

CAUTION: NACELLE SURFACE

WILL MOVE DURING TEST

- PULL ENG #2 THROTTLE

LEVER TO MAX REVERSE
WITHIN 50 SEC

< RETURN

Figure 151 EEC Thrust Reverser Test

FRA US-T TH SEP 2002 Page 287
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A

REVERSER CYCLING TEST REVERSER CYCLING TEST

TEST IN PROGRESS 10SEC TEST OK

T/R POSITION DEPLOYING

< T/R CYCLING AGAIN

5 < TEST CLOSE UP

< RETURN < RETURN

EEC CHAN 2A EEC CHAN 2A

REVERSER CYCLING TEST REVERSER CYCLING TEST
CAUTION: NACELLE SURFACE
CAUTION: NACELLE SURFACE
WILL MOVE DURING TEST
WILL MOVE DURING TEST
TEST CLOSE UP
T/R CURRENTLY DEPLOYED CONFIRM ENG #2 THROTTLE
LEVER AT IDLE
PUSH ENG #2 THROTTLE SELECT HYD PRESS OFF
LEVER TO IDLE WITHIN IF FAILURE DETECTED
50 SECONDS PROCEED PER TROUBLE
SHOOTING PROCEDURE
For Training Purposes Only

< RETURN
6 < RETURN

Figure 152 EEC Thrust Reverser Test

FRA US-T TH SEP 2002 Page 288
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

FRA US-T TH SEP 2002 Page 289

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

PROBE HEATER TEST

The PROBE HEATER TEST is an operational test and gives the maintenance
the ability to perform a P2/T2 probe heater test on ground through CMS menu.
The heating power ( 115VAC ) is routed through the ERU and controlled by the
EEC. The EEC checks the heating element and the feedback device while in
test sequence.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 290

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
PROBE HEATER TEST
CAUTION: P2/T2 PROBE
WILL GET HOT DURING TEST

EEC CHAN 2A
LAST LEG
<REPORT
PREVIOUS LEGS
<REPORT
SYSTEM
TESTS>
3 < START TEST

SUBSYSTEM < RETURN PRINT*

<LRU IDENT TESTS> 1
AUTOMATIC
<GROUND SCANNING TEST>
TROUBLE SHOOT GROUND
REPORT> EEC CHAN 2A
<DATA PROBE HEATER TEST
OTHER FAULT
<RETURN REPORTS>
TEST IN PROGRESS 15SEC

EEC CHAN 2A
SUBSYSTEM TESTS
< RETURN PRINT*

< ACTUATORS TEST

< REVERSER CYCLING TEST

EEC CHAN 2A
< IGNITERS TEST PROBE HEATER TEST
2 < PROBE HEATER TEST
For Training Purposes Only

< RETURN PRINT* TEST OK

4 < RETURN PRINT*

Figure 153 EEC Probe Heater Test

FRA US-T TH SEP 2002 Page 291
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

AUTOMATIC TEST
Pushing the LSK 4R AUTOMATIC TESTS gives the maintenance the ability to
do special tests to detect operational failures in specified EEC-related compo-
nents or subsystems.
These tests are:
S A/C powered output test
S Ground harness test
For Training Purposes Only

FRA US-T TH SEP 2002 Page 292

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A

LAST LEG
<REPORT AUTOMATIC TESTS

PREVIOUS LEGS SYSTEM

<REPORT TESTS> < A/C POWERED OUTPUT TEST
SUBSYSTEM
<LRU IDENT TESTS> < GROUND HARNESS TEST
AUTOMATIC
<GROUND SCANNING TEST> 1
TROUBLE SHOOT GROUND
<DATA REPORT>
OTHER FAULT
<RETURN REPORTS> <RETURN PRINT*
For Training Purposes Only

Figure 154 EEC Automatic Tests

FRA US-T TH SEP 2002 Page 293
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

AIRCRAFT POWERED OUTPUT TEST

ENGINE RUNNING TEST
When selecting ENGINE RUNNING TEST the maintenance has the ability to
simulate the engine running relay switch closure in engine running condition for
the A/C systems.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 294

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
AUTOMATIC TESTS

1 < A/C POWERED OUTPUT TEST

< GROUND HARNESS TEST

<RETURN PRINT*

EEC CHAN 2A EEC CHAN 2A

A/C POWERED OUTPUT TEST ENGINE RUNNING TEST

2 < ENGINE RUNNING TEST DISCRETE OF EEC 2A TO

ENGINE RUNNING STATE
< NAI SYSTEM IND TEST
For Training Purposes Only

<RETURN PRINT* 3 <RETURN PRINT*

Figure 155 EEC Engine Running Test

FRA US-T TH SEP 2002 Page 295
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

NACELLE ANTI ICE SYSTEM INDICATION TEST

This test enables the maintenance to detect a failure of the monitoring of the
NAI valve.
NOTE : To do the monitoring circuit of the NOT OPEN SIGNAL you must enter
the EEC channel A.
To do the monitoring circuit of the NOT CLOSED SIGNAL you must enter the
EEC channel B menu.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 296

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A

AUTOMATIC TESTS A/C POWERED OUTPUT TEST

1 < A/C POWERED OUTPUT TEST < ENGINE RUNNING TEST

< GROUND HARNESS TEST 2 < NAI SYSTEM IND TEST

<RETURN PRINT* <RETURN PRINT*

EEC CHAN 2A EEC CHAN 2A

NAI SYSTEM IND TEST NAI SYSTEM IND TEST

NOT OPEN SIGNAL NOT OPEN SIGNAL

INITIAL CONDITIONS: MAKE SURE THAT THE

ANTI-ICE ‘FAULT‘ LIGHTS
- PUSH THE ANTI-ICE ENG 2
PUSHBUTTON TO ON POSITION
For Training Purposes Only

3 < START TEST 4 < YES NO >

<RETURN PRINT* <RETURN PRINT*

Figure 156 NAI System Indication Test

FRA US-T TH SEP 2002 Page 297
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
NAI SYSTEM IND TEST

NOT OPEN SIGNAL

RELEASE THE ANTI-ICE

ENG 2 PUSHBUTTON TO OFF
POSITION

<RETURN PRINT*

EEC CHAN 2A
NAI SYSTEM IND TEST

NOT OPEN SIGNAL

TEST OK
For Training Purposes Only

5 <RETURN PRINT*

Figure 157 NAI System Indication Test

FRA US-T TH SEP 2002 Page 298
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

FRA US-T TH SEP 2002 Page 299

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

GROUND HARNESS TEST

The GROUND HARNESS TEST gives the maintenace the ability to perform a
manual harness or electrical wire check while the MCDU remains in a scanning
mode.
If during the interactive mode a failure is detected it shows up in plain lan-
guage on the MCDU sreen.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 300

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A

AUTOMATIC TESTS GROUND HARNESS TEST

< A/C POWERED OUTPUT TEST FAULTS DETECTED

1 < GROUND HARNESS TEST 2 < REVIEW FAULTS AND

RETURN TO TEST

< DEACTIVATE TEST

<RETURN PRINT* <RETURN PRINT*

EEC CHAN 2A EEC CHAN 2A

GROUND HARNESS TEST GROUND HARNESS TEST

ATA CLASS
TEST IN PROGRESS
761119 1

THROT CTL UNIT (9KS2)

For Training Purposes Only

WRG EEC TO TCU

< DEACTIVATE TEST

<RETURN PRINT* 3 <RETURN PRINT*

Figure 158 Ground Harness Test

FRA US-T TH SEP 2002 Page 301
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC GROUND REPORT

Pushing the GROUND REPORT LSK 5R gives the maintenance the ability to
interrogate the EEC for all the internal faults, detected during the last flight
when the aircraft was on the ground, but not displayed on the LAST LEG RE-
PORT.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 302

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A
LAST LEG
<REPORT

PREVIOUS LEGS SYSTEM

<REPORT TESTS>
SUBSYSTEM
<LRU IDENT TESTS>
AUTOMATIC
<GROUND SCANNING TEST>
TROUBLE SHOOT GROUND
<DATA REPORT> 1
OTHER FAULT
<RETURN REPORTS>

EEC CHAN 2A 1/1 EEC CHAN 2A

LAST LEG REPORT
LAST LEG REPORT AUG 3
UTC ATA CLASS DATE UTC CLASS
1534 783137 1> 2 AUG 3 1534 1
T-R LKG ACTR (E2-5051EG1) T-R LKG ACTR (E2-5051EG1)

3 < HEADER CELL DATA

For Training Purposes Only

4 < FAULT CELL DATA

<RETURN PRINT* < RETURN PRINT *

Figure 159 EEC Ground Report

FRA US-T TH SEP 2002 Page 303
 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

OTHER FAULT REPORTS

Pushing the LSK 6R gives the maintenace the ability to interrogate the
S PREVIOUS GROUND REPORT
S SCHEDULED MAINTENACE REPORT
S PREVIOUS SCHEDULED MAINTENACE REPORT
S EXCEEDANCE REPORT
NOTE:
Recorded Exceedance Values will automatically reset when RETURN LSK is
pressed. Exceedance Indications on ECAM also disappear.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 304

 Lufthansa Technical Training
ENGINE FUEL AND CONTROL A330-200/300
CONTROLLING PW 4168
73-20

EEC CHAN 2A EEC CHAN 2A

LAST LEG
<REPORT OTHER FAULT REPORTS
PREVIOUS LEGS SYSTEM
<REPORT TESTS> < PREVIOUS GND REPORTS
SUBSYSTEM
<LRU IDENT TESTS> < SCHEDULED MAINT REPORTS
AUTOMATIC
<GROUND SCANNING TEST> < PREVIOUS SCHD MAINT RPT
TROUBLE SHOOT GROUND
<DATA REPORT>
2 < EXCEEDANCE REPORTS
OTHER FAULT
<RETURN REPORTS> 1 < RETURN PRINT*

EEC CHAN 2A EEC CHAN 2A

ENG #2 EXCEEDANCE REPORT ENG #2 EXCEEDANCE REPORT
DATE UTC

N1 PEAK: XXXXX % RPM

NO EXCEEDANCE RECORDED N1 TIME: XX.X SEC
N2 PEAK: XXXXX % RPM
N2 TIME: XX.X SEC
For Training Purposes Only

EGT PEAK: XXX.X DEG C

PRESS RETURN EGT TIME: XX.X SEC

TO RESET < RETURN PRINT*

3 < RETURN PRINT*
DATA

Figure 160 EEC Other Fault Reports

FRA US-T TH SEP 2002 Page 305
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

ATA 75 AIR
75-30 COMPRESSOR AIRFLOW CON-
TROL SYSTEM
GENERAL
The compressor airflow control system increases compressor stability during
starting, transient, and reverse thrust operation.
SUBSYSTEMS
S 2.5 bleed subsystem
S 2.9 bleed subsystem
S Variable stator vane control system
DESCRIPTION AND OPERATION
S The 2.5 bleed valve is commanded open to bleed 4th stage air into the fan
airstream.
S The 2.9 bleed valves operate with the 2.5 bleed valve during engine start
and transient operation to bleed 9th stage air into the fan airstream.
S The 2.9 bleed valves are commanded open to bleed 9th stage air into the
fan airstream.
- the 2.9 start bleed valve ( right side ) is open during start ( together with
2.5 bleed )
- the 2.9 stability bleed valve ( left side ) is open during start and transient
operation
S The variable stator vane system is commanded to position the variable
For Training Purposes Only

vanes.

FRA US-T TH SEP 2002 Page 306

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 161 Compressor Airflow Control System

FRA US-T TH SEP 2002 Page 307
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

2.5 BLEED SUBSYSTEM

GENERAL
The 2.5 bleed subsystem controls the position of the 2.5 bleed valve to make
N1 compressor stability better during starting, transient, and reverse thrust op-
eration.
DESCRIPTION AND OPERATION
S The 2.5 bleed valve actuator is commanded by the EEC through a torque
motor
S The servo fuel heater supplies Pf from the feuel pump to move the 2.5 ac-
tuator to the commanded position
S The rotary variable transducer inside the actuator is used to send a position
feedback signal to the EEC
S The 2.5 bleed valve is connected to the actuator
The 2.5 bleed system is a modulating system which permits 4th stage air to
move into the fan airstream.
The EEC schedules the system as a function of:
- TRA
- N1
- N2
- T2
- Mn
- Alt
- Pb
During engine start the valve is commanded full open. It will start to close at
For Training Purposes Only

approximately 70% N2, and to be full closed at approximately 84% N2.

The valve is commanded full open in case of reverse thrust and when a surge
is detected.
NOTE:
The rigging is performed hydraulically by use of an external pump.

FRA US-T TH SEP 2002 Page 308

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 162 2.5 Bleed Subsystem

FRA US-T TH SEP 2002 Page 309
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

2.5 BLEED VALVE

GENERAL
The 2.5 bleed valve controls the airflow through bleed ports into the fan air-
stream to prevent surges during deceleration. It also operates as a dirt separa-
tor. If the air is not clean foreign particles go into the fan airstream.

DESCRIPTION AND OPERATION

The 2.5 bleed valve is a 360_ translating ring type valve. It is set in the correct
position by the 2.5 bleed valve actuator / bellcrank through a cam and roller
design. The 2.5 bleed valve moves forward to open.

2.5 BLEED VALVE ACTUATOR

GENERAL
The 2.5 bleed valve actuator is used to set the position of the 2.5 bleed valve .
It is mounted on the fan exit case at 7:00 position

DESCRIPTION AND OPERATION

The 2.5 bleed valve actuator is a modulated, hydraulic actuator operated by
fuel pressure from the fuel pump through the servo fuel heater.
The EEC controls the 2.5 bleed valve actuator
S aft to open the 2.5 bleed valve
S forward to close the 2.5 bleed valve
Actuator feedback is performed by a dual RVT to the EEC. Seal drain leackage
is sent to the engine drain system.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 310

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 163 2.5 Bleed Valve / Actuator

FRA US-T TH SEP 2002 Page 311
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

2.9 BLEED SUBSYSTEM

GENERAL
The 2.9 bleed subsystem controls the position of both 2.9 bleed valves to make
N2 compressor stability better during starting and transient operation.

2.9 START BLEED VALVE

The 2.9 start bleed valve is
S spring loaded open
S Ps3 closed
The 2.9 bleed valve solenoid
S supplies Ps3 to close 2.9 start bleed valve
S energized ( 2.9 open )
S de-energized ( 2.9 closed )
S electrical supply is provided by the EEC
Feedback of the 2.9 start bleed valve position is sent through a thermocouple
to EEC channel A.

2.9 STABILITY BLEED VALVE

The 2.9 stability bleed valve is
S spring loaded open
S Ps3 closed
The 2.9 bleed valve solenoid
S supplies Ps3 to 2.9 stability bleed valve
S energized ( 2.9 stability closed )
For Training Purposes Only

Only the stability bleed valve is controlled via a pneumatic relay valve which
helps the venting of Ps3 in the 2.9 stability bleed to ensure rapid opening upon
EEC command.
Feedback of the stability bleed valve position is sent through a thermocouple to
EEC channel B.

FRA US-T TH SEP 2002 Page 312

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 164 2.9 Bleed Schematic

FRA US-T TH SEP 2002 Page 313
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

2.9 START / STABILITY BLEED

DESCRIPTION AND OPERATION
S The EEC controls the 2.9 stability bleed valve ( left side ) as a function of
- N2
- altitude
- time
- Pb
S The EEC controls the start bleed valve ( right side ) as a function of
- N2 corrected
Feedback is sensed through alumel / chromel thermocouples inside of the
valves. A change of temperature is measured in the airflow of each bleed
valve.
S stability bleed valve feedback to EEC channel B
S start bleed valve feedback to EEC channel A
During engine start, the valves are spring loaded open. Both 2.9 bleed valves
close at approximately 2% N2 below idle speed.
If the EEC detects a surge the stability bleed valve will open.
The 2.9 stability bleed valve will open for a preset time, depending on altitude,
if the engine is decelerated below approximately 81% N2.
S at altitudes above 20000 feet the bleed valve opens for 180 sec
S at altitudes below 16000 feet the bleed valve does not open
S at altitudes between 20000 and 16000 feet the time that 2.9 stability bleed
valve is opened is between 0 and 180 sec based on a schedule
For Training Purposes Only

FRA US-T TH SEP 2002 Page 314

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 165 2.9 Bleed System Overview

FRA US-T TH SEP 2002 Page 315
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

2.9 START / STABILITY BLEED VALVE SOLENOID

GENERAL
The solenoid is used to control the pneumatic pressure to the 2.9 bIeed valves.
it is mounted at the rear of the intermediate case at 11:00 position.

DESCRIPTION AND OPERATION

S The 2.9 bleed valve sojenoid is an electrically operated, pneumatic solenoid
vaive assembly
S Two solenoids are mounted to a common valve housing
- each solenoid has dual independent coils. One for EEC channel A one
for channei B
S The EEC controls the solenoid . At initial start
- the 2.9 start solenoid is energized
- Ps3 is blocked to both 2.9 bleed valves
- both bleed valves remain open, they are vented to the nacelle area
S At approximately 2% before idle and steady state
- the 2.9 start solenoid coil is de-energized
- Ps3 is suppiied to close the start 2.9 bleed valve
- the 2.9 stability solenoid coil is energized
- Ps3 supplie to the 2.9 pneumatic relay vaive closes the stability 2.9
bleed valve
S At shutdown, decelleration or surge detection
- both solenoid coils are de-energized
- if the engine is shut down both bleed vaives are spring Ioaded open
- the stabiiity bleed valve opens for up to 180 sec under following condi-
For Training Purposes Only

tions; altitude above 20000 feet or engine decelerated beiow 81 % N2

FRA US-T TH SEP 2002 Page 316

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 166 Start / Stability Bleed valve Solenoid

FRA US-T TH SEP 2002 Page 317
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

PNEUMATIC RELAY VALVE

The 2.9 pneumatic relay valve makes sure the stability valve opens rapidly. it is
mounted on the intermedlate case at 11:30 position. The minimum servo pres-
BLEED VALVE
sure to operate the relay valve is about 35 PSI. VENT TUBE

PNEUMATIC RELAY VALVE ( BLEED CLOSED)

BLEED VALVE
PNEUMATIC
Whenever the stability bleed vaIve solenoid is energized by the EEC, Ps3 air is RELAY
SUPPLY TUBE
sent to the reIay valve servo port. VALVE
- Ps3 is continuously supplied to the reIay vaIve inlet port ELEC
- the servo pressure shifts the valve and sends Ps3 out of the outlet port CONNECTOR
CH. B
to close the 2.9 stability bleed valve
PNEUMATIC RELAV VALVE ( BLEED OPEN)
When the EEC de-energizes the stability solenoid coil, Ps3 bleeds off to na-
celle through the solenoid valve vent.
- this permits Ps3 inlet pressure and spring tension to shift the pneumatic
relay valve to its vent position
- Ps3 to the stability bleed valve is stopped and the bleed valve piston
chamber bleeds rapidly to the nacelle, which opens the valve rapidly. 2.9 BLEED
This makes engine stability better during the stability bleed open com- VALVE SOLE-
mand NOID

ELEC
CONNECTOR
CH. A

SUPPLY
MANIFOLD
For Training Purposes Only

2.9 BLEED
VALVE THERMOCOUPLE

FRA US-T TH SEP 2002 Page 318

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

BLEED CLOSED BLEED OPEN

Figure 167 Pneumatic Relay Valve

FRA US-T TH SEP 2002 Page 319
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

VARIABLE STATOR VANE SYSTEM

GENERAL
The compressor stator vane system is used to adjust high pressure compres-
sor airflow for optimum engine performance during engine operation.
It consists of:
S VSV actuator
S variable stator vanes ( IGV, 5th, 6th,7th )
S VSV bellcrank
S VSV adjuster links
S VSV unision rings

DESCRIPTION AND OPERATION

The inlet guide vanes, 5th, 6th, 7th high pressure compressor stages have vari-
able stator vanes.
They are positioned as a function of:
S low rotor speed ( N1 )
S high rotor speed ( N2 )
S engine inlet temperature ( T2 )
S burner pressure ( Pb )
The EEC interfaces with the stator vane actuator. Movement of the actuator
piston is transmitted to the variable vanes through a bellcrank, mechanical link-
age rods and four unision rings.
S at low engine RPM, the variable vanes are moved in the closed position to
permit minimal airflow to the compressor
For Training Purposes Only

S at high engine RPM, the variable vanes are open to permit maximum airflow
through the compressor. The variable vanes close slightly if a surge is
sensed by the EEC
S if the electrical signal to the actuator is lost, the compressor stator vane
control system will automatically open the vanes

FRA US-T TH SEP 2002 Page 320

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 168 VSV System Schematic

FRA US-T TH SEP 2002 Page 321
 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

VSV SYSTEM VSV ACTUATOR

DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
S The variable stator vane bellcrank, hydraulic actuator unit and unision rings S The VSV actuator is an hydraulic actuator operated by fuel pressure
move the HPC inlet guide vanes and the 5th, 6th, and 7th stage vanes to S The EEC controls the VSV actuator via a dual coil torque motor
their correct position, when necessary.
S The servo fuel heater supplies fuel pressure from the fuel pump to the ac-
S The EEC commands the actuators dual coil torque motor to put the vanes in tuator
their correct position.
S Dual indepentent LVDT‘s provide the EEC with actuator position
S The EEC controls the system to a schedule determined by N1, N2 and T2.
S Seal drain leakage is sent to the engine drain system
S During engine start the variable vanes may be in an open position until
The actuator has to be rigged in the full open position where its full extended,
approximately 15% N2, at which time they are closed.
by use of a torque wrench positioned at the bellcrank. Consult the AMM for the
- at speeds above approximately 40% N2, the vanes start to modulate torque value.
open with increasing N1 and N2
- the vanes are full open at high power
- the vanes modulate with N1, N2 and T2

VSV BELLCRANK AND UNISION RING ADJUSTER LINKS

The bellcrank and the unision ring adjuster links are used to correctly position
the HPC movable vanes.

DESCRIPTION AND OPERATION

S The 4 unision adjuster links
- mechanically transmit the bellcrank rotation to the unision ring rotation
- adjust the unision rings to the bellcrank
S The bellcrank transmits the linear hydraulic motion of the stator vane actua-
tor to the unision ring adjuster links.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 322

 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30
For Training Purposes Only

Figure 169 VSV Actuator

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 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

STATOR VANE ACTUATOR

The SVA positiones the vanes as a function of N1, N2 and T2.
From These parametric values the EEC sends a signal to the SVA’s dual coil
torque motor to position the actuator pilot valve.
S The pilot valve controls the flow of servo fuel pressure ( Pf ) used to position
the actuator piston rod. ( NOTE: Servo fuel pressure is supplied by the
servo fuel heater ) Return servo fuel pressure ( Pfr ) is sent back from the
SVA to the fuel pump through the fuel / oil cooler.
Through the movement of the actuator piston rod, bellcrank and a series of
linkage rods and unison rings, the VSV’s are correctly positioned.
The position of the actuator piston rod is sensed by the temperature compen-
sated dual LVDT. The LVDT’s are used to transmit the piston position to each
channel of the EEC individually.
If a power failure should occur the torque motor will cause the pilot valve to
position the actuator fully open to permit maximum airflow through the com-
pressor. The VSV actuator is an LRU
RIGGING ADJUSTMENT
The initial rigging procedure after actuator change is carried out by adjusting
the actuator rod end what connects to the bellcrank.
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

VSV
BELLCRANK

BELLCRANK
ATTACHMENT
BOLT

ACTAUTOR
ROD END
For Training Purposes Only

COMPRESSOR
STATOR VANE
ACTUATOR

INITIAL ADJUSTMENT ONLY

APPROXIMATELY 14,288 mm

Figure 170 Stator Vane Actuator Adjustment

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 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

STATOR VANE LINKAGE

The stator vane linkage consists of
S a Bellcrank ( attached to the Actuator )
S 4 control rods ( attached to the unison rings )
S 4 unison rings ( fitted with rig holes )

RIGGING ADJUSTMENTS
After confirming the SVA rigging the 4 unison rings can be individually checked
or adjusted.
In order to align the rig holes with the holes in the compressor flanges a craws-
foot spanner has to be positioned on the bellcrank.
By turning the bellcrank the four unison rings move up and give alignment of
the rig holes on the unison rings to those in the compressor flanges.
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
COMPRESSOR AIRFLOW CONTROL PW 4168
75-30

7TH STAGE

6TH STAGE

5TH STAGE

IGV STAGE

BELLCRANK

RIG PIN PWA 85393

( 4 NECESSARY )
USE CROWFOOT
AND WRENCH
HERE
For Training Purposes Only

COMPRESSOR
STATOR SUPPORT

SUPPORT RIG
RIG PIN PIN HOLES
PWA
86097
STATOR VANE
ACTUATOR

Figure 171 Vane Control Adjustment

FRA US-T TH SEP 2002 Page 327
 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24

75-24 TURBINE CASE COOLING

GENERAL
The Turbine Case Cooling ( TCC ) system controls and distributes fan air to
externally cool the high and low pressur turbine cases to
S increase case life
S reduce turbine blade tip clearance during cruise operation for better fuel effi-
ciency

DESCRIPTION AND OPERATION

S The TCC system is controlled by the EEC. Based on a schedule determined
by N2, speed and altitude, the EEC sends a signal to the TCC air valve ac-
tuator‘s torque motors.
- there are two separate and independently operated actuators in the air
valve actuator housing. One actuator positions the HPT TCC air valve.
The other positions the LPT TCC air valve
- the actuator torque motors regulate the flow of servo fuel from the servo
fuel heater. Regulated servo fuel pressure is used to control the position
of the two actuator pistons in the TCC air valve actuator
- actuator piston movement is transmitted through the push-pull air valve
control cables to mechanically open or close the turbine air valves.
NOTE: The position of the actuator pistons is reported to the EEC by 4
LVDT‘s in the actuator
- the turbine air valves control the flow of fan air from the inlet duct to both
the HPT manifold and the LPT manifold. Fan air flows through a pattern
of air holes in the manifolds.
- the servo fuel pressure used to position the actuator pistons is returned
to the fuel / oil cooler
For Training Purposes Only

S The TCC system is rigged to ensure the air valves are in the correct posi-
tion. The rig position has the actuators retracted and the air valves closed.

FRA US-T TH SEP 2002 Page 328

 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24
For Training Purposes Only

Figure 172 Turbine Case Cooling Schematic

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 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24

TURBINE CASE COOLING

GENERAL
The Turbine Case Cooling ( TCC ) system controls and distributes fan air to
externally cool the high and low pressure turbine cases to:
S increase case life
S reduce turbine blade tip clearance during take-off, climb and cruise opera-
tion for better fuel efficiency.

TCC AIR VALVE ACTUATOR

The TCC air valve actuator is used to correctly position the TCC HPT and LPT
air valves through the air valve control cables.

TCC HPT / LPT AIR VALVE ACTUATOR CABLES

The HPT and LPT air valve control cables are used to translate air valve actua-
tor travel to the HPT and LPT air valves, respectively.
TCC HPT / LPT AIR VALVES
The TCC HPT and LPT air valves control the flow of fan air from the TCC inlet
duct to the HPT collector manofolds and LPT collector manifolds, respectively.
COMPONENT LOCATION
S TCC AIR VALVE ACTUATOR
- The TCC actuator assembly is installed on the high pressure compressor
front case at the 02:00 position
S HPT/LPT AIR VALVE CONTROL CABLES
- The HPT/LPT air valve control cables are connected at one end to the
air valve actuator pistons. The air valve control cables are connected at
the other end to the HPT/LPT air valve linkage assembly
For Training Purposes Only

S HPT /LPT AIR VALVE

- The HPT and LPT air valves are installed together on the LPT case at
the 02:00 position immediately under the TCC inlet duct

FRA US-T TH SEP 2002 Page 330

 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24
For Training Purposes Only

Figure 173 TCC System

FRA US-T TH SEP 2002 Page 331
 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24

SYSTEM DESCRIPTION
TCC AIR VALVE ACTUATOR
S The TCC air valve actuator has two independently controlled actuator units
in the same housing. The LPT and the HPT actuator operate through two
push-pull cables the air valve.
S Each actuator unit has a dual coil torque motor, a pilot valve, an actuator
and two feedback LVDT‘s.
S The torque motor has dual coils which are independently controlled by
channel A or B. A loss of electrical power will cause the torque motor to
EEC ELECTRICAL
control the valves in the closed position. CONNECTOR
S Seal drain leakage is sent to the engine drain system

TCC AIR VALVE CONTROL CABLES

S The two control cables are used to translate the actuator travel to the LPT
and HPT air valves.
S On one side they are connected to the actuator pistons and on the other LPT AIR VALVE
side to a air valve linkage assembly. ACTUATOR PISTON
S Each cable has an adjuster found at the aft end of the cables where the rig-
ging is performed. Pf

TCC AIR VALVES

S The TCC air valves control the flow of fan air from the inlet duct to the man-
ifolds
S At shutdown and low engine power, the LPT and HPT valves are closed
Pfr
S After 60 sec at takeoff, the LPT air valve starts to open from the initial
spring loaded closed position. The spring loaded HPT air valve remains
HPT AIR VALVE OVERBOARD
closed ACTUATOR PISTON DRAIN
For Training Purposes Only

S At cruise ( alt > 14500 feet ) the HPT air valve starts to open.
NOTE: The TCC actuator pulls the cables forward to open MOUNT RAIL
NOTE: The HPT and LPT air valves are spring loaded to the failsafe position if
a cable fails. The failsafe position has the HPT valve closed and the LPT valve TCC ACTUATOR
partially open.

TCC COLLECTORS / MANIFOLDS

S The TCC HPT and LPT manifolds are hollow tubes which have a split point
for removal. Each manifold has a pattern of holes where the air goes to.

FRA US-T TH SEP 2002 Page 332

 Lufthansa Technical Training
AIR A330-200/300
TURBINE CASE COOLING ( TCC ) PW 4168
75-24
For Training Purposes Only

Figure 174 LPT / HPT Air Valves

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 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25

75-25 TVBC SYSTEM

GENERAL
The Turbine Vane and Blade Cooling ( TVBC ) system is used to send 12th
stage compressor air to cool 2nd stage turbine vanes and blades under all op-
erating conditions except cruise.

DESCRIPTION AND OPERATION

S The TVBC system has two functions
- supply continuous cooling from the compressor 12th stage air to the 2nd
stage turbine vanes
- under EEC control, send additional 12th stage cooling air to the 2nd
stage turbine blades and vanes when the engine is being operated at
conditiones other than cruise
S The additional airflow is controlled by two TVBC air shutoff valves which are
spring loaded opened and Ps3air - pneumatically closed. Ps3 air is turned
ON or OFF by two EEC controlled TVBC air shutoff valve solenoids.
S The TVBC valves are open if
- ALT < 15000 ft
S The TVBC valves are closed if
- ALT >15000 ft and N2 between 70 and 90 %
For Training Purposes Only

FRA US-T TH SEP 2002 Page 334

 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25
For Training Purposes Only

Figure 175 TVBC Schematic

FRA US-T TH SEP 2002 Page 335
 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25

TVBC SYSTEM
TVBC AIR SHUTOFF SOLENOIDS
There are two solenoids to control the TVBC valves
S the TVBC air shutoff valve / anti ice valve solenoid controls the flow of Ps3
pressure to the left TVBC air shutoff valve and the cowl anti ice valve. It is
mounted at the rear intermediate case at 10:30 position
S the TVBC air shutoff valve / nacelle core compartment cooling air valve so-
lenoid controls the flow of Ps3 pressure to the right TVBC air shutoff valve
and the nacelle core compartment cooling valve. It is mounted at the rear
intermediate case at 1:30 position
The TVBC air shutoff valve / anti ice valve solenoid
S the TVBC solenoid is a single coil energized by 28 VDC from EEC channel
B
S The anti ice valve solenoid is a dual coil energized by 28VDC from EEC
channel A and B.
The TVBC air shutoff / nacelle core compartment cooling valve solenoid
S the TVBC air shutoff valve solenoid is a single coil energized by 28 VDC
from the EEC channel A
S the nacelle core compartment cooling air valve solenoid is a dual col ener-
gized by 28 VDC from the EEC channel A and B
When both TVBC solenoids are deenergized the Ps3 flow is stopped . At the
same time they bleed the shutoff valve pneumatic chambers to the nacelle
area.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 336

 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25
For Training Purposes Only

Figure 176 TVBC Air Shutoff Solenoids

FRA US-T TH SEP 2002 Page 337
 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25

TVBC SYSTEM
TVBC AIR SHUTOFF VALVES
The TVBC air shutoff valves control the flow ot 12th stage compressor air to
the HPT 2nd stage turbine vanes and blades.
They are found on the HPC rear case aI 3:00 and 9:00 positions.

DESCRIPTION AND OPERATION

The two valve positions are open and closed
S the valves are pneumatically olosed by Ps3 muscle pressure
S the valves are spring Ioaded open when no Ps3 pressure is supplied to the
valve
S the typical pressure required to close the valves is approximately 10 PSI
Both valves have visual position indicators
S pin extended - fully opened
S pin retracted - fully closed
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25
For Training Purposes Only

Figure 177 TVBC Air Shutoff Valves

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 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25

TVC AIR DUCTS AND TBC AIR TUBES

GENERAL
Two Turbine Vane Cooling air ducts and one Turbine Blade Oooling tube are
found on each side of the engine.

DESCRIPTION AND OPERATION

The 2nd stage HPT vanes are cooled as follows:
S 12th stage air from the HPC rear case goes through the four TVC air ducts
to the HPT case
S cooling air flows continuously through two of the TVC air ducts - one on
each side of the engine
S two TVBC air shutoff valves on the HPC rear case control the cooling air
flow through two the remaining TVC air ducts
S thus, 50 % of the vane cooling air can be shutoff during cruise to increase
engine efficiency
The 2nd stage HPT blades and HPT disks are cooled as follows:
S 12th stage air from the HPC rear case goes through two turbine blade cool-
ing air tubes to the diffuser case
S the two TVBC air shutoff valves also control 12th stage air that goes to the
2nd stage HPT blades
S when the valves are closed (during cruise) 2nd stage HPT blades and the
HPT disks are cooled by internal flowing 15th stage air
For Training Purposes Only

FRA US-T TH SEP 2002 Page 340

 Lufthansa Technical Training
AIR A330-200/300
TURBINE VANE AND BLADE COOLING PW 41 68
75-25
For Training Purposes Only

Figure 178 Cooling Air Ducts and Tubes

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26

75-26 NCC COOLING

GENERAL
The Nacelle Core Compartment Cooling (NCC) system controls the flow of fan
air sent to cool the nacelle core compartment during certain engine operating
conditions.

DESCRIPTION AND OPERATION

The nacelle core compartment cooling system has an inlet duct - mounted bel-
lows seal which interfaces with an opening in the right thrust reverser door.
The bellows are used to send cool fan air through the inlet cooling duct to the
nacelle compartment cooling valve.
S The cooling valve is actuated by the TVBC air shutoff valve / nacelle core
compartment cooling air valve solenoid using Ps3 air.The EEC ocntrolled
and pneumatically operated valve controls the flow of fan air sent to the
U-shaped NCC cooling duct on top of the HPC case.
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26
For Training Purposes Only

Figure 179 NCC Cooling System

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26

NCC COOLING SYSTEM

DESCRIPTION AND OPERATION
For the nacelle core compartment system the EEC uses:
S altitude, P2 and P4.95 to schedule the system
S 28VDC EEC supplied power
On Ground
S valve open when the engine is running
In Air
S open at altitude Iess than 25000 feet
S open above 25000 feet if the engine is in MAX CLIMB EPR range
S closed above 25000 feet if the engine is in CRUISE EPR range
S open above 25000 feet if the engine is in IDLE EPR
S the EEC sends a signal to a solenoid valve. The energized solenoid valve
allows Ps3 air to close the nacelle cooling valve
In the event of a fire
S engine shutdown closes valve
S valve closed when fire pushbutton is used
The EEC receives a feedback signal from a dual RVDT built in the valve body.
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26
For Training Purposes Only

Figure 180 NCC Schematic

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26

NACELLE CORE COMPARTMENT COOLING VALVE

The cooling valve is a butterfly valve which is spring loaded to the closed posi-
tion.
S The valve can be manually opened and closed by turning the exposed hex
on the end of the operating shaft. A position indicating mark on the hex
shows the valve position.
The valve has to be locked in closed position by maintenace personnel us-
ing a pip pin installed on the valve itself.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 346

 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26
For Training Purposes Only

Figure 181 NCC Cooling Valve

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26

ACCESSORY COOLING
GENERAL
The accessory cooling Iines transmit fan cooling air to some components on
the right side of the engine. The components on the Ieft side of the engine
receive fan air or 2.5 bleed cooling air for cooling.

DESCRIPTION AND OPERATION

A cooling Iine is connected to the intermediate case on the Ieft side of the en-
gine.
Fan air or 2.5 bleed air from the intermediate case flows through this iine.
The other cooling air Iines are connected to the TCC cooling duct on the right
side of the engine.
Fan air flows continuously through these Iines while the engine is operating.

COMPONENT COOLING RIGHT SIDE

S ignition exciters and igniter Ieads
S Starter

COMPONENT COOLING LEFT SIDE

S PMA
S OiI filter differential pressure switch
S OiI quantity transmitter cooling shroud
S OiI pressure transmitter
For Training Purposes Only

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 Lufthansa Technical Training
AIR A330-200/300
NACELLE CORE COMPARTMENT COO- PW 4168
LING 75-26

COOLING AIR LINES LEFT SIDE COOLING AIR LINES RIGHT SIDE
For Training Purposes Only

Figure 182 Accessory Cooling Components

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

ATA 76 ENGINE CONTROLS

76-00 GENERAL
The power control system consists of:
S one throttle control system for thrust setting
S two ENG / MASTER switches which control the HP and the LP fuel shutoff
valves

THROTTLE CONTROL
The throttle control system is fully electrical . It includes seperate throttlel con-
trol lever assemblies, one for each engine.
Each throttle control lever drives one throttle control unit which indicates the
Throttle Resolver Angle ( TRA ). The Throttle Control Unit is located under the
pedestal.
ENGINE MASTER SWITCH
The engine master switch controls:
S the energization of the pressure raising and shutoff valve
S the energization of the Lp fuel shutoff valve, which can also be controlled by
the associated ENG FIRE pushbutton switch
S the reset of the EEC channel A and B
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

1 5
2
4
THROTTLE CONTROL 3
AUTOTHRUST INSTICTIVE LEVER
0
DISCONNECT PUSHBUTTON 0

UPPER MECHANICAL RODS

0 IDLE STOP
1 MAX CLIMB ( MCL )
2 MAX CONTINUOUS / FLEX T.O. / DERATED T.O.
3 MAX T.O. STOP ( MTO )
4 REVERSE IDLE
5 MAX REVERSE STOP

5 (96)
For Training Purposes Only

ARTIFICIAL FEEL UNIT

0 4 (51,5)
1
LOWER
MECHANICAL RODS 2
RESOLVER 3

0
Figure 183 Throttle Control System
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ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

HP FUEL SHUTOFF VALVE

The high pressure fuel shutoff valve is electrically controlled by a torque motor
in the FMU
It opens with fuel pressure coming from the fuel metering valve provided the
torque motor is enrgized
There is a second torque motor, overspeed torque motor, which can be acti-
vated by the OPU or LPTOS in case of engine overspeed.
Note that the command from the master switch takes priority over the EEC.

LP FUEL SHUTOFF VALVE

The low pressure fuel shut off valve is normally controlled by the engine master
switch.
The low pressure fuel shutoff valve opens when the master switch slave relay
is deenergized ( Master switch in ON ) and provided the ENG FIRE switch is
not released out.
The low pressure fuel shutoff valve closes when it receives a shut signal
through the master switch slave relay by setting the master control switch to
OFF.
The low pressure fuel shutoff valve also closes when it receives a shutoff signal
from the ENG FIRE pushbutton in the released out position.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

A/C FUEL
TANK

OPEN
ENGINE

HOT BUS FUEL BOOST

CLOSE
PUMP
LP FUEL SHUT
OFF VALVE
FUEL/OIL
COOLER

FILTER
ON

HP FUEL
OFF
PUMP
For Training Purposes Only

FUEL METERING
EEC
VALVE
CLOSE COMMAND HP FUEL SHUT OFF
SOLENOID
FMU

CB ENG No.1 C68 HPSOV

CB ENG No.2 D70 HPSOV

Figure 184 HP and LP Fuel Shutoff

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

ARTIFICIAL FEEL UNIT

The throttle control artificial feel unit is a friction system which provides a load
feedback to the throttle control lever. This artificial feel unit comprises four
cranks
The casing to which a cover is attached, which contains:
S two rods
S two adjustable friction assemblies
S two cam gears which each determine the six positions of the control lever-
four adjustable rockers.
A linkage connects the control levers to the cranks of the artificial feel unit.
Any movement of a crank, transmitted through a rod to the friction assembly,
causes it to turn.
The friction assembly engages with the cam gear which determines the differ-
ent positions.
The load to be applied on the control lever is adjusted by:
S a friction adjustment screw
S a compression screw pushing against the rocker which is in contact with the
cam gear through a roller.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 354

 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

CRANK

CASING

ROCKER ROD

JAMNUT COMPRESSION CAM GEAR

SCREW ADJUSTABLE
ADJUSTING FRICTION
FRICTION
SCREW ADJUSTMENT
ASSEMBLY
SCEW
5
For Training Purposes Only

PTS POS
0 IDLE STOP
1 MAX CLIMB 3
2 MAX CONTS 4
COMPRESSION
SCREWS 3 MAX T.O.
4 REV IDLE 2

5 MAX REV 1

Figure 185 Throttle Control / Artificial Feel Unit

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

THROTTLE ADJUSTMENT RODS / THROTTLE RESOLVER

Throttle Control Unit
The throttle control unit transforms a mechanical movement into an electric sig- Each throttle control unit is connected to the EEC with a six-wire cable, with
nal. two wires for excitation and four wires for outputs.
The throttle control unit consists of a casing to which a cover is attached. The The throttle control unit is a dual quadrant resolver which works in the firstqua-
throttle control unit encloses the drive mechanism of the potentiometers and drant for positive angles and in the fourth quadrant for negative angles. There-
resolvers which are protected by two cases. Four connectors ensure the elec- fore, the throttle control unit sine and cosine winding outputs are inphase with
tric connections. the excitation for resolver angles within the 0 to 90 deg. range. In the -90 to 0
The potentiometer and resolver drive mechanism comprises: deg. range of angles the cosine output and the excitation are in phase and the
sine output 180 deg. out of phase.
S one fork (input lever)
S one coupling shaft
S two toothed quadrants
S two pinions
S two driving disks
S two units comprising three potentiometers
S two resolvers.
The displacement of the fork is transmitted through a coupling shaft to the
toothed quadrant which engages with the pinion.
When the pinions turn:
S they cause the shaft of each resolver to turn
S they drive the shaft of the potentiometer unit through a driving disk
The accuracy of the throttle control unit (error between the input lever position
and the resolver angle) is 0.5 TRA. The maximum discrepancy between the
signals generated by the two resolvers is 0.25 TRA.
The TLA resolver operates in two quadrants:
For Training Purposes Only

S the first quadrant serves for positive angles

S the fourth quadrant serves for negative angles.
Operation/Control and Indicating
The EEC interfaces with two throttle resolvers angle (TRA), one dedicated to
each channel of the EEC.
Each channel of the EEC provides excitation for and accepts inputs from its
throttle control unit resolvers.

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 Lufthansa Technical Training
ENGINE A330-200/300
ENGINE CONTROLS PW 4168
76-00

UPPER THROTTLE
RODS

LOWER THROTTLE INPUT

RODS LEVER

ELECTRICAL
ARTIFICIAL FEEL CONNECTORS THROTTLE
UNIT RESOLVER

ATTACHMENT
BOLT
For Training Purposes Only

LOCKING
NUT

PINION

POTIS ELECTRICAL
POTIS
CONNECTORS
RESOLVER

WASHER

Figure 186 Artificial Feel Unit / Throttle Control Unit

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 Lufthansa Technical Training
ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00

ATA 74 IGNITION SYSTEM

GENERAL
The ignition system supplies high energy spark to ignite the fuel/air mixture in
the combustor. It is used during engine start, engine relight and each time am-
bient conditions require a continuous ignition to prevent risk of flameout.

COMPONENTS
S Engine Relay Unit
S Ignition exciters
S Exciter to igniter plug cables
S Igniter plugs

DESCRIPTION AND OPERATION

S Each engine has two electrically and physically independent ignition sys-
tems ( system A and B ). Each system can be used at the same time or al-
ternately to prevent dormant failure.
S Electrical power, supplied by the engine relay unit, is sent to each system by
a capacitor discharge type ignition exciter.
S The high voltage electrical energy from the ignition exciter is then sent via
the plug cables to the igniter plug.
S Ignition system control is integrated with the starter and the engine fuel
shutoff control to permit automatic start sequencing managed by the EEC.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 358

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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00
For Training Purposes Only

Figure 187 Ignition System

FRA US-T TH SEP 2002 Page 359
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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00

IGNITION SYSTEM
The ignition and starting system is controlled by the EEC according
S ENG START selector position
S ENG MASTER lever position
S ENG MAN START pushbutton position
S Flight / Ground aircraft position

EEC INTERFACE
Each EEC channel can control both ignitors.
On the ground
S during an auto start only one igniter is supplied
S the EEC automatically alternates the use of the A and B igniters for each
successive start attempt
S the ignition is automatically selected when N2 reaches 20 %
S the ignition is automatically cut when N2 is between 43% and 48 %
S during manual start both igniters are suplied when the ENG MASTER lever
is set to ON ( continuous ignition ). It is automatically cut off when N2 is be-
tween 43 % and 48 %
S during AUTO RESTART both igniters are energized by the EEC
In flight
S both igniters are supplied when the ENG MODE SELECTOR is turned to
IGN / START
ELECTRICAL POWER SUPPLY
Aircraft electrical power is supplied to the ignition system by the ERU. The
ERU has a set of solid state relays controlled by the EEC.
For Training Purposes Only

One relay is used to supply 115 VAC power from the aircraft bus to system A
ignition exciter. The second relay supplies 115 VAC from the aircraft bus to the
system B exciter.

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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00
For Training Purposes Only

Figure 188 Ignition System Schematic

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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00
IGNITION EXCITERS
The ignition exciters change 115 VAC aircraft electrical power from the ERU to
the high voltage necessary tor igniter plug operation.
Fan air tlows between the exciter’s hermetically sealed stainless steel inner
case and the outer case cooling jacket to cool the unit.

EXCITER TO IGNITER PLUG CABLE

The two igniter plug cables are used to transmit 22000 - 26000 volts trom the
exciters to the igniter plugs. They are Iocated on the right side of the engine.
The igniter plug cables are
S fan air cooled
S coaxial cable
S have sheet metal cooling shields
S have ceramic insulated terminals with rubber bushings
For Training Purposes Only

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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00
For Training Purposes Only

Figure 189 Ignition Components

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ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00

ENGINE CMS IGNITION TEST

The ignition test is done through the MCDU in the cockpit. The EEC controls
the ignition system and the test result is displayed on the MCDU.
NOTE:
The maintenace must obey the safety precautions when working on the engine
ignition system.
The ignition test must be audibly verified by the maintenance.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 364

 Lufthansa Technical Training
ENGINE A330-200/300
IGNITION SYSTEM PW4168
74-00

EEC CHAN 2A EEC CHAN 2A 2/2

LAST LEG
<REPORT IGNITERS TEST
PREVIOUS LEGS SYSTEM
<REPORT TESTS> CAUTION: IGNITER WILL
SUBSYSTEM SPARK DURING TEST
<LRU IDENT TESTS> 1 INITIAL CONDITIONS
AUTOMATIC
<GROUND SCANNING TEST> - SET MASTER LEVER ON
TROUBLE SHOOT GROUND EEC CHAN 2A
<DATA REPORT> 3 < START TEST IGNITERS TEST
OTHER FAULT
<RETURN REPORTS> < RETURN PRINT*
TEST IN PROGRESS
IGNITER # 1 ON
AUDIBLY VERIFY THAT THE
IGNITER SPARKED
EEC CHAN 2A 1/2 EEC CHAN 2A 2/2
SUBSYSTEM TESTS IGNITERS TEST 6 < YES NO >

< ACTUATORS TEST CAUTION: IGNITER WILL PRINT*

SPARK DURING TEST
< REVERSER TEST

2 < IGNITERS TEST 4 < CONFIRM START OF TEST

EEC CHAN 2A
< PROBE HEATER TEST
IGNITERS TEST
< RETURN PRINT* < RETURN PRINT*
TEST OK

< CONTINUE TEST

EEC CHAN 2A 1/2 EEC CHAN 2A
IGNITERS TEST IGNITERS TEST
7 < TEST CLOSE UP
For Training Purposes Only

CAUTION: IGNITER WILL

CAUTION: DRY CRANK THE SPARK DURING TEST PRINT*
ENGINE TO REMOVE ANY
RESIDUAL FUEL BEFORE 5 < ENABLE IGNITER # 1
RUNNING THIS TEST
5 < ENABLE IGNITER # 2

< TEST CLOSE UP

< RETURN PRINT* PRINT*

Figure 190 CMS Ignition Test

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 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00

ATA 80 STARTING
GENERAL
The engine starting system consists of following components:
S Starter
S Starter speed sensor
S Starter air valve
S Starter air valve solenoid
S Starter air supply duct
For Training Purposes Only

FRA US-T TH SEP 2002 Page 366

 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 191 Engine Starting System Components

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ENGINE A330-200/300
STARTING PW 4168
80-00

STARTER AND STARTER SPEED SENSOR

GENERAL
The starter is supplied with air from the starter air valve. The airflow is used by
the starter to turn the HP rotor to start the engine.
S The starter has a speed sensor which is used to supply a starter speed sig-
nal to the EEC. The signal is used for fault monitoring and to prevent dam-
age during re-engagement of the starter during an in-flight start.
Based on N2 speed and starter speed, the EEC uses pulse-width modula-
tion of the starter air valve solenoid to closely match the speed of the starter
to the speed of the engine prior to the starter to be engaged
S The starter is attached to the rear of the main gearbox by a QAD adapter
and clamp. The starter speed sensor is bolted to the starter transmission
housing.
A magnetic chip detector is found in the drain plug of the transmission hous-
ing.
For Training Purposes Only

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ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 192 Engine Starter / Speed Sensor

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ENGINE A330-200/300
STARTING PW 4168
80-00

STARTER AIR VALVE

GENERAL
The starter air valve is used to control the supply of air to the engine starter.
The pneumatically actuated four inch poppet type valve is electrically controlled
by the EEC through the air valve solenoid.

DSCRIPTION AND OPERATION

When the engine is either automatically or manually started, the starter air
valve solenoid is energized. The energized solenoid controls pressurized air to
the servo piston inside the starter air valve. At about 45 % N2, the EEC deen-
ergizes the solenoid to permit pressure to bleed from the downstream side of
the piston.
The starter air supply duct pressure on the inlet side of the servo piston then
forces the valve to close.
S The starter air valve has a manual override device in case o fa failed valve.
The access is through the right thrust reverser cowl at 5:00 position by in-
serting a 3/8 inch extension socket into the manual drive.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 370

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ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 193 Starter Air Valve

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ENGINE A330-200/300
STARTING PW 4168
80-00

STARTER AIR VALVE SOLENOID

GENERAL
The starter air valve solenoid is used to control the flow of air from the starter
duct to the starter air valve.
It is installed on the intermediate case at l2:30 position.

DESCRIPTION AND OPERATION

The starter air valve solenoid has two coils separately controlled by either EEC
channel.
The solenoid supplies filtered muscle pressure which is used to open the
starter air valve. The open valve permits air from the starter air supply duct
toflow to the starter.
When the starter air solenoid is deenergized the muscle air is released through
a vent in the solenoid.
For Training Purposes Only

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 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 194 Starter Air Valve Solenoid

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ENGINE A330-200/300
STARTING PW 4168
80-00

AUTOMATIC STARTING
The sequence of events during an automatic start is controlled by the EEC. The fuel depulse programm can run for a maximum of 120 sec.
The EEC sends commands to the If the condition that caused the start of the depulsing is corrected the EEC wiII
S start valve attempt an auto restart.
S ignition system
AUTO START ABORT
S FMU fuel on solenoid
If a problem occurs during an auto start sequence, and is not correctable by
During automatic starting the EEC provides
the auto restart or the depulse programs, the EEC wiII command an engine
S detection of hot start, hung start, surge, no Iight up or Iow N1 shutdown.
S protection for starter reengagement speed and time The shutdown command wiII turn off fuel and ignition and dry motor the engine
S fault announcement with ECAM messages to clear the fuel vapors.
On ground: If the N2 speed is greater than the starter cutout speed, The EEC wiII com-
S start abort ( fuel vale closed, start valve closed, ignition stopped ) mand start valve closed until starter reengagement speed is reached
S automatic engine dry crank for 30 sec after start abort AUTOMATIC START ABORT CONDITIONS
S one more automatic start attempt by the EEC after dry cranking S Iow air pressure, minimum N2 speed is not reached in a certain time
S if this start attempt fails no further start wiII be made S failure of the auto restart
In flight: S failure of fuel depulse
S identifies the windmilling or starter assisted airstart conditions according to S Iocked N1 rotor, no N1 signal while N2 >35%
engine parameters and the flight enviromental parameters
S Ioss of EGT signal
AUTOMATIC RESTART S the EEC wiII send fault messages to the ECAM
If the engine fails to start or a hung start is detected, The EEC wiII automati- NOTE:
cally shut off fuel and ignition and motor the engine to clear the fuel vapors and The autostart system wiII not stop an inflight restart but wiII send the fault in-
cool the engine. dication to the ECAM
Then the EEC wiII turn on fuel and both ignition systems as the starter continu-
ous to motor the engine.
If this attempt to auto restart the engine fails, the EEC wiII shut off fuel , ignition
For Training Purposes Only

and the start wiII be aborted.

FUEL DEPULSING
If an impending hot start ( about to exceed 535_ C ), or a surge on start is
detected, the EEC wiII start the fuel depulse programm.
The EEC wiII cycle the FMU solenoids to start and stop the fuel flow to the en-
gine.
This programm wiII continue until the EGT drops below the hot start detection
Iimit or the engine has recovered from the surge.

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 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 195 Engine Automatic Start

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ENGINE A330-200/300
STARTING PW 4168
80-00

MANUAL STARTING
Manual starting is under Iimited authority by the EEC which controls AIR AUTOSTART SEOUENCE
S the start valve opening ( mode selector IGN START and MAN START PB When the air autostart sequence Iogic is active in flight, the EEC initiates the
pushed ) automatic starting sequence to control:
S the FMU fuel valve and the operation of both ignitors when the S the opening of the SAV
ENG MASTER Iever is set to ON S the excitation of both ignition systems
S start valve closure and (on the ground ) ignition cutoff when N2 is between S the opening of the HP fuel shutoff valve when N2 > 20%
43% and 48%
S the closing of the starter air valve at approximately N2 > 50%
During the manual starting sequence the EEC has no effect on but observes
S the cutting off of the ignition system at N2 > 54%
the same parameters that is used during an auto start.
In the event of an abnormal start, the EEC provides fault annunciation to the
The manual starting sequence may be interrupted
FWC, thus messages are displayed on ECAM, but the EEC has no authority to
S before the ENG MASTER Iever is set to ON by selecting the MAN START interrupt the starting sequence. This can only be done by selecting the master
PB switch to OFF Iever to OFF.
S after the ENG MASTER Iever is set to ON by selecting it to OFF The engine relight with starter assistance is controlled by the EEC and wiII not
In flight the EEC commands starter reengagement unless the N2 speed is be- be done if N2 is more than 20%.
low the starter engagement speed.
ALTERNATE START / IGNITION INFORMATION
In case of an EIVMU failure, the FADEC uses a hardwired signal from the mas-
ter Iever and the engine mode selector to control
S an automatic start
S dry cranking
S continuous ignition
If the EIVMU fails manual starting is no Ionger available
For Training Purposes Only

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ENGINE A330-200/300
STARTING PW 4168
80-00
For Training Purposes Only

Figure 196 Engine Manual Start

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ENGINE A330-200/300
STARTING PW 4168
80-00

DRY MOTORING PROCEDURE

For Training Purposes Only

FRA US-T TH SEP 2002 Page 378

 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00

THIS CHECKLIST MUST BE DONE BY TRAINED PERSONNEL ONLY

1. ENERGIZE AIRCRAFT ELECTRICAL CIRCUITS ACC CHECKLIST PERFORMED
2. INTERPHONE COCKPIT / GROUND CONNECTED
3. THRUST LEVERS IDLE
4. FUEL PUMPS AUTO / ON
5. CBs HP FUEL SOV ENG 1 1KC1 ( C68 ) / ENG 2 1KC2 ( D 70 ) OPEN
6. PACKS OFF
7. ECAM DISPLAY CB PAGE CHECKED
8. ECAM CLEAR
9. ENGINE START SELECTOR SWITCH CRANK
10. AIR PRESS ON ECAM ENG PAGE MIN. 30 PSI
11. ENG MAN START P/B SWITCH PRESS
12. CHRONO START
13. STARTER LIMIT 5 MIN OBSERVE

CAUTION: DRY MOTORING CAN BE PERFORMED FOR A MAXIMUM OF 5 MINUTES WITH A REST
OF 10 MIN AFTER THE FIRST MOTORING

14. ENG ROTATION OBSERVE OIL PRESSURE AND OIL QUANTITY CHECKED
For Training Purposes Only

15. ENG MAN START P/B SWITCH DEPRESS

16. CHRONO STOP
17. ENG START SELECTOR SWITCH NORM
18. PRESS TRIPPED CBs / CHECK CB PAGE CHECK CLOSED
19. PACKS AUTO
20. ECAM CLEAR
21. FUEL PUMPS OFF

Figure 197 Dry Motoring Checklist

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 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00

WET MOTORING PROCEDURE

For Training Purposes Only

FRA US-T TH SEP 2002 Page 380

 Lufthansa Technical Training
ENGINE A330-200/300
STARTING PW 4168
80-00

THIS CHECKLIST MUST BE DONE BY TRAINED PERSONNEL ONLY

1. ENERGIZE AIRCRAFT ELECTRICAL CIRCUITS ACC CHECKLIST PERFORMED
2. INTERPHONE COCKPIT / GROUND CONNECTED
3. THRUST LEVERS IDLE
4. FUEL PUMPS AUTO / ON
5. CBs IGN A+B ENG 1: 2EH1 ( G03 ) 1EH1 ( Q70 ) / ENG 2: 2EH2 ( F50 ) 1EH2 ( Q71 ) OPEN
6. ECAM DISPLAY CB PAGE CHECKED
7. PACKS OFF
8. ECAM CLEAR
9. ENGINE START SELECTOR SWITCH CRANK
10. AIR PRESS ON ECAM ENG PAGE MIN. 30 PSI
11. ENG MAN START P/B SWITCH PRESS
12. CHRONO START
13. STARTER LIMIT 5 MIN OBSERVE

CAUTION: DRY MOTORING CAN BE PERFORMED FOR A MAXIMUM OF 5 MINUTES WITH A REST
OF 10 MIN AFTER THE FIRST MOTORING

14. ENG ROTATION OBSERVE OIL PRESSURE AND OIL QUANTITY CHECKED
15. ENG MASTER SWITCH WHEN >15% ON
16. FUEL FLOW INDICATION CHECKED
For Training Purposes Only

17. ENG MASTER SWITCH AFTER MAX 5 SEC OFF

15. ENG MAN START P/B SWITCH DEPRESS
16. CHRONO STOP
17. AFTER N2 ROTOR STOPPED DRY MOTORIZING FOR 60 SEC. PERFORMED
18. ENG START SELECTOR SWITCH NORM
19. PRESS TRIPPED CBs / CHECK CB PAGE CHECK CLOSED
20. PACKS AUTO
Figure
22. FUEL PUMPS 198 Wet Motoring Procedure OFF
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 Lufthansa Technical Training
ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

ATA 78 THRUST REVERSER

GENERAL
INTRODUCTION
The PW4168 engine has a cascade type fan thrust reversers. Each of two me- S The DCV has a manual inhibit lever used to manually lock out the thrust
chanically independent translating cowl sleeves is hydraulically actuated by reverser for maintenance. Two proximity sensors, one per EEC channel,
three linear actuators. Two of these actuators are self locking. give manual inhibit detection feedback to the EEC.
The EEC interfaces with the following thrust reverser system components. Transcowl sleeve position is sent by two dual LVDT‘s, mounted on each trans-
S Isolation Valve cowl upper actuator. Each EEC channel sends excitation and receives feed-
back from each LVDT.
S Directional control valve
S The center and lower locking actuators send proximity switch feedback to
S Left and right transcowl actuators
the EEC. The center to the channel A, the lower to the channel B
S Transcowl lock system
S Thrust reverser position feedback from the actuators is used by the EEC
The EEC controls actuation of the thrust reverser system by commanding the logic for controlling the various reverser modes, fuel flow limiting and flight
isolation valve and the directional control valve based on: deck indication.
S Thrust lever resolver angle ( TRA ) S The EEC limits the maximum reverse thrust to 87% N1
S Weight on wheels Two aircraft powered transcowl locks ( one per sleeve ) provide an independant
S Transcowl sleeve position feedback locking feature through electric motor driven hooks.
Two proximity switches on each of the two transcowl lock linkages ( one per
DESCRIPTION AND OPERATION
EEC channel ) indicate hook locking status to the EEC.
The isolation valve ( IV ) opens or closes the flow of hydraulic fluid to the direc-
The feedback is used for thrust reverser unlocked flight deck indications.
tional control valve ( DCV ).
S The IV dual coil solenoid is controlled by either channel of the EEC. The IV
is open when the solenoid is enrgized.
S A pressure switch in the IV senses output hydraulic pressure. The switch is
For Training Purposes Only

wired to each channel of the EEC. The EEC uses the switch position to
verify system pressure when the IV has been commanded open and to find
and show accidental system pressurization.
The DCV sends hydraulic pressures from the IV to the stow or deploy ports
found on the transcowl sleeve hydraulic actuators.
S The DCV dual coil solenoid is controlled by either channel of the EEC. In
the deploy mode, The DCV solenoid is energized through a switch in the
EEC.

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 199 Thrust Reverser

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

EEC REVERSER INTERFACES

The EEC interfaces with the Thrust Lever Resolver where it receives deploy or
stow signals.
From the Thrust Reverser isolation Valve it receives hydraulic pressure in-
formation whether reverser is pressurized or not.
Each reverser sleeve is equipped with 2 proximity sensors and 1 LVDT to give
deploy feedback to the EEC.
Both TLS actuators are equipped with double proximity sensors to give TLS
open or closed signals to the EEC.
The directional control valve has 2 proximity sensors to indicate reverser acti-
vated or deactivated.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 200 EEc Interface with Reverser System

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

ACTUATION SYSTEM ( STOWED AND LOCKED )

DESCRIPTION AND OPERATION
S Pressure from the aircraft hydraulic system ( blue engine No. 1, yellow en-
gine No. 2 ) is supplied through the system filter to the isolation valve ( IV ).
Inside the IV, the pressure is sent to the isolation valve solenoid and isola-
tion valve.
S In the stowed and locked mode, there are no electrical signals applied to the
system. With no electrical signal applied to the isolation valve solenoid, the
pressure is blocked at the isolation valve and the isolation valve solenoid,
to prevent further supply of pressure.
S Supply pressure and the isolation valve spring keep the isolation valve pop-
pet closed and in the fail - safe isolated position. All other hydraulic lines
and passages in the isolation valve drain to system return pressure to pre-
vent a pressure increase. An increase in pressure could accidently shuttle a
valve or unlock the actuators.
S In the stowed and locked position, the locks are engaged on all of the lock-
ing actuators. This supplies a locked signal from each of the lock sensing
proximity switches to indicate all of the locking actuators are stowed and
locked.
S The feedback actuators supply a 0% deploy signal from the integral LVDT to
FADEC.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 201 Actuation System ( Stowed and Locked )

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

ACTUATION SYSTEM ( ACTIVATED )

DESCRIPTION AND OPERATION
S Two electrical signals are necessary to deploy the actuation system :
- the first signal energizes the isolation valve solenoid
- the second signal energizes the DCV solenoid which commands the ac-
tuators to deploy
S The energized isolation valve solenoid supplies system pressure to the
large area end of the isolation valve piston.
This pressure force overcomes the preload spring and the pressure force
acting to close the valve. The isolation valve piston and poppet valve then
move the open / activated position to put supply pressure to the DCV.
S Operation of the isolation valve applies system pressure to the pressure
switch. With increasing pressure, the pressure switch contacts close to indi-
cate the flight deck / FADEC that the isolation valve has operated and the
electrical power to the DCV solenoid will deploy the thrust reverser.
S Supply pressure is put through the hydraulic plumbing from the isolation
valve to the directional control valve installed on the right torque box.
In the DCV, this pressure is internally sent dirctly to the DCV solenoid valve.
With the DCV solenoid deenergized, the deploy pressure signal is blocked
at the solenoid valve. Supply pressure also makes the DCV spool hold the
valve in the stow mode, a fail safe condition. In the stow mode, the DCV
sends supply pressure to the stow ( retract ) end of the actuators.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 202 Actuation System Activated

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

ACTUATION SYSTEM ( DEPLOYED )

DESCRIPTION AND OPERATION
S The second electrical signal necessary to deploy the thrust reverser actua-
tion system is applied to the DCV solenoid.
The energized DCV solenoid applies system supply pressure to the large
area end of the DCV spool. This pressure overcomes the pressure to keep
the spool in the stowed position with the preload spring force. The DCV
spool then moves to the deploy position. The DCV proximity sensor sup-
plies a signal indicating that the system is in the deploy mode.
S If the loss of hydraulic power occurs, the spring loaded DCV shuttles to the
fail safe stowed position.
S With the DCV spool in the deploy position, the retract ends and the extend
ends of the actuators are connected to supply pressure. In the locking ac-
tuators the supply pressure entering the actuator extend ports is internally
applied to the extend end of the actuator piston and the unlock valve.
As extend pressure increases above 600 PSI, the unlock valve shuttles to
unlock each actuator.
The feedback actuators that do not lock ( mechanically sysnchronized to
the locking actuators ) can not deploy until the locking actuators are un-
locked.
S As each locking actuator is unlocked, the mechanical movement of the un-
locked valve moves the target of the lock indicating proximity switch away
from the sensor. This gives feedback to the flight deck that the thrust re-
verser actuators are unlocked.
S After the actuator unlocks, deployment occurs. Upon initial deployment, the
system supply pressure on the area difference of the pistons must over-
come the loads near the stowed position. As the actuators deploy, the air-
loads push in the same direction as the hydraulic force to deploy the thrust
For Training Purposes Only

reverser.
S During deployment, the two output LVDT‘s of the feedback actuators supply
a continuous electrical signal showing the position of the thrust reverser.
S As the actuators go near the deploy stop, internal snubbers in each actuator
slow the thrust reverser to a save hit velocity.

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 203 Actuation System Deployed

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

ACTUATION SYSTEM ( STOWING )

DESCRIPTION AND OPERATION
S To stow the thrust reverser actuation system, the electrical signal to the
DCV solenoid valve is removed, while the isolation valve solenoid valve is
still energized.
The deenergized DCV solenoid valve opens the large area of the DCV
spool to return pressure letting the supply pressure on the spool‘s small
area and the compression spring shuttle the spool to the fail safe stow posi-
tion.
In the event of the loss of hydraulic power to the actuation system, the com-
pression spring alone can shuttle the spool to the failsafe stow position.
S In the stow position, movement of the DCV spool connects the extend ends
of the actuators to return pressure and the retract ends to system supply
pressure. As the actuator retract, the feedback of the LVDT‘s supply a con-
tinuous signal in proportion of the reverser position.
S As the locking actuators go near 7.5 mm of the stow stop, the lock begins to
engage.
S Engagement of the locks also moves a target into the detection region of
the proximity switch. This supplies electrical feedback that lock engagement
has occured.
S Deenergization of the isolation valve solenoid valve returns the system to
the stowed and locked mode.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 204 Actuation System Stowing

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

THRUST REVERSER CONTROL ( DEPLOY ) THRUST REVERSER CONTROL ( STOW )

DESCRIPTION AND OPERATION DESCRIPTION AND OPERATION
Conditions for normal operation: Conditions for normal stow operation:
S Aircraft on ground S 28VDC to isolation valve causes to operate and supply hydraulic pressure
- 28 VDC supply is dependent upon weight on weels switch to the directional control valve.
Engine is operating S Isolation valve pressure switch closes to indicate that hydraulic pressure is
applied to the directional control valve and system is ready for stowage.
S supply of 28 VDC to the isolation valve
S Signal to directional control valve solenoid is removed. Supply pressure is
- dependent upon closure of aircraft permission switch closed by reverser
applied to the retract end of the actuators.
lever. Throttle is in idle detent.
S System moves to the stowed position.
S Transcowl locking system ( TLS ) is unlocked with 115 VAC supplied to the
TLS motor. S LVDT‘s on the feedback actuators supply electrical signal proportional to
thrust reverser position.
- TLS proximity switch supplies indication of TLS unlock condition
S The actuator proximity switch give feedback to the flightdeck that lock en-
S 28 VDC to isolation valve causes valve to operate and supply hydraulic
gagement has occured.
pressure to the directional control valve.
S 115 VAC is removed from the TLS motor and the TLS lock pawl is spring
S Isolation valve pressure switch closes to indicate that hydraulic pressure is
driven to the locked position.
applied to the directional control valve and system is ready for deployment.
S Signal to the directional control valve solenoid causes system to deploy.
S At 600 PSI, the unlock valve shuttles to unlock each unlocking actuator.
S The proximity switch gives feedback to the flightdeck that actuators have
unlocked.
S System deploys.
S LVDT‘s on the feedback actuators supply electrical signal proportional to
thrust reverser position.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

WEIGHT ON WHEELS
EIVMU FILTER
ISOL VALVE
28VDC HYD
CREW SUPPLY SUPPLY
R4 PRESS
ACTION MAX RELAY SWITCH
REV REV
IDLE

-38.0
SUPPLY
-11.4 COMMAND
IDLE 0 NORMAL 0 PSI
WOW CH A
STOP 0
CH B
PRESS > 500 PSI
COMMAND
MAN INHIBIT
ENG RUN LEVER DEPLOY TUBE
N2 > 5000 RPM INHIBIT PROX SWITCH
CH A/B
THRUST LEVER (MAINT)
STOW TUBE R/H
RESOLVER ANGLES MN > 0.21
A/C IN FLT
(MAINT) T/R
R/H HALF
REV TRA SLEEVE
SWITCH PROX SWITCH
CH B

LOCKING ACT
PROX SWITCH
CH A

M LOCKING ACT
LVDT
RESOLVERS CH A
CH B
FEEDBACK ACT
CH A/B L/H
SLEEVE

PROX
SWITCH LVDT
For Training Purposes Only

115VAC
A/C FEEDBACKACTUATOR
SUPPLY
RELAY M R/H
T/R
TRANSCOWL HALF
POTENTIOMETERS LOCK LOCKING ACTUATOR
FCPC ACTUATOR

LOCKING ACTUATOR
RADIO
ALTIMETER

Figure 205 Reverser System Schematic

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

REVERSER ACTUATION SYSTEM

GENERAL
The actuation system is a hydraulically moved, mechanically synchronized
system used to deploy and stow the translating cowl.
There are four actuation system operational modes:
S stowed and locked
S deploy
S stow
S manual operation

COMPONENTS
S Pressure line
S Return line
S Filter assembly
S Isolation valve module
S Tubing and flexible hydraulic lines
S Directional control valve
S Hydraulic locking actuator
S Feedback actuator and LVDT
S Flexible shafts
S Handwind unit
S Transcowl locking system
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 206 Actuation System

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

HYDRAULIC ISOLATION VALVE / HYDRAULIC FILTER

GENERAL
The isolation valve and the hydraulic filter are mounted in the upper pylon area.
Access can be get by removing a access door from outside of the pylon.

ISOLATION VALVE
The isolation valve is used to isolate the thrust reverser hydraulic system from
the aircraft system during flight.

DSCRIPTION AND OPERATION

S The valve receives filtered hydraulic pressure from the BLUE system for
ENG 1, and YELLOW system for ENG 2.
S Output pressure is supplied to the directional control valve
S The valve has a return line to the hydraulic system of the aircraft
S It is electronically connected to the EEC for monitoring
The Isolation Valve has these components:
S Solenoid
S Isolation Valve
S Pressure Switch
S Flow Regulator

FILTER ASSEMBLY
The hydraulic filter filters the hydraulic supply fluid and shows the status of the
filter. A pressure drop through the filter cartridge causes a popout indicator to
operate when it is necessary to replace the filter element.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 207 Isolation Valve / Hydraulic Filter

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

DIRECTIONAL CONTROL VALVE

GENERAL
The directional control valve sends fluid from the isolation valve to the thrust
reverser actuator pistons to cause reverser deploy and stow.
Operation is by electrical signals from the aircraft controls.
The directional control valve is found on the right side of the reverser assembly.

DESCRIPTION AND OPERATION

S One directional control valve controls both reverser assemblies. Hydraulic
pressure is applied to the left side of the reverser assembly through flexible
lines that permit opening of the reverser assemblies.
S The directional control valve has a:
- Solenoid
- Directional control valve
- Manual inhibition lever
- Proximity sensor
S The proximity sensor, installed on the directional control valve, is used to
show that the valve is manually disabled.
S It is the electrical connection to the actuation control system.
S The directional control valve proximity switch is sensitive to the position of
the manual inhibition lever.
When the lever is turned to prevent operation, a target moves into the
detection range of two proximity switches. The switches then show that the
thrust reverser actuation system is disabled and can not be hydraulically
operated.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 208 Directional Control Valve

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

LOCKING ACTUATOR
GENERAL
The locking actuators position the translating cowl. A lock mechanism ( as part
of the actuator ) holds the actuator rod when the actuator is in the fully stowed
position.
The actuators are attached to the torque box assembly and connected to the
actuation system hydraulics. The actuator rod ends are attached to the trans-
lating cowl.
DESCRIPTION AND OPERATION
S Installed on the locking hydraulic actuator is the locking actuator proximity
switch.
- The locking actuator proximity switch is the electrical connection to the
actuation control system.
It supplies electrical feedback to indicate that the lock has engaged
NOTE:
For reverser deactivation
S all 4 locking actuators have to be deactivated
S the directional control valve has to be deactivated
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

PIP PIN STOWAGE

For Training Purposes Only

UNLOCKED
STOWAGE
POSITION
( LOCKED POSITION )

Figure 209 Locking Actuator

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

FEEDBACK ACTUATOR / LVDT

FEEDBACK ACTUATOR
The feedback actuators set the position of the translating cowl.

DESCRIPTIN AND OPERATION

S The feedback actuator has a cowl position feedback system that supplies
an electrical signal to the FADEC.

LVDT
Each feedback actuator contains an LVDT what is used to supply an electrical
signal to the FADEC in proportion to the actuator position

DESCRIPTION AND OPERATION

S Each LVDT contains a shaft that is mechanically connected to the feedback
actuator piston. As the shaft moves, the output signal from the LVDT
changes in relation to the movement of the actuator piston.
The EEC monitors the output of the LVDT‘s ( one per channel ) to deter-
mine the position of the translating cowl.
NOTE:
Each LVDT detects a maximum deploy reading of 50 %
S Both sleeves 50 % FULL REVERSE
S One sleeve 30 %
One sleeve 50 % REVERSE IDLE ONLY
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 210 Actuator LVDT

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

SYNCHRONOUS SHAFT / MANUAL DRIVE ASSEMBLY

The synchronous shaft gives a physical Iink between the hydraulic actuators. A
flexible shaft installed in the deploy tube is splined to a worm gear in the head
of each actuator.
These shafts keep the speed and the travel of the actuators synchronized to
make sure that the translating cowl is deployed in a smooth and equal manner.
The deploy tube gives a flow path for pressurized hydraulic fluid from the direc-
tional control valve when the reverser is in the deploy mode.
A manual drive assembly is installed on each side of the thrust reverser to
manually deploy and stow the translating cowl without hydraulic fluid pressure.
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00
For Training Purposes Only

Figure 211 Synchronous Shaft Assembly

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

TRANSCOWL LOCKING SYSTEM

GENERAL COMPONENT DESCRIPTION
The transcowl locking system ( TLS ) gives a redundant lock feature that is
TLS - KEEPER
controlled independently from the thrust reverser control and indicating system.
The TLS-keeper is installed on the forward edge of the translating cowl. When
The system is interlocked with the aircraft weight on weels indication to pre-
the translating cowl is stowed the keeper connects with the TLS module lock
clude deployment of the thrust reverser in flight.
hook. This prevents movement of the translating cowl.
The TLS is attached to the torque box assembly on each thrust reverser door.
TLS MODUL
DESCRIPTION AND OPERATION
The TLS module electrically operates to unlock the translating cowls when
S Power for the TLS motor is provided by the aircraft 115 VAC power supply. deploy is commanded. The TLS module consists of the following components:
S The TLS actuators receive the signal from Potis inside of the Throttle Con- S Electromechanical Actuator
trol Unit and the FCPC 1 and 3 The electromechanical actuator consists of a motor controller, a DC brush-
S Each TLS module has two proximity switches, one for each channel. The less motor, a ballscrew drive mechanism and a lock hook.
proximity switches monitor the hook position and transmit the position to the The motor controller converts the 115VAC power to DC current to control
EEC. motor direction, speed and torque output. The DC motor provides the force
S An indicator linkage assembly is attached to the lock hook and to a visual to turn the ballscrew drive mechanism. The ballscrew mechanism moves
indicator. The indicator gives a visual indication of the lock hook position the lock hook away from the TLS keeper.
through the aft fan cowl.
S A quick release pin is connected by a lanyard to the TLS module. This pin is
used to manually unlock the TLS for ground maintenance or to dispatch the
aircraft with an inoperative TLS.
When reverse thrust is commanded, 115 VAC is supplied to the motor control-
ler at the same time as the deploy command is sent to the EEC.
The motor controller converts 115 VAC to DC power to drive the motor. The
motor turns the ballscrew drive mechanism to move the hook away from the
TLS keeper. Power is maintained on the motor controller until the translating
cowl is fully stowed.
For Training Purposes Only

When the translating cowls are stowed and the locking actuators are locked,
the 115 VAC is removed from the motor controller.
NOTE:
The locking hook returns back by spring when there is no electrical power
available.

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

A
BALLSCREW
DRIVE PROXIMITY
MECHANISM SWITCH

B B

SECTION A-A
LOCK
HOOK

MOTOR
CONTROLLER
For Training Purposes Only

MOTOR
QUICK RELEASE
PIN
INDICATOR LINKAGE
SECTION B-B ASSEMBLY

Figure 212 Transcowl Locking System

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

HANDWIND UNIT / MANUAL OPERATION

GENERAL
The handwind unit permits manual operation of the thrust reverser for mainte-
nance purposes.
The handwind unit is attached to the unused extend port of each lower actua-
tor.

1 For all maintenance operation, the first step is to stop the operation of
the directional control valve with the manual inhibition lever.
To do this, remove the lock pin, rotate the lever 80_ to the inhibited posi-
tion and replace the lock pin to keep the lever in the position.
NOTE: The deactivated position is target NEAR.

2 Find the TLS attached to the front of the torque box at about 3:00 and
9:00 position. Remove the attached quick release pin from the storage
position on the TLS. Move the TLS lever to the deactivated position, and
install the pin to keep this deactivated position.

3 The third step is to manually unlock the locking actuators. To do this, turn
the unlock lever to the unlock position and pin them in this unlocked
position. You must use extra pins from the store because they are thin-
ner than the locking pins stored on the locking actuator. Because the
actuator locks are disengaged, the lock indicating proximity switches will
show that the locking actuators are unlocked.

4 The thrust reverser can then be manually deployed by torque applied to

the handwind unit. Reversing the torque will reverse the direction of the
For Training Purposes Only

travel and manually stow the reverser.

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

STOWAGE
HOLE

UNLOCKING HOLE
For Training Purposes Only

Figure 213 Handwind Unit Manual Operation

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

THRUST REVERSER DEACTIVATION

GENERAL
There are two deactivation procedures shown in the AMM:
S Deactivation of the Thrust reverser with secured translating cowl configura-
tion
S Deactivation of the Thrust reverser without secured translating cowl configu-
ration

NOTE: AMM TASK 78-30-00-040-808

DEACTIVATION OF THE THRUST REVERSER ( TRANSLATING COWL SE-
CURED )

1 Deactivate the Directional control valve with the quick release pin
in the inhibited position ( located on the right hand side of the
torque box )
NOTE: ECAM MEMO PAGE shows ENG REV INHIB

2 Pin the four locking actuators with the quick release pins in the
locked position ( two locking actuators on each lower side of the
torque box )
For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

LOCKING ACTUATOR
For Training Purposes Only

DIRECTIONAL CONTROL VALVE

Figure 214 Reverser Deactivation

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

DEACTIVATION CONTINUED

3 Lock the Translating Cowl on each reverser half in the locked posi-
tion ( four locking positions each using two locking screws per
side )

4 Install the orange signal plate ( DO NOT OPERATE THE THRUST

REVERSER ) at 03:30 and 08:30 position

5 On the EWD make sure that the REV INHIBITED message is present

6 Make a record of the thrust reverser deactivation

For Training Purposes Only

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ENGINE A330-200/300
THRUST REVERSER PW 4168
78-00

6 X NECESSARY

SIGNAL
PLATE

TORQUE
BOX
2 X NECESSARY

SIGNAL SIGNAL
PLATE PLATE
TRANSLATING
COWL
LOCK
PLATE
For Training Purposes Only

SIGNAL
PLATE
LOCKING TORQUE
POSITIONS BOX

SIGNAL
PLATE
Figure 215 Reverser Deactivation
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 Lufthansa Technical Training
ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

ATA 30 ICE AND RAIN PROTECTION

30-20 ENGINE AIR INTAKE ICE PROTECTION
GENERAL
The engine air intake ice protection system is used to prevent ice formation on
the air intake cowl leading edge.
Each engine air intake cowl has its own ice protection system and the system
is usually selected only when there is an ice condition.

COMPONENTS
S Anti ice tubes, shroud, and manifolds
S Engine air intake anti ice valve
S TVBC / AI valve solenoid
S EEC
S Ps3 filter
DESCRIPTION AND OPERATION
S The air intake anti ice valve sends regulated HPC 15th stage air through the
anti ice manifold to the intake cowl swirl nozzle.
S The anti ice valve is controlled by the EEC through the TVBC air shutoff
valve / anti ice valve solenoid.
S With the anti ice valve open, the aircraft autothrust system will decrease the
EPR limit as related to ambient conditions, engine operating conditions and
anti ice bleed load.
S If an electrical power failure occurs while the engine is operating, the nacelle
anti ice valve will open.
For Training Purposes Only

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20
For Training Purposes Only

Figure 216 Ice Protection System Schematic

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

ENGINE - LEFT SIDE

S TVBC air shutoff valve / anti ice valve solenoid
S Engine air intake
S Ps 3 filter ( HPC 10:00 position )

TVBC AIR SHUTOFF VALVE / ANTI ICE VALVE SOLENOID

S The TVBC air shutoff valve / anti ice valve solenoid is controlled by a 28
VDC signal from the EEC.
The solenoid is attached to a pneumatic assembly and usually referred to
as a 4-way solenoid valve.
The energized solenoid permits Ps3 pressure to close the engine air intake
anti ice valve.
S The deenergized solenoid allows the Ps3 pressure to vent from the air in-
take anti ice valve and the valve to open.
The fully open valve sends 15th stage compressor air through the anti ice
manifold to the intake swirl nozzle.

ENGINE - RIGHT SIDE

S Anti ice tubes, shroud and manifolds
For Training Purposes Only

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

RIGHT SIDE

LEFT SIDE
For Training Purposes Only

Figure 217 Anti Ice System Components

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

ENGINE NACELLE
The engine air intake cowl is equipped with a insulated shroud manifold and a
swirl nozzle.
On the outer barrel there is a pressure relief door for overpressure protection.
For Training Purposes Only

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20
For Training Purposes Only

Figure 218 Engine Intake Cowl

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

AIR INTAKE ANTI ICE VALVE

GENERAL
The engine air intake anti ice valve regulates 15th stage compressor air sent
through the anti ice manifold to the swirl nozzle.
The valve is held in the shutoff position by Ps3 pressure supplied by the TVBC
air shutoff valve / anti ice valve solenoid.

DESCRIPTION AND OPERATION

S The anti ice valve is an inline dual piston assembly where one piston con-
trols the shutoff and the other piston regulates the pressure. The two pis-
tons are housed in separate chambers in a common valve body and operate
independently of each other.
S The shutoff section of the poppet type valve has one moving part, a piston.
The piston slides up and down depending on the upstream pressure and
pressure in the chamber.
The chamber is either pressurized by Ps3 muscle air or is vented to ambi-
ent.
When both, the upstream and the chamber pressure are equal the valve will
be biased closed. When the anti ice valve is deenergized, pressure to the
chamber is vented to ambient.
This causes the valve to open to permit the flow of anti icing air.
S The valve regulator section has a piston which moves to control anti ice air
pressure by changing the size of the opening in an annular orifice.
Piston position is determined by balancing upstream and downstream air
pressures on oppsite sides of the piston.
A pressure relief valve is set to 150 PSI . Regulation occurs when the regu-
lator piston moves to find an equilibrium position so the downstream pres-
sure equals 150 PSI, the relief valve setting.
For Training Purposes Only

When the upstream pressure is below 150 PSI, the regulator piston will be
fully open. The regulating section of the valve limits the airflow pressure in
the anti ice duct to 150 PSI.
S a part of the valve regulator section is a mechanical lockout lever. The lever
can be used to either lock the valve in the open or in the closed position

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ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

VALVE CLOSED VALVE OPEN

For Training Purposes Only

ÍÍÍ ÍÍÍ ÍÍÍ

OPEN UNLOCKED

ÍÍÍ ÍÍÍ ÍÍÍ

UNLOCKED

CLOSED
CLOSED

CLOSED
PUSH PUSH PUSH

OPEN

OPEN
ÍÍÍ ÍÍÍ ÍÍÍ
TO TO TO
TURN TURN TURN

UNLOCKED

LOCKED UNLOCKED LOCKED

OPEN ACTIVATED CLOSED
POSITION POSITION POSITION

Figure 219 Air Intake Anti Ice valve

FRA US-T TH SEP 2002 Page 423
 Lufthansa Technical Training
ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

ANTI ICE TUBES AND MANIFOLDS

GENERAL
The anti ice manifold is used to transmit HPC air ( 15th stage ) to the anti ice
swirl nozzle in the intake cowl.
The anti ice sense tube connected from the duct to the EEC is used for pneu-
matical feedback purpose. The EEC uses the pressure signal from the internal
pressure transducer to command the continuous ignition and also high idle de-
mand.
DESCRIPTION AND OPERATION
The anti ice air flows from the 15th stage HPC to the anti ice valve, then down-
ward to the compartment shroud.
After passing the swirl nozzle the hot air flows through a louvered exhaust in
the lip skin and vents overboard.
If the manifold should burst the fan compartment shroud and the intake cowl
shroud are used to sent hot air overboard.If the anti ice duct has failed temper-
ature sensors in the fan compartment will sense a high temperature.
If that temperature is above 50_ C the EEC controlled anti ice valve solenoid is
energized to pneumatically close the valve.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 424

 Lufthansa Technical Training
ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20
For Training Purposes Only

Figure 220 Ice Protection Ducts and Manifolds

FRA US-T TH SEP 2002 Page 425
 Lufthansa Technical Training
ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20

HPC BLEED AIR FILTERS

GENERAL
Five Ps3 air filters are used to remove contaminates from the HPC discharge
airflow ( Ps3 ) which is used as muscle pressure to control certain valves.
Three filters are connected to tubing at 11:00 position on the HPC, and two fil-
ters are connected to tubing at 1:00 position on the HPC.
DESCRIPTION AND OPERATION
S A 40 micron metal screen filter ( self bypassing 5 PSID ) is used in each of
the five air filters.
S Two Ps3 filters are found in the solenoid supply lines and are used to supply
uncontaminated Ps3 air to certain solenoids.
S The remaining three Ps3 filters are found in the lines from the solenoid to
the valves. These filters are used to prevent backflow from the valves that
could contaminate the solenoids.
For Training Purposes Only

FRA US-T TH SEP 2002 Page 426

 Lufthansa Technical Training
ICE AND RAIN PROTECTION A330-200/300
ENGINE AIR INTAKE ICE PROTECTION PW4168
30-20
For Training Purposes Only

Figure 221 HPC Bleed Air ( Ps3 ) Filters

FRA US-T TH SEP 2002 Page 427
  Lufthansa Technical Training
For For Training
Training Purposes
Purposes OnlyOnly
A330
PW4168
72-00
CROSS SECTION
ENGINE

Figure A Engine PW 4168 Cross Section

FRA US-T TH OCT 2002 Page: 428
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 Lufthansa
For For Training
Training Purposes
Purposes Only
Only Technical Training
German Airlines
A330
PW 4168
71-00
GENERAL
ENGINE

Figure B Engine External Components R/H Side

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German Airlines
A330
PW 4168
71-00
GENERAL
ENGINE

Figure C Engine External View L/H Side

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A330
PW4168
73-00
ENGINE FUEL AND CONTROL
GENERAL

Figure D Engine Fuel Control System Schematic

FRA US-T TH OCT 2002 Page: 431
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  Lufthansa
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Purposes Only
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German Airlines
A330
PW 4168
79-00
ENGINE
OIL

Figure E Oil System Overview

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German Airlines
A330
PW 4168
24-21
HEAT MANAGEMENT
ENGINE

Figure F Fuel Temperature Control Summary

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