Airbus A319/A320/A321 ATA 70 – 79

(CFM 56 and IAE V2500) cat. C POWER PLANT

TRAINING MANUAL

Airbus A318/A319/A320/A321
(CFM 56 and IAE V2500) cat. C
ATA 70 - 79 POWER PLANT

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

TABLE OF CONTENTS TABLE OF FIGURES

ENGINE- GENERAL- INTRODUCTION. ..................................................... 4 Figure 9. IAE V2500-A5 Engine-General......................................................5

ENGINE INSTALLATION. ............................................................................ 6 Figure 10. IAE V2500-A5 Engine-lnstallation................................................7
THRUST REVERSER „C“ DUCTS............................................................. 10 Figure 11. IAE V2500-A5 Engine-lnstallation intake cowl.............................8
ENGINE MOUNTS ..................................................................................... 12 Figure 12. IAE V2500-A5 Engine-lnstallation fan cowl doors .......................9
ENGINE MODULAR CONCEPT. ............................................................... 14 Figure 13. IAE V2500-A5 Engine-lnstallation thrust reverser „C“ ducts......11
ENGINE MODULAR CONCEPT LP ROTOR............................................. 15 Figure 14. IAE V2500-A5 Engine-lnstallation FWD AFT mounts................13
ENGINE MODULAR CONCEPT HP ROTOR COMBUSTION CHAMBER 17 Figure 15. IAE V2500-A5 Engine-Modular concept . ..................................14
ENGINE MODULAR CONCEPT ACCESSORY GEARBOX...................... 18 Figure 16. IAE V2500-A5 Engine-Modular concept-LP rotor . ....................16
ENGINE V2500-A5 CHARACTERISTICS................................................. 19 Figure 17. IAE V2500-A5 Engine-Modular concept-HP rotor
ENGINE V2500-A5 BEARINGS and SEALS ........................................... 21 combustion chamber . ................................................................................17
ENGINE COMPRESSOR........................................................................... 24 Figure 18. IAE V2500-A5 Engine-Modular accessory gearbox ..................18
ENGINE COMBUSTION SECTION ........................................................... 26 Figure 19. IAE V2500-A5 Engine-characteristics .......................................20
ENGINE TURBINE SECTION.................................................................... 28 Figure 20. IAE V2500-A5 Engine bearings .................................................22
ENGINE AERODYNAMIC STATIONS....................................................... 30 Figure 21. IAE V2500-A5 Engine seals ......................................................23
ENGINE FUEL FEED................................................................................. 33 Figure 22. IAE V2500-A5 Engine compressor ............................................25
FADEC ....................................................................................................... 37 Figure 23. IAE V2500-A5 Engine combustion section ................................27
FADEC ARCHITECTURE .......................................................................... 39 Figure 24. IAE V2500-A5 Engine turbine section .......................................29
EEC ELECTRICAL PWR SPLY CONTROL............................................... 41 Figure 25. IAE V2500-A5 Engine aerodynamic stations.............................31
IGNITION AND STARTING........................................................................ 43 Figure 25. IAE V2500-A5 Engine borescope ports .....................................32
AIR SYSTEM.............................................................................................. 45 Figure 26. IAE V2500-A5 Engine fuel feed .................................................35
ENGINE THRUST MANAGEMENT ........................................................... 56 Figure 27. IAE V2500-A5 Engine fuel cooled oil cooler ..............................36
THROTTLE CONTROL SYSTEM .............................................................. 65 Figure 28. IAE V2500-A5 Engine FADEC...................................................38
ENGINE MONITORING ............................................................................. 68 Figure 29. IAE V2500-A5 Engine FADEC architecture...............................40
THRUST REVERSER SYSTEM ................................................................ 81 Figure 30. IAE V2500-A5 Engine EEC electrical PWR SPLY control.........42
ENGINE OIL SYSTEM ............................................................................... 85 Figure 31. IAE V2500-A5 Engine ignition and starting................................44
POWER PLANT DRAIN SYSTEM ............................................................. 92 Figure 32. IAE V2500-A5 Engine compressor airflow control.....................47
Figure 33. IAE V2500-A5 Engine handling bleed valves ............................48
Figure 34. IAE V2500-A5 Engine handling bleed valves operation ............49
Figure 35. IAE V2500-A5 Engine booster stage bleed valve function
(a) ...............................................................................................................50
Figure 36. IAE V2500-A5 Engine booster stage bleed valve function
(b) ...............................................................................................................51
Figure 37. IAE V2500-A5 Engine VSV system ...........................................52
Figure 38. IAE V2500-A5 Engine turbine clearance control and
turbine cooling ............................................................................................53

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 41. IAE V2500-A5 Engine fan and core ventilation zones .............. 54 Figure 61. IAE V2500-A5 engine oil parameters description (a).................76
Figure 42. IAE V2500-A5 Engine nacelle temperature sensor................... 55 Figure 62. IAE V2500-A5 engine oil parameters description (b).................77
Figure 43. IAE V2500-A5 predicted engine pressure ratio EPR ................ 57 Figure 63. IAE V2500-A5 engine vibration parameters description ............78
Figure 44. IAE V2500-A5 thrust limit modes .............................................. 58 Figure 64. IAE V2500-A5 engine fuel parameters description....................79
Figure 45. IAE V2500-A5 EPR limit............................................................ 59 Figure 65. IAE V2500-A5 engine nacelle temperature indication ...............80
Figure 46. IAE V2500-A5 EPR target......................................................... 60 Figure 70. IAE V2500-A5 engine thrust reverser system............................82
Figure 46. IAE V2500-A5 EPR command .................................................. 61 Figure 71. IAE V2500-A5 engine thrust reverser system hydraulic
Figure 48. IAE V2500-A5 actual EPR ........................................................ 62 supply / control / indicating .........................................................................83
Figure 49. IAE V2500-A5 autothrust active ................................................ 63 Figure 72. IAE V2500-A5 engine thrust reverser system maintenance
Figure 50. IAE V2500-A5 autothrust not active .......................................... 64 practicies.....................................................................................................84
Figure 51. IAE V2500-A5 throttle control lever........................................... 66 Figure 74. IAE V2500-A5 engine oil system ...............................................88
Figure 52. IAE V2500-A5 throttle control unit............................................. 67 Figure 75. IAE V2500-A5 engine bearing #4 ..............................................89
Figure 55. IAE V2500-A5 engine monitoring.............................................. 70 Figure 76. IAE V2500-A5 engine oil tank....................................................90
Figure 56. IAE V2500-A5 engine primary parameters ............................... 71 Figure 77. IAE V2500-A5 engine oil master chip detector ..........................91
Figure 57. IAE V2500-A5 engine rotational speed parameters Figure 85. IAE V2500-A5 power plant drain system ...................................93
description . ................................................................................................ 72 Figure 86. IAE V2500-A5 power plant pylon drains ....................................94
Figure 58. IAE V2500-A5 engine LPT parameters description . ............... 73 Figure 87. IAE V2500-A5 engine drains .....................................................95
Figure 59. IAE V2500-A5 engine fuel flow parameters description........... 74
Figure 60. IAE V2500-A5 engine secondary parameters........................... 75

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE- GENERAL- INTRODUCTION.

The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio turbo
fan power engine. The V2500-A5 powers the complete single aisle family of
aircraft except the A318. V2500-A5 engines are available in several thrust
ratings.
All the engines are basically the same. A programming plug on the Electronic
Engine Control (EEC) changes the available thrust.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 9. IAE V2500-A5 Engine-General

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE INSTALLATION.

The power plant installation includes the engine, the engine inlet, the
exhaust, the fan cowls and the reverser assemblies. The pylon connects the
engine to the wing structure. The engine is attached to the pylon by FWD and
AFT mounts (Fig.10).
The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio turbo
fan power engine. The V2500-A5 powers the complete single aisle family of
aircraft except the A318. V2500-A5 engines are available in several thrust
ratings.
All the engines are basically the same. A programming plug on the Electronic
Engine Control (EEC) changes the available thrust.
The air intake cowl is bolted onto the front of the fan case flange. It includes
an anti-ice system, an interphone jack and a P2/ T2 probe (Fig.11).
For removal and installation, the components that follow supply the inlet cowl:
- 4 hoisting points,
- 36 identical attach fittings,
- 4 alignment dowels.
There are two fan cowl doors to give access to the fan case and gearbox
installed accessories (Fig.12)
Four hinges hold each door at the pylon. Four latches latch the door assembly
along the bottom centerline.
Each door is installed with:
- 2 hoisting points, for removal and installation,
- 2 hold-open struts, to open.
Access doors are also installed for the start valve and to service the oil tank.

Note: that aerodynamic strakes are installed on the inboard nacelle side
(A320).

As an option, the aerodynamic strakes can be installed at the outboard nacelle

side.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 10. IAE V2500-A5 Engine-lnstallation

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 11. IAE V2500-A5 Engine-lnstallation intake cowl

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 12. IAE V2500-A5 Engine-lnstallation fan cowl doors

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

THRUST REVERSER „C“ DUCTS

The thrust reverser "C" ducts are in two halves installed with cascades,
blocker doors and translating sleeves (Fig.13).
Four hinges hold each half at the pylon. 6 latches latch the halves assembly
along the bottom centerline.
Each half is installed with:
- 3 attachment points for handling,
- 1 opening actuator operated with a hand pump,
- 2 hold-open rods for opening.
The latch assembly includes:
- 1 FWD bumper latch,
- 3 center latches, with access through a hinged access panel,
- 1 aft twin latch.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 13. IAE V2500-A5 Engine-lnstallation thrust reverser „C“ ducts

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE MOUNTS

The FWD mount transmits the engine thrust, vertical and side loads. It is
installed on the intermediate case, at the top center of the LP compressor,
with the FWD support shaft of the engine (Fig.14).
The FWD mount is made of 4 main parts:
- two thrust link assemblies,
- a beam assembly,
- a cross beam assembly,
- a support bearing assembly.
The FWD mount is made to be fail-safe. 4 bolts and self-locking nuts link it to
the pylon FWD part.
The aft mount transmits the engine torque, vertical and side loads. It is free in
FWD and aft directions to let engine thermal expand. It is installed on the case
lugs of the turbine exhaust. The aft mount is made of 3 main parts:
- a beam assembly,
- two side link assemblies,
- a center link assembly.
The aft mount is made to be fail-safe. 4 bolts link it to the pylon aft part.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 14. IAE V2500-A5 Engine-lnstallation FWD AFT mounts

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE MODULAR CONCEPT.

The V2500-A5 is designed using a modular concept (Fig.15).

For easy maintenance and quicker return-to-service, the engine is made of 5
primary modules:
- fan,
- Low Pressure (LP) compressor and intermediate case,
- High Pressure (HP) system,
- LP turbine,
- accessory drives.

Figure 15. IAE V2500-A5 Engine-Modular concept

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE MODULAR CONCEPT LP ROTOR

The LP rotor has the forward fan, the booster compressor and the LP shaft,
all driven by the LP turbine. The speed of the LP rotor is indicated on ECAM
as N1.The fan assembly has 22 wide-chord blades and supplies most of the
engine thrust (Fig.16).
The air produced by the fan is known as secondary airflow or bypass airflow.
The intermediate case is the main structural support for the front of the engine.
To protect the fuselage in case of a fan failure, it is designed to contain any
broken blades. The 4-stage booster compressor is located in the intermediate
case. The booster supplies air to the engine core. This is primary airflow. The
LP rotor (N1) is made of the fan and the booster compressor driven by the LP
turbine. The intermediate case is also the location for the forward engine
mount.
The five-stage LP Turbine extracts energy from the gas stream delivered from
the HP Turbine in order to drive the booster compressor and the fan. Exhaust
gas from the LP turbine goes through a nozzle to supply propulsive thrust.
The LP rotor is supported by roller and ball bearings, which are lubricated and
cooled.
The turbine exhaust case is the main structural support for the rear of the
engine. It is also the location of the rear engine mount.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 16. IAE V2500-A5 Engine-Modular concept-LP rotor

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE MODULAR CONCEPT HP ROTOR COMBUSTION CHAMBER

The HP rotor is made of a 10-stage HP compressor driven by a 2-stage HP

turbine. The speed of the HP rotor is indicated on the ECAM as N2 (Fig.17).
The HP compressor is also the source of customer bleed air.
The HP rotor is supported by roller and ball bearings, which are lubricated and
cooled.
The annular combustion chamber is located between the HP compressor and
HP turbine. It is equipped with ports for 20 fuel nozzles and 2 igniter plugs.

Figure 17. IAE V2500-A5 Engine-Modular concept-HP rotor combustion chamber

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE MODULAR CONCEPT ACCESSORY GEARBOX

The accessory gearbox is located at the bottom of the fan case and is driven
by the HP rotor through the Angle gearbox. The fuel pumps, oil pumps,
hydraulic pump, Integrated Drive Generator (IDG) and dedicated alternator are
all driven by the gearbox (Fig.18).
During engine starting, the starter rotates the HP compressor through the
gearboxes.

Figure 18. IAE V2500-A5 Engine-Modular accessory gearbox

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE V2500-A5 CHARACTERISTICS

The Airbus A319/A320/A321 are powered by two International Aero Engines

(IAE) V2500- A5 turbofan engines (Fig.19).
These engines can produce a thrust ranging from 22,000 lbs (9,980 kg) to
33,000 lbs (14,970 kg) depending on the aircraft version set by the engine
data-programming plug.
SELECT ONE Technology includes increased cooling air on second stage
HPT vane, new second stage HPT seal and new EEC hardware.
The engines are attached to the lower surface of the wings by pylons. The
pylons supply an interface between the engine and the aircraft for electrics
and fluids. The engine is enclosed in the nacelle, which supplies aerodynamic
airflow around the engine and ensures protection for the accessories. The
engine includes a Full Authority Digital Engine Control (FADEC), which
supplies engine control, engine monitoring and help for maintenance and
trouble shooting.
There is a different kind of thrust depending on the engine installed on the
aircraft. For the A319, 22,000 lbs (9,980 kg) can be achieved during take off
conditions with the V2522-A5, and 24,000 lbs (10,890 kg) with V2524-A5
version. For the A320, 27,000 lbs (12,250 kg) can be achieved during take off
conditions with the V2527-A5 version. For the A321, 31,400 lbs (14,240 kg)
can be achieved during take off conditions with the V2530-A5 and 33,000 lbs
(14,970 kg) with the V2533-A5 version.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 19. IAE V2500-A5 Engine-characteristics

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE V2500-A5 BEARINGS and SEALS

The No.1, 2 and 3 (front) bearing compartment is built into the case module
and contains the support bearings for the low spool and high spool stubshafts
(Fig.20).
The No.4 bearing compartment is part of the diffuser/combustor module and
the No 5 is located on the exhaust case.
The most important seals in this engine are (Fig.21):
- front bearing compartment seals,
- diffuser case and combustor assembly seal.
- stage 1 High Pressure Turbine (HPT) air seals (inner and outer).
- stage 2 HPT air seal,
- LPT seals.
Oil Compartment sealing is achieved by using pressurized air, also called
buffer air. This air, coming from different compressor stages, is directed in
front of the carbon seals to make sure, that only air can enter the bearing
compartment but not oil can leave the bearing compartment. This is achieved
by making sure, that the buffer air pressure is higher than the pressure in the
bearing compartment.
The air / oil mixture goes back into the oil system by the scavenge pump
system.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 20. IAE V2500-A5 Engine bearings

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 21. IAE V2500-A5 Engine seals

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE COMPRESSOR

The compressor section includes three modules (Fig.22):

- LPC (fan) module assembly,
- LPC/intermediate case module,
- HPC module.
The LPC (fan) module is a rotor assembly, which includes twenty-two blades
and a disk. Rotation of the rotor causes air to be ingested into the front of the
engine and compressed. A large proportion of the compressed air is delivered
through the fan discharge duct to the exhaust nozzle to supply the majority of
engine thrust. The remainder of the compressed air goes into the booster
section for further compression by the booster. The LPC intermediate case
module includes a four stages axial flow booster section, a fan case section
and an internal gearbox and drive section. The fan case section of
LPC/intermediate case module makes the outer annulus of the cold stream
duct.
The HPC is a ten stages axial flow module. It comprises the HPC, blades, the
front casing and variable vanes, the rear casing which contains the fixed
stators and shapes the bleed manifolds.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 22. IAE V2500-A5 Engine compressor

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE COMBUSTION SECTION

The combustion section includes primarily the diffuser case, combustor, fuel
injector and igniters. The high compressor exit guide vanes, the turbine nozzle
assembly and the No.4 bearing compartment are also part of the module
(Fig.23).
The diffuser case has twenty mounting pads, where the fuel injectors are
installed and two mounting pads where the igniter plugs are installed and six
borescope bosses located around the case.
The combustor is an annular type combustor, which includes an outer liner
assembly and an inner liner assembly.
The combustion section has four primary functions:
- straighten the flow of air from the HPC,
- change the flow of air characteristics to get the best speed and pressure for
combustion,
- mix fuel with the air and supply ignition to make the fuel burn,
- hold the No.4 bearing in position.

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 23. IAE V2500-A5 Engine combustion section

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE TURBINE SECTION

The turbine section includes the HPT and LPT modules (Fig.24).
The HPT is a two stages turbine and drives the HPC and the accessory
gearbox. The LPT is a five stages module attached at the rear flange of the
HPT module.
Active Clearance Control (ACC) is used to control seal clearances and to
supply structural cooling.
The HPT rotor and stator assembly includes stage 1 turbine rotor assembly; a
HPT case and vane assembly; a stage 2 HPT airseal; and a stage 2 turbine
rotor assembly. The LPT case, stator vanes and seals are the static parts of
the LPT assembly. This assembly includes five stages of vanes, static air
seals, and diffuser of inner and outer segments assembled in a casing. The
LPT rotor is a bolted configuration including five disks and associated blades
and rotating air seals. The LPT Shaft joins the LPT assembly with the LPC
and the Fan. The shaft is bolted to the LPT at the LPT rotor disk stage 6 and
extends forward through the engine.
The Turbine Exhaust Case (TEC) is used to straighten the turbine exhaust
gases, and supplies structural support for the No.5 bearing.
The ACC system uses air to control the tip clearances of the HPT and LPT
blades.

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Airbus A319/A320/A321 ATA 70 – 79
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Figure 24. IAE V2500-A5 Engine turbine section

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

ENGINE AERODYNAMIC STATIONS

Here are the main aerodynamic stations corresponding to the pressure and
temperature sensors installed on the engine (Fig.25):
- STA 1: intake /engine inlet interfaces,
- STA 2: fan inlet,
- STA 12.5: fan exit,
- STA 2.5: LP compressor exit,
- STA 3: HP compressor exit,
- STA 4: combustion section exit,
- STA 4.5: HP turbine exit,
- STA 4.9: LP turbine exit.
Here is the compressor stage numbering:
- Stage 1.fan,
- Stages 1.5 to 2.5: booster (LP compressor),
- Stages 3 to 12: HP compressor.
Here is the turbine stage numbering:
- Stages 1 and 2: HP turbine,
- Stages 3 to 7: LP turbine.

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Airbus A319/A320/A321 ATA 70 – 79
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Figure 25. IAE V2500-A5 Engine aerodynamic stations

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Airbus A319/A320/A321 ATA 70 – 79
(CFM 56 and IAE V2500) cat. C POWER PLANT

Figure 25. IAE V2500-A5 Engine borescope ports

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Airbus A319/A320/A321 ATA 70 – 79
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ENGINE FUEL FEED

line from the FMU. The fuel goes through a 200-micron strainer and then
The engine fuel system is designed to provide fuel flow into the combustion into ten internal discharge ports. If the strainer gets blocked, a bypass
chamber, servo fuel for actuation of the compressor airflow control and turbine valve will open.
clearance control systems and cooling for engine oil and Integrated Drive The ten discharge ports are connected to the ten fuel manifolds, each of
Generator (IDG) oil (Fig.26). which in turn supplies two nozzles (20 nozzles at all).
The fuel coming from the aircraft tanks supplies the Low Pressure (LP) fuel At an engine shutdown, eight of the ten internal discharge ports in the
pump then provides engine oil cooling, through the fuel cooled oil cooler. It then valve are connected due to the fact, that there is no more fuel coming from
passes through the filter before entering into the High Pressure (HP) pump then the FMU and the drain valve in the FDV is spring-loaded in the closed
into the Fuel Metering Unit (FMU). A fuel Differential Pressure (DELTA P) position. This lets remaining fuel from the upper eight fuel manifolds to be
Switch provides indication to the cockpit if the filter is clogged. A fuel drained into the engine through the two lowest fuel manifolds and their
temperature sensor is installed at the fuel filter outlet for the fuel diverter and related nozzles.
return valve operation. The two fuel manifolds, which remain full, help to supply fuel for the next
The Fuel Cooled Oil Cooler (FCOC) cools the engine oil by using fuel (Fig.27). engine start.
It is installed on the left fan case.The FCOC has a housing, containing a Part of the fuel is used to provide adequate cooling of the engine oil and
removable core, a header and fuel filter cap.The core is composed of more than IDG oil, and to maintain engine fuel and oil temperatures within specified
700 tubes where which the fuel goes through. 13 baffle plates show the way of limits. These functions are controlled through a fuel diverter and return
the oil flow towards the tubes.The FCOC has two bypass valves. One is an oil valve, which incorporates a module to permit fuel to be returned to the
pressure relief valve for the core. This valve diverts the excessive oil pressure aircraft tanks under certain conditions. The EEC processes the operation
during cold engine start.The other one is the fuel filter bypass valve. The fuel modes of the fuel diverter and return valve by software logic. The logic is
filter bypass valve makes sure that the fuel still flow in the event of fuel filter generated around the limiting temperatures of fuel and oil, to provide the
clogging. heat management system.
The fuel from the fuel pump assembly goes through a fuel metering valve, an In the FMU, a servo regulator provides the HP fuel to:
overspeed valve and a pressure raising and Shut-Off Valve (SOV) included in - the FMU TM servo valves,
the FMU. The fuel flow is then routed to a fuel distribution valve, which supplies - the Air Cooled Oil Cooler (ACOC) actuator,
20 nozzles through 10 manifolds. The Electronic Engine Control (EEC) controls - the booster stage bleed valve actuators,
the valves included in the FMU through Torque Motors (TMs) to carry out fuel - the Variable Stator Vane (VSV) actuator,
metering, overspeed protection, pressure raising and shut-off functions. A flow - the Active Clearance Control (ACC) actuator.
adjuster installed below the metering valve is used for the fuel flow adjustment The servo regulator of the FMU regulates a fuel pressure to the
between "high flow" and "normal flow" by a maintenance action. compressor airflow control systems, i.e. the booster stage bleed valve and
VSV and the pressure of the turbine ACC system.
Note: The LP SOV, pressure raising and SOV close when the ENGine The EEC controls the operation of the FMU TM servo valves, the fuel
MASTER lever is set to OFF. The pressure raising and SOV could be diverter and return valve, the ACOC actuator, the actuators of the booster
automatically closed by the EEC, during auto start only, to abort in case of an stage bleed valve, VSV and ACC systems. The EEC performs control
incident. functions and fault analysis required to regulate the fuel and to maintain
the engine operation in all conditions. In the event of loss of control
The Fuel Distribution Valve (FDV) is installed at the 4:00 o'clock location, at the functions on both channels, each servo valve and actuator has a fail-safe
front flange of the diffuser case. The FDV receives metered fuel through a fuel position.

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Normal Engine Shut Down:

When the Master switch is set from On to OFF, an electrical signal is sent
directly to the Pressure Raising and Shut Off Valve (PRSOV) Torque Motor
(TM). The PRSOV closes and the fuel flow to the Fuel Distribution Valve and
the combustion chamber is stopped. A second electrical signal is sent to the
two motors of the LP Valve, which is controlled to close, to isolate the aircraft
fuel system from the engine. The EEC closes the Fuel Metering Valve (FMV)
In case of an engine fire, after the Master Switch is set to OFF, the Fire
Pushbutton is released out to confirm the closure of the LP Valve.

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Figure 26. IAE V2500-A5 Engine fuel feed

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Figure 27. IAE V2500-A5 Engine fuel cooled oil cooler

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FADEC

The Full Authority Digital Engine Control (FADEC) system provides full range
engine control throughout all flight and operational phases. It consists of a
dual channel Electronic Engine Control (EEC) and its peripheral components
and sensors (Fig.29).
The FADEC provides the engine system regulation and scheduling to control
the thrust and optimize the engine operation. The FADEC provides:
- power setting with EPR or N1 back-up mode,
- P2/T2 heating,
- acceleration and deceleration times,
- idle speed governing,
- overspeed limits for N1 and N2,
- Fuel Flow (FF) control,
- Variable Stator Vane system (VSV) control,
- compressor handling bleed valves control,
- booster stage bleed valve system control,
- High Pressure (HP)/Low Pressure (LP) turbine Active Clearance Control
(ACC),
- automatic and manual engine starting,
- thrust reverser control,
- oil and fuel temperature management through the heat management system.

The application of a FADEC system provides multiple benefits:

- it saves weight and fuel by a full range control of the gas generator,
- it reduces pilot workload and maintenance cost,
- it allows the optimum adaptation of thrust rating schedules to the A/C needs.
The FADEC system is self-powered by a dedicated Permanent Magnet
Alternator (PMA) when N2 is greater than 10%. The EEC is powered by the
aircraft 28 VDC electrical network for starting, as a backup and for testing with
the engine not running. 115 VAC is used for the power supply of the ignition
system and the P2/T2 probe heating. The PMA also provides the EEC
Channel A and Channel B with the N2 rotation speed.

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Figure 28. IAE V2500-A5 Engine FADEC

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FADEC ARCHITECTURE

The Full Authority Digital Engine Control (FADEC) system is fully redundant
and built around two independent control channels (Fig.29).
Dual inputs, dual outputs and automatic switchover from one channel to the
other eliminate any dormant failure. The Electronic Engine Control (EEC)
consists of two channels A and B. Each channel can control the different
components of the engine systems. Channels A and B are permanently
operational. The channel in control manages the system.
All control inputs to the FADEC system are doubled. Only some secondary
parameters used for monitoring and indicating are single. To increase the fault
tolerant design, the parameters are exchanged between the two control
channels inside the EEC via the cross channel data link.
Most of the information exchanged between the A/C and the EEC is
transmitted over digital data buses, some signals over a single line. In
addition, some signals are hard-wired directly from the A/C to the EEC. The
Throttle Lever Angle (TLA) is transformed by resolvers into a Throttle Resolver
Angle (TRA) and transmitted directly to the EEC. 1° of TLA corresponds to
1.9° of TRA.
All the EEC outputs are double, but only the channel in control supplies the
engine control signals to the various receptors such as torque motors and
solenoids. The other channel calculation is used for crosschecking.
The EEC is equipped with a BITE system which provides maintenance
information and test capabilities via the MCDU.
If a channel is faulty and the channel in control is unable to ensure one engine
function, this control is moved to a fail-safe position. Example: if the channel is
faulty and the remaining channel in control is unable to control the Variable
Stator Vane (VSV) position, the vanes are set to the fail-safe open position.
To perform all its tasks, the EEC interfaces with A/C computers, either directly
or via the Engine Interface Unit (EIU), which is an interface concentrator
between the A/C systems and the FADEC system. There is one EIU for each
engine, located in the avionics bay.

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Figure 29. IAE V2500-A5 Engine FADEC architecture

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EEC ELECTRICAL PWR SPLY CONTROL

The Electronic Engine Control (EEC) is electrically supplied by (Fig.30):

- the A/C network when High Pressure Rotor Speed (N2) is below 10% or
when the dedicated generator has failed,
- the dedicated generator when N2 is above 10%.
The EEC is supplied by the A/C electrical power network when N2 is below
10%. Each channel is independently supplied by the A/C 28V DC through the
Engine Interface Unit (EIU). The aircraft 28V DC permits:
- automatic ground check of the Full Authority Digital Engine Control (FADEC)
system before the engine is running, that is to say FADEC GrouND PoWeR
ON,
- engine starting: MASTER lever ON or mode selector on IGNition or CRANK,
- powering the EEC while the engine reaches 10% of N2.

Note: the EIU takes its power from the same bus bar as the EEC.

As soon as the engine is running above 10% of N2, the dedicated generator
directly supplies the EEC. The dedicated generator supplies each channel
with three-phase AC. Two transformer rectifiers provide 28V DC power supply
to channels A and B. Switching between the A/C 28V DC supply and the
dedicated generator power supplies is done automatically by the EEC.
The FADEC is automatically depowered on the ground, through the EIU, after
engine shutdown. EEC automatic depowering occurs on the ground:
- 5 min after A/C power-up,
- 5 min after engine shutdown.

Note: An action on the ENGine FIRE P/B provides EEC power cut-off from the
A/C network.

For maintenance purposes and MCDU engine tests, the ENGine FADEC
GrouND PoWeR panel permits FADEC power supply to be restored on the
ground with engines shut down. When the corresponding ENGine FADEC
GrouND PoWeR P/B is pressed ON the EEC recovers its power supply.

Note: The FADEC is also repowered as soon as the engine start selector is in
IGNition/START or CRANK position, or the MASTER lever is selected ON.

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Figure 30. IAE V2500-A5 Engine EEC electrical PWR SPLY control

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IGNITION AND STARTING During a manual start, the start valve opens when the engine MANual
START P/B is pressed in, then the ignition system is energized when the
The ignition system provides the electrical spark needed to start or continue MASTER control lever is set to the ON position.
engine combustion (Fig.31).
The ignition system is made up of two independent subsystems energized by a Note: there is no automatic shutdown function in manual mode.
relay box. Each subsystem includes an ignition exciter, a coaxial shield ignition
lead and an igniter plug. The pneumatic starting system drives the engine High Engine motoring could be performed for dry cranking or wet cranking
Pressure (HP) rotor at a speed high enough for a ground or in flight start to be sequences.
initiated. The start system is made up of the start valve and the starter.
The Electronic Engine Control (EEC) controls the ignition through the relay box Note: during cranking ignition is inhibited.
and starting through the start valve, either in automatic or manual mode. The
operation of the start valve and of the ignition system is displayed on the With engine running, continuous ignition can be selected via the EEC
ENGINE ECAM page. either manually using the rotary selector or automatically by the Full
During an automatic start, the EEC opens the start valve, then the ignition Authority Digital Engine Control (FADEC).
exciter is energized when the HP rotor speed is nominal. The EEC provides full Safety precautions have to be taken prior to working in this area.
protection during the start sequence. When the automatic start is completed,
the EEC closes the start valve and cuts off the ignition. In case of an incident Warning: THE EEC AND THE RELAY BOX SEND 115 VOLTS TO THE
during the automatic start the EEC aborts the start procedure. IGNITION BOXES, WHICH CONVERT IT AND SEND HIGH ENERGY
PULSES THROUGH THE IGNITION LEADS TO THE IGNITERS PLUGS.

To increase A/C dispatch, the start valve is equipped with a manual

override. For this manual operation, the mechanic has to be aware of the
engine safety zones.

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Figure 31. IAE V2500-A5 Engine ignition and starting

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AIR SYSTEM

The engine air system makes sure that the compressor airflow and turbine The EEC will close the bleed valves at the correct time during acceleration.
clearances are controlled. The system also deals with the cooling and The bleed valve is closed by the EEC, which energizes the solenoid
pressurizing airflows. control valve, as shown below.
The compressor airflow control is fulfilled by a booster stage bleed valve Energizing the solenoid control valve vents the P3 servo air from the
system, a Variable Stator Vane (VSV) system and additional bleed valves at the opening chamber of the bleed valve, and the valve will move to the closed
7th and 10th stages of the High-Pressure Compressor (HPC). All these systems position.
are controlled by the Electronic Engine Control (EEC) (Fig.32). During an engine deceleration the reverse operation occurs and the bleed
The booster stage bleed valve system is used for the booster compressor valve opens.
airflow discharge into the fan air stream to make sure that the booster The Booster Stage Bleed Valve (BSBV) System discharges air from the
compressor output matches the HPC requirements at low engine speed and Low Pressure compressor at engine station 2.5 into the fan air duct
deceleration. The VSV system directs the airflow into the HPC 4 initial stages to (Fig.35).
prevent blade stall and engine surge. Four bleed valves, three for the 7th stage The BSBV gives improved surge margin during engine start and transient
and one for the 10th stage of the HPC, complete the compressor airflow control. operation. The bleed valve is controlled by the EEC and is fully modulating,
Handling bleed valves are installed onto the H.P. compressor to improve between the fully open and the fully closed positions.
engine starting, and prevent engine surge when the compressor is operating at For starting the BSBV is fully open and will be progressively close during
off-design conditions (Fig.33). engine acceleration, while during cruise and take off the valve is fully
A total of four bleed valves are used, three on stage 7 and one on stage 10. closed. For deceleration and engine operation in reverse thrust the valve is
The handling bleed valves are 'two position' only - fully open or fully closed, fully open. In the event of an engine surge the valve is opened to recover
and are operated pneumatically by their respective solenoid control valve. The the airflow through the compressor.
solenoid control valves are scheduled by the EEC. The BSBV is a continuous ring valve that rotates and slides forward to
When the bleed valves are open, H.P. compressor air bleeds into the fan duct open and rearwards to close. Ten support arms are driven via a lever and
through ports in the inner barrel of the 'C' ducts. actuating rod by both BSBV actuators.
The servo air used to operate the bleed valves is H.P. compressor delivery air. The two actuators use the high-pressure fuel from the FMU as a hydraulic
The bleed valves are arranged radially around the H.P. compressor case. medium.The two BSBV actuators use pressurized fuel from the Fuel
Silencers are used on some bleed valves. Metering Unit (FMU) as a hydraulic medium. The actuators are located on
All the bleed valves are spring loaded to the open position and as a result will the rear of the intermediate casing on both sides of the High Pressure
always be in the correct position (open) for starting. Compressor (Fig.36).
The bleed valves and the solenoid control valves operate in the same manner Only the left actuator interfaces with the EEC through a torque motor and
(Fig.34). The bleed valve is a two-position valve and is either fully open or fully is identified as the Master Actuator. The actuator on the right hand side is
closed. The bleed valve is spring loaded to the open position and so all the identified as the Slave Actuator. The two actuators are hydraulically linked
bleed valves will be in the correct open position for engine start. to carry out a simultaneous operation.The Master Actuator includes a
When the engine is started the bleed air will try to close the valve. The valve is LVDT, which transmits the actuator position and therefore the BSBV
kept in the open position by servo air (P3) supplied from the solenoid control position to the EEC.
valve, (solenoid de-energised) as shown below.

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Variable Stator Vanes control the entry of air into the H.P. compressor move the pilot valve. The pilot valve moves and gets servo fuel pressure to
(Fig.37). The variable vanes control the angle at which the air enters the first either side of the piston. Servo fuel pressure will act on one side of the
three stages of the H.P. compressor. The angle varies with the H.P. piston at any one time when a movement is required.The movement of the
compressor speed (N2); this reduces the risk of blade stall and compressor piston moves a push pull rod that in turn operates the modulating air
surge. control valve.
The four stages of variable vanes comprises Inlet Guide Vanes (IGVs) in front When stabilisation of the piston is required the EEC will cancel the input
of stage 3 and the Variable Stator Vanes (VSVs) behind the stages 3, 4, and 5. signal to the torque motor.
Mechanical Arrangement This allows the jet pipe to return to the central position and as a result of
Each vane has pivots at its inner and outer ends, which allow the vane to rotate this the pilot valve will move into the balanced position.
about its longitudinal axis. The outer end of each vane is shaped into a shaft, Servo fuel pressure is now present on both sides of the pilot valve. The
which goes through the compressor case and is attached by a short lever to a spring will bias the pilot valve position by forcing it to one side.
'unison ring', (one unison ring for each stage). Short rods to a crankshaft The dual track LVDTs will send feedback signals to the EEC of the ACC
connect the five unison rings. A short rod to an actuator that uses H.P. fuel as a system operation.
hydraulic operating medium connects the crankshaft. The number 4 bearing compartment is cooled by 12th stage air of the
Signals from the EEC direct the H.P. fuel to extend/retract the actuator. The HPC. An external line carries this air through an air-cooled air cooler
actuator movement causes the crankshaft to rotate, and, through the unison before entering into the Nº4 bearing compartment. The air-cooled air
rings, moves the variable stator vanes. The actuator has an LVDT, which sends cooler cools the 12th stage air of the HPC with fan air before going into the
actuator positional information back to the EEC. Nº4 bearing compartment. The fan air is then discharged overboard
(Fig.40).
The EEC controls the actuation of an Active Clearance Control (ACC) valve for
the High Pressure (HP) and LP turbine active clearance control. The ACC The fan case and engine core compartments, which make the nacelle,
system fulfills the blade tip clearances of the turbines for better performance. are ventilated to supply airflow around the engine during its operation
The EEC controls a dual ACC valve, which discharges fan air through manifolds (Fig.41).
to cool the surfaces of the HP and LP turbine cases during climb and cruise Zone 1: the fan case and accessories are cooled by air taken in by a
power operations. The continuous flow adapter supplies supplemental air, from scoop on the upper side of the air intake cowl. The air is then vented
the HPC 10th stage, to cool the stage 2 blades and HP 1 turbine disc bore overboard through two ventilation grilles at the bottom of each fan cowl
(Fig.38). door.
The EEC controls the opening and closing of the ACC system by monitoring Zone 2: core compartment ventilation is supplied by fan air through holes
input signals of (Fig.39): in the inner wall of the thrust reverser "C" ducts. The air circulates into the
. Corrected N2 core compartment and flows through the lower bifurcation of the thrust
. Altitude. reverser "C" ducts, then exits through the thrust recovery nozzle.
The EEC commands an input signal to the torque motor. The torque motor The nacelle temperature is monitored by a temperature probe installed in
positions the jet pipe servo valve. The torque motor can deflect the jet pipe the ventilated core compartment. The nacelle temperature sensor gives
servo valve to bias the direction of flow of the servo fuel pressure. The jet pipe indication to the ECAM lower display (Fig.42).
servo valve controls the direction of flow of servo fuel pressure to effectively

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Figure 32. IAE V2500-A5 Engine compressor airflow control

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Figure 33. IAE V2500-A5 Engine handling bleed valves

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Figure 34. IAE V2500-A5 Engine handling bleed valves operation

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Figure 35. IAE V2500-A5 Engine booster stage bleed valve function (a)

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Figure 36. IAE V2500-A5 Engine booster stage bleed valve function (b)

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Figure 37. IAE V2500-A5 Engine VSV system

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Figure 38. IAE V2500-A5 Engine turbine clearance control and turbine cooling

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Figure 41. IAE V2500-A5 Engine fan and core ventilation zones

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Figure 42. IAE V2500-A5 Engine nacelle temperature sensor

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ENGINE THRUST MANAGEMENT

The auto thrust function is engaged when the A/THR P/B is on. The auto
The predicted Engine Pressure Ratio (EPR) is indicated by a white circle on the thrust engages (Fig.49):
EPR indicator and corresponds to the value determined by the Throttle - when the A/THR P/B is pressed in,
Resolver Angle (TRA) (Fig.43). - at take-off power application.
The throttle levers are used as thrust limit mode selectors. Depending on the When engaged, the auto thrust function becomes active when the throttle
throttle lever position, a thrust limit mode is selected and appears on the upper levers are set to the Climb detent after take-off (Fig.50). The EPR
ECAM display. If the throttle levers are set between two detent points, the upper command is the FMGC EPR target. The auto thrust function is active when
detent will determine the thrust limit mode (Fig.44). the throttle levers are set between IDLE and CL, including CL, with 2
The thrust limit modes are: engines running.
- CL: Climb,
- FLX: Flexible take-off, Note: The auto thrust function active range is extended to MCT in the case
- MCT: Maximum Continuous Thrust, of single engine operation.
- TOGA: Take Off/Go Around.
- MREV: Maximum Reverser. When the throttle levers are set between two detent points, the EPR
For each thrust limit mode selection, an EPR limit is computed according to command is limited by the throttle lever position.
the Air Data Reference (ADR) and appears on the upper ECAM display beside
the thrust limit mode indication (Fig.45). Note: In alpha floor condition the auto thrust function becomes active
For its auto thrust function, the Flight Management and Guidance System automatically. The EPR target is TOGA.
(FMGS) computes an EPR target according to ADR and engine parameters and
sends it to the Electronic Engine Control (EEC) (Fig.46). When engaged, the auto thrust function becomes inactive when the
The EPR command, used to regulate the fuel flow, is the Flight Management throttle levers are set above CL with 2 engines running. The EPR
and Guidance Computer (FMGC) EPR target when the auto thrust function is command corresponds to the TRA.
active. When the auto thrust function is not active, the EPR command is the
EPR corresponding to the TRA. EPR command is either (Fig.47): Note: The auto thrust function is not active above MCT in case of single
- EPR target, engine operation.
- EPR corresponding to TRA.
The auto thrust function is disengaged when the throttle levers are set at
The actual EPR is the actual value given by the ratio of the LP turbine exhaust the IDLE stop.
pressure (P4.9) to the engine inlet pressure (P2). The actual EPR is displayed When the auto thrust function is not engaged, the EEC processes the EPR
in green on the EPR indicator. The actual EPR signal is also compared to the command signal according to the TRA. In manual mode the auto thrust is
EPR command (Fig.48). not engaged.

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Figure 43. IAE V2500-A5 predicted engine pressure ratio EPR

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Figure 44. IAE V2500-A5 thrust limit modes

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Figure 45. IAE V2500-A5 EPR limit

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Figure 46. IAE V2500-A5 EPR target

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Figure 46. IAE V2500-A5 EPR command

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Figure 48. IAE V2500-A5 actual EPR

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Figure 49. IAE V2500-A5 autothrust active

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Figure 50. IAE V2500-A5 autothrust not active

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THROTTLE CONTROL SYSTEM

A mechanical rod transmits the throttle control lever movement. It

The Throttle control handle comprises (Fig.51): connects the throttle artificial feel unit to the input lever of the throttle
- a throttle control lever which incorporates stop devices, autothrust instinctive control unit. The throttle control unit comprises (Fig.52):
disconnect pushbutton switch -An input lever
- a graduated fixed sector -Mechanical stops, which limit the angular range
- a reverse latching lever. -2 resolvers (one resolver per FADEC (ECU/EEC)
The throttle control lever is linked to a mechanical rod. This rod drives the input -6 potentiometers installed three by three
lever of the throttle control artificial feel unit. -A device, which drives the resolver and the potentiometer
The throttle control lever moves over a range from -20 deg. TLA (Reverser Full -A pin device for rigging the resolver and potentiometers
Throttle stop) to +45 deg. TLA: -1 switch whose signal is dedicated to the EIU
- -20 degrees TLA corresponds to Reverser Full Throttle stop -2 output electrical connectors.
- +45 degrees TLA corresponds to Forward Full Throttle stop The input lever drives two gear sectors assembled face to face. Each
An intermediate mechanical stop is set to 0 deg.TLA. This stop is overridden sector drives itself a set of one resolver and three potentiometers. The
when the reverse latching lever is pulled up for selection of the reverse power. relationship between the throttle lever angle and throttle resolver angle
This stop is reset as soon as the throttle control lever is selected back to (TRA) IS LINEAR AND 1 DEG.TLA = 1.9 TRA. The accuracy of the throttle
forward thrust area. control unit (error between the input lever position and the resolver angle)
In the forward thrust area, there are two detent points, the MAX CLIMB detent is 0.5 deg.TRA. The maximum discrepancy between the signals generated
point set to 25 deg.TLA and the MAX CONTINUOUS/FLEX TAKE-OFF detent by two resolvers is 0.25 deg.TRA.The TLA resolver operates in two
point set to 35 deg.TLA. quadrants. The first quadrant is used for positive angles and the second
In the reverse thrust throttle range, there is one detent point at - 6 deg.TLA. quadrant for negative angles. Each resolver is dedicated to one FADEC
This position agrees with the selection of the thrust reverser command and the channel (ECU / EEC) and receives its electrical excitation current (6 VAC)
Reverse Idle setting. from the related FADEC channel (ECU / EEC).
In the middle throttle range (0deg. To 35 deg.TLA), the autothrust function can The ECU considers a throttle resolver angle value:
be active if engaged. This range agrees with the selection of MAX CLIMB or - less than -47.5 deg.TRA
MAX CONTINUOUS thrust limit mode (in single operation). If the autothrust is or
not engaged, the engine control is manual. - greater than 98.8 deg.TRA as resolver position signal failure.
In the forward range (35 deg. To 45 deg.TLA), the autothrust function cannot be The ECU includes a resolver fault accommodation logic. This logic allows
activated (except in alpha floor condition).This range agrees with the selection engine operation after a failure or a complete loss of the throttle resolver
of FLEX TAKE-OFF/MAX TAKE-OFF Mode. position signal.

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Figure 51. IAE V2500-A5 throttle control lever

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Figure 52. IAE V2500-A5 throttle control unit

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ENGINE MONITORING - Low Pressure (LP) rotor speed indication (N1),

- Exhaust Gas Temperature (EGT) indication,
This system provides the vibration monitoring for both engines (Fig.55). - High Pressure (HP) rotor speed indication (N2),
A dual accelerometer is installed on each engine. It provides the analog signals - Fuel Flow (FF) indication,
of N1 and N2 vibration frequencies. Only one sensor, A or B, of the dual - thrust limit mode,
accelerometer is used at a time and during one flight. It is automatically - N1 rating limit.
selected by the Engine Vibration Monitoring Unit (EVMU) at each flight, the The fan speed (N1) indicating system has 4 sensors (Fig.57):
second one is in back-up mode in case of failure. These accelerometers are o two sensors send N1 rotational speed signal to EEC channel A and B,o
also used for fan trim balance. one sensor is a spare for either EEC channel,o one sensor sends N1
analog signals (trim balance sensor) to the Engine Vibration Monitoring
Note: In case of sensor failure, the transfer to the second sensor is carried out Unit.
on the ground through the MCDU. The N1 speed sensors and the trim balance sensor are installed on the
front brackets attached to the No. 2 bearing support in the front bearing
An EVMU monitors the N1 and N2 vibration levels of both engines. The EVMU compartment.
determines for each engine, the N1 and N2 vibration levels by analyzing: The N1 rotational speed indication is shown on the ECAM EWD by a
- N1 and N2 speeds, needle and a N1 digital indication display.
- dual accelerometer frequency signals. The N2 indicating system sends signals proportional to the High Pressure
The EVMU also computes the position and amplitude of the unbalance and is (HP) shaft rotational speed to the EEC for use in engine control
capable of on-board fan trim balancing. computation, to the ECAM for visual display in the cockpit and to the
The N1 and N2 vibrations of the left and right engines are displayed on the Engine Vibration Monitoring Unit for use in processing engine vibration
ENGINE and CRUISE pages. The maximum value that can be displayed is of data.The dedicated alternator is installed at the front of the main gearbox.
10 units. 1 unit for N1 or N2 rotor corresponds to 0.3IPS (Inch Per Second). The engine EGT is sensed and averaged by 4 thermocouple probe
The EVMU interfaces with the ECAM, with the Centralized Fault Display assemblies are located at station 4.95 (LP turbine exhaust case strut) at
System (CFDS) and the Aircraft Integrated Data System (AIDS). CFDS 9.5, 7.5, 4.5 and 2 o'clock viewed from the rear. The actual engine EGT is
interface: maintenance fault messages and vibration data analysis. AIDS displayed on the ECAM EWD with a needle and an EGT digital indication
interface: performance data reports. (Fig.58).
The fuel flow transmitter is installed in the fuel line between the fuel
Note: There is no interface with the Electronic Engine Control (EEC). metering unit and the fuel distribution valve. It is mounted on the lower left-
hand side of the fan case, rearward of the LP/HP fuel pump.The FF is
The engine primary monitoring parameters displayed on the ECAM EWD shown on the ECAM EWD by a FF digital indication (Fig.59).
are (Fig.56):

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The engine secondary monitoring parameters are displayed on the ECAM is installed in the fan case at the top left side of the engine. It is attached
lower SD when it is selected manually or automatically (Fig.60). with bolts and is installed on a mounting plate.
The engine secondary parameters that appear permanently on the ECAM The fuel used value computed by the Full Authority Digital Engine Control
ENGINE page are: (FADEC) is displayed in green on the ECAM SD. A CLOG message
- fuel used indication, appears in amber with an ECAM message only when the differential
- oil quantity indication, pressure across the fuel filter is too high (Fig.64).
- oil pressure indication, A temperature probe installed in the nacelle core zone ventilation air exit
- oil temperature indication, monitors the nacelle temperature (Fig.65).
- vibration indication The nacelle temperature sensor can give the indication to the ECAM SD.
The engine secondary parameters not permanently displayed on the SD are: These additional engine sensors are optional and dedicated to the
- oil filter clog indication, engine condition monitoring through the AIDS. These engine parameters
- fuel filter clog indication, (P12.5, P2.5, T2.5) are available on the EEC data bus output if installed on
- nacelle temperature indication, the engine (Fig.66):
- ignition indication, - P12.5 sensor supplies air pressure from the fan exit,
- start valve position indication, - P2.5 sensor supplies air pressure from the LP compressor exit,
- engine bleed pressure. - T2.5 sensor supplies air pressure from the LP compressor exit.
Fuel used, oil quantity and vibration indications are also displayed on the ECAM
CRUISE page. The P2/T2 sensor is located near the 12 o'clock position of the inlet cowl.
It measures total pressure and temperature in the inlet air stream of the
The oil quantity XMTR is located in the oil tank. It is displayed on the ECAM engine forward of the engine front flange (Fig.67).
SD (Fig.61). The P3/T3 sensor monitors the pressure and temperature at the exit of
The oil pressure XMTR is bolted to a bracket on the top left side of the engine the HP compressor (Fig.68). The combined sensor houses two
fan case. It is displayed on ECAM the SD. thermocouples and one pressure inlet port. Each thermocouple sends an
The oil pressure XMTR is bolted to a bracket on the top left side of the engine independent electrical signal, proportional to the temperature, to one
fan case. It is displayed on ECAM the SD. channel of the Electronic Engine Control (EEC).
The scavenge oil temperature thermocouple is located in the combined The function of the P3/T3 sensor is to give performance data to the EEC
scavenge line between the master magnetic chip detector and the scavenge for starting and during transient and steady state operation of the engine.
filter for indication in the cockpit (Fig.62). Pressure sensing instrumentation is included in the leading edge of
The oil temperature is sensed by a dual resistor unit. The unit has a sealed, specific turbine exhaust case struts. Struts 4, 7 and 10 contain the
wire-wound resistance element. This element causes a linear change in the DC pressure sensing ports. The pressure value is then ducted into a manifold,
resistance when exposed to a temperature change. Temperature measurement which supplise an overall turbine exhaust pressure average (P4.9). A tube
range: -60°C to 250°C. from this manifold is connected to the Electronic Engine Control (EEC)
The system monitors engine vibration for engine 1 and engine 2 (Fig.63). (Fig.69).
On each engine fan case, a vibration transducer does monitoring. This A pressure transducer installed within the EEC converts the average
produces an electrical signal in proportion to the vibration detected and sends it pressure at station 4.9 into a useable electronic signal (proportional to the
to the cockpit. Two channels come from each engine. Each vibration transducer pressure) that can be processed and used by the EEC as required to
control the engine, perform fault detection.

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Figure 55. IAE V2500-A5 engine monitoring

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Figure 56. IAE V2500-A5 engine primary parameters

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Figure 57. IAE V2500-A5 engine rotational speed parameters description .

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Figure 58. IAE V2500-A5 engine LPT parameters description .

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Figure 59. IAE V2500-A5 engine fuel flow parameters description

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Figure 60. IAE V2500-A5 engine secondary parameters

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Figure 61. IAE V2500-A5 engine oil parameters description (a)

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Figure 62. IAE V2500-A5 engine oil parameters description (b)

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Figure 63. IAE V2500-A5 engine vibration parameters description

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Figure 64. IAE V2500-A5 engine fuel parameters description

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Figure 65. IAE V2500-A5 engine nacelle temperature indication

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Airbus A319/A320/A321 ATA 70 – 79
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THRUST REVERSER SYSTEM (EIU) permits reverser deployment by energizing of the inhibition relay, so
the directional valve can be opened by the EEC. To command the thrust
The thrust reverser system is of the aerodynamic blockage type. It consists of reverser, the EEC needs an "aircraft on ground" signal supplied by the
two translating sleeves, blocker doors and cascade vanes to redirect fan Landing Gear Control and Interface Units (LGCIUs).
discharge airflow. The thrust reverser system is designed for use on the ground The actual state of the thrust reverser is shown on the upper ECAM, REV
only to reduce aircraft landing roll (Fig.70). indication appears in the middle of the Engine Pressure Ratio (EPR) dial.
The thrust reverser system is hydraulically actuated utilizing the aircraft The signals come from the lock sensor and the Linear Variable Differential
hydraulic pressure from the corresponding engine (Fig.71). The thrust reverser Transducer (LVDT).
system is isolated from the hydraulic supply by a Shut-Off Valve (SOV). To help trouble shooting, a reverser test can be performed through the
Each translating sleeve is operated by two hydraulic actuators. The actuators MCDU (Fig.72). For maintenance purposes or to increase aircraft
receive fluid from the Hydraulic Control Unit (HCU), which is controlled by the dispatch, the HCU is fitted with a manual deactivation lever to inhibit the
Electronic Engine Control (EEC). When the deploy sequence is commanded thrust reverser system. In case of an inoperative thrust reverser, lockout
the pressure in the lower actuators releases the locks as the four actuator pins stowed on the translating sleeves have to be installed to complete the
pistons move rearward to deploy the reverser. The actuators are linked deactivation procedure.
together by a synchronizing system.
Basically the thrust reverser system is controlled through the EEC from the two Warning: THE THRUST REVERSER SYSTEM SHOULD BE INHIBITED
reverser latching levers located on the throttle control levers. The HCU has an USING THE HCU DEACTIVATION LEVER BEFORE WORKING ON THE
isolation valve and a directional valve to select deploy or stow mode. The SYSTEM OR ON THE ENGINE. THE SYSTEM MUST BE
directional valve is operated to deploy only. For third defense line purposes, the DEACTIVATED IN ORDER TO PREVENT THE THRUST REVERSER
Spoiler Elevator Computers (SECs) have previously opened the SOV and the FROM OPERATING ACCIDENTALLY AND CAUSE SERIOUS
hydraulic pressure is supplied to the HCU. Then, the Engine Interface Unit INJURIES TO PERSONNEL AND/OR DAMAGE TO THE REVERSER.

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Figure 70. IAE V2500-A5 engine thrust reverser system

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Figure 71. IAE V2500-A5 engine thrust reverser system hydraulic supply / control / indicating

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Figure 72. IAE V2500-A5 engine thrust reverser system maintenance practicies

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ENGINE OIL SYSTEM The filtered oil under pressure and cooled by the Heat Exchangers
according to the HMS control , is routed to each of the 3 bearing
compartments , to the Angle gearbox and also the Main gearbox.
The engine oil system includes 3 circuits (Fig.74):
- a supply circuit, The oil supply has:
- a scavenge circuit, - an oil Low Pressure (LOP) switch ,
- a vent circuit. - an Oil Pressure transmitter,
The oil system lubricates and cools the bearings in the 3 bearing is used for the ECAM indication and monitoring.
compartments. It also lubricates bearings and gears in the Angle Gearbox The oil supply to the oil tank through the Anti Siphon Restrictor is used to
(AGB) and Main Gearbox (MGB). Oil cooling is controlled by a dedicated heat clean the oil sight glass.
management system, which makes sure that engine oil, Integrated Drive Six scavenge pumps suck the oil from bearing compartments, and
Generator (IDG) oil and fuel temperatures are maintained within limits. The oil gearboxes. The pumps then return this oil to the tank through the
system is a dry sump full flow type system. The single pressure pump is scavenge filter.
independent of the 6 scavenge pumps (standard gear type). The 6 scavenge The oil tank content is measured by an oil quantity transmitter.
pumps are mounted on the MGB. The major components of the oil system are: The main scavenge line has:
oil tank, pressure and scavenge pumps, Fuel Cooled Oil Cooler (FCOC) and Air - a master chip detector for inspection,
Cooled Oil Cooler (ACOC). Other components are a pressure filter included in - an oil temperature sensor for indication,
the pressure pump, a scavenge filter, a de-oiler, a scavenge valve, chip - an oil differential pressure switch which is used for monitoring and
detectors and sensors. warning to the cockpit when the scavenge filter is clogged.
The oil from the tank goes through the pressure pump and the pressure filter to If the scavenge filter becomes clogged a differential pressure switch sends
flow through the Fuel Cooled Oil Cooler (FCOC) and Air Cooled Oil Cooler a signal to the ECAM and eventually the by-pass valve will open. The
(ACOC) heat exchangers.The oil temperature sensor is installed upstream of ECAM is activated when the differential pressure is greater than 12 PSI.
the Air Cooled Oil Cooler (ACOC) heat exchanger. This sensor is used for the The by-pass valve opens at 20 PSI.
heat management system, as controlled by the EEC
There is no pressure regulator, so the oil pressure varies with N2. Note: The scavenge line of the No. 4 bearing compartment is controlled by
A pressure relief valve is used to limit the pressure during cold starts. The cold the No. 4 bearing scavenge valve. Each scavenge line has a strainer and
start pressure relief valve opens at 450 PSI. a magnetic chip detector to protect the pumps.

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Air drawn in with the scavenge oil is separated in the tank by a de-aerator and The N°4 BRG pressure transmitter analog signal is sent via the related EIU
is vented to a de-oiler. The No.4 bearing scavenge line is connected to the de- to the FWC to trigger the N 4 BRG SCAV VALVE warning.
oiler through the scavenge valve. The de-oiler separates the oil still in the air The Oil TEMP Scavenge sensor analog signal is sent to the related EIU
and discharges this air overboard. and FWC, and is used for indication on the ECAM. Normal temperature is
Oil and air from the No.4 bearing compartment is scavenged through a indicated green on ECAM, flashing green in Advisory mode if oil
common line (Fig.75). A pressure transducer, installed on this line, monitors the temperature gets too high (> 157 °C) , or steady amber if over temperature
No.4 bearing scavenge pressure. The No.4 bearing scavenge valve maintains condition of 157 °C lasts more than 15 minutes. The indication becomes
the compartment differential pressure to make sure that the sealing is amber and a high oil temperature warning is triggered, if the oil
adequate.. temperature reaches 165 °C.
The No.4 bearing scavenge valve maintains No.4 bearing compartment seal
differential-pressure by controlling the venting of the de-oiler compartment air/oil Oil and vent air from the No. 4 bearing compartment is scavenged through
mixture. It is a pneumatically operated two-position valve, which uses stage 10- a common line. This dual-purpose line is piped through the two-position
compressor air pressure as servo air. The valve is fully open at low engine No. 4 bearing scavenge valve (and then continues to the deoiler).
speeds and closed to minimum-flow position at high engine speeds. The two-position scavenge valve opens to the maximum flow area at low
The Oil QTY transmitter analog signal is sent to the SDAC 1 and SDAC 2 and power to maximum scavenging. At high power this valve closes to the
to the related EIU and FWC .The digital signal is received by the DMC's that minimum area to maintain the seal pressure differentials and reduce
process the parameter for indication on the ECAM . overboard loss of vent air.
Normal quantity is indicated in green on the ECAM, flashing green in Advisory The valve operates in the following manner.
mode if oil quantity is lower than 5 Quarts. There are two basic operating positions, low power and high power. In the
The Oil TEMP (ACOC) sensor located upstream of the Heat Exchangers is low-power position, where the compressor 10th stage pressure (P10) is
used for HMS (Heat management System). The HMS shall calculate the need less than 150 PSI, the valve is held spring loaded in the fully open position.
for oil cooling by the fuel only or by fuel supplemented by the air/oil heat The bearing compartment scavenge flow goes through the valve, restricted
exchanger. Such oil temp analog signal is sent to the related EEC for the Fuel only by the porting in the valve seat.
Diverter and Return valve control. As the engine power increases, the P10 pressure rises. When this
The Oil LOW PRESSURE switch sends its discrete signal to the FWC to trigger pressure exceeds 150 psi, the valve moves away from the max flow stop.
the LOP warning, when the pressure drops below 60 PSI. The signal is also This is due to the pressure acting on the differential areas of the valve and
sends to the EIU to elaborate the Low Oil Pressure on Ground output discrete. overcoming the spring load. The valve moves towards the min flow or high
The Oil PRESSURE transmitter analog signal is sent to the SDAC 1 and SDAC power setting. As the valve moves towards the peripheral ports in the seat,
2 and to the related EIU and FWC .The digital signal is received by the DMC's totally closing these ports, the flow through the valve is now restricted to
that process the parameter for indication on ECAM. Normal pressure is one central port in the valve seat. Full travel is achieved at P10 pressure of
indicated green on the ECAM, flashing green in Advisory mode if oil pressure approximately 210 psi.
gets too high (390 °C increasing or 386 °C decreasing). If the oil pressure gets As the valve moves away from the max flow stop, the influence of the
below 80 PSI the indication becomes amber and red if the pressure drops magnets on the reed switch decreases and the reed switch opens. The
below 60 PSI. circuit is broken, indicating that the valve has moved.

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As the engine power decreases, the spring load overcomes the decreasing
P10 pressure. The valve moves towards the max flow or low power position,
uncovering the ports in the valve seat and restoring maximum flow through the
valve. As the valve approaches the maximum flow stop, the influence of the
magnets on the reed switch increases. The reed switch closes, completing the
circuit and indicating the valve position.
The function of the No.4 bearing indicating system is to monitor the
correct operation of the No.4 bearing 2-position scavenge valve and to detect
a No.4 bearing carbon-seal failure.The No.4 bearing pressure transducer is
installed on the right side of the deoiler and senses pressure at the No.4
bearing outlet line.The position indicator is integral with the No.4 bearing
scavenge valve which is located in the No.4 bearing compartment scavenge
line. At engine low power, the valve is open and the switch closes sending a
ground signal. At engine high power, the valve closes and the switch
opens.The EIU has two logics, allowing the monitoring of the No 4 Bearing
Scavenge Valve operation as well as the No. 4 bearing carbon seal failure.

The Master Magnetic Chip Detector (MCD) is located on the oil scavenge filter
housing attached to the oil tank (Fig.77). The probe will collect any magnetic
particles in the oil system. To check for contamination, remove the Master
MCD first:
- open rear access door at left fan cowl,
- push in and turn the MCD plug counterclockwise,
- check the AMM for examples of NORMAL and ABNORMAL contamination

Note: NO CONTAMINATION on Master MCD - No maintenance required.

Note: CONTAMINATION on Master MCD - Inspect ALL other MCD's.

- clean the MCD,

- replace seal ring and re-install - check that the RED marks are aligned.
Additional magnetic chip detectors are installed in the oil system to isolate the
source of metallic debris (Fig.78).

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Figure 74. IAE V2500-A5 engine oil system

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Figure 75. IAE V2500-A5 engine bearing #4

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Figure 76. IAE V2500-A5 engine oil tank

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Figure 77. IAE V2500-A5 engine oil master chip detector

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POWER PLANT DRAIN SYSTEM

The power plant drain system collects fluids which can leak from the pylon, the
engine accessories and drives. The fluids collected from the power plant can
be fuel, oil, hydraulic or water. They are discharged overboard through the
pylon drains and the engine drains (Fig.85).
The engine pylon is divided into 7 compartments; various systems are routed
through these areas. Any leakage from fluid lines is drained overboard through
separate lines in the rear of the pylon (Fig.86).
Fluid drained from the oil tank scupper, fuel diverter valve and gear box
mounted accessories, is independently routed to the drain mast. The fuel
drains from the core engine accessories, are routed through a separate drain
line which passes through the bifurcation panel (Fig.87).

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Figure 85. IAE V2500-A5 power plant drain system

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Figure 86. IAE V2500-A5 power plant pylon drains

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Figure 87. IAE V2500-A5 engine drains

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