Single Aisle

TECHNICAL TRAINING MANUAL

T1+T2 (CFM 56) (Lvl 2&3)
POWER PLANT CFM 56
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 Single Aisle TECHNICAL TRAINING MANUAL

POWER PLANT CFM 56

Throttle Control System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 270
GENERAL
ENGINE INDICATING
Powerplant System Component Location (2) . . . . . . . . . . . . . . . . . . . . 2
Power Plant Drain Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 274
Power Plant Installation D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24
EXHAUST - THRUST REVERSER
ENGINE
Thrust Reverser System Presentation (2) . . . . . . . . . . . . . . . . . . . . . 304
Engine System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Thrust Reverser Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 308
Thrust Reverser System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . 318
FUEL
OIL
Engine Fuel System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Fuel Return Valve D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110 Oil System D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 334
FADEC MAINTENANCE PRACTICE
FADEC Presentation (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116 Opening & Closing of Engine Cowl Doors (2) . . . . . . . . . . . . . . . . 348
FADEC Architecture (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118 Thrust Reverser Deactivation & Lockout (2) . . . . . . . . . . . . . . . . . . 370
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122 Power Plant System Line Maintenance (2) . . . . . . . . . . . . . . . . . . . 380
ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124 Manual Operation of T/R Pivoting Door (3) . . . . . . . . . . . . . . . . . . 400
EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 126 Engine Removal and Installation Overview (3) . . . . . . . . . . . . . . . . 412
ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . 130
IGNITION AND STARTING
Ignition & Starting System Presentation (2) . . . . . . . . . . . . . . . . . . 132
Ignition & Starting System D/O (Me) (3) . . . . . . . . . . . . . . . . . . . . 134
Ignition & Starting System D/O (US) (3) . . . . . . . . . . . . . . . . . . . . 154
Start Failures (Me) (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Start Failures (US) (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 200
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AIR
Air System Description/Operation (2) . . . . . . . . . . . . . . . . . . . . . . . 226
ENGINE CONTROLS
Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . 252
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POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW
The CFM56-5B engine is a dual-rotor, variable stator, high-bypass-ratio
turbo-fan power plant. The CFM56-5B can power all aircraft types of
the Single Aisle family. CFM56-5B engines are available in several thrust
ratings.
All the engines have the same basic configuration. A programming plug
on the Electronic Control Unit (ECU) changes the available thrust.
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
forward and aft mounts.
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SYSTEM OVERVIEW

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
THRUST REVERSER SYSTEM
The reverse thrust is controlled by the ECU. A manual selection of
the reverse is done when the flight crew lifts the latching levers on
the throttle control levers. The reverse thrust command is sent to the
ECU and the Engine Interface Unit (EIU). The signal from the ECU
to the directional valve is supplied to an inhibition relay controlled
by the Engine Interface Unit (EIU) in relation to the position of the
throttle control lever.
In relation to commands from the ECU, a Hydraulic Control Unit
(HCU) supplies hydraulic power to operate the thrust reverser. The
thrust reverser uses 4 hydraulically operated pivoting blocker doors
to redirect the engine fan airflow.
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SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION
The engine system components are at the following locations.
FADEC
The ECU is on the RH side of the fan case. The FADEC alternator is
on the gearbox.
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COMPONENT LOCATION - FADEC

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
STARTING
Two ignition boxes are on the RH side of the engine core. The air
starter is on the RH side of the gearbox rear face.
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COMPONENT LOCATION - STARTING

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
FUEL
The primary components of the fuel system are installed on the LH
side of the fan compartment.
The fuel pump is operated by the gearbox. The Hydro-Mechanical
Unit (HMU) and the filter are installed with the pump.
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COMPONENT LOCATION - FUEL

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
AIR
The next picture shows the compressor airflow control system, the
turbine clearance control system and the transient bleed valve system.
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COMPONENT LOCATION - AIR

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
OIL
The oil tank is on the LH side of the fan case.
The lubrication unit is operated by the gearbox.
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COMPONENT LOCATION - OIL

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION (continued)
THRUST REVERSER
The hydraulic shut-off valve is on the forward part of the pylon. The
HCU is installed on the forward part of the RH 'C' duct.
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COMPONENT LOCATION - THRUST REVERSER

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POWER PLANT DRAIN PRESENTATION (2)

PYLONS DRAINS
Drains are provided at the pylon rear part to evacuate and vent overboard
air and any residual fluid (water, hydraulic, fuel).
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PYLONS DRAINS

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POWER PLANT DRAIN PRESENTATION (2)

ENGINE DRAINS
Drain lines are installed on the engine to collect and drain waste fluids
and vapors from engine systems and accessories.
This drain system consists of a drain collector assembly, which is attached
to the aft side of the accessory gearbox.
It is composed of 4 drain collectors with manual drain valves for trouble
shooting and 2 holding tanks.
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ENGINE DRAINS

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POWER PLANT DRAIN PRESENTATION (2)

ENGINE DRAINS (continued)
DRAIN COLLECTOR ASSEMBLY
A drain manifold module, also attached to the aft side of the accessory
gearbox supports the drain mast.
A pressure valve, which is part of the manifold, opens when the A/C
airspeed reaches 200 kts. Then ram air pressurizes the holding tanks
and the accumulated fluids are discharged overboard through the drain
mast.
DRAIN MAST
The drain mast protrudes through the fan cowl doors into the airstream
to evacuate any residual fluids.
The drain mast is frangible below the cowl exterior surface to prevent
damage to the engine gearbox.
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ENGINE DRAINS - DRAIN COLLECTOR ASSEMBLY & DRAIN MAST

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POWER PLANT INSTALLATION D/O (3)

INLET COWL
The inlet cowl is composed of an acoustical composite inner barrel, outer
barrel and a nose lip. The aluminum nose lip assembly consists of an
outer lip skin and bulkhead.
It includes installation of anti-ice system, interphone and ground jack.
For removal and installation, the inlet cowl is provided with:
- 4 hoist points,
- 36 identical attach fittings,
- 1 alignment pin.
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INLET COWL

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POWER PLANT INSTALLATION D/O (3)

AIR INTAKE FUNCTIONS
The main function of the inlet cowl is to guide the airflow into the engine
inlet and to permit an aerodynamic airflow over the outer surface of the
engine.
If engine anti icing on the cockpit overhead panel is selected to ON, then
hot bleed air from the engine is ducted to the cowl nose lip to prevent ice
build-up. The air then exhausts overboard through a flush exit duct in the
outer barrel.
Longitudinal and transverse loads are distributed into the fan case forward
flange through a bolted joint. These loads are due to:
- the air intake structure own inertia as well as,
- any internal or external loads not taken in hoop tension through the
inner barrel skins.
It incorporates a lightning protection system.
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AIR INTAKE FUNCTIONS

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POWER PLANT INSTALLATION D/O (3)

FAN COWL DOORS
There are two fan cowl doors to enclose the fan case and accessory
gearbox area.
Each door is supported by 3 hinges at the pylon.
The door assembly is latched along the bottom centerline by three latches.
Each door is provided with:
- 3 hoist points, for removal and installation,
- 2 hold open rods, for opening.
Access doors are also provided for the start valve and the oil tank
servicing.
An optional Integrated Drive Generator (IDG) viewing door can be
provided to check the IDG oil level.
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FAN COWL DOORS

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POWER PLANT INSTALLATION D/O (3)

THRUST REVERSER COWL DOORS
The thrust reverser cowl doors (or "C" Ducts) are in two halves which
include pivoting doors and enclose the engine core area.
Each half is supported by 3 hinges at the pylon. The assembly is latched
along the bottom centerline by 4 latches.
Each half is provided with:
- 3 attachment points to install a handling sling for removal and
installation,
- 1 opening actuator supplied by a hand pump and 1 hold open rod
mounted on the fan case for opening.
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THRUST REVERSER COWL DOORS

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POWER PLANT INSTALLATION D/O (3)

THRUST REVERSER COWL DOORS (continued)
THRUST REVERSER COWL DOOR OPENING
Note that the thrust reverser half doors can be opened to a 45 degrees
position for engine removal. In the case the inboard Cowl is opened
to 45°, the wing slats have to be in the retracted position.
For normal access to the engine core components, the thrust reverser
half doors can be opened at 35 degree with the slats in extended
position.

NOTE: The gap clearance between the Extended SLATS and the
35 degree opened inboard Cowl is approximately of 8 cm
or 3 in.
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THRUST REVERSER COWL DOORS - THRUST REVERSER COWL DOOR OPENING

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POWER PLANT INSTALLATION D/O (3)

FIREWALLS AND ACOUSTIC PANELS
Fire protection:
Firewalls and fire seals provide segregation and fire protection between
the engine compartments (fan and core compartments). The fire seals
separate the space within the engine into compartments.
This means of isolation limits propagation, should a fire occur. The pylon
floor forms the upper firewall of both the fan and core compartments.
Acoustic treatment:
The inner barrel in the air intake cowl consists of three acoustically treated
structural bonded panels, which are assembled with mechanical fasteners
and attached to an engine attach ring.
The inner barrel in the thrust reverser structure is also acoustically treated
and consists of aluminum perforated face sheet bonded to aluminum
honeycomb core.
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FIREWALLS AND ACOUSTIC PANELS

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POWER PLANT INSTALLATION D/O (3)

PRIMARY NOZZLE
The primary nozzle directs the primary exhaust gas aft and regulates the
gas stream flow.
It is fastened to the aft flange of the engine turbine case.
The primary nozzle is attached to the Low Pressure Turbine (LPT) frame
by means of 16 bolts.

CENTERBODY
The centerbody provides engine center venting.
It is attached to the engine inner turbine case.
The centerbody is fixed to the inner LPT frame by means of 16 bolts.
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PRIMARY NOZZLE & CENTERBODY

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POWER PLANT INSTALLATION D/O (3)

FORWARD MOUNT
The forward mount carries the engine thrust, vertical and side loads. It
provides the fan frame attachment to the pylon.
The forward mount is linked to the fan frame brackets and attached to
the pylon by four bolts and self-locking nuts.
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FORWARD MOUNT

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POWER PLANT INSTALLATION D/O (3)

AFT MOUNT
The aft mount restrains engine movement in all directions except forward
and aft. It provides the turbine rear frame attachment to the pylon.
The aft mount is linked to the turbine rear frame lugs and fixed to the
pylon by 4 bolts.
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AFT MOUNT

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POWER PLANT INSTALLATION D/O (3)

FLUID DISCONNECT PANEL
The fluid disconnect panel provides the fluid connection between engine
and pylon.
It is located on the LH side of the fan case upper part.
Fluid connection lines:
- fuel supply,
- fuel return,
- hydraulic pump suction,
- hydraulic pump pressure delivery,
- case drain filter.
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FLUID DISCONNECT PANEL

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POWER PLANT INSTALLATION D/O (3)

FAN ELECTRICAL CONNECTOR PANEL
The fan electrical connector panel provides interface of fan electrical
harnesses with the pylon.
It is located on the RH side of the fan case upper part.
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FAN ELECTRICAL CONNECTOR PANEL

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POWER PLANT INSTALLATION D/O (3)

CORE ELECTRICAL JUNCTION BOX
The core electrical junction box provides interface of core electrical
harnesses with the pylon.
It is located in the zone of the forward mount.
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CORE ELECTRICAL JUNCTION BOX

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BOOTSTRAP SYSTEM INSTALLATION
The removal and installation of the engine requires the installation of a
bootstrap system on the aircraft pylon. The bootstrap system is composed
of two elements, to be installed at the front and at the rear of the pylon.
Each element permits to attach at its ends the chain pulley blocks assembly
and dynamometers that are used to lower or to lift the transportation stand
attached to the engine.
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BOOTSTRAP SYSTEM INSTALLATION

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BOOTSTRAP SYSTEM INSTALLATION

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ENGINE TRANSPORTATION STAND ATTACHMENT
POINTS
The engine transportation stand, which is used for engine removal and
installation, can be fixed to the engine by means of four trunnions:
- two front trunnions fixed on the LP compressor case, LH side and RH
side,
- two rear trunnions fixed on the LP turbine case, LH side and RH side.
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ENGINE TRANSPORTATION STAND ATTACHMENT POINTS

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ENGINE SYSTEM D/O (3)

ENGINE CHARACTERISTICS
The Airbus A320 family is powered by two CFM International CFM56-5
turbofan engines.
These engines can produce a thrust from 21600 lb (9800 kg) to 33000 lb
(14970 kg) depending on the aircraft version set by the engine data
programming plug.
The CFM56-5B/3 Tech Insertion propulsion system is a modified version
of the CFM56-5B/P current production propulsion system, by
incorporation of some TECH56 technologies developed by CFM.
PYLON
The engines are attached to the lower surface of the wings by pylons.
The pylons provide an interface between the engine and the aircraft
for electrics, fluids, pneumatics and mechanical forces.
NACELLE
The engine is enclosed in a nacelle, which provides aerodynamic
airflow around the engine and ensures protection for the accessories.
ENGINE CONTROL
The engine includes a Full Authority Digital Engine Control (FADEC)
system consisting of the Engine Control Unit (ECU) with two
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independent channels, sensors, actuators and other peripheral

components on the engine. The FADEC system provides engine
control, engine monitoring and help for maintenance and trouble
shooting.

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ENGINE CHARACTERISTICS - PYLON ... ENGINE CONTROL

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ENGINE GENERAL PARAMETERS
There is a different kind of thrust depending on the engine installed on
the aircraft. Until 33000 lb (14970 kg) can be achieved during take off
with the CFM56-5B3 on A321, or 21600 lb (9800 kg) with CFM56-5B8
on A318, which is the lowest take-off thrust. Notice the take-off thrust
is the same between the CFM56-5B4 on A320 and CFM56-5B7 on A319
and A319 Corporate Jet, with a thrust value of 27000 lb (12250 kg).
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ENGINE GENERAL PARAMETERS

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TURBINE OPERATION
The turbine rotor is the mechanical part that provides energy to the
compressor shaft. This energy is delivered to the turbine rotor by the
gases from the combustion chambers. These gases deliver their energy
in the turbine blades forcing the turbine rotor to turn.
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TURBINE OPERATION

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ENGINE BEARINGS
The engine rotors are supported by bearings installed in the two sump
cavities. The forward sump is in the fan frame and is the location of
bearings No.1, No.2 (fan/booster shaft) and No. 3 (High Pressure (HP)
shaft).
The aft sump is in the turbine rear frame where are bearings No.4 for the
HP shaft aft and No.5 for the LP shaft.
Bearings provide reduced rolling friction, support the rotors axially and
radially within the engine structure, and position the rotors relative to the
stators. The bearing must control the forces of gravity weight,
aerodynamic loads of pumping and turbine driving and gyroscopic loads
due to aircraft maneuvers.
NO.1 AND NO.2 BEARING
The No.1 ball bearing is a thrust bearing which carries the axial loads
generated by the LP rotor system.
The No.2 roller bearing takes the radial loads from the fan and booster
rotor.
NO.3 BEARING
The inlet gearbox assembly contains a core engine thrust bearing, and
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a core engine roller bearing.

NO.4 AND NO.5 BEARING
The No.4 bearing, which takes the High Pressure Turbine (HPT) rotor
radial loads, is a roller bearing installed between the HPT rear shaft
and the Low Pressure Turbine (LPT) shaft.
The No.5 bearing supports the LPT rotor aft end inside the turbine
frame and takes the radial loads.

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ENGINE BEARINGS - NO.1 AND NO.2 BEARING ... NO.4 AND NO.5 BEARING

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ENGINE SEALS
The oil is confined and recirculated in the bearing thanks to the air/oil
seal.
FORWARD STATIONARY AIR/OIL SEAL
The stationary air/oil seal limits the engine forward sump at its front
end, and is used to duct pressurization air to labyrinths provided on
the No. 1 bearing sleeve. The space located between the seal inner
and outer skin is divided into independent compartments for
pressurization, drainage and oil scavenge.
CENTER-VENT TUBE
Engine sumps are vented to ambient pressure through the center-vent
tube contained in the LP shaft.
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ENGINE SEALS - FORWARD STATIONARY AIR/OIL SEAL & CENTER-VENT TUBE

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ENGINE SEALS (continued)
SEAL PRESSURIZATION PRINCIPLE
The sumps are sealed with labyrinth type oil seals, which must be
pressurized in order to make sure that the oil is retained within the oil
circuit and, therefore, minimize oil consumption.
Pressurization air is extracted from the primary airflow (booster
discharge) and injected between the two labyrinth seals. The air,
looking for the path with the least resistance, flows across the oil seal,
thus preventing oil from escaping.
Any oil that might cross the oil seal is collected in a cavity between
the seals and routed to drain pipes.
Once inside the oil sump cavity, the pressurization air becomes vented
air and is directed to an air/oil rotating separator and then, out of the
engine through the center vent tube, the rear extension duct and the
flame arrestor.
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ENGINE SEALS - SEAL PRESSURIZATION PRINCIPLE

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COMPRESSOR
The CFM56-5B has two axial compressor sections, one for each shaft:
the Low Pressure Compressor (LPC) fan booster section, and the High
Pressure Compressor (HPC) section.
The LPC is composed of: fan frame, fan booster rotor, and fan booster
stator.
The HPC section is divided into: HPC rotor, and HPC stator.
FAN FRAME ASSEMBLY
The fan frame module carries inlet cowl loads to support the fan,
booster and HPC and their bearings, contains the forward mount and
supports transfer and accessory gearboxes. It provides ducting for
primary and secondary airflows and variable bleed valves.
FAN BOOSTER ROTOR
The fan rotor consists of one full diameter single stage fan for the
secondary flow and a four-stage booster for the core engine flow.
FAN BOOSTER STATOR
Fixed stator vanes are installed for both, the fan and booster rotor.
The casing is supported by the fan frame and supports the accessory
drive gearbox. TECH INSERTION CFM56 technology introduces
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re-designed HPC rotor blades to improve HPC efficiency.

HPC ROTOR
The HPC compressor rotor is a 9-stage axial flow assembly. The rotor
consists of stages 1-2 spool, stage 3 disk, stages 4-9 spool.
HPC STATOR ASSEMBLY
All 9 stages of the compressor stator are shrouded. The Inlet Guide
Vanes (IGVs) and the stator vanes of the following 3 stages of the
compressor are variable - called Variable Stator Vanes (VSVs).

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COMPRESSOR - FAN FRAME ASSEMBLY ... HPC STATOR ASSEMBLY

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COMPRESSOR OPERATION
The compressor forces the airflow through the engine increasing its
pressure. The mechanical energy that the turbine provides to the
compressor shaft is transmitted to the airflow with the compressor blades.
In the stator the airflow is compressed progressively. Before entering the
combustion chamber the last stator vanes, called Outlet Guide Vanes,
must redirect the airflow.
Due to the compression ratio the airflow tries to expand counter direction.
If the compressor is incapable to compress the airflow, the compressor
is surging.
Stall is a local effect where the airflow is not compressed. Stall effects
can bring the compressor to surge.
To prevent the compressor surge the stall effects are controlled through
the methods of airflow control. The Variable Stator Vanes (VSVs) and
the variable bleed valves are used to optimize stall margin.
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COMPRESSOR OPERATION

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COMBUSTION CHAMBER
The basic CFM56-5B engines have a Single Annular Combustor
configuration.
The case includes the compressor Outlet Guide Vanes (OGVs) and a
diffuser for the reduction of combustion chamber sensitivity to the
compressor air velocity profile.
TECH INSERTION CFM56 technology introduces modified dilution
and improved cooling profile to reduce NOx emissions and meets
Committee on Aviation Environmental Protection (CAEP) 6th meeting
for high thrust 5B engines.
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COMBUSTION CHAMBER

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COMBUSTION CHAMBER OPERATION
HP gases from the compressor pass through the OGVs that redirect them,
then in the diffuser decrease their velocity and enter in the combustion
chamber. The gases are mixed with the fuel from the spray nozzles. When
the mixture encounters the burning zones, the combustion process starts.
The combustion process finishes before entering the HPT nozzles.
The flow is divided into the flow that goes through the combustion
chamber and the flow that encircles it.
The flow that enters the combustion chamber goes first through the dome
in Single Annular Combustor engine and cools its surface.
The flow that encircles the combustion chamber is mixed with the
combusted gases entering the HPT nozzles to reduce the gas temperature
at the turbine inlet and provide a film cooling to the first turbine nozzle.
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COMBUSTION CHAMBER OPERATION

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TURBINE SECTION TURBINE FRAME ASSEMBLY
The turbine frame is bolted to the LPT case and supports the primary
The turbine section is formed by two modules: the HPT module and the exhaust nozzle.
LPT module. The HPT module consists of 1-stage nozzle and rotor and
the LPT consists of 4-stage nozzle and rotor.
The turbines provide energy to increase the pressure of the airflow in the
compressors and to power all the accessories that the aircraft needs.
HPT NOZZLE ASSEMBLY
The HPT nozzle is a single-stage air-cooled assembly that mounts in
the combustion case and directs the gas flow from the combustion
chamber into the blades of the HPT rotor.
HPT ROTOR ASSEMBLY
The HPT rotor is a single-stage, air-cooled, high-efficiency turbine.
TECH INSERTION CFM56 technology introduces new HPT blades
with lower aerodynamic loss in between HPT and LPT, resulting in
reduced fuel burn.
HPT SHROUD AND LPT 1 STAGE NOZZLE ASSEMBLY
The HPT shroud and stage 1 LPT nozzle assembly is located inside
the combustion case.
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LPT STATOR ASSEMBLY

The LPT assembly consists of the LPT case assembly, stages 2-4 LPT
nozzle assemblies and the air-cooling tubes and manifolds assembly.
LPT ROTOR ASSEMBLY
The LPT rotor assembly is composed of: LPT disks, stage 1 blade
assembly, rotating air seals, stages 2-4 of LPT rotor and, turbine rotor
support.

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TURBINE SECTION - HPT NOZZLE ASSEMBLY ... TURBINE FRAME ASSEMBLY

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TURBINE SECTION (continued)
ACCESSORY GEARBOX
All gears are plug-in units with line replaceable magnetic or
spring-loaded carbon seals. The Integrated Drive Generator (IDG),
the Engine Driven Pump (EDP) and the Starter are installed to the
Accessory Gearbox, using Quick Attach-Detach (QAD) connections.

NOTE: A hand cranking drive for the N2 shaft is provided on the

front face.
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TURBINE SECTION - ACCESSORY GEARBOX

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AERODYNAMIC STATIONS
Here are the main aerodynamic stations:
- STA 0: nose cowl inlet,
- STA 2: fan inlet front frame hub section,
- STA 12: fan inlet front frame tip section,
- STA 13: fan OGV discharge,
- STA 25: HPC inlet,
- STA 3: HPC discharge,
- STA 49.5: Exhaust Gas Temperature (EGT) measuring plane,
- STA 5: LPT discharge.
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AERODYNAMIC STATIONS

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ENGINE SYSTEM D/O (3)

BOROSCOPE PORTS
Several ports are provided on the engine for boroscope inspection.
Boroscopes are inspection devices with a rigid or flexible optical tube
for insertion into bores and cavities for visualization. Generally, boroscope
inspections are realized with an optical tube equipped with a camera.
Boroscope port angles are measured clockwise from the top vertical
centerline of the engine, aft looking forward.
The HPT blade leading edges can be inspected through the igniter holes.
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BOROSCOPE PORTS

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ENGINE FUEL SYSTEM D/O (3)

FUEL FEED
The engine fuel system is designed to supply Fuel Flow (FF) into the
combustion chamber, servo fuel for compressor airflow control and engine
clearance control system actuation and cooling for engine oil and
Integrated Drive Generator (IDG) oil.
The fuel coming from the A/C tanks through the LP valve is driven by
the LP stage of the fuel pump.
It is heated by the main oil/fuel heat exchanger, filtered, and then
pressurized in the High Pressure (HP) stage of the fuel pump before
entering the Hydromechanical Unit (HMU).
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FUEL FEED

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FUEL FEED

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ENGINE FUEL SYSTEM D/O (3)

METERED FUEL
The fuel from the fuel pump goes through a Fuel Metering Valve (FMV)
and a High Pressure Fuel Shut-Off Valve included in the HMU.
The fuel flows through the fuel flow transmitter, then through a fuel
nozzle filter, then to the nozzles.

OVERSPEED PROTECTION
The overspeed governor system limits the core engine speed (N2) to a
maximum of 106%, in the event of a malfunction that could drive the
engine into an overspeed condition.
The overspeed governor is hydro-mechanical (flyweights) and
independent of the ECU.
The Delta P valve is hydraulically forced to cause the by-passed valve
to stroke more open.
More fuel is by-passed, decreasing fuel flow to the FMV and, therefore,
less fuel is available for combustion.
TEST by ECU
At each engine start, the micro-switch informs the ECU that the governor
system is in operation. This micro-switch strokes open/close around 45%
of N2.
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METERED FUEL & OVERSPEED PROTECTION

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ENGINE FUEL SYSTEM D/O (3)

HP FUEL SHUT-OFF VALVE CONTROL
The High Pressure (HP) fuel Shut-Off Valve (SOV) can be controlled
from the cockpit through the engine start panel or by the Electronic
Control Unit (ECU) through the Fuel Metering Valve (FMV), during
engine start.
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HP FUEL SHUT-OFF VALVE CONTROL

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HP FUEL SHUT-OFF VALVE CONTROL (continued)
HPSOV OPENING
When the MASTER lever is set to OFF, the HPSOV shut-off solenoid
is energized.
During the start sequence, the rotary selector is set to IGNition START
and the 28V DC power supplies the EIU.
When the MASTER lever is set to ON, the HPSOV shut-off solenoid
is de-energized and an additionally control signal is sent to EIU.
The ECU channel A controls the FMV opening-closing via the Torque
Motor.
When the FMV is opened, by the ECU, it provides a command
pressure to open the HP fuel SOV.
Opening of the HP fuel SOV is also possible when the rotary selector
is set to CRANK and the MASTER lever is set to ON, to permit a wet
motoring.
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HP FUEL SHUT-OFF VALVE CONTROL - HPSOV OPENING

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HP FUEL SHUT-OFF VALVE CONTROL - HPSOV OPENING

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HP FUEL SHUT-OFF VALVE CONTROL - HPSOV OPENING

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ENGINE FUEL SYSTEM D/O (3)

HP FUEL SHUT-OFF VALVE CONTROL (continued)
HPSOV CLOSING
The closure of the HP fuel SOV is controlled directly from the
MASTER lever when it is set to the OFF position.
When it is set to the OFF position, it energizes the HP fuel Shut-Off
latching solenoid. The MASTER lever command has priority over
the ECU command.
During the start sequence, if a start abort is initiated, the ECU will
close the FMV, which will result in closure of the HP fuel SOV.
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HP FUEL SHUT-OFF VALVE CONTROL - HPSOV CLOSING

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ENGINE FUEL SYSTEM D/O (3)

HP FUEL SHUT-OFF VALVE CONTROL (continued)
MONITORING
The HP fuel SOV is monitored by two microswitches which send
signals to the ECU and then to the Engine Interface Unit (EIU).
In case of disagreement between control and position, an ECAM
warning is triggered and the engine FAULT light comes on.
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HP FUEL SHUT-OFF VALVE CONTROL - MONITORING

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ENGINE FUEL SYSTEM D/O (3)

SERVO FUEL
The FMV is controlled by the Electronic Control Unit (ECU) to obtain
the desired N1, selected either by the thrust lever or the Auto Thrust
System. Filtered fuel is delivered, from a self-cleaning wash filter, through
a servo fuel heater to the servo valves of the HMU.
Part of this fuel is also delivered to the FRV as muscle pressure.
In the HMU, the servo valves are hydraulically driven by torque motors
controlled by the ECU to provide the operation of:
- Transient Bleed Valve (TBV),
- Low Pressure Turbine Active Clearance Control (LPTACC),
- Variable Stator Vanes (VSV),
- High Pressure Turbine Active Clearance Control (HPTACC),
- Variable Bleed Valves (VBV),
- FMV.
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SERVO FUEL

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ENGINE FUEL SYSTEM D/O (3)

IDG OIL COOLING
The fuel bypassed from the HMU and returned from servos is used to
cool the IDG oil through the IDG oil cooler.
The fuel then returns to the fuel pump inter-stage and re-circulates through
the system.
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IDG OIL COOLING

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ENGINE FUEL SYSTEM D/O (3)

FUEL RETURN VALVE
The FRV is electrically controlled by the ECU, and hydraulically operated
by the servo fuel. If the engine oil gets too hot, the ECU controls the FRV
to allow some hot fuel to return to the A/C tanks.
The ECU uses the Engine Oil Temperature as its reference because the
engine oil gets hot as the IDG oil gets hot, due to the recirculation fuel
is going successively through the engine and IDG oil/fuel heat exchangers
The FRV mixes cold fuel from the LP pump with hot return fuel to reduce
thermal stresses. The pressure holding valve ensures that there is pressure
in the return line, to prevent fuel from boiling when the FRV is open and
allowing fuel to return to the tank.
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FUEL RETURN VALVE

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ENGINE FUEL SYSTEM D/O (3)

NORMAL SHUTDOWN
When the Engine Master Switch is set to 'OFF', the LP and HP fuel
shut-off valves are closed as well as the Fuel Return Valve (FRV). The
FRV is driven closed by the ECU.
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NORMAL SHUTDOWN

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ENGINE FUEL SYSTEM D/O (3)

EMERGENCY SHUTDOWN: ENGINE FIRE
In case of emergency, the fire pushbutton is pressed to confirm the closure
of the LP shut-off valve following the shutdown of the engine.
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EMERGENCY SHUTDOWN: ENGINE FIRE

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ENGINE FUEL SYSTEM D/O (3)

LP FUEL SHUT-OFF VALVE CONTROL
The Low Pressure (LP) fuel Shut-Off Valve (SOV) operation is controlled
from the engine fire panel or from the engine start panel.
ENGINE MASTER CONTROL SWITCH
When the ENGine MASTER control switch is set to OFF, both
electrical motors drive the LP SOV to the closed position.
ENGINE FIRE PUSHBUTTON COMMAND
When the ENGine FIRE P/B is released out, both electrical motors
drive the LP SOV to the closed position.
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LP FUEL SHUT-OFF VALVE CONTROL - ENGINE MASTER CONTROL SWITCH & ENGINE FIRE PUSHBUTTON COMMAND

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FUEL RETURN VALVE D/O (3)

- A/C on ground and low fuel flow return level,
GENERAL - A/C in flight and low or high return fuel flow level,
- N2 speed,
The function of the Fuel Return Valve (FRV) is to return fuel flow to the
- engine fuel flow demand.
tank. The return fuel flow is controlled at the IDG oil cooler outlet by
the engine oil temperature and the fuel temperature. OPERATION
FRV logic: the FRV is fuel pressure operated, and electrically controlled
by the Electronic Control Unit (ECU). NO RETURN FF OPERATION
The ECU control logic of the FRV is mainly based on the engine oil When the ECU does not energize the two-solenoid valves V1 and V2,
temperature. they are spring loaded in the closed position, to stop the fuel
Above a certain engine oil temperature, the ECU orders a low fuel flow recirculation and to close the High Pressure (HP) fuel supply line.
return to the A/C fuel tanks. The FRV is closed when the ECU does not energize the two solenoid
When the engine oil temperature increases, the ECU orders a high fuel valves V1, V2, and during engine shutdown.
flow return to the A/C fuel tanks. NOTE: The FRV opening may be inhibited when the FLSCUs send
The two return fuel flow levels are 500 kg/h and 1000 kg/h, or 1100 lb/h a closure signal to the ECU under certain A/C fuel system conditions.
and 2200 lb/h. The hot fuel is mixed with the cold fuel to limit its
temperature, before it is returned to the A/C fuel tanks.

DESCRIPTION
The FRV assembly is comprised of:
- two solenoid valves V1 and V2,
- a shut-off valve,
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- a pilot valve,
- position switches,
- a metering system.
The metering system is comprised of:
- a flow control valve,
- a mixing chamber,
- a compensating valve.
The FRV fuel flow commands from the ECU are based on the following
input parameters:
- engine oil temperature,
- Fuel Level Sensing Control Units (FLSCUs) shut off signal,

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GENERAL ... OPERATION

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FUEL RETURN VALVE D/O (3)

OPERATION (continued)
LOW RETURN FF OPERATION (500KG/H, 1100LB/H)
Engine oil temperature at 90°C, the ECU energizes the V1 solenoid
and low flow fuel recirculation begins. The HP fuel opens the shut-off
valve against the spring pressure, allowing the fuel to return to the
A/C fuel tank.
The flow control valve is partially closed by cold fuel pressure from
the fuel pump LP stage. Shut-off valve position switches send an open
signal to the ECU.
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OPERATION - LOW RETURN FF OPERATION (500KG/H, 1100LB/H)

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FUEL RETURN VALVE D/O (3)

OPERATION (continued)
HIGH RETURN FF OPERATION (1100 KG/H, 2200LB/H)
When the engine oil temperature has reached 95°C, the ECU sends
an electrical opening signal to the solenoid valves V1 and V2. Pressure
supply line maintains the shut-off valve open, and the pilot valve is
opened. Due to the muscle pressure coming from the pilot valve, the
flow control valves moves to the left side to allow a higher return fuel
flow to the aircraft tank.
The flow control valve opens, completing the return fuel flow circuit.
The compensating valve will move to keep the return fuel flow
constant.
SHUT-OFF SYSTEM OPERATION
During engine shutdown the ECU de-energizes the V1 and V2
solenoids. The FRV shut-off valve is pushed in the closed position
by the pressure from the LP pump. The FRV shut-off valve switches
transmit the closed position to the ECU.
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OPERATION - HIGH RETURN FF OPERATION (1100 KG/H, 2200LB/H) & SHUT-OFF SYSTEM OPERATION

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FADEC PRESENTATION (2)

GENERAL POWER SUPPLY
The Full Authority Digital Engine Control (FADEC) system controls the Each ECU is powered by a three-phase permanent magnet alternator
engine. FADEC also interfaces with aircraft signals. when the engine N2 > 58%. The FADEC Control Alternator provides an
The FADEC system of each engine consists of a dual channel Electronic independent power supply to both ECU channels.
Control Unit (ECU), with its associated peripherals.
The ECU is the computer of the FADEC system and is located on the
engine fan case right hand side.

FADEC FUNCTIONS
The FADEC provides the regulation and scheduling of the engine systems
to control the thrust and optimize engine operation.
The FADEC system performs engine control functions and engine/A/C
integration.
The Engine control functions include:
- Power management control,
- Variable Bleed Valves (VBVs) control,
- Variable Stator Vanes (VSVs) control,
- Transient Bleed Valve (TBV) control,
- Fuel control regulation,
- High Pressure Turbine Active Clearance Control (HPTACC),
- Low Pressure Turbine Active Clearance Control (LPTACC),
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- Fuel Return Valve (FRV) control.

Engine/A/C integration includes:
- Engine indication,
- Engine maintenance data,
- Automatic and manual starting,
- Thrust reverser control,
- Autothrust,
- Condition monitoring data.

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GENERAL ... POWER SUPPLY

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FADEC ARCHITECTURE (2)

DUAL CHANNEL BITE CAPABILITY
The Full Authority Digital Engine Control (FADEC) system is fully The ECU is equipped with a Built-in Test Equipment (BITE) system
redundant and built around two independent Electronic Control Unit which provides maintenance information and test capabilities via the
(ECU) channels - channel A and B. Each channel can control the different MCDU.
components of the engine.
Dual inputs, dual outputs, and automatic switch over from one channel FAULT STRATEGY
to the other, eliminates any dormant failure.
The ECU can detect and isolate failures using the BITE system.
Channels A and B are permanently operational. But only the channel in
The BITE system allows each ECU channel to determine permanently
control, called the Active Channel, delivers output commands. The other
its health status. The healthier channel is selected as the Active Channel.
channel is called the Stand-by channel. The selection of the Active and
The other one is the Stand-by Channel. When both channels have the
the Stand-by Channel is done at ECU power-up and during operation.
same health status, Active and Stand-by Channel selection alternates after
DUAL INPUTS every engine start.

All control inputs to the FADEC system are dual. Only some secondary FAIL SAFE CONTROL
parameters used for monitoring and indicating are single.
If one channel is faulty, and the channel that is in control cannot ensure
To increase the fault tolerant design, the parameters are exchanged
an engine component function, the component is moved to a fail-safe
between the two control channels (inside the ECU) via the cross channel
position.
data link. Each channel can also operate independently, without cross
Example: if one channel is faulty and the other channel is unable to control
channel data link.
the Variable Bleed Valve (VBV) position, the VBVs are set to the fail-safe
HARDWIRED INPUTS open position.
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Most of the communication between the A/C systems and the ECU is
transmitted over digital data buses.
In addition, some signals are hardwired directly from the A/C to the ECU.

DUAL OUTPUTS
All of the ECU control outputs are dual. The channel that is in control
supplies the control signals to the various components such as torque
motors and solenoids.
The other channel calculation is used for crosschecking.

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DUAL CHANNEL ... FAIL SAFE CONTROL

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FADEC ARCHITECTURE (2)

MAIN INTERFACES
The ECU performs its tasks by interfacing with A/C system computers,
either directly, or via the Engine Interface Unit (EIU). The EIU is an
interface concentrator that serves as the communication link, between
the A/C systems and the FADEC system. There is one EIU for each
engine.
The ECU receives inputs from:
- Air Data Inertial Reference Units (ADIRUs),
- Flight Control Unit (FCU),
- Environmental Control System (ECS) computers,
- Centralized Fault Display Interface Unit (CFDIU),
- Landing Gear Control and Interface Units (LGCIUs),
- cockpit engine controls including fire, anti-ice systems and Throttle
Lever Angle (TLA).
The ECU sends outputs to:
- Flight Data Interface and Management Unit (FDIMU),
- Flight Warning Computers (FWCs),
- Display Management Computers (DMCs),
- Flight Management and Guidance Computers (FMGCs),
- Centralized Fault Display Interface Unit (CFDIU),
- Bleed air Monitoring Computers (BMCs) through the EIU.
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MAIN INTERFACES

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FADEC PRINCIPLE (2)

- autothrust mode depending on autothrust function generated by the
GENERAL Auto Flight System (AFS).
The FADEC also provides two idle mode selections: Minimum idle and
The Full Authority Digital Engine Control (FADEC) system manages
approach idle. If the aircraft is on ground and extend the slats the engine
the engine thrust and optimizes the performance.
will stay at minimum idle but in flight it will go to approach idle. The
FADEC idle can also be modulated up to approach idle depending on: Air
conditioning demand, wing anti-ice demand, engine anti-ice demand and
The FADEC includes the Electronic Control Unit (ECU) and its peripheral oil temperature (for Integrated Drive Generator (IDG) cooling).
components and sensors used for control and monitoring.
The ECU interfaces with the other A/C systems through the Engine ENGINE LIMIT PROTECTION
Interface Unit (EIU).
The FADEC provides overspeed protection for N1 and N2, in order to
The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) and
prevent the engine from exceeding certified limits and also monitors the
Fuel Flow (FF)) are sent by the ECU to the ECAM through DMCs.
EGT.
Secondary parameters:
- the oil quantity and oil pressure are sent to the DMCs by the SDACs. ENGINE SYSTEM CONTROL
If there is a failure of the SDACs, the EIU sends data to the DMCs by
the FWCs, The FADEC provides optimal engine operation by controlling:
- the oil temperature is sent by the EIU to the DMCs through the FWCs, - FF,
- the vibration parameters are sent by the EVMU to the DMCs through - Turbine Clearance and Compressor Airflow.
the SDACs.
STARTING AND IGNITION CONTROL
ENGINE INTERFACE UNIT
The FADEC controls the engine start sequence.
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Each EIU, located in the avionics bay, is an interface concentrator between It monitors N1, N2, and EGT parameters and can abort or recycle an
the airframe and the corresponding ECU located on the engine. engine start.
There is one EIU for each engine. It interfaces with the corresponding The FADEC controls the starting and ignition in automatic mode when
ECU. initiated from the ENG start panel (115 VU) or manual mode when
initiated from the ENG MAN START panel.
POWER MANAGEMENT
THRUST REVERSER
The FADEC provides automatic engine thrust control and thrust parameter
limit computation. The FADEC entirely supervises the thrust reverser operation.
The FADEC manages power according to two thrust modes: In case of malfunction, the thrust reverser is stowed.
- manual mode depending on Throttle Lever Angle (TLA),

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GENERAL ... THRUST REVERSER

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ECU INTERFACES (3)

Computers (FWCs), Display Management Computers (DMCs), Flight
GENERAL Management and Guidance Computers (FMGCs).
Channel A also provides outputs to the engine controls (torque motors
The Electronic Control Unit (ECU) interfaces with various systems
and solenoids).
through channels A and B.
ECU CHANNEL B OUTPUTS
ECU CHANNEL A INPUTS
Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs,
Channel A receives via bus network:
and FMGC. It also provides outputs to the engine controls.
- The anemometric parameters for thrust calculation from the Air Data
Inertial Reference System (ADIRS),
- The A/C command signals from the Engine Interface Unit (EIU) for
engine control.
Each channel of the ECU receives a hardwired FADEC Reset signal from
the Master Switch and the Autothrust instinctive disconnect signal from
the push buttons on the throttle levers. The Throttle Control Unit sends
the Throttle Resolver Angle (TRA). Each ECU also receives signals from
engine sensors.
NOTE: The relationship between the Throttle Lever Angle (TLA) and
TRA is linear and: 1 degree TLA is 1.9 degrees TRA.
The ECU is electrically supplied via the EIU only when N2 is below
58%. The ignition is supplied by 115 VAC.

ECU CHANNEL B INPUTS

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Channel B receives ARINC data from the ADIRS as channel A. Data

from the EIU, however, are received by channel A only and transmitted
by the internal Cross Channel Data Link to channel B. The hardwired
discrete and analog input signals are the same as for channel A: FADEC
Reset, instinctive disconnect signal and TRA.

ECU CHANNEL A OUTPUTS

Channel A provides outputs via ARINC buses to the: EIU, Flight Data
Interface and Management Unit (FDIMU) - DMU part, Flight Warning

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GENERAL ... ECU CHANNEL B OUTPUTS

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EIU INTERFACES (3)

INPUTS ANALOG INPUTS
The EIU receives analog signals corresponding to values of secondary
The Engine Interface Unit (EIU) receives digital, discrete and analog parameters from engine sensors, for display on the ECAM engine
inputs. page.
DIGITAL INPUTS
OUTPUTS
The Engine Interface Unit (EIU) receives digital inputs from:
- the Centralized Fault Display Interface Unit (CFDIU) for engine The EIU sends digital and discrete outputs.
troubleshooting and test,
DIGITAL OUTPUTS
- the Air Conditioning System Controller (ACSC), for bleed air
demands of the air conditioning system, The EIU sends digital outputs to:
- and the Flight Control Unit (FCU) for the auto-thrust function. - the Bleed Monitoring Computer (BMC) for pneumatic valve
The EIU also receives data from each channel of the Electronic Control operation,
Unit (ECU). - the Flight Warning Computers (FWC) for alarms and indication,
- and, the Centralized Fault Display Interface Unit, (CFDIU) for fault
DISCRETE INPUTS messages.
The EIU receives command signals from the following control panels: Other digital outputs are sent to channel A and channel B of the ECU.
- wing anti-ice,
DISCRETE OUTPUTS
- Engine anti-ice,
- Full Authority Digital Engine Control (FADEC) ground power panel, The EIU provides the following discrete outputs to other A/C systems
- Engine fire panel, for some required commands and specific engine operations:
- Engine start panel, - start valve closure,
- thrust reverser inhibition,
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- Throttle Control Unit thrust reverser microswitch.

- Engine manual start panel - APU boost demand,
It also receives specific signals of A/C configuration from the - oil low pressure on ground,
following computers: - HP fuel Shut-off Valve (SOV) closed,
- Landing Gear Control Interface Unit (LGCIU), - N2 at or above minimum idle,
- Slat and Flap Control Computer (SFCC), - Throttle Lever Angle (TLA) in takeoff position,
- Fuel Level Sensing Control Unit (FLSCU). - engine FAULT light on.

OTHER DISCRETE INPUTS SUPPLY MODULE

Other discrete inputs are provided for the engine oil low pressure
The EIU contains a power supply module that is used to supply electrical
warning.
power to the ECU and the ignition systems.

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NOTE: If the EIU electrical power is lost, the EIU fails and engine start
or restart is not possible.
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INPUTS ... SUPPLY MODULE

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ECU ELECTRICAL PWR SPLY CONTROL (3)

ECU automatic de-powering on the ground by the EIU:
GENERAL - five minutes after aircraft power up,
- five minutes after engine shut down (M/S to OFF) to get continued
The Electronic Control Unit (ECU) is supplied from the aircraft electrical
engine maintenance data transmission.
power when the engine is shut down or when N2<58%. The Permanent
Note that releasing the ENGine FIRE P/B out provides ECU power cut
Magnet Alternator (PMA), which is also called Control Alternator,
off from the aircraft network.
supplies the ECU when the engine is running and N2>58%.
FADEC GROUND POWER PANEL
POWERING N2<58%
For maintenance purposes and MCDU engine tests, the ENGine FADEC
Each channel is independently supplied by the aircraft 28 VDC through
GrouND PoWeR P/B on the MAINTenance panel (50VU) permits
the Engine Interface Unit (EIU). At initial A/C power-up, both engine
FADEC power supply to be restored on the ground with engine shut
ECUs are supplied with aircraft power for 5 minutes.
down.
Aircraft 28 VDC is used for:
The EIU supplies power to the FADEC as long as the GND PWR P/B is
- power-up check of the Full Authority Digital Engine Control (FADEC)
in the ON position.
before engine start,
Also note that the FADEC is repowered as soon as the engine start selector
- engine starting,
is selected to CRANK or IGNition START or the MASTER switch is
- powering the ECU while the engine is running below 58% N2.
selected ON.
Note that the EIU takes its power from the same bus bar as the ECU.

POWERING N2>58%
As soon as the engine is running above 58% of N2, the Control Alternator
supplies the ECU.
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The PMA supplies each channel with three-phase AC power. Two

transformer rectifiers provide 28 VDC power supply to channels A and
B.
Above 58% of N2, the ECU logic automatically switches to the control
alternator supply. In case of control alternator failure, the ECU will
automatically switch over the 28VDC power supply from the aircraft
network, available as a back-up through the EIU.

AUTO DE-POWERING
The FADEC is automatically de-powered on the ground, through the
EIU, after engine shutdown.
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GENERAL ... FADEC GROUND POWER PANEL

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IGNITION & STARTING SYSTEM PRESENTATION (2)

GENERAL MANUAL START
The ignition system supplies the electrical spark needed to start or During a manual start, the pneumatic starter SOV opens when engine
continue engine combustion. It is comprised of two independent MANual START P/B is pressed in, then the ignition system is energized
subsystems. Each subsystem includes: when the MASTER switch is set to the ON position.
- a spark igniter, Note that also a manual start can be automatically aborted in case of EGT
- a fan air cooled coaxial shielded ignition lead, overlimit or compressor stall detection.
- an ignition exciter. Then the fuel is cut off and the engine will dry crank.
The pneumatic starting system drives the engine High Pressure (HP) rotor
up to and above the engine self-sustaining speed for initial starting on CRANKING
ground or supports an engine re-light in flight if required. The start system
Engine motoring could be performed for dry cranking or wet cranking
is made of the pneumatic starter Shut-Off Valve (SOV) and the pneumatic
sequences.
starter.
During cranking, ignition is inhibited.
CONTROL AND INDICATING CONTINUOUS IGNITION
The Electronic Control Unit (ECU) controls the ignition and starting
With engine running, continuous ignition can be selected via the ECU
systems either in automatic or manual mode.
either manually using the rotary selector or automatically by the Full
The operation of the pneumatic starter SOV and of the ignition system
Authority Digital Engine Control (FADEC).
is displayed on the ECAM ENGINE page.
SAFETY PRECAUTIONS
AUTOMATIC START
Safety precautions have to be taken prior to working in this area.
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During an automatic start, the ECU opens the pneumatic starter SOV,
then one of the two ignition exciter is energized when the HP rotor reaches WARNING: the ECU sends 115 volts to the ignition exciters, which
16% of N2 speed. converts it and sends high voltage, high-energy pulses
The ECU gives full protection during the start sequence. When the HP through the ignition leads to the spark igniters.
rotor has reached 50% of N2, the ECU closes the pneumatic starter SOV
and cuts off ignition. In case of an incident during the automatic start the MAINTENANCE PRACTICES
ECU aborts the start procedure.
To increase aircraft dispatch reliability, the pneumatic starter SOV 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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GENERAL ... MAINTENANCE PRACTICES

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IGNITION & STARTING SYSTEM D/O (ME) (3)

GENERAL
The Electronic Control Unit (ECU) controls and monitors the start
sequence either in automatic or manual mode.
In automatic mode the ECU is able, up to 50% N2, to abort the start
sequence in case of an incident such as:
- starter Shut-Off Valve (SOV) failure,
- ignition failure,
- High Pressure (HP) fuel SOV failure,
- hot start,
- hung start or,
- engine stall.
The system consists of a starter SOV, an air starter, two ignition exciters,
spark igniters (A and B) and two ignition leads.
The starter SOV is fitted with a manual override handle for manual
operation in case of electrical SOV failure.
On the enhanced system, the same information is provided with a different
display presentation.
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GENERAL

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IGNITION & STARTING SYSTEM D/O (ME) (3)

To start the second engine, you set the MASTER control switch 1 to ON
AUTOMATIC START keeping the selector in the IGNition START position.
To complete this start sequence the selector is set back to MODE NORMal
Start sequence in automatic mode.
position. With the selector in this position and at least one engine running,
The aircraft configuration in this case is the following:
the WHEEL page appears instead of the ENGINE page.
- APU running and APU BLEED on,
If IGNition START is re-selected, continuous ignition is initiated on the
- Full Authority Digital Engine Control (FADEC) 1 and 2 powered.
running engines.
When IGNition START is selected the ENGINE page is called
At any time, if the MASTER lever is set to OFF, the start sequence or
automatically. During engine start, the ENGINE page includes IGN
the engine operation is stopped because the MASTER control switch
indication, starter SOV position and bleed pressure.
directly energizes the HP fuel SOV solenoid. With the MASTER control
During this time the pack valves are automatically closed. If, after 30
switch at OFF, the LP and HP SOVs are closed.
seconds, the ENGine MASTER control switch is not switched to ON
With both engines shut down, the DOOR/OXYgen page is displayed.
position, the pack valves will re-open.
As soon as the ENGine MASTER control switch is set to ON position,
the Low Pressure (LP) fuel SOV opens and the ECU opens the starter
SOV. The position of this valve is confirmed on the ECAM and the N2
begins to increase.
When N2 reaches 16% the ECU provides ignition. The selection of the
spark igniter is a function of the ECU and at each start the igniter selection
will be changed.
At 16% of N2, on the ENGINE page, the corresponding spark igniter
system (A or B) chosen by the ECU is displayed.
When N2 reaches 22% the ECU controls, through the Fuel Metering
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Valve (FMV), HP fuel SOV opening. At this percentage of N2, fuel flow
begins.
The ECU monitors the Exhaust Gas Temperature (EGT) and N2 according
to their schedules to provide the correct fuel flow. The maximum EGT
during start sequence is 725º C.
In case of malfunction the ECU automatically shuts down the engine and
performs a dry motoring sequence.
Up to 50% N2, the automatic fuel flow regulation is performed. At 50%
N2, the ECU closes the starter SOV and cuts off the ignition.
The pack valves re-open if another engine is not started within 30 seconds.
Engine 2 is now stabilized at minimum idle.
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AUTOMATIC START

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IGNITION & STARTING SYSTEM D/O (ME) (3)

To start the other engine, set the ENGine 1 MANual START P/B to ON,
MANUAL START keeping the selector in the IGNition START position and then, when N2
reaches 20%, set the MASTER control switch 1 to ON.
Start sequence in manual mode.
After engine start, the selector is set back to MODE NORMal position.
The aircraft configuration:
With the selector in this position and one engine running, the WHEEL
- APU running and APU BLEED on,
page appears instead of the ENGINE page.
- FADEC 1 and 2 powered.
If IGNition START is re-selected, continuous ignition is initiated on the
When IGNition START is selected the ENGINE page is called
running engine(s).
automatically. During start the ENGINE page displays IGN indication,
To complete the start sequence, the MANual START P/B is released out.
starter SOV position and bleed pressure.
The action on the MANual START P/B has no effect on the starter SOV
During this time the pack valves are automatically closed. If, after 30
which has already been automatically closed at 50% of N2, it is only
seconds, the ENGine MANual START P/B is not switched ON, the pack
done to complete the manual start procedure.
valves will re-open.
Selecting the ENGine MANual START P/B opens the starter SOV. After
that, the N2 begins to increase and, when it is at least 20% N2, the
MASTER control switch must be set to the ON position.
Before the MASTER control switch is set to ON, it is possible to interrupt
the sequence by selecting the MANual START P/B switch to OFF.
As soon as the MASTER control switch is set to the ON position, both
ignition systems are energized, LP and HP SOV are opened and fuel flow
increases.
At 20% of N2 with the MASTER control switch at ON, dual ignition and
fuel flow are initiated.
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The ECU monitors the EGT and N2, according to their schedules, to
provide the correct fuel flow. The maximum EGT during start sequence
is 725º C.
In case of malfunction, set the MASTER control switch to OFF to perform
a start abort sequence. In manual starts there is no automatic shutdown
function.
Up to 50% of N2, the automatic fuel flow regulation is performed. When
N2 reaches 50%, the ECU automatically closes the starter SOV
and cuts off the ignition.
The pack valves re-open after 30 seconds.
Engine 2 is now stabilized at minimum idle.
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MANUAL START

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MANUAL START

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MANUAL START

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MANUAL START

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MANUAL START

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IGNITION & STARTING SYSTEM D/O (ME) (3)

CONTINUOUS RELIGHT
Continuous relight.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- engine 2 running.
Continuous ignition is manually selected or automatically controlled by
the FADEC.
If IGNition START is re-selected with an engine running, the
corresponding ECU supplies the two igniters together, to provide a
permanent ignition.
The automatic selection is provided by the FADEC when:
- Engine Interface Unit (EIU) failed,
- engine flame-out detected,
- ignition delay is sensed during start,
- in flight restart.
The continuous relight is cut off in MODE NORMal.
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CONTINUOUS RELIGHT

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IGNITION & STARTING SYSTEM D/O (ME) (3)

ENGINE CRANK
DRY CRANK
Engine CRANK modes:
- dry CRANK,
- wet CRANK.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- FADEC 1 and 2 powered,
- both engines shut down,
- C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry crank only)
to open the LP SOV. Fuel inlet pressure has to be positive (dry crank
and wet crank).
When CRANK is selected on the ground, the ENGINE page appears
automatically on the ECAM and the ECU initiates a motoring sequence
after action on the MANual START P/B.
With CRANK selected, ignition is inhibited.
The action on the ENGine MANual START P/B opens the starter
SOV.
During the crank sequence the starter limitations have to be observed.
Make sure that you do not go over the limits.
An acceptable duty cycle can be performed with the following
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procedure:
- 2 minutes on,
- 20 seconds off,
- up to four times and then,
- 15 minutes off for cooling.
If the starter operation time is exceeded, a warning message is
displayed on the ECAM.

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ENGINE CRANK - DRY CRANK

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IGNITION & STARTING SYSTEM D/O (ME) (3)

ENGINE CRANK (continued)
WET CRANK
When the MASTER control switch is set to the ON position, the LP
and HP fuel SOV are opened.
For a wet crank, the MASTER control switch is normally set to ON
between 15 and 20% of N2.

CAUTION: - DO NOT MOTOR THE ENGINE FOR MORE THAN

15 SECONDS WITH THE MASTER CONTROL
SWITCH IN THE ON POSITION.
After a wet crank of 15 seconds maximum, when the MASTER control
switch is set to the OFF position, the fuel is cut off and the starter
SOV closes following the reset of the ECU.
After the reset of the ECU, the ECU will command the starter SOV
to open when the N2 speed is less than 10%. The dry CRANK
procedure is initiated.
Continue to dry crank the engine for 60 seconds (within the starter
limitation of 2 minutes on), this will dry the fuel that can be in the
combustor.
After 60 seconds, release the MANual START P/B switch to interrupt
the crank sequence and set the selector back to MODE NORMal
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position.
When the MANual START P/B is released out, the starter SOV closes.
With the selector in the MODE NORM position and engines shut
down, the DOOR/OXYgen page is displayed on the ECAM.

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ENGINE CRANK - WET CRANK

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IGNITION & STARTING SYSTEM D/O (US) (3)

GENERAL
The Electronic Control Unit (ECU) controls and monitors the start
sequence either in automatic or manual mode.
In automatic mode the ECU is able, up to 50% N2, to abort the start
sequence in case of an incident such as:
- starter Shut-Off Valve (SOV) failure,
- ignition failure,
- High Pressure (HP) fuel SOV failure,
- hot start,
- hung start or,
- engine stall.
The system consists of a starter SOV, an air starter, two ignition exciters,
spark igniters (A and B) and two ignition leads.
The starter SOV is fitted with a manual override handle for manual
operation in case of electrical SOV failure.
On the enhanced system, the same information is provided with a different
display presentation.
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GENERAL

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IGNITION & STARTING SYSTEM D/O (US) (3)

To start the second engine, you set the MASTER control switch 1 to ON
AUTOMATIC START keeping the selector in the IGNition START position.
To complete this start sequence the selector is set back to MODE NORMal
Start sequence in automatic mode.
position. With the selector in this position and at least one engine running,
The aircraft configuration in this case is the following:
the WHEEL page appears instead of the ENGINE page.
- APU running and APU BLEED on,
If IGNition START is re-selected, continuous ignition is initiated on the
- Full Authority Digital Engine Control (FADEC) 1 and 2 powered.
running engines.
When IGNition START is selected the ENGINE page is called
At any time, if the MASTER lever is set to OFF, the start sequence or
automatically. During engine start, the ENGINE page includes IGN
the engine operation is stopped because the MASTER control switch
indication, starter SOV position and bleed pressure.
directly energizes the HP fuel SOV solenoid. With the MASTER control
During this time the pack valves are automatically closed. If, after 30
switch at OFF, the LP and HP SOVs are closed.
seconds, the ENGine MASTER control switch is not switched to ON
With both engines shut down, the DOOR/OXYgen page is displayed.
position, the pack valves will re-open.
As soon as the ENGine MASTER control switch is set to ON position,
the Low Pressure (LP) fuel SOV opens and the ECU opens the starter
SOV. The position of this valve is confirmed on the ECAM and the N2
begins to increase.
When N2 reaches 16% the ECU provides ignition. The selection of the
spark igniter is a function of the ECU and at each start the igniter selection
will be changed.
At 16% of N2, on the ENGINE page, the corresponding spark igniter
system (A or B) chosen by the ECU is displayed.
When N2 reaches 22% the ECU controls, through the Fuel Metering
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Valve (FMV), HP fuel SOV opening. At this percentage of N2, fuel flow
begins.
The ECU monitors the Exhaust Gas Temperature (EGT) and N2 according
to their schedules to provide the correct fuel flow. The maximum EGT
during start sequence is 725º C.
In case of malfunction the ECU automatically shuts down the engine and
performs a dry motoring sequence.
Up to 50% N2, the automatic fuel flow regulation is performed. At 50%
N2, the ECU closes the starter SOV and cuts off the ignition.
The pack valves re-open if another engine is not started within 30 seconds.
Engine 2 is now stabilized at minimum idle.
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IGNITION & STARTING SYSTEM D/O (US) (3)

To start the other engine, set the ENGine 1 MANual START P/B to ON,
MANUAL START keeping the selector in the IGNition START position and then, when N2
reaches 20%, set the MASTER control switch 1 to ON.
Start sequence in manual mode.
After engine start, the selector is set back to MODE NORMal position.
The aircraft configuration:
With the selector in this position and one engine running, the WHEEL
- APU running and APU BLEED on,
page appears instead of the ENGINE page.
- FADEC 1 and 2 powered.
If IGNition START is re-selected, continuous ignition is initiated on the
When IGNition START is selected the ENGINE page is called
running engine(s).
automatically. During start the ENGINE page displays IGN indication,
To complete the start sequence, the MANual START P/B is released out.
starter SOV position and bleed pressure.
The action on the MANual START P/B has no effect on the starter SOV
During this time the pack valves are automatically closed. If, after 30
which has already been automatically closed at 50% of N2, it is only
seconds, the ENGine MANual START P/B is not switched ON, the pack
done to complete the manual start procedure.
valves will re-open.
Selecting the ENGine MANual START P/B opens the starter SOV. After
that, the N2 begins to increase and, when it is at least 20% N2, the
MASTER control switch must be set to the ON position.
Before the MASTER control switch is set to ON, it is possible to interrupt
the sequence by selecting the MANual START P/B switch to OFF.
As soon as the MASTER control switch is set to the ON position, both
ignition systems are energized, LP and HP SOV are opened and fuel flow
increases.
At 20% of N2 with the MASTER control switch at ON, dual ignition and
fuel flow are initiated.
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The ECU monitors the EGT and N2, according to their schedules, to
provide the correct fuel flow. The maximum EGT during start sequence
is 725º C.
In case of malfunction, set the MASTER control switch to OFF to perform
a start abort sequence. In manual starts there is no automatic shutdown
function.
Up to 50% of N2, the automatic fuel flow regulation is performed. When
N2 reaches 50%, the ECU automatically closes the starter SOV
and cuts off the ignition.
The pack valves re-open after 30 seconds.
Engine 2 is now stabilized at minimum idle.
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MANUAL START

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MANUAL START

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MANUAL START

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MANUAL START

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MANUAL START

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IGNITION & STARTING SYSTEM D/O (US) (3)

CONTINUOUS RELIGHT
Continuous relight.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- engine 2 running.
Continuous ignition is manually selected or automatically controlled by
the FADEC.
If IGNition START is re-selected with an engine running, the
corresponding ECU supplies the two igniters together, to provide a
permanent ignition.
The automatic selection is provided by the FADEC when:
- Engine Interface Unit (EIU) failed,
- engine flame-out detected,
- ignition delay is sensed during start,
- in flight restart.
The continuous relight is cut off in MODE NORMal.
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CONTINUOUS RELIGHT

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IGNITION & STARTING SYSTEM D/O (US) (3)

ENGINE CRANK
DRY CRANK
Engine CRANK modes:
- dry CRANK,
- wet CRANK.
The aircraft configuration in this case is the following:
- APU running and APU BLEED on,
- FADEC 1 and 2 powered,
- both engines shut down,
- C/B 1KC1(2) (ENGINE HP FUEL SOV) opened (dry crank only)
to open the LP SOV. Fuel inlet pressure has to be positive (dry crank
and wet crank).
When CRANK is selected on the ground, the ENGINE page appears
automatically on the ECAM and the ECU initiates a motoring sequence
after action on the MANual START P/B.
With CRANK selected, ignition is inhibited.
The action on the ENGine MANual START P/B opens the starter
SOV.
During the crank sequence the starter limitations have to be observed.
Make sure that you do not go over the limits.
An acceptable duty cycle can be performed with the following
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procedure:
- 2 minutes on,
- 20 seconds off,
- up to four times and then,
- 15 minutes off for cooling.
If the starter operation time is exceeded, a warning message is
displayed on the ECAM.

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ENGINE CRANK - DRY CRANK

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IGNITION & STARTING SYSTEM D/O (US) (3)

ENGINE CRANK (continued)
WET CRANK
When the MASTER control switch is set to the ON position, the LP
and HP fuel SOV are opened.
For a wet crank, the MASTER control switch is normally set to ON
between 15 and 20% of N2.

CAUTION: - DO NOT MOTOR THE ENGINE FOR MORE THAN

15 SECONDS WITH THE MASTER CONTROL
SWITCH IN THE ON POSITION.
After a wet crank of 15 seconds maximum, when the MASTER control
switch is set to the OFF position, the fuel is cut off and the starter
SOV closes following the reset of the ECU.
After the reset of the ECU, the ECU will command the starter SOV
to open when the N2 speed is less than 10%. The dry CRANK
procedure is initiated.
Continue to dry crank the engine for 60 seconds (within the starter
limitation of 2 minutes on), this will dry the fuel that can be in the
combustor.
After 60 seconds, release the MANual START P/B switch to interrupt
the crank sequence and set the selector back to MODE NORMal
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position.
When the MANual START P/B is released out, the starter SOV closes.
With the selector in the MODE NORM position and engines shut
down, the DOOR/OXYgen page is displayed on the ECAM.

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ENGINE CRANK - WET CRANK

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START FAILURES (ME) (3)

GENERAL
The aircraft configuration for each fault is:
- APU bleed ON,
- Full Authority Digital Engine Control (FADEC) 1 and 2 powered,
- and residual Exhaust Gas Temperature (EGT) is Outside Ambient
Temperature (OAT).
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GENERAL

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START FAILURES (ME) (3)

HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN
AUTOMATIC MODE
If the High Pressure (HP) fuel valve does not open, an aural warning
sounds, the MASTER CAUTion and the engine Fault lights come on and
an ECAM message appears.
The FADEC has detected an HP fuel valve failure and the operator has
to manually abort the sequence following the next steps:
- first set the MASTER control switch to off,
- and finally set the mode selector to the MODE NORMal position.
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START FAILURES (ME) (3)

HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL
MODE
If the HP fuel valve does not open, an aural warning sounds, the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The FADEC has detected an HP fuel valve failure and the operator has
to manually abort the sequence following the next steps:
- first release the MANual START P/B and then set the MASTER control
switch to off,
- and finally set the mode selector to the MODE NORMal position.
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HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL MODE

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START FAILURES (ME) (3)

STARTER TIME EXCEEDED FAULT IN AUTOMATIC
MODE
If the starter time is exceeded, an aural warning sounds, the MASTER
CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and the operator has
to manually abort the sequence setting the MASTER control switch to
off and finally setting the mode selector to the MODE NORMal position.
The maximum starter time cycle is 2 minutes.
The starter limitations are the following:
- 4 consecutive cycles, each of 2 minutes maximum,
- 20 seconds of non operation between cycles,
- after 4 cycles, wait 15 minutes before attempting a new start,
- and no running engagement of the starter when N2 is above 20%.
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START FAILURES (ME) (3)

STARTER TIME EXCEEDED FAULT IN MANUAL MODE
If the starter time limit is exceeded, an aural warning sounds, the
MASTER CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and does not abort
the start so the operator has to manually abort the sequence.
The maximum starter time cycle is 2 minutes, the same as in automatic
mode.
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STARTER TIME EXCEEDED FAULT IN MANUAL MODE

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START FAILURES (ME) (3)

STARTER SHUT OFF VALVE NOT OPEN FAULT
If the starter Shut-Off Valve (SOV) does not open, an aural warning
sounds, the MASTER CAUTion and engine FAULT lights come on and
an ECAM message appears.
Depending on the pneumatic system configuration, the flight crew can
check the available pneumatic sources on the EWD:
- "X BLEED ............ON" appears on the ECAM.
If APU available:
- "APU BLEED..........ON" appears on the ECAM.
If the starter SOV is failed in the closed position then another start with
a starter manual operation by the ground crew can be done according to
the next instructions.
Check on the ECAM engine page that pneumatic pressure is available at
the starter SOV. Advise ground crew to prepare for a starter SOV manual
operation.
Initiate a new automatic start by setting the Master Switch to OFF and
then to ON again. Order the ground crew to open starter SOV.
When N2 reaches 50 %, the ground crew close the starter SOV.
Finally go on with the normal procedure.
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START FAILURES (ME) (3)

STARTER SHUT OFF VALVE NOT CLOSED FAULT
At 50 % of N2, the FADEC sends a signal to close the starter SOV.
If the starter SOV does not close, an aural warning sounds the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The starter SOV not closed procedure will be performed following the
next instructions:
Remove all bleed sources supplying the faulty starter SOV setting the X
BLEED selector to shut.
- APU BLEED (if ENG 1 affected)...OFF,
- X BLEED.........................SHUT,
- and ENG MASTER 1(2).....................OFF appears on the ECAM.
No restart is allowed, a maintenance action is required.
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STARTER SHUT OFF VALVE NOT CLOSED FAULT

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START FAILURES (ME) (3)

IGNITION FAULT IN AUTOMATIC MODE
In this failure case the ECU will automatically do 2 start attempts:
- 1 normal start,
- 1 additional attempt.
FIRST ATTEMPT
Select MODE selector to IGNition/START and ENGine MASTER
control switch to ON.
The engine rotates, one ignitor is automatically turned ON at 16 % of
N2 and fuel is automatically supplied at 22 % of N2.
If engine light-up is not obtained within 15 seconds, the FADEC
automatically turns the ignition and the fuel OFF and dry cranks the
engine for 30 seconds before initiating automatically a new start. An
aural warning sounds, the MASTER CAUTion light comes on and
an ECAM message appears.
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IGNITION FAULT IN AUTOMATIC MODE - FIRST ATTEMPT

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START FAILURES (ME) (3)

IGNITION FAULT IN AUTOMATIC MODE (continued)
SECOND ATTEMPT
At the 25th second of the dry crank period, both ignitors are
re-energized.
Five seconds later, the fuel is supplied, (A B indications are displayed
on the ECAM page).
If engine light-up is not obtained within 15 seconds, the FADEC
automatically cuts ignition and fuel, dry cranks for 30 seconds, aborts
the autostart, turns the engine fault light on and displays an ECAM
message to select the ENGine MASTER to OFF.
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IGNITION FAULT IN AUTOMATIC MODE - SECOND ATTEMPT

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START FAILURES (ME) (3)

IGNITION FAULT IN MANUAL MODE
If an ignition fault occurs, an aural warning sounds, the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
In manual start, the FADEC does not abort the start, you must do the
following actions necessary to shut down the engine:
- first release the MANual START P/B,
- next set the MASTER control switch to off,
- and finally set the mode selector to the MODE NORMal position.
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IGNITION FAULT IN MANUAL MODE

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START FAILURES (ME) (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL
FAULT IN AUTOMATIC MODE
In case of detected stall or EGT overlimit, the FADEC monitoring and
the flight crew actions are identical.
4 start attempts will be done, a normal start plus 3 additional attempts.
FIRST ATTEMPT
When a stall or an EGT overlimit is detected, an aural warning sounds,
the MASTER CAUTion light comes on and an ECAM message
appears.
The FADEC has detected a stall of the engine and will initiate a start
abort, a crank and a restart sequence shutting off the fuel and
ventilating the engine (crank time 7 seconds).
SECOND ATTEMPT
The FADEC reduces the fuel flow and attempts a second start. The
fuel schedule reduction in the second start is 7 percent.
If the abnormality re-occurs a second time, the FADEC shuts off the
fuel and ventilates the engine (crank time 7 seconds).
THIRD ATTEMPT
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The FADEC reduces the fuel flow and attempts a third start. The fuel
schedule reduction in the third start is 7 percent (a total of 14 percent).
If the abnormality occurs a third time, the FADEC shuts off the fuel
and ventilates the engine (crank time 7 seconds).
FOURTH ATTEMPT
After 7 seconds, the FADEC reduces the fuel flow again and attempts
a fourth start. The fuel schedule reduction in the fourth start is 7
percent (a total of 21 percent).
If the abnormality occurs a fourth time, the FADEC aborts the start.

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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT

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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT

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START FAILURES (ME) (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL
FAULT IN MANUAL MODE
When a stall or an EGT overlimit is detected, an aural warning sounds,
the MASTER CAUTion and the engine FAULT lights come on and an
ECAM message appears.
In the shown case, the FADEC has detected an engine stall. If no
corrective action is taken by the crew, the FADEC will abort the start
sequence following an EGT over limit detection.
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START FAILURES (US) (3)

GENERAL
The aircraft configuration for each fault is:
- APU bleed ON,
- Full Authority Digital Engine Control (FADEC) 1 and 2 powered,
- and residual Exhaust Gas Temperature (EGT) is Outside Ambient
Temperature (OAT).
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GENERAL

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START FAILURES (US) (3)

HIGH PRESSURE FUEL VALVE NOT OPEN FAULT IN
AUTOMATIC MODE
If the High Pressure (HP) fuel valve does not open, an aural warning
sounds, the MASTER CAUTion and the engine Fault lights come on and
an ECAM message appears.
The FADEC has detected an HP fuel valve failure and the operator has
to manually abort the sequence following the next steps:
- first set the MASTER control switch to off,
- and finally set the mode selector to the MODE NORMal position.
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START FAILURES (US) (3)

HIGH PRESSURE FUEL VALVE NOT OPEN IN MANUAL
MODE
If the HP fuel valve does not open, an aural warning sounds, the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The FADEC has detected an HP fuel valve failure and the operator has
to manually abort the sequence following the next steps:
- first release the MANual START P/B and then set the MASTER control
switch to off,
- and finally set the mode selector to the MODE NORMal position.
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START FAILURES (US) (3)

STARTER TIME EXCEEDED FAULT IN AUTOMATIC
MODE
If the starter time is exceeded an aural warning sounds, the MASTER
CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and the operator has
to manually abort the sequence setting the MASTER control switch to
off and finally setting the mode selector to the MODE NORMal position.
The maximum starter time cycle is 2 minutes.
The starter limitations are the following:
- 4 consecutive cycles, each of 2 minutes maximum,
- 20 seconds of non operation between cycles,
- after 4 cycles, wait 15 minutes before attempting a new start,
- and no running engagement of the starter when N2 is above 20%.
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START FAILURES (US) (3)

STARTER TIME EXCEEDED FAULT IN MANUAL MODE
If the starter time limit is exceeded an aural warning sounds, the MASTER
CAUTion comes on and an ECAM message appears.
The FADEC has detected a starter time exceedence and does not abort
the start so the operator has to manually abort the sequence.
The maximum starter time cycle is 2 minutes, the same as in automatic
mode.
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STARTER TIME EXCEEDED FAULT IN MANUAL MODE

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START FAILURES (US) (3)

STARTER SHUT OFF VALVE NOT OPEN FAULT
If the starter Shut-Off Valve, (SOV), does not open, an aural warning
sounds, the MASTER CAUTion and engine FAULT lights come on and
an ECAM message appears.
Depending on the pneumatic system configuration, the flight crew can
check the available pneumatic sources on the EWD:
- "X BLEED ............ON" appears on the ECAM.
If APU available:
- "APU BLEED..........ON" appears on the ECAM.
If the starter SOV is failed in the closed position then another start with
a starter manual operation by the ground crew can be performed according
to the next instructions.
Check on the ECAM engine page that pneumatic pressure is available at
the starter SOV. Advise ground crew to prepare for a starter SOV manual
operation.
Initiate a new automatic start by setting the Master Switch to OFF and
then to ON again. Order the ground crew to open the starter SOV.
When N2 reaches 50 %, order the ground crew to close the starter SOV.
Finally continue with the normal procedure.
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STARTER SHUT OFF VALVE NOT OPEN FAULT

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START FAILURES (US) (3)

STARTER SHUT OFF VALVE NOT CLOSED FAULT
At 50 % of N2, the FADEC sends a signal to close the starter SOV.
If the starter SOV does not close, an aural warning sounds the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
The starter SOV not closed procedure will be performed following the
next instructions:
Remove all bleed sources supplying the faulty starter SOV setting the X
BLEED selector to shut.
- APU BLEED (if ENG 1 affected)...OFF,
- X BLEED.........................SHUT,
- and ENG MASTER 1(2).....................OFF appears on the ECAM.
No restart is allowed, a maintenance action is required.
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STARTER SHUT OFF VALVE NOT CLOSED FAULT

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START FAILURES (US) (3)

IGNITION FAULT IN AUTOMATIC MODE
In this failure case the ECU will automatically perform 2 start attempts:
- 1 normal start,
- 1 additional attempt.
FIRST ATTEMPT
Select MODE selector to IGNition/START and ENGine MASTER
control switch to ON.
The engine rotates, one ignitor is automatically turned ON at 16 % of
N2 and fuel is automatically supplied at 22 % of N2.
If engine light-up is not obtained within 15 seconds, the FADEC
automatically turns the ignition and the fuel OFF and dry cranks the
engine for 30 seconds before initiating automatically a new start. An
aural warning sounds, the MASTER CAUTion light comes on and
an ECAM message appears.
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IGNITION FAULT IN AUTOMATIC MODE - FIRST ATTEMPT

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START FAILURES (US) (3)

IGNITION FAULT IN AUTOMATIC MODE (continued)
SECOND ATTEMPT
At the 25th second of the dry crank period, both ignitors are
re-energized.
Five seconds later, the fuel is supplied, (A B indications are displayed
on the ECAM page).
If engine light-up is not obtained within 15 seconds, the FADEC
automatically cuts ignition and fuel, dry cranks for 30 seconds, aborts
the autostart, turns the engine fault light on and displays an ECAM
message to select the ENGine Master to OFF.
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IGNITION FAULT IN AUTOMATIC MODE - SECOND ATTEMPT

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START FAILURES (US) (3)

IGNITION FAULT IN MANUAL MODE
If an ignition fault occurs, an aural warning sounds, the MASTER
CAUTion and the engine FAULT lights come on and an ECAM message
appears.
In manual start, the FADEC does not abort the start, you must perform
the following actions necessary to shut down the engine:
- first release the MANual START P/B,
- next set the MASTER control switch to off,
- and finally set the mode selector to the MODE NORMal position.
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IGNITION FAULT IN MANUAL MODE

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START FAILURES (US) (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL
FAULT IN AUTOMATIC MODE
In case of detected stall or EGT overlimit, the FADEC monitoring and
the flight crew actions are identical.
4 start attempts will be performed, a normal start plus 3 additional
attempts.
FIRST ATTEMPT
When a stall or an EGT overlimit is detected, an aural warning sounds,
the MASTER CAUTion light comes on and an ECAM message
appears.
The FADEC has detected a stall of the engine and will initiate a start
abort, a crank and a restart sequence shutting off the fuel and
ventilating the engine (crank time 7 seconds).
SECOND ATTEMPT
The FADEC reduces the fuel flow and attempts a second start. The
fuel schedule reduction in the second start is 7 percent.
If the abnormality re-occurs a second time, the FADEC shuts off the
fuel and ventilates the engine (crank time 7 seconds).
THIRD ATTEMPT
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The FADEC reduces the fuel flow and attempts a third start. The fuel
schedule reduction in the third start is 7 percent (a total of 14 percent).
If the abnormality occurs a third time, the FADEC shuts off the fuel
and ventilates the engine (crank time 7 seconds).
FOURTH ATTEMPT
After 7 seconds, the FADEC reduces the fuel flow again and attempts
a fourth start. The fuel schedule reduction in the fourth start is 7
percent (a total of 21 percent).
If the abnormality occurs a fourth time, the FADEC aborts the start.

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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT

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EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL FAULT IN AUTOMATIC MODE - FIRST ATTEMPT ... FOURTH ATTEMPT

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START FAILURES (US) (3)

EXHAUST GAS TEMPERATURE OVERLIMIT OR STALL
FAULT IN MANUAL MODE
When a stall or an EGT overlimit is detected, an aural warning sounds,
the MASTER CAUTion and the engine FAULT lights come on and an
ECAM message appears.
In the shown case, the FADEC has detected an engine stall. If no
corrective action is taken by the crew, the FADEC will abort the start
following an overlimit detection.
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AIR SYSTEM DESCRIPTION/OPERATION (2)

GENERAL
The engine air system covers the compressor airflow control, turbine
clearance control, transient bleed and cooling.
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GENERAL

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AIR SYSTEM DESCRIPTION/OPERATION (2)

COMPRESSOR AIRFLOW CONTROL
To prevent compressor surge and to give a good acceleration, the engine
has a Variable Bleed Valve (VBV) system and a Variable Stator Vane
(VSV) system.
Both systems are fuel operated by the HydroMechanical Unit (HMU)
and controlled by the Electronic Control Unit (ECU).
VARIABLE BLEED VALVE SYSTEM
The VBV system controls the airflow from the fan and the booster to
the High Pressure Compressor (HPC) by using 12 valves. By dumping
excessive air into the fan air stream, the VBVs increase the booster
mass flow and improve the booster and the HPC matching at low
speed and transient operations.
VARIABLE STATOR VANE SYSTEM
The VSV system controls the primary airflow through the HPC by
varying the angle of the Inlet Guide Vanes (IGVs) and three stages
of variable vanes. The VSVs give aerodynamic matching of the LP
stages of compression with the HP stages to prevent engine surge.
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COMPRESSOR AIRFLOW CONTROL - VARIABLE BLEED VALVE SYSTEM & VARIABLE STATOR VANE SYSTEM

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AIR SYSTEM DESCRIPTION/OPERATION (2)

VBV SYSTEM DESCRIPTION
The function of the Variable Bleed Valve (VBV) system is to regulate
the amount of air discharged from the booster into the inlet of the HPC.
To eliminate the risk of booster stall during low power conditions, the
VBV system by-passes air from the primary airflow into the secondary
airflow.
It is installed within the fan frame mid-box structure and is composed
of:
-A fuel gear motor
-A stop mechanism
-A master bleed valve
-Eleven variable bleed valves
-Flexible shafts
-A feedback sensor (RVDT)
The ECU calculates the VBV position and the HMU gives the necessary
fuel pressure to drive a fuel gear motor, through a dedicated servo valve.
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VBV SYSTEM DESCRIPTION

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AIR SYSTEM DESCRIPTION/OPERATION (2)

VBV OPERATION
FUEL GEAR MOTOR
The fuel gear motor transforms high pressure fuel flow into rotary
driving power to position the master bleed valve, through a screw in
the stop mechanism.
The fuel flow sent to the gear motor is constantly controlled by the
ECU, via the torque motor and servo valve in the HMU.
STOP MECHANISM
The stop mechanism limits the number of revolutions of the gear
motor to the exact number, required for a complete cycle (open and
close) of the VBV system.
The stop mechanism is located in between the gear motor and the
master ball screw actuator.
MASTER BLEED VALVE and FEEDBACK SENSOR
The master bleed valve and ballscrew actuator assembly is a unit,
which transmits the driving input from the gear motor to the 11
remaining variable bleed valves (VBV's).
A lever, integral with a hinged door, is connected to a feedback rod,
which transmits the angular position of the door to an RVDT. This
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sensor gives the position feedback to the ECU.

It has two marks, which should be aligned when the system is adjusted
to the fully closed position. The adjustment is done through the
feedback rod in between the master bleed valve and the RVDT.
VARIABLE BLEED VALVES (VBV's)
The master bleed valve drives the 11 variable bleeds valves (VBVs)
through a series of flexible shafts. The flexible shafts make sure that
the VBVs remain fully synchronized throughout their complete
operation.

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VBV OPERATION - FUEL GEAR MOTOR ... VARIABLE BLEED VALVES (VBV'S)

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AIR SYSTEM DESCRIPTION/OPERATION (2)

VSV SYSTEM DESCRIPTION
The Variable Stator Vane (VSV) system positions the HPC stator vanes
to the appropriate angle to optimize HPC efficiency. It also improves the
stall margin during transient engine operations. The VSV position is
calculated by the ECU using various engine parameters, and the necessary
fuel pressure is delivered by the HMU dedicated servo valve. The VSV
system is located at the front of the HP compressor.
The VSV system is composed of:
A series of actuators and bellcrank assemblies
Two hydraulic actuators
Two feedback sensors (in actuators)
Two bellcrank assemblies
Four actuation rings
Variable stator stages (inside HPC case)
Inlet Guide Vanes (IGVs)
Variable Stator Vanes (VSVs)
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VSV SYSTEM DESCRIPTION

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AIR SYSTEM DESCRIPTION/OPERATION (2)

VSV SYSTEM OPERATION
The VSV system positions the compressor VSVs to the angles necessary
to give the optimum compressor efficiency and stall margin for transient
engine operation. Stator vane angle is a function of core engine speed
(N2) and altitude.
The VSV actuator drives the VSV linkage assembly to the stator angle
calculated by the ECU, through the HMU. The torque motor supplies
fuel to the actuator to close or open the vanes or hold their position by
pressure balancing the actuator piston. The LVDT transmits a feedback
signal of actual vane position to the ECU for comparison to scheduled
position.
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VSV SYSTEM OPERATION

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AIR SYSTEM DESCRIPTION/OPERATION (2)

ACTIVE CLEARANCE CONTROL AND TRANSIENT
BLEED
There are three systems independently controlled by the ECU and actuated
from the HMU, which give to the engine clearance adjustment and
transient bleed.
The clearance between the blade tips and the casings is actively controlled
in order to optimize engine performance using cooling air to shrink the
LP and HP turbine casings.
HIGH PRESSURE TURBINE ACTIVE CLEARANCE
CONTROL
The High Pressure Turbine Active Clearance Control (HPTACC)
system uses stage 4 and stage 9 HPC air to heat or cool the High
Pressure Turbine (HPT) shroud support structure.
The ECU monitors the shroud support structure temperature using
the T case sensor.
LOW PRESSURE ACTIVE CLEARANCE CONTROL
SYSTEM
The Low Pressure Turbine Active Clearance Control (LPTACC)
system uses fan air for external case cooling of the Low Pressure
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Turbine (LPT).
SYSTEM TRANSIENT BLEED VALVE SYSTEM
The Transient Bleed Valve (TBV) improves the compressor stall
margin during transient and start conditions. The TBV unloads the
HPC by discharging stage 9 HPC air in the LPT cavity.

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ACTIVE CLEARANCE CONTROL AND TRANSIENT BLEED - HIGH PRESSURE TURBINE ACTIVE CLEARANCE CONTROL ... SYSTEM
TRANSIENT BLEED VALVE SYSTEM
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AIR SYSTEM DESCRIPTION/OPERATION (2)

HIGH PRESSURE TURBINE CLEARANCE CONTROL
(HPTCC)
The HPTACC system optimizes HPT efficiency through active clearance
control between the turbine rotor and shroud and reduces compressor
load during starting and transient engine conditions. The HPTACC valve
is located on the engine core section. This system is a closed loop system,
using valve position status as feedback.
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HIGH PRESSURE TURBINE CLEARANCE CONTROL (HPTCC)

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AIR SYSTEM DESCRIPTION/OPERATION (2)

LOW PRESSURE TURBINE CLEARANCE CONTROL
(LPTCC)
The Low Pressure Turbine Clearance Control (LPTCC) system uses fan
discharge air to cool the LPT case during engine operation, in order to
control the LPT rotor to stator clearances. It also protects the turbine case
from over-temperature by monitoring the EGT.
This ensures the best performance of the LPT at all engine ratings.
The LPTCC system is a closed loop system, which regulates the cooling
airflow sent to the LPT case, through a valve and a manifold.
A dual RVDT sensor is installed at one end of the butterfly valve shaft
and supplies the feedback signal to the ECU.
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LOW PRESSURE TURBINE CLEARANCE CONTROL (LPTCC)

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AIR SYSTEM DESCRIPTION/OPERATION (2)

TRANSIENT BLEED VALVE (TBV)
The Transient Bleed Valve (TBV) system improves the HPC stall margin
during engine starting and rapid transient acceleration.
Using engine input parameters, the ECU logic calculates when to open
or close the TBV to duct HPC 9th stage bleed air, in order to give optimum
stability for transient mode operations.
The 9th stage bleed air is ducted to the LPT stage 1 nozzle, providing an
efficient start stall margin.
The ECU, working through the HMU, controls the TBV position.
The TBV system consists of:
- The TBV, located on the HPC case, between the 7 and 8 o'clock
positions.
- The 9th stage air IN and OUT pipes.
The valve position is monitored by the ECU, through a dual channel
LVDT. The LVDT supplies the feedback signal, which agrees with the
butterfly position.
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TRANSIENT BLEED VALVE (TBV)

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AIR SYSTEM DESCRIPTION/OPERATION (2)

ELECTRONIC CONTROL UNIT COOLING
The ECU is aerodynamically cooled to maintain its internal temperature
below maximum limits.
A flush inlet scoop, located on the inlet cowl outer barrel, supplies ram
air through a duct to the ECU. This air is then discharged into the fan
compartment ventilation zone.
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ELECTRONIC CONTROL UNIT COOLING

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AIR SYSTEM DESCRIPTION/OPERATION (2)

NACELLE COOLING
The fan and core compartments, which form the nacelle, are cooled by
airflows around the engine during its operation.
FAN COMPARTMENT
The fan case and accessories are cooled and ventilated by air entering
two flush inlet scoops located on the inlet cowl outer barrel.
Then the air exits the fan compartment through an outlet port located
in the lower aft section of the right hand fan cowl door.
CORE COMPARTMENT
The core compartment is cooled and ventilated by fan air entering
flush inlets located at the forward section of the core cowl.
Then the air exits the core compartment through the annular vent
located at the interface between the core cowl and the primary nozzle.
A nacelle temperature sensor monitors the core compartment
temperature.
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NACELLE COOLING - FAN COMPARTMENT & CORE COMPARTMENT

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AIR SYSTEM DESCRIPTION/OPERATION (2)

PNEUMATIC SOURCES
The engine gives sources to feed the Active Clearance Control subsystems
and also to supply the inlet cowl anti-ice (5th compressor stage) and the
engine bleed system (5th and 9th compressor stages).
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PNEUMATIC SOURCES

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about Engine Thrust Management is shown in
this module.
PREDICTED N1
The predicted N1 is indicated by a blue circle on the N1 indicator and
corresponds to the value determined by the Throttle Lever Angle
(TLA).
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BASIC INFORMATION - PREDICTED N1

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION (continued)
THRUST LIMIT MODE
The throttle levers are used as thrust limit mode selectors. Depending
on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display.
If the throttle levers are set between two detent points, the upper detent
will determine the thrust limit mode.

NOTE: On the ground with the engines running the displayed N1

rate limit corresponds to the TO/GA thrust limit whatever
the thrust lever position is.
On ground with engines running and if FLEX mode is
selected, FLEX N1 is displayed whenever the thrust lever
position is between IDLE and FLX/MCT.
The thrust limit modes are: Climb (CL), Flexible Take Off or
Maximum Continuous Thrust (FLX/MCT), or Take Off Go Around
(TOGA), Reverse mode limit (MREV).
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BASIC INFORMATION - THRUST LIMIT MODE

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BASIC INFORMATION (continued)
N1 LIMIT
For each thrust limit mode selection, an N1 rating limit is computed
by the ECU according to Thrust Lever Angle (TLA) and the air data
parameters from the Air Data Reference (ADR). This indication is
displayed in green on the upper ECAM display near the thrust limit
mode indication.
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BASIC INFORMATION - N1 LIMIT

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BASIC INFORMATION (continued)
N1 TARGET
In Autothrust (A/THR) function, the Flight Management and Guidance
System (FMGC) computes an N1 target according to air data and
engine parameters and sends it to the Electronic Control Unit (ECU).
Transient N1 (arc) symbolizes the difference between the N1 command
and the actual N1. Not displayed if A/THR OFF.
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BASIC INFORMATION - N1 TARGET

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BASIC INFORMATION (continued)
N1 COMMAND
The N1 command, used to regulate the fuel flow, is the FMGC N1
target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1
corresponding to the TLA.
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BASIC INFORMATION - N1 COMMAND

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BASIC INFORMATION (continued)
ACTUAL N1
The actual N1 is the actual value given by the N1 speed sensor.
This actual N1 is displayed in green on the N1 indicator and this actual
N1 signal is also compared to the N1 command.
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BASIC INFORMATION - ACTUAL N1

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AUTOTHRUST CONTROL MODE
The A/THR function is engaged manually when the A/THR P/B is
selected or automatically at take off power application.
AUTOTHRUST ACTIVE
When engaged, the A/THR function becomes active when the throttle
levers are set to CLimb detent after take off. The N1 command is the
FMGC N1 target.
A/THR function is normally active when the throttle levers are set
between IDLE and CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single
engine operation.
When the throttle levers are set between two detent points, the N1
command is limited by the throttle lever position.
Note: In Alpha Floor condition the A/THR function becomes active
automatically. The N1 target is TOGA.
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AUTOTHRUST CONTROL MODE - AUTOTHRUST ACTIVE

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AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE
When engaged, the A/THR function becomes inactive when the
throttle levers are set above CLimb with 2 engines running.
The N1 command corresponds to the TLA. A/THR function is not
active above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set at
IDLE stop.
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AUTOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE

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MANUAL CONTROL MODE
Manual mode when A/THR not engaged.
The ECU processes the N1 command signal according to the TLA.
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MANUAL CONTROL MODE

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THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
- a throttle control lever which incorporates stop devices, autothrust
instinctive disconnect pushbutton switch
- a graduated fixed sector
- a reverse latching lever.
The throttle control lever is linked to a mechanical rod. This rod drives
the input lever of the throttle control artificial feel unit.
The throttle control lever moves over a range from -20 deg. TLA
(Reverser Full Throttle stop) to +45 deg. TLA:
- -20 degrees TLA corresponds to Reverser Full Throttle stop
- +45 degrees TLA corresponds to Forward Full Throttle stop
An intermediate mechanical stop is set to 0 deg.TLA. This stop is
overridden when the reverse latching lever is pulled up for selection of
the reverse power. This stop is reset as soon as the throttle control lever
is selected back to forward thrust area.
In the forward thrust area, there are two detent points, the MAX CLIMB
detent point set to 25 deg.TLA and the MAX CONTINUOUS/FLEX
TAKE-OFF detent point set to 35 deg.TLA.
In the reverse thrust throttle range, there is one detent point at - 6
deg.TLA. This position agrees with the selection of the thrust reverser
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command and the Reverse Idle setting.

In the middle throttle range (0deg. To 35 deg.TLA), the autothrust
function can be active if engaged. This range agrees with the selection
of MAX CLIMB or MAX CONTINUOUS thrust limit mode (in single
operation). If the autothrust is not engaged, the engine control is manual.
In the forward range (35 deg. To 45 deg.TLA), the autothrust function
cannot be activated (except in alpha floor condition).This range agrees
with the selection of FLEX TAKE-OFF/MAX TAKE-OFF Mode.

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THROTTLE CONTROL LEVER

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THROTTLE CONTROL UNIT
A mechanical rod transmits the throttle control lever movement. It
connects the throttle artificial feel unit to the input lever of the throttle
control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range
-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and the potentiometer
-A pin device for rigging the resolver and potentiometers
-1 switch whose signal is dedicated to the EIU
-2 output electrical connectors
The input lever drives two gear sectors assembled face to face. Each
sector drives itself a set of one resolver and three potentiometers. The
relationship between the throttle lever angle and throttle resolver angle
(TRA) IS LINEAR AND 1 DEG.TLA = 1.9 TRA. The accuracy of the
throttle control unit (error between the input lever position and the resolver
angle) is 0.5 deg.TRA. The maximum discrepancy between the signals
generated by two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is used
for positive angles and the second quadrant for negative angles. Each
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resolver is dedicated to one FADEC channel (ECU / EEC) and receives

its electrical excitation current (6 VAC) from the related FADEC channel
(ECU / EEC)
The ECU considers a throttle resolver angle value:
- less than -47.5 deg.TRA
or
- greater than 98.8 deg.TRA as resolver position signal failure.
The ECU includes a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver
position signal.

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THROTTLE CONTROL UNIT

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ENGINE MONITORING D/O (3)

INTRODUCTION
The engine monitoring is carried out by means of the Electronic Control
Unit (ECU) and the vibration monitoring system with a display on the
ECAM.
The ECU receives engine inlet condition data from the Air Data/Inertial
Reference System (ADIRS), operational commands from the Engine
Interface Unit (EIU), and monitoring parameters from the various
dedicated engine sensors.
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INTRODUCTION

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PRIMARY PARAMETERS
The engine primary monitoring parameters displayed on the ECAM EWD
are:
- Low Pressure (LP) rotor speed indication (N1),
- Exhaust Gas Temperature (EGT) indication,
- High Pressure (HP) rotor speed indication (N2),
- Fuel Flow (FF) indication,
- thrust limit mode,
- N1 rating limit.
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PRIMARY PARAMETERS

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PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION
The N1 speed sensor is installed in the fan frame strut No.6 at the
5:00 o'clock position. It senses the LP rotor assembly rotational speed
and transmits the corresponding signals to the Engine Vibration
Monitoring Unit (EVMU) and the ECU. The N1 rotational speed
indication is shown in the ECAM EWD by a needle and a N1 digital
indication display.
The N2 speed sensor is installed at 6:30 o'clock on the Accessory
Gearbox (AGB) rear face. The N2 speed sensor detects the rotational
speed of the HP rotor assembly and transmits the signal to the EVMU
and the ECU. The N2 rotational speed is indicated in the ECAM EWD.
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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

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PRIMARY PARAMETERS (continued)
LPT SECTION PARAMETERS DESCRIPTION
The engine EGT is sensed and averaged by 9 thermocouple probes
located in the T49.5 plane of Low Pressure Turbine (LPT) stage-2
nozzle assembly. The actual engine EGT is displayed in the ECAM
EWD by a needle and an EGT digital indication.
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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION

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PRIMARY PARAMETERS (continued)
FUEL FLOW PARAMETER DESCRIPTION
The FF transmitter (XMTR) is mounted at 7 o'clock on the engine
next to the AGB and does not require an electrical power input. The
maximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). The
FF is shown in the ECAM EWD by a FF digital indication.
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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION

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SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently in the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure,
- vibration indication.
The engine secondary parameters non permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication.
Fuel used, oil quantity and vibration indications are also displayed on
the ECAM CRUISE page.
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SECONDARY PARAMETERS

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SECONDARY PARAMETERS

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SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION
The oil quantity XMTR is located in the oil tank. It is displayed on
ECAM SD.
The oil pressure XMTR is located on the lubrication unit outlet line.
It is displayed on ECAM SD.
An oil temperature sensor for the Engine Condition Monitoring (signal
to EIU) is located on the main oil pressure filter housing of the
lubrication unit, downstream of the pressure pump oil system. It is
displayed on the ECAM SD.
An oil differential pressure switch (also named oil clogging switch)
is installed on the lubrication unit. The pressure switch signal is used
by the ECAM system to generate the main oil filter clog indication
when the oil differential pressure across this filter is comprised
between 29 psig (2 bar) and 33 psig (2.28 bar).
An engine oil temperature sensor for the Integrated Drive Generator
(IDG) cooling system control (signal to ECU) is located above the oil
tank.
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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
VIBRATION PARAMETERS DESCRIPTION
The No. 1 bearing sensor is formed by an accelerometer located at
9:00 o'clock position on No. 1 and No .2 bearing support and a sensor
cable that is routed through the fan frame. The No. 1 bearing vibration
sensor permanently monitors the vibrations from No. 1 bearing and
the vibrations from LPT and High Pressure Turbine (HPT) shafts. It's
also used to the fan trim balance procedure.
The Turbine Rear Frame (TRF) vibration sensor is installed at 12
o'clock on the front flange of the TRF. The TRF vibration sensor is
used as back-up of N1 bearing accelerometer to monitor and, if
necessary, reduce the engine vibration level using the trim balance
procedure.
The aircraft EVMU uses the vibration and the rotational speed signals
to extract all the vibration signals and compute the position and the
amplitude of the unbalanced signals.
As normal vibration is depending on rotor speed, for each speed, the
EVMU processes the ratio actual value/maxi value. This ratio is
multiplied by 10 and is available on the EVMU output for display on
ECAM SD.
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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
FUEL PARAMETERS DESCRIPTION
The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber, associated with an ECAM
message only when the differential pressure across the fuel filter is
excessive.
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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

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SECONDARY PARAMETERS (continued)
NACELLE TEMPERATURE INDICATION
The nacelle temperature is monitored by a temperature probe installed
in the ventilated core compartment.
The nacelle temperature sensor can provide indication to the ECAM
SD.
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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION

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OPTIONAL PARAMETERS
The T5 sensor is an optional monitoring sensor that meters the turbine
exhaust temperature.
The P25 optional sensor measures the air pressure downstream of the
booster or the High Pressure Compressor (HPC) inlet.
PS13 is an optional sensor.
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OPTIONAL PARAMETERS

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COMBUSTION AND HPT SECTION PARAMETERS
DESCRIPTION
Tcase sensor is located between the combustion chambers and the HPT.
The T3 sensor measures the compressor discharge temperature.
The PS3 sensor meters the compressor discharge pressure.
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COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION

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ENGINE MONITORING D/O (3)

COMPRESSOR SECTION PARAMETERS DESCRIPTION
The T12 sensor is made to measure the engine intake air temperature. It
is installed on the engine fan inlet case at the 1:00 o'clock position.
The PS12 sensor measures the static pressure from the fan inlet.
The T25 sensor is located at 4:30 o'clock upstream of Variable Bleed
Valve (VBV) in the fan frame. The sensor measures the air temperature
downstream of the booster or HPC inlet.
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COMPRESSOR SECTION PARAMETERS DESCRIPTION

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THRUST REVERSER SYSTEM PRESENTATION (2)

For third defence line purposes, the Spoiler Elevator Computers (SECs)
REVERSER DESIGN have previously opened the Shut Off Valve and the hydraulic pressure
is supplied to the HCU.
The thrust reverser system is of the aerodynamic blockage type.
Then, the Engine Interface Unit (EIU) permits reverser deployment by
It consists of 4 pivoting blocker doors which stop and redirect fan
energization of the inhibition relay, so the directional valve can be opened
discharge airflow.
by the ECU.
Two doors are installed on each "C" duct.
To command the thrust reverser, the ECU needs an "A/C on ground"
Thrust reverser operation is possible on ground only.
signal supplied by the Landing Gear Control and Interface Units
HYDRAULIC SUPPLY (LGCIUs).

The thrust reverser system is hydraulically supplied by the corresponding REVERSER INDICATING
hydraulic pump on the engine.
The actual state of the thrust reverser is shown on the ECAM warning
The thrust reverser is isolated from the hydraulic supply by a Shut Off
display (REVerser indication in the middle of N1 dial).
Valve.
The signals come from the stow and deploy position switches.
ACTUATION Reverse thrust is allowed when reversers are deployed.

Each door is operated by a hydraulic actuator. MAINTENANCE PRACTICE

The actuators receive fluid from the Hydraulic Control Unit (HCU) which
To help trouble shooting, a reverser test can be performed through the
is controlled by the Electronic Control Unit (ECU).
MCDU.
Two independent latch mechanisms maintain each pivoting blocker door
For maintenance purposes or to increase A/C dispatch, the HCU is fitted
in the stowed position, one inside the actuator and the second with the
with a deactivation lever to deactivate the thrust reverser system.
door latch.
For the lock-out procedure, four lock-out bolts should also be installed.
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The door latches are hydraulically released in series at the beginning of

the deploy sequence.
WARNING: The thrust reverser system should be deactivated using the
REVERSER CONTROL HCU lever, before working on the system or on the engine.
If not, the thrust reverser can accidentally operate and cause
Basically the thrust reverser system is controlled through the ECU from serious injuries to personnel and/or damage to the reverser.
the two reverser latching levers located on the throttle control levers.
The HCU has a pressurizing valve and a directional valve to select deploy
or stow mode.
The directional valve is operated to deploy only.

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REVERSER DESIGN ... MAINTENANCE PRACTICE

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REVERSER DESIGN ... MAINTENANCE PRACTICE

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THRUST REVERSER MANAGEMENT (3)

GENERAL
The thrust reverser system is controlled independently for each engine
by the associated Full Authority Digital Engine Control (FADEC) system.

THRUST REVERSER ACTUATION

The hydraulic power required for the actuators is supplied by the normal
A/C hydraulic system:
- green system for engine 1,
- yellow system for engine 2.
A Shut Off Valve (SOV) located upstream of the Hydraulic Control Unit
(HCU) provides an independently controlled locking system.
Each channel of the Electronic Control Unit (ECU) controls and monitors
solenoid valves in the HCU. The HCU provides hydraulic pressure for
unlocking, deploying, stowing and locking of the actuators and latches
of the pivoting doors.
The HCU includes a pressurizing valve, a pressure switch and a directional
valve which is controlled through the inhibition relay.
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GENERAL & THRUST REVERSER ACTUATION

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THRUST REVERSER MANAGEMENT (3)

THRUST REVERSER CONTROL THRUST REVERSER INDICATION
When the reverse thrust is selected in the cockpit, the following sequence The thrust reverser operating sequences are displayed in the cockpit on
occurs: the EWD.
- When the potentiometers detect a Throttle Lever Angle (TLA) lower An amber REV indication appears on the N1 indicator when the doors
than -3º, the SOV opens if the altitude is less than 6 feet and if high are in transit. It becomes green when the doors are deployed.
forward thrust is not selected on the opposite engine. Then the HCU is
supplied hydraulically.
The SOV is controlled open by the Spoiler Elevator Computers (SECs)
through the static and power relays.
- When the switch of the throttle control unit detects a TLA < -3.8º, the
Engine Interface Unit (EIU) energizes the inhibition relay.
The ECU energizes the pressurizing valve solenoid in the HCU. A
Pressure Switch in the HCU gives a feedback signal to the ECU. The
four actuators are initially pressurized on the rod side of the pistons
keeping the doors in the stowed position.
- When the A/C is on ground with engines running (N2 condition) and
the resolvers detect a TLA < -4.3º, the ECU controls the thrust reverser
operation through the HCU.
The ECU energizes the solenoid of the directional valve. The four
hydraulic latches at the pivoting door open sequentially. Only when all
four latches are open the hydraulic pressure pushes on the head side of
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the hydraulic actuators. The pivoting doors open.

When reverse thrust operation is no longer selected from the cockpit the
ECU controls the pivoting doors to move to the stow position by
energizing the pressurizing valve solenoid while the directional valve
solenoid remains de-energized.
The stow and deploy switches are used to monitor the pivoting door
position and for ECU control.

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THRUST REVERSER CONTROL & THRUST REVERSER INDICATION

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THRUST REVERSER CONTROL & THRUST REVERSER INDICATION

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THRUST REVERSER CONTROL & THRUST REVERSER INDICATION

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THRUST REVERSER MANAGEMENT (3)

CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces with the EIU
to provide thrust reverser fault diagnostics.
For maintenance purposes, a thrust reverser test can be performed through
the MCDU menus.
During this test, the Centralized Fault Display and Interface Unit (CFDIU)
simulates engine running (N2 condition) to permit the thrust reverser
deployment.
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CFDS INTERFACE

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THRUST REVERSER SYSTEM D/O (3)

GENERAL
The thrust reverser system is hydraulically actuated by the related
hydraulic pump on the engine (yellow system for ENG 2, green system
for ENG 1) via an isolation Shut Off Valve (SOV).
The Hydraulic Control Unit (HCU) includes:
- a pressurizing solenoid valve with a mechanical inhibition system,
- a directional solenoid valve,
- a pressure switch,
- a flow limiter,
- a filter and clogging indicator,
- a bleed valve.
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GENERAL

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THRUST REVERSER SYSTEM D/O (3)

DEPLOY SEQUENCE
SELECTION AND SYSTEM PRESSURIZING
When the reverse thrust is selected in the cockpit, the SOV is
independently open following the third defense line logic then, the
Electronic Control Unit (ECU) energizes the solenoid of the
pressurizing valve.
The High Pressure (HP) is routed to the hydraulic actuator rods and
the pressure detector indicates to the ECU that the system is
pressurized.
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DEPLOY SEQUENCE - SELECTION AND SYSTEM PRESSURIZING

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THRUST REVERSER SYSTEM D/O (3)

DEPLOY SEQUENCE (continued)
LATCHES UNLOCKING AND ACTUATORS SUPPLYING
Then the ECU also energizes the solenoid of the directional valve.
Therefore, the four latches, mounted in line, are hydraulically
unlocked. When the last latch is open the pressure return drives the
directional valve.
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DEPLOY SEQUENCE - LATCHES UNLOCKING AND ACTUATORS SUPPLYING

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THRUST REVERSER SYSTEM D/O (3)

DEPLOY SEQUENCE (continued)
REVERSER INDICATION
Then the directional valve supplies the head chamber of the actuators.
The pressures in the rod and head chambers are equal but the difference
in surface between the head side and the rod side enables the
movement of the actuators.
As soon as one pivoting door is at more than 1 % of its angular travel,
its stow switch sends a signal to the ECU.
The amber reverser indication is displayed on the ECAM during the
transit.
When each pivoting door overshoots 95 % of its travel, the deploy
switches are closed and the ECU receives the "deployed doors"
information.
On the ECAM, the REV indication changes to green.
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DEPLOY SEQUENCE - REVERSER INDICATION

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THRUST REVERSER SYSTEM D/O (3)

DEPLOY SEQUENCE (continued)
DEPLOY SEQUENCE - DOOR DEPLOYED
The ECU de-energizes the pressurizing valve solenoid.
The pivoting doors are aerodynamically maintained at 100 % of their
travel.
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DEPLOY SEQUENCE - DEPLOY SEQUENCE - DOOR DEPLOYED

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THRUST REVERSER SYSTEM D/O (3)

STOW SEQUENCE
SELECTION
When stowing of pivoting doors is selected, the ECU makes sure that
stowing conditions are achieved.
In this case the pressurizing valve solenoid is energized and the
directional valve solenoid is de-energized.
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STOW SEQUENCE - SELECTION

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THRUST REVERSER SYSTEM D/O (3)

STOW SEQUENCE (continued)
REVERSER INDICATION
When one door is at less than 95 % of its travel, the REV indication
changes to amber.
When all pivoting doors are at less than one percent of their stowed
position, they actuate stow switches which sends the stowed door
information to the ECU.
The REV indication disappears.
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STOW SEQUENCE - REVERSER INDICATION

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THRUST REVERSER SYSTEM D/O (3)

STOW SEQUENCE (continued)
ELECTRICAL SUPPLY CUT OFF
When the four pivoting doors are stowed, the ECU removes the
pressurizing valve solenoid electrical supply, then the SOV is
independently closed following the third defense line logic.
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STOW SEQUENCE - ELECTRICAL SUPPLY CUT OFF

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OIL SYSTEM D/O (3)

GENERAL
The engine oil system includes:
- a supply circuit,
- a scavenge circuit,
- a vent circuit.
It lubricates and cools the bearings of the forward and aft sumps. It also
lubricates and cools bearings and gears in the transfer and accessory
gearboxes.
The oil system is a "dry sump" full flow system.
A single pressure pump and four scavenge pumps of gerotor type are
located in a single lubrication unit.
The major components of the oil system are the oil tank, the lubrication
unit, the servo fuel heater and the main oil/fuel heat exchanger.
The detectors and sensors shown on the schematic give indicating and
monitoring.
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GENERAL

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OIL SYSTEM D/O (3)

OIL SUPPLY
The oil from the tank flows through the supply pump and the main filter,
or through the back up filter in case of main filter clogging.
The supply pump pressure is not controlled, but the oil output flow is,
by design, always greater than the lubrication requirements.
A pressure relief valve bypasses part of the output flow to protect the
supply pump against abnormal output pressure build-up.
If the main filter becomes clogged, a clog switch sends a signal to the
ECAM, a bypass valve opens and the oil flows through the backup filter.
The oil flows to the forward and aft sumps, and to the accessory and
transfer gearboxes.
The anti-siphon device prevents oil from draining by gravity from the
tank through the pump into the gearbox after engine shutdown. It uses
air from the forward sump.
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OIL SUPPLY

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OIL SUPPLY

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OIL SYSTEM D/O (3)

OIL SCAVENGE
The scavenge oil from the forward, aft sumps, and the transfer and
accessory gearboxes is sucked by four scavenge pumps. A strainer protects
each pump.
The scavenge oil then flows through a master chip detector, then is cooled
through the servo fuel heater and the main oil/fuel heat exchanger before
returning to the oil tank.
For ground inspection, the master chip detector, which is of an electrical
type, has a visual indicator (pop-out) operated in case of metal particles
contamination.
For trouble-shooting, a maintenance kit of 4 chip detectors may be
installed on the lower part of the lubrication unit.
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OIL SCAVENGE

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OIL SYSTEM D/O (3)

OIL VENT
The venting system is in charge of connecting sumps for oil vapor
collection and sumps pressure balance.
The air mixed with the scavenge oil is separated in the tank by a de-aerator
and vented to the forward sump through the transfer gearbox and radial
drive shaft.
The sumps are connected together by a center vent tube that vents to the
outside air by the engine exhaust plug through a flame arrestor.
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OIL VENT

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OIL SYSTEM D/O (3)

OIL VENT (continued)
LUBRICATION UNIT INTERFACE
The lubrication unit gives the lubrication functions.
The lubrication unit supplies oil under the required pressure for
lubrication of the engine bearings and gears, for scavenge of the oil
after lubrication and when the oil goes back to the tank.
But, before the oil goes back to the tank, the scavenged oil from the
engine sumps circulates, successively, through:
- The 4 scavenge screens (in the lubrication unit housing) which give
a first and coarse filtration of the oil scavenged from the AGB, the
engine forward bearing sump, the TGB and the engine aft bearing
sump,
- The master magnetic chip detector (on the lubrication unit) through
which circulates the total scavenged oil flow.
The lubrication unit is installed on the right-hand side of the AGB
front face.
The lubrication unit has a single housing containing the following
items:
- Five positive displacement pumps (one oil supply and 4 scavenge
pumps),
- One oil temperature sensor,
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- One clogging indicator transmitter (oil filter differential pressure

switch) which sends to the cockpit a warning about main oil filter
clogging, if this occurs during engine operation,
- One bypass valve for the main oil supply filter,
- One master magnetic chip detector (MCD) to detect the
contamination of the engine oil system by magnetic chips/particles
and connected to a master chip detector indicator.

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OIL VENT - LUBRICATION UNIT INTERFACE

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OIL SYSTEM D/O (3)

APPROVED OILS
The engine shall be serviced only with approved oils listed in Aircraft
Maintenance Manual (AMM) chapter 20.
There are no incompatibilities among same oil type. However intermixing
among different brands should be avoided.
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APPROVED OILS

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

OPENING OF THE ENGINE FAN COWL DOORS
Before working on the Engine, safety precautions have to be taken in the
Cockpit.
On Panel 115 VU, put a warning notice to tell people not to start the
Engines.
On the Overhead Panel, panel 50 VU, make sure that the ON legend from
the FADEC Ground Power switch is off and install a warning notice.

CAUTION: Caution: Do not attempt to open the fan Cowl doors if the
wind speed is higher than 96 Km/H (60 MPH).
First, unlock the three latches on the engine center Line and start with
the rear latch.
For each latch, push the snaper and release the handle.
Lift and support the door by hand.
Two hold open rods are located inside the Fan Cowl door.
Move the lock rings to release the hold open rods from the stow brackets.
Extend the hold open rods and make sure that the red unlocking ring has
disappeared after extension of the hold open rod.
Extend the hold open rods to hold the doors open at either the 40-degree
or 55-degree position.
Attach the hold open rods to the attach brackets on the engine case.
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The second half is open in the same way.

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OPENING OF THE ENGINE FAN COWL DOORS

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

and between half doors during opening and closing of the
OPENING OF THE ENGINE THRUST REVERSER COWL reverser.
DOORS When the door is open, remove the quick release pin that attaches the
hold open rod to the upper bracket.
CAUTION: Caution: Do not attempt to open the Thrust Reverser Doors Move the hold-open rod from the upper bracket and attach it with the
if the wind speed is more than 40 knots. quick release pin to the bracket of the door forward frame.
First deactivate the thrust reverser system:
Push and hold the hydraulic control unit (HCU) lever to the forward WARNING: Warning: You must hold each half door open with the hold
frame and install the safety pin to put the thrust reverser system out of open rod to prevent serious injury due to accidental closure.
operation. Release the pressure on the hydraulic pump and let the fluid from the
actuator drain back into the hydraulic pump reservoir. Wait approximately
NOTE: Note: To lock the hydraulic control unit for maintenance, use one minute before removing the hydraulic pump flexible hose from the
a lock out pin with "red remove before flight flag" and NOT quick disconnect on the hydraulic junction point.
the HCU quick release pin.
Note: Before connecting the hydraulic hand pump, read the
instruction written on the safety plate located nearby the quick
disconnect of each thrust reverser half
On the engine center line, release the four latches.
Push the snap to free the latch handle, then pull down on the latch handle
to disengage the latch hook from its attachment point.

CAUTION: Caution: Do not use a hydraulic Hand pump with a flow

rate higher than the Aircraft Maintenance Manual maximum
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limit and make sure the hydraulic hand pump is filled with
the correct oil type.
Remove the dust cover from the quick disconnect and connect the hand
pump.
Make sure that the quick disconnect flexible hose tube is correctly
connected to the hydraulic junction box.
Operate the hand pump to pressurize the opening actuator until the
reverser half reaches the 35° position.

WARNING: Warning: Sudden closure of half doors can cause serious

injury to personnel. All personnel must be clear from under
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Open the relief valve on the hand pump to let the thrust reverser door
CLOSING OF THE ENGINE THRUST REVERSER COWL close.
DOORS Push the thrust reverser doors together to engage the door latches.
Make sure that the latch hooks on the right thrust reverser door are
Inspect the J-Ring on the forward of the thrust reverser and the V-Groove
correctly engaged in the stirrups (eyebolts) on the left thrust reverser
circumference on the engine to make sure there is no excessive grease
door.
or dirt. Apply a thin coating of grease to the J-Ring and the V-Groove.
Push each latch handle closed until it snaps over-center and the handle
Remove the cap from the quick disconnect on the junction box.
stays in the thrust reverser door slots.
Depressurize the hydraulic pump and let the fluid from the actuator drain
CAUTION: Caution:
back into the hydraulic pump reservoir. Wait approximately one minute
Do not use a hydraulic hand pump with a flow rate higher
before removing the hydraulic pump flexible hose from the quick
than the aircraft maintenance manual maximum limit and
disconnect on the hydraulic junction point.
make sure the hydraulic hand pump is filled with the correct
Disconnect the hose of the hand pump from the quick disconnect on the
oil type.
hydraulic junction box.
Connect the flexible hose of the Hand Pump to the thrust reverser door
Put the cap back on the quick disconnect.
quick disconnect on the hydraulic junction box.
Make the thrust reverser serviceable after maintenance by removing of
NOTE: Note: Two hand pumps should be used, one for each side the lockout pin from the hydraulic control unit (HCU) OFF position and
Operate the hand pump to pressurize the opening actuator and to take the moving the hydraulic control lever to the aft, HCU not locked position.
load off the hold open rod. Make sure that the work area is clean and clear of tools or other items
Disconnect the quick release pin from the bracket of the forward frame before removal of the access platform.
Attach the hold-open rod to the upper or lower bracket on the adapter
ring assembly with the quick release pin.
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CAUTION: Caution:
Install the quick release pin with the head facing outwards
to prevent damage.
Make sure the ring on the quick release pin is down. The
ring rubs on the tubes. If the ring is not down it can rub on
the tubes and cause damage.
Make sure while closing the reverser cowl that the cable
that attaches the quick release pins (upper and lower) of the
hold open rod is not trapped between the v-groove and j-ring
or damage may occur to both parts.

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CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS

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CLOSING OF THE ENGINE FAN COWL DOORS
Support the weight of the fan cowl door.
Move the attachment lock on the rod assembly to release the hold-open
rods from the attachment brackets on the engine.
Move the hold-open rod assembly away from the engine case.
Press the release lever and retract the hold-open rod assembly until the
minimum extension is reached.
Attach the hold-open rods to the slow brackets located on the fan cowl
door.
Make sure they lock into place on the attach brackets.
Lower the fan cowl door slowly and press them together to engage the
door latches.
Close the latches and start with the front latch. Move to the middle latch
and than to the rear latch.
Make sure that all the latch handles stay in the fan cowl slots and are
aligned with the adjacent fan cowl surface.
Note: All the latches must be latched when the fan cowls are closed.
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CLOSING OF THE ENGINE FAN COWL DOORS

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

FAN COWL LATCHES
The fan cowl door is latched by three adjustable tension latches.
Each latch assembly consists of a snap, a handle and a hook.
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FAN COWL LATCHES

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

FAN COWL HOLD OPEN RODS
Two hold open rods, stored on the fan cowl doors, are extended then
attached to the fan case to hold the doors.
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FAN COWL HOLD OPEN RODS

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

THRUST REVERSER COWL LATCHES
Four adjustable tension latches are provided on the thrust reverser cowling
assembly.
Each latch is unlocked by pushing a snap on its handle to disengage the
corresponding hook from its bracket.
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THRUST REVERSER COWL LATCHES

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INSTRUCTION PLATE
Beside each quick disconnect for the hand pump, an instruction plate is
installed to warn against extension of slats during thrust reverser cowl
door opening.
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INSTRUCTION PLATE

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

THRUST REVERSER COWL QUICK DISCONNECT
Each thrust reverser cowl door is fitted with a quick disconnect to connect
a hand pump.
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THRUST REVERSER COWL QUICK DISCONNECT

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

THRUST REVERSER COWL OPENING ACTUATOR
To open each thrust reverser cowl door, an actuator is extended by
hydraulic pressure from the hand pump.
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THRUST REVERSER COWL OPENING ACTUATOR

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OPENING & CLOSING OF ENGINE COWL DOORS (2)

THRUST REVERSER COWL HOLD OPEN ROD
Only one hold open rod keeps each thrust reverser cowl door in the open
position.
The hold open rod is stored on the fan case then extended and attached
to the thrust reverser cowl door.
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THRUST REVERSER COWL HOLD OPEN ROD

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THRUST REVERSER DEACTIVATION & LOCKOUT (2)

"DPLSTW SW, J5/J6, ECU"
THRUST REVERSER DEACTIVATION AND LOCKOUT "EIU, HCU or TR LOCK, TR ACT"
"HCU (TRPV), HYD or HCU, TRSOV, HYD"
This procedure is carried out when a fault occurs on the thrust reverser
Remove the screw that attaches the lockout fairing to the pivoting blocker
system which can not be repaired for the next flight. Deactivation and
door.
lockout devices are therefore provided to secure the pivoting doors in
Remove the bolt that attaches the lock-plate from the stowage bracket
their stowed position when an aircraft has to be dispatched with an
and remove the lock-plate.
inoperative thrust reverser.
Remove the lockout bolt from the stowage bracket.
Before working on the engine safety precautions have to be taken in the
Install the lockout bolt on the pivoting blocker door and torque it correctly
cockpit.
in accordance to the values mentioned in the AMM.
On Panel 115 VU put a warning notice to tell people not to start the
Put the lock-plate over the lockout bolt and install the smaller bolt. Torque
engines.
it correctly in accordance to the values in the AMM.
On the Overhead Panel, panel 50 VU, make sure that the on legend from
Attach the lockout fairing to the stowage bracket and torque the screw
the FADEC Ground Power switch is off and install a warning notice.
correctly in accordance to the values in the AMM.
Open the fan cowl doors and put the access platform into position
Repeat this procedure with all pivoting blocker doors at the related engine
Make the Thrust reverser unserviceable by removing the quick release
Make sure that the working area is clean and clear of tools. Remove the
pin from the stowage position on the HCU, move the inhibition lever to
access platform and close the fan cowl doors.
the OFF position and insert the quick release pin.
Remove the warning notices in the cockpit.
Do an operational test of the thrust reverser system with the CFDS in
Do a FADEC ground test (engine non motoring). Make sure that the
accordance to the AMM.
following fault messages are not shown :
Energize the related ECU with the FADEC Ground Power Pushbutton
"DEPL SW, J5/J6, ECU"
Switch on panel 50VU.
"STOW SW, J5/J6, ECU"
Get access to the CFDS System Report Test, select next page and select
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"DPLSTW SW, J5/J6, ECU"

the line key next to engine. Select the line key related to the FADEC 1A
In the cockpit install a warning notice to show that the thrust reverser is
or 1B menu to get access to the System Test and Reverser Test menu.
inoperative. Make an entry into the logbook.
Obey the cautions and warnings in the AMM and on the MCDU before
This completes the Thrust Reverser deactivation procedure for flight
you start the Reverser Test to prevent any injury to personnel or damage
operation.
to equipment.
Make sure that the green or amber REV indication does not appear in the
N1 indication on the engine and warning display. Check that the ECAM
warning Engine 1 or Engine 2 reverser fault appears. Make sure that none
of the following messages appear on the test report after the test :
"DEPL SW, J5/J6, ECU"
"STOW SW, J5/J6, ECU"
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THRUST REVERSER DEACTIVATION AND LOCKOUT

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THRUST REVERSER DEACTIVATION & LOCKOUT (2)

THRUST REVERSER DEACTIVATION LEVER
To deactivate the thrust reverser system, the safety pin is installed to hold
the deactivation lever in the inhibition position.
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THRUST REVERSER DEACTIVATION LEVER

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THRUST REVERSER DEACTIVATION & LOCKOUT (2)

THRUST REVERSER LOCKOUT BOLTS STORAGE
To lockout the pivoting doors, special lockout bolts and red lock plates
are stored on a storage bracket located on the lower forward face of the
right thrust reverser cowl door.
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THRUST REVERSER LOCKOUT BOLTS STORAGE

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THRUST REVERSER DEACTIVATION & LOCKOUT (2)

THRUST REVERSER LOCKOUT FAIRING
On each pivoting door a lockout fairing is removed to install lockout
bolts in the lockout position.
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THRUST REVERSER LOCKOUT FAIRING

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THRUST REVERSER DEACTIVATION & LOCKOUT (2)

THRUST REVERSER LOCKOUT BOLTS INSTALLATION
The lockout bolts are installed and secured by lock plates to attach the
pivoting doors to the structure of the thrust reverser cowl doors.
The lockout fairing plates and screws are stored on the storage bracket
instead of the lockout bolts and red lock plates.
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THRUST REVERSER LOCKOUT BOLTS INSTALLATION

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

ENGINE OIL SERVICING

CAUTION: Caution: The engine should be shut down for at least 5

minutes prior to oil servicing. This allows the residual
pressure in the oil tank to decrease. If you open the filler
cap when there is pressure in the tank the hot oil can spray
out and burn you.
- Open engine oil service door on left fan cowl,
- Check oil level on the sight gage on the oil tank,
- Raise filler cap handle to vertical (Unlocked position),
- Push down and turn the oil filler cap counterclockwise to remove,
- Add oil as necessary up to the FULL mark on the sight gage,
- Install oil filler cap - make sure to LOCK the cap.

NOTE: Note: It is also possible to Pressure Fill the engine oil. Two
ports are installed on the oil tank, one for pressure and one for
overflow. See AMM for procedure.
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ENGINE OIL SERVICING

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

IDG OIL LEVEL: VIEWER DOOR (OPTIONAL)
A viewing door is installed in the forward lower section of the right fan
cowl door. The viewing door provides access to do a check of the IDG
oil level without opening the fan cowl door. The door has quick release
fasteners for easy access and a landyard to hold the door when it is open.
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IDG OIL LEVEL: VIEWER DOOR (OPTIONAL)

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MASTER CHIP DETECTOR CHECK
There is a red pop-out indicator visible from the oil-servicing door. If
extended, this indicates that the Electrical Master Chip Detector (EMCD)
is contaminated and the probe should be checked. To reset the red pop-out
indicator, if necessary (depending on SB status of engine), remove the
transparent cap and push in the clogging indicator with the thumb.
The EMCD probe is located on the lubrication unit and is made up of
two magnets separated by a gap. The probe will collect any magnetic
particles in the oil system. If the particle contamination closes the gap
between the magnets an electrical signal is generated to extend the pop-out
indicator. To check for contamination, remove the probe as follows:
- Open the left fan cowl,
- At the same time, push and turn the EMCD plug ¼ turn
counterclockwise,
- Disengage the EMCD from its housing,
- Check the AMM for examples of NORMAL and ABNORMAL
contamination,
- Clean the EMCD,
- Replace o-ring if necessary and re-install - check that the RED marks
are aligned.
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MASTER CHIP DETECTOR CHECK

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION
FUEL FILTER CLOGGING
In case of a failure of the FUEL CLOG warning on ECAM, the aircraft
may be dispatched per MEL as long as the fuel filter is changed once
each day. The filter housing is part of the fuel pump assembly located
on the accessory gearbox LH side. Procedure:
- FADEC GND PWR selected OFF,
- Open LH fan cowl,
- Drain residual fuel using drain plug,
- Open filter cover to remove and replace fuel filter element and
o-rings,
- Re-install filter cover; check AMM for correct torque value for filter
cover bolts,
- Perform minimum idle check for leaks,
- Close fan cowl.
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MEL/DEACTIVATION - FUEL FILTER CLOGGING

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION (continued)
T/R DEACTIVATION AND LOCKOUT
Per the MEL, one or both Thrust Reversers may be deactivated in the
STOWED position for dispatch. The deactivation procedure has two
parts. First, the Hydraulic Control Unit (HCU) is deactivated. Moving
the deactivation lever to the inhibit position prevents the pressurizing
valve from supplying hydraulic pressure to the reverser actuators. In
the second part of the deactivation procedure, each pivoting door is
secured (bolted) to the reverser structure preventing any movement.
To lockout the pivoting doors, special lockout bolts and red lock plates
are stored on a storage bracket located on the lower forward face of
the right thrust reverser cowl door. On each pivoting door a lockout
fairing is removed to install lockout bolts in the lockout position. The
lockout bolts are installed and secured by lock plates to attach the
pivoting doors to the structure of the thrust reverser cowl doors. The
lockout fairing plates and screws are stored on the storage bracket
instead of the lockout bolts and red lock plates.
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MEL/DEACTIVATION - T/R DEACTIVATION AND LOCKOUT

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MEL/DEACTIVATION - T/R DEACTIVATION AND LOCKOUT

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION (continued)
OIL FILTER CLOGGING
In case of a failure of the OIL CLOG warning on ECAM, the aircraft
may be dispatched per MEL as long as the scavenge filter is changed
once each day. The filter housing lubrication unit located on the
accessory gearbox LH side. Procedure:
- FADEC GND PWR selected OFF,
- Open LH fan cowl,
- Drain residual oil using drain plug,
- Open filter cover to remove and replace oil filter element and o-rings,
- Re-install filter cover, Check AMM/MEL for correct torque value
for filter cover bolts,
- Check ECMD for contamination,
- Perform minimum idle check for leaks,
- Close fan cowl.
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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MEL/DEACTIVATION (continued)
START VALVE MANUAL OPERATION
In case of an electrical failure of the start valve, the valve may be
operated manually to start the engine. The aircraft may be dispatched
per the MEL with the valve INOP closed.

NOTE: Note: Do not operate the valve unless the starter system is
pressurized. Damage to the valve can occur.
- Open the start valve access door on the RH cowl,
- Establish communications with the cockpit (Interphone jack on
engine inlet cowl),
- On command from the cockpit, move start valve manual handle to
the OPEN position,

NOTE: Note: Make sure you maintain pressure against the spring
tension to keep the valve open.
- After engine start, on command from the cockpit, move start valve
manual handle to CLOSED. Make sure that the start valve is fully
closed.
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MEL/DEACTIVATION - START VALVE MANUAL OPERATION

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

MAINTENANCE TIPS
The engine and pylon drain system is designed to collect fuel, oil, water
and hydraulic fluid from engine systems and accessories and discharge
them overboard through the engine drain mast and the pylon drain tubes.
For troubleshooting and leak isolation a drain collector is installed on
the accessory gearbox. The drain collector supplies the drain manifold
module, which supports the drain mast. The drain mast also has separate
drains for additional leak isolation. The pylon drain tubes collect fluids
from individual pylon chambers, also for leak isolation.
If fluid leaks are found during transit operations, the AMM (ATA 70-00
& ATA 29-00) lists maximum permitted leakage limits for the drain
system. There are limits for STATIC (engine not running) and DYNAMIC
(engine running) conditions. Here are some examples of leakage limits
for dispatch. See the AMM for complete list.

NOTE: In the case of extreme cold weather condition (Outside Air

Temperature (OAT) <- 20 deg.C (- 4 deg.F), fuel leaks from
the drain mast may occur on a non-running engine and during
engine start. This leakage is
expected to stop after a 5 minute warm-up at minimum idle.
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MAINTENANCE TIPS

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POWER PLANT SYSTEM LINE MAINTENANCE (2)

ENVIRONMENTAL PRECAUTIONS
Do not discharge products such as oil, fuel, solvent, lubricant either in
trash bins, soil or into the water network (drains, gutters, rain water, waste
water, etc...).
Sort waste fluids and use specific waste disposal containers.
Each product must be stored in an appropriate and specific cabinet or
room such as a fire-resistant and sealed cupboard.
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ENVIRONMENTAL PRECAUTIONS

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

MANUAL DEPLOYMENT OF THE PIVOTING BLOCKER
DOOR
Before working on the engine safety precautions have to be taken in the
cockpit. On panel 115VU put a warning notice to tell people not to start
the engines. On the overhead panel, panel 50VU make sure that the ON
legend from the FADEC ground power switch is off and install a warning
notice.
Open the Fan Cowl Doors and deactivate the Thrust Reverser System.
To enable the manual unlocking of the hydraulic latch a part of the thermal
blankets has to be removed.
Turn the Dzus (pronounced Zooss) fastener on the thermal blanket to
loosen it and remove the blanket from the related blocker door latch.
Turn the manual unlock shaft on the blocker door latch to the unlock
position, using a 5/16 in spanner.
The manual unlock shaft can be accessed through a slot on the blocker
door latch.
Pull on the door to make sure that it can not be opened yet. The lock
inside of the actuator prevents the opening of the door. If the door opens
replace the actuator.
To unlock the hydraulic actuator turn the manual unlock square on the
actuator to the unlock position, using a spanner.
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Now the hydraulic latch and actuator are released and the pivoting blocker
door opens.
Open the blocker door by manually pulling on the edge.

CAUTION: To prevent damage, do not push on the stow switch lever

when the blocker door is open.
For safety reasons install a safety sleeve on the hydraulic actuator rod of
the deployed door.
Once the door is open and secured maintenance tasks are allowed.
This completes the manual opening procedure.

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MANUAL DEPLOYMENT OF THE PIVOTING BLOCKER DOOR

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

MANUAL STOWING OF THE PIVOTING BLOCKER DOOR
Before closing the blocker door obey all safety precautions in accordance
to the Aircraft Maintenance Manual and make sure that the Thrust
Reverser System is deactivated at the Hydraulic Control Unit.
Remove the safety sleeve from the blocker door actuator.
Now push in on the blocker door until you hear the latch engaging and
make sure that the blocker door is flush with the Thrust Reverser Cowl
Structure.
Maintenance Tip: Use one of the pivoting blocker door lock out bolts, if
you are not able to push the door completely into the closed and locked
position with your hands.
Remove the lock out fairing from the pivoting blocker door.
Insert the lock out bolt and tightened it until you hear the blocker door
latch lock. Make sure that the blocker door is flush with the Thrust
Reverser Cowl Structure and remove the lock out bolt.
After removal of lock out bolt, re-install the lock out fairing and torque
it in accordance to the values given in the AMM. Re-install the lock out
bolt into the bracket position and torque it in accordance to the AMM.
Put the thermal blanket on the blocker door latch. Turn the Dzus fastener
on the blanket ¼ turn to lock it.
Make the Thrust Reverser serviceable in accordance to the AMM. Make
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sure that the work area is clear of tools and other items. Close the Fan
Cowl doors and remove the warning notices in the cockpit.
This completes the manual stowing procedure of the pivoting blocker
door.

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MANUAL STOWING OF THE PIVOTING BLOCKER DOOR

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

THRUST REVERSER DEACTIVATION LEVER
For safety reasons the thrust reverser system must be deactivated using
the HCU de-activation lever before manual operation.
Use a safety pin with a streamer to indicate the reverser as unserviceable.
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THRUST REVERSER DEACTIVATION LEVER

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

HYDRAULIC LATCH MANUAL UNLOCKING
On each hydraulic latch, a manual unlocking knob is provided to manually
release the hook from its pivoting door.
Use a conventional open-ended 5/16 inch wrench.
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HYDRAULIC LATCH MANUAL UNLOCKING

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

HYDRAULIC ACTUATOR MANUAL UNLOCKING
SQUARE
To open a pivoting door, a manual unlocking square is fitted on each
hydraulic actuator to release the actuator claw device.
Use a conventional open-ended 3/8 inch wrench.
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HYDRAULIC ACTUATOR MANUAL UNLOCKING SQUARE

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MANUAL OPERATION OF T/R PIVOTING DOOR (3)

SAFETY SLEEVE INSTALLATION
When the pivoting door is open, a safety sleeve must be installed to secure
it in the open position.
During the manual closing sequence, the latch and actuator are
mechanically locked.
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SAFETY SLEEVE INSTALLATION

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

PRECAUTIONS
Make sure that you have the correct fire fighting equipment available
before you start any task on the fuel system.
Make sure that the landing gear safety-locks and the wheel chocks are
in position.
Put the safety devices and the warning notices in position before you start
any task on or near:
- the flight controls,
- the flight control surfaces,
- the landing gear and the associated doors,
- or any component that moves.
Make sure that all the circuits in maintenance are isolated before you
supply electrical power to the aircraft.
Make sure that the ENG MASTER control switch is OFF, slats are
retracted and the appropriate circuit breakers are open.
Note that before removing the engine, the electrical, fuel, hydraulic and
pneumatic connections must be disconnected from the pylon interface
panel and ducts.
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PRECAUTIONS

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE INTERFACES
Engine interfaces on the engine LH side are:
- fluid disconnect panel: fuel, hydraulics,
- thrust reverser electrical junction box: on the LH thrust reverser cowl
door,
- pneumatic system coupling: in engine FWD mount zone.
Engine interfaces on the engine RH side are:
- core electrical junction box,
- fan electrical connector panel: including Integrated Drive Generator
(IDG) harness connector,
- thrust reverser Hydraulic Control Unit (HCU) harness connectors: on
the RH thrust reverser cowl door,
- starter duct coupling.
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ENGINE INTERFACES

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

HOLD OPEN COWL BRACE INSTALLATION
To support the fan and thrust reverser cowls, during engine removal or
installation, special braces are installed.
This enables the engine to be changed under the wing without removing
the fan cowls and the thrust reverser cowl doors.
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HOLD OPEN COWL BRACE INSTALLATION

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE REMOVAL AND INSTALLATION SYSTEMS
Equipment used for engine removal or installation is:
bootstraps installed on the forward mount and rear part of the pylon.
Four dynamometers and chain pulley blocks are installed at the end of
the bootstraps to ensure the correct tension during engine removal or
installation.
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ENGINE REMOVAL AND INSTALLATION SYSTEMS

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE CRADLE AND TROLLEY
The engine cradle and trolley are two associated tools, which let the
engine to be removed and carried.
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ENGINE CRADLE AND TROLLEY

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE HYDRAULIC POSITIONER
The engine hydraulic positioner is a special hydraulic trolley, which
supplies easy positioning and engine installation.
For engine transportation, the same cradle can be transferred from the
engine hydraulic positioner to a standard trolley.
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ENGINE HYDRAULIC POSITIONER

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE PRESERVATION
The preservation procedures protect the CFM56 engine against corrosion,
liquid and debris entering the engine, and atmospheric conditions during
periods of storage, and inactivity. This includes installed engines on
inoperative aircraft or engines not to be operated for more than 30 days.
The procedure recommended for preservation of the engine will vary
depending upon the duration of inactivity, the type of preservation used,
and if the engine is operable or non-operable.

NOTE: engines that can be started are considered operable. Engines

that for any reason cannot be started are considered
non-operable.
The preservation procedure to be used is based upon the following
schedule: up to 30 days, up to 90 days, between 30 to 365 days,
preservation renewal requirements, procedure for exceeded long term
preservation and de-preservation. See Aircraft Maintenance Manual
(AMM) for specific storage requests.
Before a preservation procedure some cautions must be observed.

CAUTION: if engine was ferried or subjected to an In-Flight Shutdown,

engine must be dried out and re-lubricated within 24 hours
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as per dry out procedure of this section.

CAUTION: under no circumstances shall preservative oil or equivalent

be sprayed into the engine inlet, core compressor or turbine,
or engine exhaust. Dirt particles on wet blades and vanes
may adversely affect engine performance during subsequent
operation.

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ENGINE PRESERVATION

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

PRESERVATION RENEWAL REQUIREMENTS
You can refer to the AMM for preservation renewal requirements for
operable and non operable engines.
To exceed long-term preservation, refer to your CFM International
(CFMI) representative.
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PRESERVATION RENEWAL REQUIREMENTS

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ENGINE REMOVAL AND INSTALLATION OVERVIEW (3)

ENGINE DEPRESERVATION
Remove all moisture barrier material, seals, caps, cover, etc., as
applicable, from the engine.
Connect fuel supply, reconnect oil supply and scavenge lines if applicable
and drain the oil tank.
Drain accessory drive assembly.
Fill the oil tank.
Do a wet motoring of the engine.
Do one or more dry motoring operations to remove the remaining fuel.
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ENGINE DEPRESERVATION

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 AIRBUS S.A.S.
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REFERENCE UCC11021
FEBRUARY 2011
PRINTED IN FRANCE
AIRBUS S.A.S. 2011
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