Technical Training

lssue 2.04 l January 2010

SR Technics
IDmDI ~ ~ 9 P ~ EngW ..
COMPONENTS
C OWLS . . . . . . . . ...... . . .. .. .. . . . .. . ... . . . .. . .. . . ... . . .. ... .. . . . . .... . ...... 3
C-Duci .. .... ... .... .... .. ... ...... .. .... .. ... .. .. .. ... .... .. ... .... 3
INLET .. .. ... . . .... ..... .. .. .. .. .. . .. . .... . .. . . .. .. . .. .. .. ..... . . .. .. .. .... .
Nose Cowl .. ....... .. .. ... .. .. .... .. .. ... ...... .. .... ... ..... .. ..
Fan
RH E NGINE . ..... .. ................ .... .... .. .. .. ... .. .. .. .. ..... .. .... .
Fan Case ....... .. .. .. ... .... ...... .... .. .. ... ...... ... .... .. .. .. .
Core .. .. .. .. .... .. ... .. .. .. ... .. .. .. .. .. .. .. .. ... .. .... ... ...... .... .
LH E NGINE
Fan Case
Core
EXHAUST .. . .... .. ......... . .. .. .. ....... .. .... ... .. ... . .. .. ...... ..... .. .
SCHEMATICS
9
9
11
15
15
33
39
39
61
71
Engine Change .. .. .. .. .. .... .. .. .. .. .. .. . .. ... .. .. .. .. .. .. .... 72
Pylon .... .. ... .. ... ... .. .... ... ... .. ..... ... ... ... .. ...... .... .. ... . 73
Bearings ....... .. ... .. .. .. .. ... ......... .. .... .. ..... ... .... .. .... 74
Stages .... .. ... .. .... .. ... ...... ... .. .. .. .... .. ... .. ... ...... ...... 75
Borescope . . ... .. .. .. ... ... .. . .. .... .. ... ..... . . . .... .. ..... .... . 76
Fuel .. .. .... .. ... .... .. ....... ... ......... .. ... .. ...... ............. . 78
Contrai .... .. .. ..... .. .. ... ... .. .... ... .. .. .. ... .... .. ......... .. ... 80
82
83
~ ? f ~ ~ ; : E
No.4 Beari ng
OMPONENTS
TROUBLESHOOTING
P ROCEDURE . . .... .. .. .. .... ... .... .. ... . . . .... . .. .. .. . . . .. .. ...... .. . .. . 89
Failure Code .. . .. ....... .... .. .. ... .. ..... ..... .. ... ...... .. .. .. 89
Fail Sale .. .. ..... .. ...... .. ...... ... .... ... .. ... .. .. ...... .. .. .. ... 91
FAN BLADE
F AN B LADE .. .. .. .. .. .. .. .. .. .. .. .. . .. .. . .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. 93
Replacement .. .. . .. .. .. .. . ..... .. . .... . . .... ... .... .... .. . .. .. . 93
Repair .. .. ....... .. .... ... .. .. .. ..... .. ... ... .. .. ... .... ..... ... .... 95
IN DEX
ATA 101
J?-1.1'
(Jl ,,,h0
Front Latch with Open lndicator
2 Bifurcation Latch
3 Translating Sieeve Double Latch
4 Take up Device (Auxilliary Latch Assembly) '
' The take up device is a "turnbuckle" arrangement which is used to draw the
two "C" ducts together.
Thi s is necessary to compress the "C" duct seals far enough to enable the
latch hooks to engage with the latch keepers.
The take up device is used both when cl osi ng and opening the "C" a ucts.
The take up device must be di sengaged and returned to its stowage bracket,
inside the L/ H "C" duct, when not in use.
Belare opening:
>> Wing slats must be retracted and deactivated.
Ali 6 latches & take - up device must be released.
>> lf reverser is deployed, pylon fairing must be removed.
>> Deactivate Thrust Reverser Hydraulic Contrai Unit (HCU)
>> FADEC power "OFF"
>> Put Warning Notices in the Cockpit
FRONT LATCH
ij Opening l Closing Sequence:
Opening seq: 3- 2- 5-4 - 1
Closing seq: 1 - 4 - 5 - 2- 3
to be used for training only
SRTedlnfcs {;


-""' ... .,<\ . .
. .
l .) Q
v( . \S
B\FUACAT\ON E
LATCH

N/A
N/A
N/A
N/A
Fai ring Panel
1
2 Access Panel to Manually Bypass Non Return Valve
2
g
1
Upper Fairing Panel musi be removed when opening C-Ducls wilh de-
ployed Reverser
NON RETURN VALVE
N/A
N/A
the lairing m.JSI be removed
before the reverser is deployed
and the c-duci opened!
2
The None Relurn Valve musi be sei lo bypass far reverser manual deploy
meni only.
to be used for training only
SR Tedmlcs (
ltem Description FIN
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
HCU l Hydraulic Contrai Unit
Directional Solenoid Valve
lsolation Sol enoid Valve
Pressure Switch
Pop-Out Filter
Filter
lsolation Lever with Quick Release Pin set
Bl ocker Door
Lockout Pin Stowage
SOV l Shut-011 Valve
Filter with Pop-Out
Graphite Composite Cascades
Upper Nonlocking Actuator
LVDT l Linear Variable Differencial Transducer
Fl exible Drive Shaft
Lower Locking Actuator
Unlock Lever
Proximity Switch
Manual Drive
lo be used for training only
SR Techn/cs ~
N/A
N/A
N/A
N/A
N/A
N/A
N/ A
N/A
N/ A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
N/A
P2fT2 Probe
1
N/A
2 Anti Ice Air Outlet N/A
3 Service lnterphone N/A
4 Cover Attachement Point N/A
5 Hoi st Point N/A
~ Pre-mod Probe is shorter then the posi- mod Probe.
Reference SB 73-0152 and SB NAC-71-0206.
t o be used for training only
SR Tedlnlts {;
lnl et eone
1
2 Soft Rubber eone Tip (lo avoid Ice Bui lding)
1
The class-fibre eone smoothes the airflow into the fan. Il is secured to the
front biade retaining ring by 18 bolts.
The nose eone is balanced during manufacture by applying weights to its in-
si de surface. The nose eone is unheated. Ice protection is provided by a soft
rubber eone ti p.
The nose eone retaining bolt flange is faired by a titanium fairing which is se-
cured by 6 bolts.
~ Be careful when removing the nose eone retaining bolts.
Balance weights may be fitted to some of the bolts. The position of the
weights must be marked before removal to ensure they are refitted in the
same position.
FRONT BLADE RETAINING RING
CONE
N/A
N/A
[!}J A special tool must be used to remove the lnlet eone to prevent it from
damage as the In l et Cone is made from glassfiber.
to be used for training only
SR Technlcs {)
(} SJJUI/ll#S
AIUO Bu!U!eJI JOj pasn aq 01
JledatJ 1 )uawaoediE!tJ ape1s ue:J JOI UO!l:JE! S a)emdas aas ~
\f/ N
\f/ N lOIS 81100
\f/ N apBI8 UB:J
~ - , Nl:l ' ,_, ' , uondfJ:>sao wan
' '
Engine Anti Ice Valve
1
2 Deactivation Pin
1
The valve is pneumatically operated, electrically contro/led and spring loaded
closed.
Upon energization of the solenoid, the valve will close.
In case of loss of el ectrical power supply and pneumatic ai r supply avai lable,
the valve will open.
, lt has a "Manual Override and Lock". 1t can be blocked in the OPEN or in the
CLOSED position.
7'" stage bleed air
N/A
~ ~ For each engine, the "ON/OFF" valve is contro/led by a pushbutton.
Continuous igniti on (A/ B) is automatically activated on both engines when
the valve is opened.
t o be used for training only
SR Tedtnks {;
ACOC O il Temperature Thermocoupl e
2
2 ACOC l Air Cooled Oil Cooler (Failsafe in open position)
1
1
The ACOC is a addi tional oil cooler whi ch removes heat !rom the engine lu-
bricating o il usi ng fan air and maintains the oil temperature within the specified
range.
The l iltered o il flows through the air cooled o il cooler before being cool ed aga in
through the fu el cooled oil cool er.
401 6KS
6002EM
2
The oil temperature is measured at the ACOC inl et by a thermocouple. The
thermocouple is composed ol stainl ess steel sheathed sensing porti on, stain-
less steel installing fl ange with seal spi got and electri cal connector.
The temperature is transmitted to the EEC (Ei ectroni c Engine Contrai). In re-
spense to the measured temperature, the EEC sends the signal to the modu-
lating air valve
l o be used !or training only
SRTed!nks (;
lgnition and P2fr2 Heater Relay Box '
2 Channel B Connector
3 Channel A Connector
4 IGN A Connector
5 IGN B Connector
6 P2fr2 Heating Connector
7 P2 pressure (P2fr2 fan in lei probe)
' The P2 l T2 sensor has an anti-icing function accompl ished by a single heat-
ing element internally bonded to the sensor.
Aircraft electri cal power, which is used for the heater, is switched on and off by
the EEC depending on TAT (< 7,2 oc heater "ON"), via the relay box.
The relay box also contains the 115VAC lgnition relays.
. l l<oT"
t o be used for training only
SR Tedlnks {;
4100KS
N/A
N/A
N/A
N/A
N/A
N/A
Il'
ltem Description FIN
Slarler Valve
1
2 Brealher Air Oullel (!rom De-Oil er)
3 Micro Swilch (leeds back posilion lo EEC)
4 Service lnl erphone Conneclor
5 Drain Masi
6 ACOC l Air Cooled Oi l Cooler (Fai lsafe in open posil ion)
' The starter ai r valve can be opened/ closed manually using a 0.375 inch
square drive. Access is through a panel in the R. H. fan cowl.
A valve position indi cator is provided on the valve body.
Do not operate the valve without pneumatic pressure avail able.
enT'
to be used for trai ning only
SRTedmlcs -
4005KS
N/A
N/A
N/A
N/A
6002EM
EEC l Electronic Engine Control 4000KS
2 Electri cal Connector 4000KS-J5
3 El ectrical Connector 4000KS-J7
4 Electrical Connector 4000KS-J8
5 N1 Speed Sensor l Electri cal Connector 4000KS-J9
6 Data Entry Plug l DEP 4000KS-J1 6
--
7 Electrical Connector 4000KS-J10
8 EEC Cooling Outlet (lnlet on top of EEC) N/ A
9 EEC Cooli ng Outlet N/ A
10 PO (amb) ambient ai r pressure (fan case sensor) N/ A
11 Pb burner pressure (air pressure) P3fT3 probe N/ A
12 P2 pressure (P2fT2 fan inl et probe) N/A
13 P2.5 booster stage outlet pressure N/A
14 P5 (P4.9) L. P. Turbine exhaust pressure (P5 (P4.9) rake) N/ A
15 P1 2.5 fan outlet pressure (fan rake) N/A
en T"
t o be used for traini ng only
SRtedrnlts {;
BSBV Slave Actuator l Booster Stage Bleed Valve
1
2 lgni tion Box A
3 lgnit ion Box B
4 Cooling Duci
5 N 1 Speed Sensor
2
1
The two act uators are mechanicall y attached to each actuating rod and the
bleed - valve and actuating mechanism. The two actuators are operated by tue l
and the Slave actuator is operated by the Master actuator.
FAI L SAFE POSITION: "BSBV OPEN"
In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is displayed on the
ECAM E / WD.
CHANGE-QVER TERMINAL
(FOR ALTERNATIVE
FAN SPEED SENSOR)
FAN SPEED
WIRING HARNESS
'fiiTa.'
lo be used for training only
SR Tedlnlcs {;
N/A
4000JH1
4000JH2
N/A
N/A
VIEWA
No.4 Bearing Scavenge Valve
1
2 Reed Switch (position feedback lo EIU)
3 No.4 Bearing Pressure Transducer
4 Oil Pressure tube to No.4 Pressure Transducer
5 No.4 Bearing Oil lnl et
6 De-Oiler Case
7 Servo Pressure 1Oth Stage
1
The purpose of the No.4 bearing indicating system is to monitor the corree!
operation of the No.4 bearing 2-position scavenge valve and to detect a No.4
bearing carbon-seal fail ure.
lo be used far training only
SR Tedlnla (;
4006EN
N/A
4005EN
N/A
N/A
N/A
N/A
Starter
2 Fili Plug
3 Sight Glass
4 Drain Plug l Chi p Detector
5 EDA l Engine Dedicated Alternator (including N2 Speed Sensor)'
6 P12.5 Cooling Air
The engine dedicated alternator functions are:
>> the primary power source for the Electronic Engine Control (EEG)
N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU)
an d the cockpi t
t o be used !or training only
SRTedmks {;
100KM
N/ A
N/A
N/A
4005EV
N/ A
High Stage Bleed Valve Solenoid
1
2 Handling Bleed Solenoid Valve 7 A
2
3 Handling Bleed Solenoid Valve 7C
2
4 Handling Bleed Solenoid Valve 78
2
5 Handling Bleed Solenoid Valve 1 O
2
6 Make-Up Air (10th stage) Solenoid Valve (il installed}
7 Make- Up Air Valve (pre-modification)
8 Continuous Make-Up Air (post-modification)
1
During cruise with norma! bleed conditi on, the solenoid is energized. This
causes the solenoid opens to ambient the HPV PRV coupling sense line which
lets the HPV close pneumatically. lt avoids a permanent HP bleed due to low
lP engine pressures.)
Solenoid eneregize condi tion:
W Al .!lQl selected ON, and
Norma! Cruise Bleed Config, and
PS3 > 80psi, and
>> FLT ALT > 15'00011
4029KS
4020KS1
4020KS3
4020KS2
4023KS
4028KS
N/A
N/ A
2
The bleed valve is a two position valve and is either fully open or fully closed.
The bleed valve is spring loaded to the open position and so ali the bleed
valves wi ll be in the correct position - open - !or the engine start.
When the engine is started the bleed air !rom the engine will try to close the
valve. The valve is kept in the open position by servo air (P3) supplied !rom the
solenoid contro! valve (solenoid de-energised). The bleed valves wi ll be cl osed
at the correct time during an engine acceleration by the EEC, energising the
solenoid contro! valve. This vents the P3 servo air !rom the opening chamber o!
the bleed valve, an d the bleed valve will move to the closed position.
e n n
t o be used !or training only
SRTedlnlcs {)
Handling Bl eed Valve 78 4000JM2
2 lgnition B Box 4000JH2
3 lgnition B Lead 4002JH2
4 lgntion A Lead 4002JH1
5 Fuel Distribution Valve 2002EM
6 Fuel Nozzles 2005EM
7 ACC l Active Clearance Contro l Actuator 4027KS
8 HPT ACC plug storage bracket N/A
9 LPT ACC Valve N/A
10 HPT ACC Valve N/ A
11 HP Valve (Stage 10 for Customer Bleed) 4000HA
12 Bearing 4 Scavenge O il Tube N/A
13 VSV Crank Shaft N/A
14 BuHer Air Duci (Stage 12 Air for Cooling No.4 Bearing) N/A
15 HPT Stage 2 Cooling Air Tu bes N/A
to be used for training only
SRTedlnlcs (;
Handling Bleed Valve 7B
2 Fuel Distribution Valve
1
3 Transfer Tube
4 Fu el Supply Tubes
1
The fu el di stribution valve receives fu el through a fuel line from the fu el meter-
ing unit.
The fuel goes through a 200 micron strainer, and then into ten internai dis-
charge ports.
The ten discharge ports are connected to the ten fu el manifolds.
Eight of the ten internai discharge ports in the valve are connected alter an
engi ne shutdown.
Eight of the fuel manifolds are drained into the engine through the lowest fu el
nozzle.
The two fuel manifolds which remain full help supply fuel for the next engine
start.
to be used for trai ning only
SRTedlnlcs {;
4000JM2
2002EM
N/A
N/A
Handling Bleed Valve 7 A
2 Handling Bleed Valve 1 O
3 Handling Bleed Valve 78
The bleed valve is a two positi on valve an d is either fully open or fully closed.
The bleed valve is spring loaded to the open position and so ali the bleed
valves will be in the corree! position - open - !or the engine start. When the
engine is started the bleed air !rom the engine wi ll try to close the valve. The
valve is kept in the open position by servo air (P3) supplied from the solenoid
control valve (solenoid de-energised) . The bleed valves will be closed at the
corree! lime during an engine
accelerati on by the EEC energising the solenoid control valve vents the P3
servo air !rom the opening chamber of the bleed valve, an d the bleed valve will
move to the closed position.
'f ll ioT ...
l o be used for training only
SRTedlnlcs {;
4000JM1
4000JM
4000JM2
FCOC l Fu el Cooled Oil Cooler
1
2 Low Pressure Fuel Filter
3 FDRV l Fuel Diverter an d Return Valve (primary component for Heat Management System)
4 FCOC Fuel Temperature Thermocouple (used for Heat Management System)
5 Fuel Filter Differential Pressure Switch (ECAM Clog Message)
6 Fuel Filter Bypass Valve
1
Purpose of Fuel Cool ed O il Cooler
>> The FCOC cools the oil by using low pressure fuel.
>> The FCOC also warms the low temperature fu el to the de-icing level.
>> The FCOC has 2 bypass valves.
en;,y .. -
t o be used l or training only
SR TedJn/cs {;
2000EM
4018KS
4017KS
4000EL
N/A
l DG FCOC l lntegrated Drive Generator Fuel Cooled Oil Cooler N/A
2 l DG Oil Temperature Thermocouple
1
4015KS
3 Drain Plugs N/A
4 OiiOutlet N/A
5 Oi l lnlet N/A
6 Vibration Pickup N/A
1
This temperature information is send to the EEC and is used !or the heat
management system.
2
A dual accelerometer is installed on each engine. Il provides the analog sig-
nals of N1 and N2 vibration frequencies. Only one sensor, A or B, of the dual
accelerometer is used a t a lime and during one flight. Il is automati call y select-
ed by the Engine Vibration Monitoring Unii (EVMU) at each fli ght, the second
one is in back-up mode in case of failure. These accelerometers are a Iso used
for fan trim balance.
enY ...
NOTE: In case o l sensor failure, the transfer lo the second sensor is carried
out on the ground through the MCDU.
te be used far training only

ltem Description FIN
Drainmast
5 COLLECTOA P
ASSEMBLY
3BOLT
14 OFF)
UMP
AIA COOLED
OILCOOLED
ACTUATOA
AIA STARTEA
Il o o. ----

<!J
DAAIN HOLES


For Leak Limits: ref AMM 71-70-00 P.Biock 201
t o be used for training only
SRTedlnlcs (;
4000KS
BIFURCATION
PANE L
l AIGHT SIOE l
Connections are
at the accessory
mounting pad only
Oil Pressure Transmitter (ECAM lndicalion)
1
2 Low Oil Pressure Swilch (Below 60 psi ECAM alerl)
2
3 Scavenge Oil Pressure Pori
4 Pressure Pori
1
The oil pressure indicating system gives a cockpit indication of the engine oil
system working pressure.
The indication of this pressure comes electrically from an oil pressure trans-
mitter on each engi ne.
ECAM lndi cation = Main Oil Pressure - Breather Pressure.
The oil pressure transmitter is connected to the engine oil system by two steel
tu bes. One tube connects to the oil supply tube (to the engine and gearbox
bearings). The other tube connects to the No. 4 bearing o il scavenge tube (to
the oil scavenge pump).
Power supply: 28VDC from busbar 101PP (202PP) .
Pressure range: O to 400 psi d. '
Output voltage: 1VDC to 9VDC varying linearly with pressure from O to 400
psid.
4000EN
N/A
N/ A
2
The low oil pressure switch is installed on a bracket at the top left side of the
engine fan case, beside the oil pressure transmitter.
The oil pressure switch is connected bet ween the oil supply tube and the No.4
bearing scavenge tube.
When the oil pressure drops below 60 psi the switch closes an d a red warning
is triggert in the cockpit.
The set point range is between 45psi and 75psi.
enaT ..
to be used for training only
SR Technlcs {;
EDP Pressure Switch
1
2 Scavenge Fi lter Pressure Switch
2
3 FCOC l Fuel Cooled O il Cooler
4 Low Pressure Fuel Filter
1
The switch monitors the output pressure of the engine drive n pump. lt sends
a low pressure signal at 1740 72.5 psi pressure decreasing and stops the
signal when the pressure reaches 2200 psi pressure increasing.
1074GK
4001EN
6003EM
2000EM
2
Scavenge Filter Pressure Switch triggers the ECAM OIL FILTER CLOG warn-
ing when the filter becomes blocked (12PSI differential press)
e n"
to be used for training only
SR Tedmlcs {)
2 Manual Refiller Cap
3 Pressure Refilling Pori
4 O il Quantity Transmitter
5 Scupper Drai n
6 Si ght Glass (1 grid = 1 quart)
' The normal max-usable oil quantity in the tank is 25 US qts
= >> Where condi tions permit, the oi l tank should be checked and oil added,
il necessary, within a period of 5 to 20 minutes alter engine shutdown.
Il the engine is stopped !or 10 hours or more, a dry motoring must be
performed. This makes su re that the oil level shown in the tank is corree!
before oil is added.
111'
t o be used for training only
SR Tedlnlcs {;
N/A
N/A
N/A
N/A
N/A
EDP l Engine Driven Pump
2 Depressurisation Solenoid
3 EDP Case Drain Filter with Clogging lndicator
1
4 Oil Pressure Pump including Filter
5 Seal Drain Connection
1
The l i Iter is equipped with a pop-out cloggi ng indicator. lt operates when the
differential pressure across the fi lter is 87 8.7 psi. There is no bypass device
il the filter element is clogged.
The filtration rating is 15 microns.
to be used for training only
SR Jfthnlcs {)
1030GK
N/A
N/A
N/A
N/A
Oil Scavenge Fil ter
2 MCD l M aster Chip Detector
3
3 O il Temperature Sensor
1
4 Pressure tube to Scavenge Ditferential Pressure Switch
2
5 Magnetic Probe
6 Seal Ring l Post-SB (1oft) l Pre-SB (2 otf)
7 Detector Housing
1
Temperature measurement range:
,, 60 deg. C to 250 deg. C.
The analog signa\ from the scavenge oi l temperature thermocouple is transmit-
ted lo the EIU. The EIU transforms this signa\ into a digitai signa\. This digitai
signa\ is then transmitted to the \ower ECAM di splay unit through the FWCs
and the DMC.
2
The scavenge filter differential pressure switch is instal led on a bracket at the
top left side of lhe engine fan case, near the FCOC.
Il l riggers the ECAM 0\L FILTER CLOG warning when the filter becomes
blocked (+12PSI or - 2 PSI differenti al press)
LOCKEO
; ~ ~ ~ " l " : " ~ ~
~ o M,,<
~ ~
SBE790042 (j)
6001EM
N/A
4016KS
4001EN
N/A
N/A
N/A
~
3
Do not try to install the MCD if the seal rings are not install ed. A safet y
mechanism is installed in the MCD housing to prevent inslallalion of the
MCD if the front seal ring is not installed.
lf only the front seal ring is installed, fai lure of this seal ring cou\d result in an
in-flighl shutdown of the engine because of oi l leakage.
t o be used far trai ning only
SRTedrnlcs {;
ltem Description FIN
2
3
Oi/ Scavenge Pumps
Chip Detector Gearbox
Chip Detector 1,2 and 3 Bearing Scavenge
Ila 'f.,..
FUEL METERING
UNI T
FORWARD
~
OIL SCAVENGE
PUMPS
N/A
N/A
N/A
No 5 BEARING
SCAVENGE CHIP
DETECTOR
DE-OILER
~ ~ -fDE-OILER CHIP
- , , DETECTOR
STARTER
to be used for training only
SR Tedlnlcs {;
No. 4 BEARING
2 POSITION OIL
SCAVENGE VALVE
2 FMU l Fuel Metering Unii
2
4000KC
3 PRSOV l Pressure Raising and Shut Off Valve Connector
1
N/A
4 EEC Channel A Connector
5 EEC Channel B Connector
6 FF l Fuel Flow Meter
1
The PRSOV torque motor is commanded open by the EEC during AUTO
start.
lt is commanded open by the MASTER SWITCH in the cockpit during MANUAL
start. The PRSOV can be commanded closed by the EEC during AUTO start
sequences if the sequence has to be stopped for any reason.
The EEC's ability to close the shut off valve is inhibited above 43% N2.
Above 43% N2, and in flight , the PRSOV can onl y be closed by the master
switch in the cockpit.
FAIL SAFE POSITI ON OF THE PRSOV: " LAST COMMANDED POSITION "
N/A
N/A
4010KS
2
The three mai n functions of the FMU are:
metering the fuel supplies to the fuel spray nozzles.
>> overspeed protection for both the LP (N1) and HP (N2) rotors.
>> isolation of fuel supplies for starti ng/ stopping the engine.
,, ... ,..-
l o be used for training onl y
SRTechnlcs {)
BSBV Master Actuator l Booster Stage Bleed Valve '
' The airflow contro! system automati cally operates to contro! the ai r bled from
the LP compressor.
The two actuators are mechani cally attached to each actuating rod and, the
bleed valve and actuating mechanism. The two actuators are connected hy-
draul ically and operate together by command and feedback signals from/ to
the EEG.
FAIL SAFE POSITION: "BSBV OPEN"
In case of a malfunct ion "ENG 1 (2) COMPRESSOR VANE" is displayed on the
ECAM E / WD.
ce:n;,oy-
t o be used for training only
SRTedmlcs {;
4021KS
Handling Bl eed Valve 7C
2 VSV Act uator l Variable Stator Valve Actuator'
3 HPV l Hi gh Pressure Valve
4 LVDT l Liner Vaviable Differenti al Transducer
1
The variable geometry operating mechanism for the compressor comprises
the following elements:
, actuator/crankshaft drag link
, crankshaft (steel}
, four crankshaft/unison ring drag links
, four unison rings
, spindle levers (titanium)
>> variable IGVs and stage 3, 4, and 5 variable stators
FAIL SAFE POSITION: "V AN ES OPEN"
In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is di spl ayed on the
ECAM E / WD.
t o be used for training only
SR Tedmlcs {;
-- """""

IJJ(!2J

-Qtti'H(Iti'COM"fft SSOII

--
(lffl'll-1
4000J M3
4022KS
4025KS
N/A
VSV Actuator
ACAC l Air Cooled Air Cooler
1
2 ACAC Exhaust Duct
3 No.5 Bearing Scavenge Oil Line
4 HP Turbi ne Perforated Cooling Tu bes
5 LP Turbi ne Perfora led Cooling Tu bes
6 EGT Juction Box l Exhaust Gas Temperature
7 Turbine Cooling Tube 1Oth Stage Compressor Air
1
Stage 12 air is cooled down by fan air to cool down bearing compartment
No.4, which is located near the combustion chamber
~ ~ ~ ~ g * e ---Ili---
vALve
i
~ ~ l
to be used !or training only
SR Tedmlcs (;
BUFFER AIR COOLER ( ACAC )
N/A
N/A
N/A
N/A
N/A
N/A
N/A
l
Fi re Loop A and B
1
2 Nacell e Temperature Sensor
2
1
Each engine fire detection system consi sts of two independent loops A and B
connected in parall el to the Fi re Detection Unit (FDU) .
Each loop comprises three fire detectors connected in parall el.
Loops A and Bare connected in parallel to the Fi re Detecti on Unit (FDU).
Each loop comprises:
Fan fire detector
, Pylon fi re detector
Core fire detector
4008KS
The Nacell e Temperature Sensor has a Measurement Range of -54C to
330C
This Signal is led to the EIU and then to the ECAM.
The nacell e temperature is displayed only il the system is not in engine starting
mode and one of the two temperatures reaches the advisory threshold.
A advisory indication wi ll be created on the engine system page when the tem-
perature reaches approx. 300 - 320C.
-.-11 &'1'.. -
t o be used for training onl y
SRTedlnlcs {
EGT Juction Box l Exhaust Gas Temperature
1
2 ACAC Exhaust Duct
3 EGT Probe / T4.95 (4ea)
4 Alumel Stud
5 Chromel Stud
6 Bearing No.4 Cavity Drain Line (5 o'clock position)
' The measurement channel for the exhaust gas temperature consist of:
Four probe assemblies, each compri zing 2 thermocouples.
four thermocoupl es (one from each probe assembly) are used to form an
averaged signa! send to the channel "A" of the EEC.
the remaining four thermocouples (o ne from each probe assembly) are used
to form an averaged signa!, send to channel "B" of the EEC.
The EEC uses the Exhaust Gas Temperature in the engine start contro! logic
and also transmits the EGT signa! to the ECAM.
The EGT probes are located at engine station 4.95 (LPT exhaust case strut),
at 9.5, 7.5, 4.5 and 2 O 'Ciock.
The thermocouples are connected, in parall el , to the juncti on box for each
channel , from where two indepent signals are send to the EEC. Each signa! is
an average of the four probes.
e-rraT'
t o be used far training only
SR Tedlnlcs {;
A c:::::>
9.5
A
t:? A
2.0
(ID
VIEW WHEN YOU LOOK FROM
THE REAR OF THE ENGINE
4012KS5
N/A
N/A
N/A
N/A
FUEL NOZZLE
OIFFUSEA CASE
BOSS
FLANGE K
\

FUEL SUPPLY
l\JBE
ltem Description FIN
Fuel Nozzles
1
2 Fuel Manifold
3 Make-Up Air Duct
4 Buffer Air Line to No.4 Bearing Compartment Heatshield
5 Combustion Chamber Locating Pin
1
There are 20 fuel nozzles equally spaced around the diffuser case assem-
bly.
The tue l nozzles are installed through the wall of the case, and each nozzle is
held in position by three bolts.
The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized
by high-velocity air as it enters the combustion chamber. The fuel nozzle forms
the atomized mixture of fuel and air into the corree! pattern for satisfactory
combustion.
The design of the fuel nozzle results in fast vaporization of the tue l through the
full range of operation. This results in decreased emissions, high combustion
efficiency, and good start quality.
The high-velocity flow of fuel prevents formation of coke on areas where fuel
touches metal. Heatshields installed also prevent formation of coke.
to be used !or training only
SRTedlnlcs (
2005EM (1 -20)
N/A
N/A
N/A
N/A
Bearing No.4 Cavity Drain Line (5 o'clock positi on)
2 Low Pressure Turbine Stage 7
3 P5 (P4.9) L. P. Turbine exhaust pressure (P5 (P4.9) rake)
4 EGT Probe / T4.95
5 CNA l Common Nozzle Assembly
6 Reverser Blocker Doors
' The Engine Pressure Ratio indicating system consists of one combined P2 l
T2 sensor and eight ports located in each of the three LPT exhaust case struts,
P4.9.
The pressure !rom this sensors are routed to the EEC pressure transducer.
The EEC converts the signal lo a digitai formai and process the pressure lo
form actual ERP (P 4.9 / P 2) and transmits the ERP value to the ECAM. Each
of the two channels performs this operation independently.
to be used for trai ning only

N/A
N/ A
N/A
N/A
N/A
N/A
THRUST RE VERSE R
"C" DUCT
FWD
:
FAN COWL DO OR
HOLD OPEN
BRA CE
ENGINE
( li FTINGCRADLE l
FRAME) ----
405 ve:
-N4 BRG PRESS XOCR
PRESS XMTR
.()Il TEMP SNSR
.OI LQTYXMTR
-INTERPHONE CNCTN
.C06VC:
-TLA EXCITATION
RESETCHANA
401 VC:
-FAOEC SUPPl Y
403 VC:
28 VOC HI INTEGRITY BUS
-115 VAC IGN2
-ARINC ADIRS
-EEC FAULT
-TfR INHIBITION
-T/R OIRECTIONAL VALVE
.t08VC:
407 VC: FAN CASE FIRE
-FAOEC RESET CHAN B DET lOOP B
TLA EXCITATtON
-N2TO EVMU
-TRIM BALANCE SNSR
402 VC:

-ARINC AOIRS
EEC FAUlT
TIR INHIBITION

of"'r\;:,vv rm -TIROIRECTIONALVALVE
404 VC:
. - -RELAY BOX
t o be used for training onl y
SRTedlnks (;
-ANTI-ICING CTL VALVE
-FU El FllTER l>PI SW
-Oi l SCAV Fll TER /),p SW
.O! L LOW PRESS SW
N4 BRG SCAV VALVE POS
..HYO, LP WARN SW
TIR lH & RH lOCK SNSRs
ENGINE STRUT
(PYLON)
REAR BOOTSTRAP
COMMO N NOZZ LE
ASSEMBLY
ENGINE TROLLEY
N"1
BEARING
N2
BEARING
et=::=;:; : =l_n l ~
STAGE NUMBERING
COMPRESSOR STAGES
t o be used for training only
SR Tedlnlcs (
N"4
BEARING
TURBINE STAGES
~
A , ~ ,
~

;> ~
~ [Il !Il [] ~ (f] w l]
l V2500-A1- l j V2530-A5I
PRE SBE 72-0100
~
()
~
~ @
PRE SBE 7 2-0100
STAGE OF COMPRESSOR
TO BE EXAMIND
VIGV TO 3 -LE
3 IO 4
5 IO 6
~
~ ~
~
61 [Q]
SBE 72-0100
ACCESS PORT
TO BE USED
x
8
c
NOTE: Port "8" is avai lable al bolh sides of lhe engine
The left hand side is better accessibl e
~
~ \
~
~
STAGE OF COMPRESSOR
TO BE EXAMIND
3 lo 4
3 lo 4
7 IO 8
8 lo 9
9 lo 10
11 lo 12
~ ,
(//
~
@!'
0 ~
to be used for training only
SR Technlcs {;
ACCESS PORT
TO BE USED
A
8
D
E
l
F
G
~ SCREW
~
STAGES
-BORESCOPE
ACCESS PORT
COVER
0
Press
Holding
Valve
Tank Fuel
Temp Sensor
Fuel Tank No1
LP Fuel
Valve
ShutoH Signal
from Master
Switch
,--
1
l
l
l
l
l
l
l
TQffP,I

28V
ESS
28V
OC2
CENTRAL PEDESTAL 115VU
+
MASTER1 ENG
MASTER2
- OFF [ENG] 115VU.
MODE l ENGI

2 OFF l

T
1 +
+
l ------------i
l
ENG/NE 1
HP FUEL SOV
28VOC
ESS
<4 9VU At
l
l
l
l o
MASTERSW 1
......;; ..
J
11QG
RELAY
ENG l MASTER 1
123VU 126
EEC
t o be used for training only
SR Tedlnlcs {;
LP FUEL SHUTOFF VALVE 1
HP FUEL
so v
CLOSED
POS SW' s
HP FUEL
so v
2 POSTM
P2,5 F FLOW P12,5
401 pp (
FOR BUS)
1 & 2
202 PP (DC BUS 2 )
FOR ENGINE 2
301 PP (BAT BUS)
FOR ENGINE 1
1
.. .... ! t t

N1
Thrust Reverser
LGCIU
'
NOTE: * supplied for 5 min
t FLT
L>
l Gli
A/C PIIR UP
SAllE LOGIC
AS ABOVE


1 FADEC
: GEli
t AVAILABLE
t
o
RELEASEO OUT
DEDICATED
GEN


1 \:::_} F ADEC
1 GE"
AVAIL.ABLE
o
RElEASEO OUT
t o be used for training only
SR Tedlnlcs fJ
EEC
CHAHNEL
A
TRU/ 28V
TRU/ 28V
EEC
CHAHNEL
B
l T4.91

\ P4.9 (P5)1

LEVERS

l l
LANDI NG
GEARS
ENG ANIIIl..l:
A,., ..
l
PACKs
ECS DEMAND
PACK
CONT.
1/2
ZONE
CONT.
EIU FAULT-
ENGINE FUEL TEMPERATURE
to be used for training only
SR Tethnlcs f)
Reverse
Id le
Approach
Id le
Min ldle
Bleed
Id le
HMS
10TH
STAGE
SOLENOIT
VALVE
MAKE UP
AI R VALVE
MAKE UP AIR
N0.4 BEARING SCAVENGE
TLA< 3.8'
.....__....,
FROM
SEC 1, 2, 3
VALVE
Contro! i y i
RA: Radi o Altimeter
TCU: Throttle Contro! Unii
TR: Thrust Reverser
B
B
A
A
BEAR!NG 4
COMPARTMENT
+-------- TR POSITION
+-------- TR LOCKED
TR POSIT/ON
TRLOCKED
t o be used for training only
SR 'ldlnlcs fJ
OIL PRESSURE
LOW OIL PRESS.
SWITCH
., "_'
o 1} .. f _, 16 EPR o f 1.2HFv1;;,1
1 1.06 \ 1 1 .01;

toEIU
Oll TEMPERATURE
SENSOR( HMS }

=-o
FUEL FILTER l
::/1 Il !D
Ol l TANK FILLER CAP __
NO 4 BEARI NG PRESS XMTR-----1111.1
Valveop&fllled
by air supply
lromstage 10
HPComprossor
10TH BREATER
STAGE AIR
AIR
LOWOIL
PRESS.
WARNING
SWITCH
( 60PSI)
OIL
PRESS.
XMTR
No. 4 Bearing Buffer Air Fftd
(Coollng al r)
Max Aow Min Aow

t o be used !or training only
SRTedlnks {
O l TANK PRESSURIZATION VLV
SCAVENGE FILTER t. P SWITCH
( 12 PSI , ECAM MESS:
" Oll FILTER CLOG )"
PANE L
Oll TEMPERATURE SENSOR
FADEC Power shoul d be activatcd prior to cntcri ng CFDS.
Eithcr of thc MCDU's may be uscd to interrogate thc FADEC Memory.
If a Class 1 or an s Ts Class II Engi nc mcssagc has appcarcd on thc uppcr ECAM. Thc
Post Flight Rcport (PFR) should be revicwcd for Clcar Language Mcssagcs associated with
the Engine.
For each or thc Clcar Languagc Mcssagcs thc associatcd fault cci i shoul d be rcvicwcd and
fa ult ccii data recordcd.
13oth Channds or the FADEC should be intcrrogated.
The Troublcshooting Manual providcs. ror cach ATA assuc iatcd with thc Clcar Languagc
Mcssagc and fault acronym. a procedure fur of thc fault .
Thc following procedure shoul d be uscd to interrogate CFDS.
h M 11. r o i
correcf Cell Number you will find tlie Fault Acronym 'SVAL:. A detail ed list can
be found ref. t o TSM 73-00-00/ 301.
AMM extract
SPVWAF Torque Motor Wraparound Fa1led Logic changes the AAC torque-motor-
cunent feedback-voi/age lo a digita! torque motor cunent value. This va/ue
is compared lo the commanded torque mo/or cwrent. This fault code is
se/ if the feedback voi/age is out of range check lilmrs or the comparison
1dentifies a fa1lure.
SPVXCF SPV Feedback Crosscheck Fa1led' This fau/1 code is set 1f the foca/ and
STBWPF
STHUNI
STVFCL
STVFLL
STVFOP
STVWAF
STVXCF

SVATK
crosslink feedback values for the Spill Valve LVDT does no/ agree for more
!han a specified lime period
Status Buffer or Watchdog/parity Fau/1: Logic clears the system Status
Word and hardware depower word and then does a check lo see if the two
words are cleared This fau/1 code is set1f the two words are no/ c/eared
Hung Starl in Channel in Contro!. Aag se//he channel in contro/, N2 is va/id
and /ess /han 1500 rpm, and the starler air valve has been commanded on
for more /han 20 seconds.
Starler Valve Fai/ed C!osed This fau/1 code is se/ if the starler valve is com-
manded closed bui sensors do no/ agree.
Starler Air Valve Fai/ed Log1'c compares the foca! and crosslink feedback
signals of the starler air valve to each other and to a synthesised va/ue. This
fault code is set 1f these values are differen/ from each other by more /han
a specified value.
Starler Valve Failed Open: This fault code is set 1f the starler air valve is
commanded open but the sensors do no! agree.
Engine Starler Valve Wraparound Fai/ed Logic compares the state of the
wraparound discrete to the state of the commanded device. This fault code
is set 1f the position of the de111'ce does not agree Wlfh the wraparound dis-
crete.
Starler Air Valve Poslfion Crosscheck Failed This fault code is set 1f the
s/arler air valve position foca! and crosslink feedback di'sere/es do no/ agree
for more !han a specified lime period
Resolver Feedback: Logic compares /he foca! and crossb'nk feedback sig-
na!s of /he SVA LVDT to each other and to a synthesised va/ue. Th1's fault
code 1's set 1f these signals are different from each other by more !han a
specified value.
SVA Track Check Fa1lure: Th1's fault 1's set 1f the sensed poslfion.
Based on Celi Number sel ect either
GROUND or FLIGHT DATA. Select cor-1
rect Celi Number using 'Next Page' but-
ton on MCDU
Select LAST LEG REPORT to identify
Celi Number associated with CLM.
Return to Screen 5, then select
TROUBLESHOOTING.
Cell s 1-45 = FLI GHT
Cell s 46-60 = GROUND
Cells 61 -69 = CLASS 3
Cell s 92-151 = SMR (Schedul ed Maint.
Report)
O Fault Celi Number
:::! CLM: Clear Language Message
Ref. to TSM task 75-30-000810-843 Failure of the Vari abl e Stator Vane Actuator on
Engine 1, Channel A to find the correct TSM procedure far thi s trouble.
TSM extract
(3) lf the FADEC 1A menu gives the fault code SVAL
- disconnectthe elec/n'cal hamess connector (4000KS-J2) from lhe EEG (4000KS)
- atthe electrical connector (4000KS-J2), do a check of the resistance between:
pins H and S (850 lo 1100 ohms)
pins U and T (250 lo 340 ohms).
(a) lf the resistance between the pins H and S 1's not between 850 and 1100 ohms:
- disconnect the electrical hamess connector (4022KS-A) from the VSV actuator
(4022KS).
- do a check of the resistance between pins A and B.
- if the res1'stance 1's not between 850 and 1100 ohms remove and replace lhe
A C TUA TOR- VSV (4022KS)
AMM TASK 75-32-41-000-010 and AMM TASK 75-32-41-400-010 .
- lf the res1'sfance is between 850 and 1100 ohms then do a check and repair the
wiring from the
VSV actuator (4022KS) to the EEG (4000KS) pins A/A,B to pins J2/h,s
- connec/the electn'cal connector (4000KS-J2) to the EEC (4000KS)
AMM TASK 70-23-15-912-010 .
(b) lf the res1's/ance be/ween the pins U and T 1's not between 250 and 340 ohms:
- Disconnectthe e/ectrical hamess connector (4022KS-D) from the VSV actuator
(4022KS).
- Do a check of the res1's/ance between pins DandE.
- lf the resistance 1's not be/ween 250 and 340 ohms remove and replace the
ACTUATOR-VSV (4022KS)
AMM TASK 75-32-41-000-010 and AMM TASK 75-32-41-400-010 .
- lf the res1'stance 1's between 250 and 340 ohms then do a check and repair the
wiring from the VSV actuator (4022KS) to the EEG (4000KS) pins A/0, E to pins
J2/L/, T.
- Connect the electn'ca/ connector (4000KS-J2) to the EEC (4000KS)
AMM TASK 70-23-15-912-010.
to be used far training only
---- ---------- ---- ---- --------- --
: FADEC 1 B ... l__...-- PageoneoltheCell 31
: FLIGHT DATA PG:01..-r-
FAoec FAULT : Fault Code
N1 RPM---- ; CELL: 31 FAULT: N2RPM
RPM: N1 = 5326 N2 = 14392
TS Temperature T2 Temperature ( Eng. lnl et)
Cold , DEG C: T5 = 554.0 T2 = 26.0 : Fll ght Phase
( Actual Temp. In EEC l ---. TCJC : 42.0 Fl TPH =
Al r Pressure on Eng. Statlon 3 :. : __...-- Total Alr Pressure ( Eng. Stat lon 2 )
( PB = Burner Pressure ) SIA: PB : 458.5 P2 :
Mach Number :. .....---+--- EEC Operatlng Hours
= .117 HOURS = 571.0 .
. '
' '
. '
-.. -....... -- ...... .. ...... .. ...................... .. .................... .. ........ '
-------------- -------- -------------------- -- ---
: FADEC 1 B ... l __...-- Pagetwo oltheCell 31
. FLIGHT DATA PG:02 r
FAO EC Fault Celi ----------..l .i.----- Fault Code
Standart AIIItude : CELL: 31 FAULT: WQFWAF J..-------EPR ( Indl cated )
Stator vane Actuator -------...1 ALT: = 336.0 FT EPRI = 1.562 ; Channelln Control
( Feedback) -------...: SVA : = 1.906 IN CH IN COM = 1 J..-------
1
= Yes '
0
= No
Fuel Flow ---------.J : N1 Mode
2.5 BieedActuator Feedback ---- ; FF = 11162 PPH
-----.: B 25 = 1.218 INCH LEG = 398.0;. Fll ght Legs
' . '
Wel ght on Wheel s : :
1 = Yes ( Ground) -------...: WQW _ 1 :
O = NO ( Fll ght ) : -
'
' '
'
Note:
The Abbrevialions used in the GROUND
DATA are the same
Components Fail Safe State Components Fai l Safe State
Metering Valve
Variable Stator Vane Actuator
2.5 Bleed Actuator l BSBV
7th Stage Handling Bleed Valves
1Oth Stage Handling Bleed Valve
HPT ACC Valve
LPT ACC Valve
ACOC Ai r Valve
1Oth Stage Make-Up Ai r Valve
Fuel Diverter Valve
Fuel Return Valve
lgniti on
-
Starter Air Valve
P21T2 Probe Heat
Thrust Reverser Contro! Uni!
Min Fl ow
Vanes Open
EIU Signals
Bleed Open
Bleed Open
Bl eed Open ADC Signals
Valve Cl osed
Val ve Partiall y Open -45%
Open
Bot h TLA
Open
FMU Return Flow through
FCOC (Mode 4 or 5) Sol enoid
de-energized
One TLA
Closed (Mode 3 or 4)
O n
Both 115VAC
Closed
Oli
Both 28 VDC
Reverser Stowed
Disagreement between TRA
t o be used for training only
, No Engine starting
, No Autothrust on both En-
gines
, No Reverse Thrust
, Modul ated ldle no! avail able
, Conti nuous lgni tion
ECU uses Engine Sensors
,, In Reverse: Il Reversers in-
adverentl y deploys and both
Reverser feedbacks are in-
valid, Power is set to Id le
, O n Ground: Se! to ldle
, In Flight: A! Take 011 freeze
las! val id TLA, then select
MCT at Sia! Retraction
The EEC uses the redundant
Sensor
, No lgniti on
, No Probe P2/T2 Heating
, No Star!
, Run on Alternator above 10%
N2
, On Ground: Se! Forward ldle
, In Fl ight : Select Larger Val ue
but Limi! thi s to MCT
, On Reverse: Sel ect Reverse
Id le
TRIM BALANCE WEIGHT ( 3,0 gml
TRIM BALANCE WEIGHT ( 9,0 gm)
TRIM BALANCE WEIGHT (15,0 gml
TRIM BALANCE WEIGHT 125.0 gml
l .
BOLT
b
Removal
~
The Nose eone is secured to the front biade retaining ring by 18 bolts.
Be careful when removing the nose eone retaining bolts.
"T"
Balance weights may be fitted to some of the bolts. The position of these
wei ghts must be marked belare removal to ensure they are refitted to the same
position.
The biade retaining ri ng is secured to the fan disc by a ring of 36 bolts. A sec-
ond (outer) ring of bol ts passes through the retai ning ring and screws into each
of the 22 annuius fill ers. Bot h rings of bolts must be removed belare attempting
to remove the front retaining ring.
Alter ali the securing bolts (22 + 36) have been removed the retaining ring can
be removed by srewing pusher bolts into the 6 threaded holes provided far this
purpose.
Bal ance weights, il required are located on the retaining ring.
The fan blades and annulus fill er positions are not identified. Far this reason
it is important to identify the biade and annulus filler position, relati ve to the
numbered slots in the fan disc, belare disassembly.
Remove the annulus fill ers an either si de of the biade to be removed.
The annulus fillers can be removed as follows:
, lilt the f ront end of the annulus filler 3 lo 4 inches.
, twist the annulus filler through about 60 deg counter - clockwise
, draw the annulus f iller forward lo clear the blades
The biade to be removed can then be pulled forward to clear the dovetail slot
in the fan di sc.
STAGE 1 (AN BLAOE
MOMENT WEIGHT
STAGE 1 FAN DISK
lnstallation
Alter the new biade and the annulus fillers are fitted, The front biade retai ning
ring can be fitted.
The front biade retaining ring can only be fitted in one position whi ch is deter-
mined by three oli - set locating dowells an the fan disc.
The T-Mark printed o n the retaining ring, identifies No 1 fan biade position.
~ Fan biade lnspection l repair are described in the AMM 72-31-11 Page
block 800.
~ The moment weight al the fan biade is written o n the root surface.
t o be used far training only
SRTedlnks
'
1

ZONE AD
ZONE
Il
TRAILING EDGE TO IVHEN
DAMAGE IN
0.170111
BLEND ALL DRESSING
SMOOTHLY INTO AIRFOIL
2.000 l u (:i0.80 mm)
ZONE AC
6 .850 In ( 17 3 .991um)
r-- 1.350 In . {110.49 mm)
70NE AB
ZONE AA DEPTH AE-J-.!-.._
ZONE A1\ l ONL Y ONE SCALLOP ON 'Ili E LE.-'\DING EDGE ILE) OH TRAILING EDGE fi'F) IS
ZONE AIJ PEI{/\II'ITED. SCALLOPS ON !10TH TIIE LE ANO TE NUT
ZONE AD l NO f..IORE TI-! ANONE BLENDED AREA ON TI-lE LE AND ONE 13LENDEIJ AIU:J\ ON
TIIE TE IS PERMI'ITED.
ZONE AC
SCALLOPS Alm J\LLOWED ON THE TE ANO LE 1F ZONE AD l lAS NOT BEEN
l.ILENDEIJ. YOU CAN HA VE T\\'0 SCALLOPS ON 130TII TIIE LE ANO TE.
FAN BLADE SCALLOPING Llt-.IITS
.,1-11 FanBiade lnspection 7Repair
Before any repair is carri ed out, reference must be made to the AMM Chapter
72-31-11 Page Block 800.
Repai r Damage on the Low Pressure Compressor (LPC) Fan Blades by Local
Materia! Removal

YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS,
STONES
ANO PAPERS TO DRESS, BLEND ANO POLISH THIS COMPONENT.
IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A
, LI GHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED.
" DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MATE-
RIAL
WILL BECOME TOO HOT.
LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS
DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRESSOR
EFFICIENCY ANO EXTEND THE ROTOR BLADE LIFE.
THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP
COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE
BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING
BLADES MUST NOT BE DRESSED.
>> THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, TO
PREVENT A RISK OF ENGINE VIBRATION.
Procedure
This repair lets you scallop the leading edge, remove damage from the airfoil
surface and if damage is found in Zone AD, then you musi blend parallel with
the leading edge, to remove any materia! above the repaired area by materia!
re m ovai.
A. Chemically Clean the Blades
1. Use alkali cleaner (Materia! No. V01-300), alkani cleaner (Materia! No. V01-
339) or alkani cleaner (Materia! No. V01-422) and prepare the solution
(Ref. AMM TASK 70-1150-100-010) .
. Wash the repaired area with a cloth soacked in the solution .
. Use a cloth soaked in clean cold water until the area is fully cleaned .
. lf necessary repeat steps (2) and (3).
Wipe the area with a clean dry cloth.
MAX DEPTH AE VARIES WITH ZONE
FAN BLADE BLEND DETAILS
B-.-oD a LocalPimetrant Crack Test o n the Damaged Blades
1. Use fluorescent penetrant (Materia! No. V06-022) and do a penetrant in-
spection of the damaged area (Ref. SPM 702305).
C. Examine the Biade Airfoil
1. Examine the biade airfoil for crack indications. Use X10 binocular under ultra
viole! li ght. lf a biade is cracked, reject it.
2. Examine the biade for damage (Ref. TASK 72-31-11-200-010). lf a biade is
damaged, do step (4.0.) that follows.
D. Remove Local Damage on the Leading Edge
1. Remove damage on the leading edge by removal of minimum materia!.
Continue to remove damage until ali the damage is removed. Use portable
grinding equipment.
lf damage is shown in Zone AD, you must blend the damage parall el with
the biade leading edge, to remove any materi a! above the repaired area.
lf you blend in Zone AD, you can only have one scall op in Zone AC, Zone
AA and Zone AB, can each have a scall op, independently of the repair of
Zones AD and AC.
1. Remove damage as necessary on the airfoil surface by the removal of mini-
mum materia!. Continue to remove damage until ali the damage is re-
moved. The maximum depth to remove the damage musi not be more
than 0.01 5 in. (0.38 mm). The diameter of the repaired area is to be 50
times the depth.
2. Make smooth the repaired area's. Make sure ali the damaged marks are
completely removed and the surface finish is made the same as the ad-
jacent materi a!. Use waterproof abrasive paper (Materia! No. V05-021),
waterproof abrasi ve paper (Materia! No. V05-020) and l or waterproof
abrasive paper (Materia! No. V05-064).
3. Polish the repaired area's, to remove scratches and make the surface finish
the sa me as the adjacent materia l. Use waterproof abrasive paper (Male-
ri ai No. V05-021), waterproof abrasive paper (Materia! No. V05-020) and
l or waterproof abrasive paper (Materia l No. V05-064).
to be used for training only
SRTdlnlcs fJ
D
BLENDING OF SURF1\ CE DRESSING
ON BLADE
Sllll rCE
l 700 In {43. 18 uun)
2 .850 I n. {72.39 nun)
l
\ DHE.SSJNG (I NCLUDI NC
BLENIJING) NOT TO
EXCEED TIIIS BOUNDAHY.
f MAX 0.0 15 io. (0.38 uuu)
SUHFACE DHESSI NG
FAN BLAIJE SURFACE DRESSI NG FOR PRESSlJRE
FACE ANIJ NON PRESSUHE FACE
t:. c xaminetiieLP Compressor Fa n
PERr-.IIlTED PRO!=ILE
POLISJI A urrLE OFF Al L AROUND TI lE NOSE
TIIE F!NISI IED PROFILE MUST GIVE A NOSE
DOVm CONDITION BE IN A FULL RADIUS
v
FULL RADIUS
CONCAVE SURFACE
(PI!ESUR<l
CONVEX
{SUCI\ON)
NDT PROFILE
THESE FAULTS CAN BE SEEN \\ ITII l"! lE NAKFD EYE

AVOlO FLATS
DU NUT TI! E NOSE UNDULY BLUNT
v v
AVOIIJ A NOSE UP TENDENCY
DO NOT t-.'IAKE Tf-IE NOSE Sl-lt\RP
1. Visually examine and measure the dimensions of the scall op on the leading
edge and the ai rfoil surface. Make sure the maximum depth of the repair
on the airfoil surfaces is not more than 0.015 in. (0.38 mm). Discard the
blades, if they are not in the limits speci fi ed. Use workshop inspection
equipment.

F. Do a Locaf Penetra n! Crack Test o n the Damaged Bfades
1. Use fl uorescent penetrant (Materia! No. V06-022) and do a penetrant in-
spection of the damaged area (Rei . SPM 702305) .
G. fdentify the Repair
1. A log book entry is necessary when you have completed this repair. Write
VRS1506 in the engine log book.
2. At the next shop visit make a mark VRS1506 adj acent to the part number.
Use vibro-engraving equipment.
Blades repaired to this scheme, must be swab etched and inspected as
- specified in the (Ref. EM 72-31-11-300-025) (VRS1026) and glass bead
peened a t the next shop visit, to the instructions speci fi ed in the (Rei . EM
72-31-1 1- 300-016) (VRS1724) .

TYPICAL EXAMPLE OF DAMAGE BEFORE ANO AFTER SCALLOPING
t o be used for training onl y
SR Technks tJ
.....
MIN R=7xAE
l
1oxAE-
lL
AE
PERMITIED ONLY IF EXTENTS
OF BLEND RADIUS DO NOT OVERLAP
MAX =A E +0.064 in. p ,63 mm)
__.,.;__,___ MI N =A E
AE--:--;---
TYPI CAL
BLENDING AREA
lo be used for training only
SRTedlnlcs tJ
EXTENT OF
BLEND RADIUS
23
Servi cc lntcrphonc 9
26
Engi nc Fire Bumlcs 5
Fire Loop A and Il 65
29
Deprcssuri sati on Solcnoid 5 1
EDP Case Dmin Fiher 51
EDP l Enginc Drivcn Pump 51
EDP Prcssure Switch 47
30
Ami Ice Air Outlct 9
Engine An ti Ice Valve 15
36
High Stage l31 eed Valve Solcnoid 31
HPValve 33
HPV l Hi gh Prcssurc Valve 61
71
Auxilli ary Latch Asst.: mbly
Covcr Attachemcnt Point 9
Drainmast 43
Hoist Poilll 9
Latch 3
Takc up Dcvk e 3
72
Annulus Fill cr 13
Cumbustion Chamhcr Locat ing Pin 69
Dove Slot 13
Fan Bi ade 13
lnlet Cone I l
Sofl Rubbcr Cune Ti p I l
73
39. 47
Low Oil Prcssurc Switch 45
MCD l Mastcr Chip Detector 53
No.4 Bcaring Prcssurc Transduccr 27
No.4 Bearing Scavcngc Valve 27
Oil Prcssurc Pump 51
Oil Pressurc Transmillcr 4.'5
Oil Quanti ty Transmittcr 49
Oil Scavengc Filtcr 51
Oil Scavcngc Pumps 55
Oi l Tank 49
Oi l Temperature Scnsor SJ
Rec Swi tch 27
Scavcngc Filtcr Prcssurc Switch 47
Sight Glass 29. 49
80
p
Chip Detector 29
Startcr 29
Staner Valve 21
PMA. Siehe EDA l E ngine Dedicated Alternator
FF l Fucl Flow Mcter 57
FMU l Fucl Mctcring Uni t 57
Fucl Di stribution Val ve 33. 35
Fud Filter Diffcrcnt ial Prcssurc Switch 39
Fuel Manifold 69
Fud Nozzles 33. 69
Fuel Pump Uni t LP/HP 57
IDG FCOC 41
!DG Oil Temperature Thcrmucouplc 4 1
Low Prcssurc Fut.:l Fi lt cr 39. 47
PRSOV 57
74
lgni tion and P2ff2 Hcatcr Rclay Box 19
lgniti on 13 Box 33
lgnition B l .cad 33
lgnition Box A 25
lgni tion Box B 25
lgntion A Leali :n
75
ACAC l Air Coolcd Ai r Coolcr 63
ACAC Exhaust Duci 63. 67
ACC l Activc Clcan.mcc Contro\ Actuator 33
IJSBV M as ter Actuator 59
IJSIJV Slave Actuator 25
lluffer Air Due t 33
Buffer Air Li ne 69
Handli ng lllecd Solenoid Valve 7A 3 1
Handling 13\ccd Solcnoid Valve 713 31
Halllll ing Blccd Snlcnoid Valve 7C 3 1
1-! andli ng ll\ccd Solcnoid Valve IO 31
Handling IJ iecd Valve 7A 37
Handl ing llleed Valve 713 33. 35. 37
Handl ing Bleed Valve 7C 6 1
Handling Blced Valve IO 37
HPT ACC plug sturagc brackct 33
HPT ACC Valve 33
H l'T Stagc 2 Cooli ng Air Tu bes 33
LI'T ACC Valve 33
Make-Up Air Due t 69
Make-Up Air Solcnoid Valve 31
t o be used for training only
SR Tedlnlcs fJ
Makc-Up Ai r Valve 31
Turbinc Cooling Tube 63
VSV Actuator 61
VSV Crank Shafl 33
76
Data Entry Plug l DEl' 23
EDA l Enginc Dcdicatcd Ahcrnator 29
EEC l E\cctronic Enginc Contro! 23
lgnition ami P2{f2 Heatcr Rclay 13 ox 19
l'O (amb) 23
P2.5 boostcr stage out lct prcssurc 23
1'2 pressure 19. 23
P5 (P4.9) L. P. Turbine cxhaus t prcssurc 23. 71
Pl2.5 fan outlct prcssure 23
Ph burncr prcssure 23
77
EGT Jucti on ll ox 63. 67
EGT l'robe 67. 71
N l Speed Sensor 23. 25
N2 Specd Sensor 29
Naccll c Temperature Scnsor 65
Vibrmion Pickup 41
78
Bypass Non Rcturn Valve
CNA l Common Nnzzlc Asscmbly 71
Fairing Pancl 5
Graphitc Composite Cascadcs 7
HCU l Hydraulic Control Uni t 7
Lowcr Lucking Actuator 7
Rcvcrscr Bl ockcr Doors 7 1
SOV l Shut-Off Valve 7
Upper Nunlocking Actuatur 7
79
ACOC l Air Coolcd Oil Coolcr 17
ACOC Oil Temperature Thermocouplc 17
IJcaring No.4 Cavity Drain Li ne 67. 71
llreather Air Outl et 21
Chip Detector 1.2 and 3 Bcaring Scavcngc .'5.'5