A320 71-80v2500jarb1

AIRBUS A 319/320/321 ATA 7180 Engine IAE V2500
ATA 3020 Intake Ice Protection
EASA PART 66 B1
A320 7180V2500JARB1
For training purposes only. E Copyright by Lufthansa Technical Training. LTT is the owner of all rights to training documents and training software. Any use outside the training measures, especially reproduction and/or copying of training documents and software also extracts thereof in any format all (photocopying, using electronic systems or with the aid of other methods) is prohibited. Passing on training material and training software to third parties for the purpose of reproduction and/or copying is prohibited without the express written consent of LTT. Copyright endorsements, trademarks or brands may not be removed. A tape or video recording of training courses or similar services is only permissible with the written consent of LTT. In other respects, legal requirements, especially under copyright and criminal law, apply. Lufthansa Technical Training Dept HAM US Lufthansa Base Hamburg Weg beim Jger 193 22335 Hamburg Germany Tel: +49 (0)40 5070 2520 Fax: +49 (0)40 5070 4746 E-Mail: Customer-Service@LTT.DLH.DE www.Lufthansa-Technical-Training.com
Lufthansa Technical Training
POWER PLANT INTRODUCTION
A319/A320/A321
IAE V2530-A5
71-00
ATA 71 POWER PLANT

ATA 71-00 INTRODUCTION
It is produced by International Aero Engines ( IAE ) corporation. This corporation consits of the following companys: JAEC ( Japanese Aero Engines Corporation ) Rolls Royce Pratt & Whittney MTU ( Motoren & Turbinen Union ) Fiat Avio
JAEC
RR
P&W
MTU
FIAT
For Training Purposes Only
IAE
( INTERNATIONAL AERO ENGINES )
FRA US/T bu
Aug 2001
Page: 1
A319/A320/A321
IAE V2530-A5
71-00 ENGINE MARK NUMBERS

For easy identification of the present and all future variants of the V2500, International Aero Engines has introduced a new engine designation system. S All engines will retain V2500 as their generic name. S The first three characters of the full designation are V25, identifying each engine as a V2500. The next two figures indicate the engines rated sea level takeoff thrust. The following letter shows the aircraft manufacturer. The last figure represents the mechanical standard of the engine. This system will provide a clear designation of a particular engine as well as a simple way of grouping by name, engines with similar characteristics. The designation V2500 D collectively describes, irrespective of thrust, all engines for McDonnell Douglas applications and V2500 A all engines for Airbus Industrie. Similarly, V2500 5 describes all engines built to the 5 mechanical standard, irrespective of airframe application. For example : The V2500 - A1 engine is used on A320 and has only a 3 stage booster.
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POWER PLANT INTRODUCTION ENGINE MARK NUMBERS
A319/A320/A321
IAE V2530-A5
71-00
V2530-A5
Generic to all V2500 engines Mechanical Standarts of engine Takeoff thrust in thousands of pounds Airframe manufacturer A for Airbus Industrie -D for McDonnellDouglas
MARK NUMBER V2500 - A1 V2530 - A5

TAKEOFF THRUST (LB) 25.000 30.000 25.000 26.500 28.000 25.000 22.000
AIRCRAFT A320 - 200 A321 - 100 A320 - 200 A320 - 200 MD - 90 - 40 MD - 90 - 30 MD - 90 - 10
V2525 - A5 V2527 - A5 V2528 - D5 V2525 - D5 V2522 - D5
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August 2001
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A319/A320/A321
IAE V2530-A5
71-00 INTRODUCTION
The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan engine. 80% of the thrust is produced by the fan. 20% of thrust is produced by the engine core. Its compression system features a single stage fan, a four stage booster, and a ten stage high pressure compressor. The LP compressor is driven by a five stage low pressure turbine and the HP compressor by a two stage HP turbine. The HP turbine also drives a gearbox which, in turn, drives the engine and aircraft mounted accessories. The two shafts are supported by five main bearings. The V2500 incorporates a Full Authority Digital Electronic engine Control ( FADEC ). The control system governs all engine functions, including power management. Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated thrust reverser. IAE V2530-A5 DA TA Fan tip diameter : Bare engine length : Weight : Take - of f thrust : Bypass ratio : Overall Pressure Ratio : Mass Flow lbs/s : N1 : N2 : EGT ( Takeoff ) EGT ( Starting ) EGT ( Max Continous/Climb ) 63.5 in ( 161 cm ) 126 in ( 320 cm ) 4942 lbs ( 2242 KG ) 30,000 lb, flat rated to +30 deg. C 5.44 : 1 31.9 :1 856 lbs 100% ( 5650 RPM ) 100% ( 14950 RPM ) 650 deg. C 635 deg. C 610 deg.C
The IAE V2530-A5 engine is flat rated. The rated thrust can be obtained for a limited time up to an ambient temperature of 30_C otherwise engine operating limits can be exceeded. To have a constant thrust at variable ambient conditions the engine RPM has to be adjusted ( regulated ) to compensate the variying air density. The Thrust parameter is EPR.In case this parameter is not available the N1 is used as the Thrust parameter. For Training Purposes Only
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A319/A320/A321
IAE V2530-A5
71-00
Figure 1
FRA US/T bu August 2001
V2500 Propulsion Unit

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A319/A320/A321
IAE V2530-A5
71-00 ENGINE DESCRIPTION

Gas Path A simplified view of the engine is shown below. All the air entering the engine passes trough the inlet cowl to the fan. At the fan exit the air stream divides into two flows : S the core engine flow S the by-pass flow Core Engine Flow The core engine flow passes trough the fixed inlet guide vanes to the L.P. Compressor which consits of 4 stages on the V2500 - A5 engine,then to the H.P. Compressor,the combustion section and the H.P. and L.P. turbines and finally exhausts into the Combined Nozzle Assembly ( C.N.A. ) By-pass Flow The fan exhaust air ( cold stream ) entering the by-pass duct passes through the fan outlet guide vanes and flows along the by-pass duct to exhaust into the C.N.A.. Nacelle The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are : S the air inlet cowl S the fan cowls ( left and right hand ) S The C ducts which incorporate the hydraulically operated thrust reverser unit. S the Combined Nozzle Assembly ( CNA ) Combined Nozzle Assembly ( CNA ) The core engine hot exhaust and the cool by-pass flow are mixed in the C.N.A. before passing through the single propelling nozzle to atmosphere.
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August 2001
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A319/A320/A321
IAE V2530-A5
71-00
V2500-A1 V2500-A5
V2500-A1 V2500-A5
BUFFER AIR COOLER OUTLET
Figure 2
Propulsion Unit Outline

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ENGINE HAZARD AREAS
A319/A320/A321
IAE V2530A5
71-00
ATA 71-00 ENGINE HAZARD AREAS
FRA US/T Bu
.August 2001
Page: 8
ENGINE HAZARD AREAS
A319/A320/A321
IAE V2530A5
71-00
INLET SUCTION DANGER AREA
EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER
EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS
ENTRY CORRIDOR
Figure 3
FRA US/T Bu .August 2001
Engine Hazard Areas

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ENGINE FUEL AND CONTROL FADEC GENERAL
A319/A320/A321
IAE V2530 A5
7320
ATA 73 ENGINE FUEL AND CONTROL

7320 FADEC PRESENTATION
FADEC General Each powerplant has a FADEC (Full Authority Digital Engine Control) system. FADEC, also called the Electronic Engine Control (EEC), is a digital control system that performs complete engine management. FADEC has twochannel redundancy, with one channel active and one in standby. If one channel fails, the other automatically takes control. The system has a magnetic altemator for an internal power source. FADEC is mounted an the fan case. The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management. FUNCTIONS The FADEC system performs the following functions --Control of gas generator --control of fuel flow --acceleration and deceleration schedules --variable bleed valve and variable stator vane schedules control of turbine -clearance idle setting Protection against engine exceeding limits protection against N1 and N2 overspeed monitoring of EGT during engine start Power Management automatic control of engine thrust rating computation of thrust parameter limits Manual management of power as a function of thrust lever position automatic Management of power (A/THR demand). Automatic engine starting sequence control of S the start valve (ON/OFF) S the HP fuel valve S the fuel flow S the ignition (ON/OFF) monitoring of N1, N2, FF and EGT initiation of abort and recycle (on the ground only) FRA US/T bu August 2001 Manual engine starting sequence passive monitoring of engine control of the start valve the HP fuel valve the ignition Thrust reverser control actuation of the blocker doors engine setting during reverser operation Fuel recirculation control recirculation of fuel to the fuel tanks according to the engine oil temperature, the fuel system configuration and the flight phase. Transmission of engine parameters and engine monitoring information to cockpit indicators the primary engine parameters the starting system status the thrust reverser system status the FADEC system status Detection, isolation, and recording of failures FADEC cooling NOTE : There are no adjustments possible on the FADEC system ( e.g. Idle, Part Power etc. )
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A319/A320/A321
IAE V2530 A5
7320
Figure 4
FADEC Presentation IAE V2500

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A319/A320/A321
IAE V2530 A5
7320 FADEC FUNCTIONS

The FADEC system operates compatibly with applicable aircraft systems to perform the following functions : 1 GAS generator control for steady state and transient engine operation within safe limits. Fuel flow control Acceleration and deceleration schedules Variable Stator Vane ( VSV ) and Booster Stage Bleed Valve ( BSBV ) schedules Turbine clearance control ( HP / LP ) Idle setting. 2 Engine limits protection Engine overspeed protection in terms of fan speed and core speed to prevent engine running over certified red lines Engine turbine outlet gas temperature monitoring. ( EGT ) 3 Power management Automatic engine thrust rating control Thrust parameter limit computation manual power management through constant ratings versus throttle lever relationship . takeoff / goaround at full forward throttle lever position . flex takeoff at constant intermediate position whatever the derating is . other ratings ( max continuous, max climb, idle, max reverse ) at associated throttle lever detent points. Automatic power management through direct engine power adjustment to the autothrust system demand. 4 Automatic engine start sequencing Control of starter air valve ON / OFF Control of HP fuel valve ( ON / OFF on ground, ON in flight ) Control of fuel schedule FRA US/T bu August 2001 Control of ignition ( ON / OFF ) EPR, N1, N2, WF, EGT monitoring Abort / Recycle capability on ground. 5 Thrust reverser control Control of thrust reverser actuation ( deploying and stowing ) Control of engine power during reverser operation. - Engine idle setting during reverser transient Control of maximum reverse power at full rearward throttle lever position. Restow command in case of non commanded deployment. Redeploy command in case of non commanded stowage. 6 Engine parameters transmission for cockpit indication Primary engine parameters Starting system status Thrust reverser system status FADEC system status. 7 Engine condition monitoring parameters transmission. 8 Detection, isolation, accommodation and memorization of its internal system failures. 9 Heat Management system (Fuel return & diverter valve control) FADEC controls the ON / OFF return to the aircraft tank in relationship with : Engine oil, IDG oil and fuel temperatures Aircraft fuel system configuration Flight phases. Fuel Metering Unit The fuel metering unit ( FMU ) provides fuel flow control for all operating conditions.Variable fuel metering is provided by the FMU through EEC commands by atorque motor controlled servo drive. Position resolvers provide feedback to the EEC. The FMU has provision to route excess fuel above engine requirements to the fuel diverter valve through the bypass loop.
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A319/A320/A321
IAE V2530 A5
7320
FMV FEEDBACK
T2,5
P4.9
(EGT) P2/T2 HEATER
IDG
IGN B THRUST LEVER ANALOG & DISCRETE SIGNALS IGN A
A
TRUST CONTROL UNIT

Ignition Boxes
Thrust Reverser
POWER
IAE V2500
RESOLVER
EIU
7th 7th 7th IGNITORS 10th
HDL BLEED VLVs
Hydraulic Press
FUEL PRESS & COMMAND SIGNAL FUEL METERING UNIT (FMU)
FUEL FLOW
TO BURNERS
( CH: A & B )
EEC
FEEDBACK COMMAND COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FEEDBACK FUEL DIVERTER & RETURN VALVE T/R REVERSER Stow / Deploy Feedback
SOLENOID CONTROL VALVES
HCU
Return Fuel to Aircraft Tank
FOR ENGINE TREND MONITORING
P2,5
F FLOW
P12,5
T/R REVERSER Stow / Deploy Command
Figure 5
FADEC Presentation IAE V2500

Page: 13
A319/A320/A321
IAE V2530 A5
7320 ENGINE CONTROL P/BS AND SWITCHES

Engine Mode Selector Position CRANK : selects FADEC power. allows dry and wet motoring ( ignition is not availiable ). Position IGNITION / START : selects FADEC power allows engine starting (manual and auto). Position NORM : FADEC power selected OFF ( Engine not running ) FADEC GND PWR P/B Position ON : selects FADEC power N1 MODE P/B Position ON : switches EEC from EPR Mode to N1 Mode
Engine Master Lever Position OFF : closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position ON : starts the engine in automatic mode ( when the mode selector is in IGNITION / START ). selects fuel and ignition on during manual start procedure. Manual Start P/B controls the start valve (when the mode selector is in IGNITION / START or CRANK position ).
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A319/A320/A321
IAE V2530 A5
7320 A CENTRAL PEDESTAL 115VU
NORM
MAINTENANCE PANEL 50VU
OVERHEAD PANEL 22VU
Figure 6
Engine Control P / Bs and Switches

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A319/A320/A321
IAE V2530 A5
7320
49VU
2450000HMQ0
Figure 7
Engine Circuit Breakers

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A319/A320/A321
IAE V2530 A5
7320
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 8

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ENGINE INDICATING ECAM
A319/A320/A321
IAE V2530A5
7700
ATA 77 INDICATING
7700 ENGINE INDICATING PRESENTATION
Indication general - Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E / WD ) : S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.
S OIL temperature For further info see ATA 79 S Starter valve positions, the starter duct pressure and during eng start up, the operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. indication. S Engine Vibration of N1 and N2 S As warnings by system problems only : OIL FILTER COLG Fuel FILTER CLOG No. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page
Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault : S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79
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August 2001
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ENGINE INDICATING ECAM
A319/A320/A321
IAE V2530A5
7700
FF KG / H FOB: 19.125
NAC temp. indication : 320


nac c
320
A IGN B

ONLY ON ENGINE

PSI 35
35 PSI
START PAGE
Figure 9
Engine ECAM Indications

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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
STAGE NUMBERING V2530-A5

STAGES :
1 1 2 3 4 1 2 3 4 5 6 7 8 9 10
COMPONENT :
STAGE NUMBER :
1 1,5 2 2,3 2.5 3 4 5 6 7 8 9 10 11 12
NOTES :
ACOC,ACC,ACAC
FAN LOW PRESSURE COMPRESSOR ( BOOSTER )
B.S.B.V. VSV ( & IGV ) VSV VSV VSV CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling CUST. BLEED Hdlg. Bleed, Buffer Air, 1. HPT & NGV, Muscl Air 20 Fuel Nozzles, 2 Ignitor Plugs
HIGH PRESSURE COMPRESSOR
COMBUSTION CHAMBER
1 2
HIGH PRESSURE TURBINE LOW PRESSURE TURBINE COMMON NOZZLE
1 2
ACTIVE CLEARANCE CONTROL
1 2 3 4 5
3 4 5 6 7
ACTIVE CLEARANCE CONTROL
FRA US/T-5
APR 2006
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
V2500-A1
V2500-A5
Figure 10
FRA US/T-5 APR 2006
Stage Numbering
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ENGINE STATIONS V2500

AERODYNAMIC STATION :
0 1 2 12.5 2.5 3 4 4.5 4.9 5
STATION LOCATION :
AMBIENT INTAKE / ENGINE INLET INTERFACE FAN INLET FAN EXIT L.P. COMPRESSOR ( BOOSTER EXIT ) H.P. COMPRESSOR COMBUSTION SECTION EXIT H.P. TURBINE EXIT L.P. TURBINE EXIT EXHAUST
STATION USED FOR:

P0 ( ambient )
Press P2 for EPR & Temp T2 Press for Monitoring 12.5 Temp T2.5 or (CIT) & Press P2.5 for Monitoring Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb )
Temp T4.9 for EGT & Press P4.9 for EPR also called P 5
Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring. The manufacture uses numerical station designations.The station numbers are used as subscripts when designating different temperatures and pressures,throughout the engine.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 11
Engine Stations
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ATA 72 ENGINE
72-00 ENGINE PRESENTATION
Engine Main Bearings The 5 bearings are located in 3 bearing compartments. Front bearing compartment The front bearing compartment is located at the centre of the intermediate case, and houses bearing No. 1, 2 & 3. Center bearing compartment (No.4 Bearing Compartement ) The center bearing compartment is located in the diffuser/combustor case and houses bearing No. 4 Rear bearing compartment The rear bearing compartment is located in the turbine exhaust case No.5 The Low Pressure or N1 rotor, is supported by three bearings : S Bearing 1 ( Single track thrust ball bearing ). S Bearing 2 ( Single track roller bearing utilising squeeze film oil damping ). S Bearing 5 ( Single track roller bearing utilising squeeze film oil damping ). The High Pressure or N2 rotor is supported by two bearings : S Bearing 3 ( thrust ball bearing mounted in an hydraulic damper which is centered by a series of rod springs ( Squirrel Cage ) ). S Bearing 4 ( Single track roller bearing ).
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
N1 BEARING NO.: N2 BEARING NO.:
2 3 4
FRONT BEAR. COMP. Figure 12

CENTER BEAR. COMP. Engine Bearings & Compartments
REAR BEAR. COMP.
Page: 25
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 FRONT BEARING COMPARTMENT

The bearings No. 1, 2 and 3 are located in the front bearing compartment which is at the center of the intermediate module 32. The compartment is sealed using air supported carbon seals,and oil filled ( hydraulic ) seal between the two shafts. This seal is supported by 8th stage air. Adequate pressure drops across the seals to ensure satisfactory sealing .This is achieved by venting the compartment, by an external tube, to the de-oiler . Gearbox Drive The HP stubshaft, which is located axially by No 3 bearing, has at its front end a bevel drive gear which provides the drive for the main accessory gearbox, through the tower shaft. The HP stubshaft seperates from the HP compressor module at the curvic coupling and remains as part of the intermediate case module. Description The drawing below shows details of No 2 and No 3 bearings. A phonic wheel is fitted to the LP stubshaft, this interacts with speed probes to provide LP shaft speed signals ( N1 ) to the EEC and the Engine Vibration Monitoring Unit ( EVMU ) which is aircraft mounted. The hydraulic seal prevents oil leakage from the compartment passing rearwards between the HP and LP shafts. No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper is maintained at the full oil feed pressure whilst the rest of the flow passes through a restrictor to drop the pressure. This allows larger jet diameters to facilitate flow tolerance control. The outer race is supported by a series of eighteen spring rods which allow some slight radial movement of the bearing. The bearing is centralised by the rods and any radial movement is dampened by oil pressure fed to an annulus around the bearing outer race. The gearbox drive gear is splined onto the HP shaft and retained by No 3 bearing nut.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
GEAR BOX DRIVE
BOOSTER AIR
SPRING ROD
Sealing Air
PHONIC WHEEL FOR N1 RPM
Figure 13
Front Bearing Compartment

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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 NO 4 BEARING COMPARTMENT

The No 4 bearing compartment is situated in a high temperature, high pressure environment at the centre of the combustion section. The bearing compartment is shielded from radiated heat by a heat shield and air. The No. 4 bearing compartment is cooled by 12th stage air. 12th Stage Air ( Buffer Air ) This supply of cooled 12th stage air ( called buffer air ) is admitted to the space between the chamber and first heat shield.The 12th stage air is cooled by fan air via the buffer air cooler, located on the rear left hand side of the engine. The buffer air is exhausted from the cooling spaces close to the upstream side of the carbon seals, creating an area of cooler air from which the seal leakage is obtained. This results in an acceptable temperature of the air leaking into the bearing compartment. Buffer air flow rates are controlled by restrictors at the outlet from the cooling passages. NOTE : The bearing compartment internal pressure level is determined by the area of the variable scavenge valve. ( called No 4 bearing scavenge valve and described in the oil system ). This valve acts as a variable restrictor in the compartment vent / scavenge line. FAN AIR OUTLET BUFFER AIR COOLER ( ACAC )
NO.4 BEARING COMPARTMENT AIRCOOLER DUCT ASSEMBLY
FAN AIR INLET
NOTE : A drain hole is provided to indicate a possible leckage at the No 4 bearing compartment. It is located in the exhaust at 5 o clock position ( aft looking forward ) 12th Stage Air Cooler ( BUFFER AIR ) The No. 4 bearing compartment air cooler is installed on the turbine casing. The exchanger is held by its coolant air duct flanges.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
HEAT SHIELD Spring
COOLED 12TH STAGE HP COMPRESSOR AIR
No4 Bearing CARBON SEAL CARBON SEAL
Figure 14
No.4 Bearing Compartment

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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 REAR BEARING COMPARTMENT

The rear bearing compartment is located at the center of the LP turbine module ( module 50 ) and houses No 5 bearing which supports the LP turbine rotor. The compartment is sealed at the front end by an 8th stage air supported carbon seal. At the rear is a simple cover plate, with an 0- ring and a thermally insulated heat shield, both secured by the same twelve bolts. Inside the LP shaft there is a small disc type plug with an 0-ring seal, secured by a spring clip. There are no air or oil flows down the LP shaft. Separate venting is not necessary for this compartment because with only one carbon seal the airflow induced by the scavenge pump gives the required pressure drop across the seal. The compartment is covered by an insulating heat shield.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 15
Rear Bearing Compartment

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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 ENGINE MODULES

The engine modules are: 32 the intermediate case module, 31 the fan module, 40 / 41 the high pressure compressor, & diffuser/combustor module, 45 the high pressure turbine, 50 the LP turbine 60 the accessory drive gearbox. NOTE: THE MODULE NUMBERS REFER TO THE ATA CHAPTER REFERENCE FOR THAT MODULE. High Pressure Turbine The high pressure turbine is a two stage turbine and drives the HP compressor and the accessory gearbox. Active clearance control is used to control seal clearances and to provide structural cooling. Low Pressure Turbine The low pressure turbine is a five stage module. Active clearance control is used to control seal clearances and to provide structural cooling. Accessory Drive Gearbox The accessory drive gearbox provides shaft horse power to drive engine and aircraft accessories. These include fuel, oil and hydraulic pressure pumps and electrical power generators for the EEC and for the aircraft. The gearbox also includes provision for a starter which is used to drive the N2 shaft for engine starting.
Fan Module It consists of a single stage, widechord, shroudless fan and hub. Intermediate Case Module It consists of the fan containment case, fan exit guide vanes ( EGV ), intermediate case, booster, low spool stubshaft, the accessory gearbox towershaft drive assembly, high spool stubshaft and the station 2.5 bleed valve ( BSBV ). The booster consists of inlet stators, rotor assembly, and outlet stators. The No. 1, 2 and 3 ( front ) bearing compartment is built into the module and contains the support bearings for the low spool and high spool stubshafts. High Pressure Compressor The HP compressor is a ten stage, axial flow module. It is comprised of the drum rotor assembly, the front casing which houses the variable stator vanes and the rear casing which contains the fixed stators and forms the bleed manifolds. Diffuser / Combustor Module The combustion section consists primarily of the diffuser case, annular two piece combustor, with 20 fuel injector and 2 ignitors. The high compressor exit guide vanes and the No. 4 bearing compartment are also part of the module. The main features of the module include a closecoupled prediffuser and combustor that provide low velocity shroud air to feed the combustor liners and to minimize performance losses.
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
31 - F AN
32 - INTERMEDIA TE CASE 40 - HP SYSTEM 41 - DIFFUSER / COMBUST OR 45 - HP TURBINE 50 - LOW PRESSURE TURBINE
60 - ACCESSOR Y DRIVE GEARBOX
Figure 16
Engine Modules
Page: 33
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 MODULE 32 INTERMEDIATE CASE

Fan Case The fan case provides a titanium shroud around the fan rotor and forms the outer annulus of the cold stream duct. LP Compressor Outlet Guide Vanes Aerodynamic control air flow within the cold air steam duct is achieved by 60 vanes manufactured in aluminium. The vanes consist of 20 segments, each containing 3 vanes. Both sides of the vanes are attached to the outer and inner platforms. The outer platform is bolted to the fan case and the inner platform is pinned to the outer shroud ring of the LP compressor stage 2.5 stator assembly. Booster Stage bleed valve ( BSBV ) The bleed valve mechanism is supported by the intermediate structure and the outer ring of the stage 2.5 vanes. Two actuating rods which are each motivated by actuators allow a axial motion to the valve ring via 2 power arms.
BOOSTER STAGE BLEED VALVE
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ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
3 ea
Fan Outlet Inner Vane Assembly
Figure 17
Fan Case Section

Page: 35
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 MODULE 31 ( FAN MODULE )

Module 31 is the complete Fan assembly and comprises : S 22 wide-cord ,titanium shroudless hollow fan blades S 22 annulus fillers S the titanium fan disc S the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. Axial retention is provided by the front and rear blade retaining rings. Blade removal / replacement is achieved by removing the front blade retaining ring and sliding the blade along the dovetail slot in the disc. The fan inner annulus is formed by 22 annulus fillers. Nose Cone The glass-fibre cone smoothes the airflow into the fan.It is secured to the front blade retaining ring by 18 bolts. The nose cone is balanced during manufacture by applying weights to its inside surface.The nose cone is unheated.Ice protection is provided by a soft rubber cone tip. The nose cone retaining bolt flange is faired by a titanium fairing which is secured by 6 bolts. NOTE: Annulus Fillers The blades do not have integral platforms to form the gaspath inner annulus boundary. This function is fulfilled by annulus fillers which are located between neighbouring pairs of blades. The material of the fillers is aluminium. Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at the front. The rear trunnion is inserted in a hole in the rear blade retaining ring. The front pins are inserted in holes in the front blade retaining ring. The fillers are radially located by the front and rear blade retaining rings. Each filler is secured to the front blade retaining ring by a bolt. In order to minimize the leakage of air between the fillers and the aerofoils, there is a rubber seal bonded to each side of each filler. Fan Disc The fan disk is driven through a curvic coupling which attaches it to the LP stub shaft. The curvic coupling radially locates and drives the fan disk. During manufacture of the fan disk, it is dynamically balanced by removal of metal from a land on the disk.
BE CAREFUL WHEN REMOVING THE NOSE CONE 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.
FRA US/T bu
August 2001
Page: 36
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Showing Crossection of Fan Disc
Slot Numbering
Rubber
Rubber
SOFT RUBBER CONE TIP
Figure 18
LP Compressor ( Fan )
Page: 37
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 INLET CONE REMOVAL

A special tool is used to remove the Inlet Cone to prevent it from damage as shown below. NOTE: THE INLET CONE IS MADE FROM GLASSFIBER.
FRA US/T bu
August 2001
Page: 38
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 19
Inlet Cone Removal

Page: 39
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 FAN BLADE REMOVAL / INSTALLATION

Removal The Nose cone is secured to the front blade retaining ring by 18 bolts. Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of these weights must be marked before removal to ensure they are refitted to the same position. The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A second ( outer ) ring of bolts passes through the retaining ring and screws into each of the 22 annulus fillers. Both rings of bolts must be removed before attempting to remove the front retaining ring. After all the securing bolts ( 22 + 36 ) have been removed the retaining ring can be removed by srewing pusher bolts into the 6 threaded holes provided for this purpose. Balance weights, if required are located on the retaining ring. The fan blades and annulus filler positions are not identified.For this reason it is important to identify the blade and annulus filler position, relative to the numbered slots in the fan disc, before disassembly. Remove the annulus fillers on either side of the blade to be removed. The annulus fillers can be removed as follows : S lift the front end of the annulus filler 3 to 4 inches. S twist the annulus filler through about 60 deg counter - clockwise S draw the annulus filler forward to clear the blades The blade to be removed can then be pulled forward to clear the dovetail slot in the fan disc. Installation After the new blade and the annulus fillers are fitted, The front blade retaining ring can be fitted. The front blade retaining ring can only be fitted in one position which is determined by tree off - set locating dowells on the fan disc. When the retaining ring is fitted to the fan disc the lettet T, etched on the retaining ring, identifies No 1 fan blade position. NOTE: FAN BLADE INSPECTION / REPAIR ARE DESCRIBED IN THE AMM 72-31-1 1 PAGE BLOCK 800. THE MOMENT WEIGHT OF THE FAN BLADE IS WRITTEN ON THE THE ROOT SURFACE
NOTE :
FRA US/T bu
August 2001
Page: 40
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
MOMENT WEIGHT
Figure 20
Fan Blade Removal / Installation

Page: 41
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ATA 72-31-1 1 FAN BLADE REPAIR

FAN BLADE INSPECTION / REPAIR
Before any repair is carried out, reference must be made to the AMM Chapter 72-31-1 1 Page Block 800. Repair Damage on the Low Pressure Compressor ( LPC ) Fan Blades by Local Material Removal CAUTION : S YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS, STONES AND PAPERS TO DRESS, BLEND AND POLISH THIS COMPONENT. S IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED. S DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MATERIAL WILL BECOME TOO HOT. S LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRESSOR EFFICIENCY AND EXTEND THE ROTOR BLADE LIFE. S 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. S THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, TO PREVENT A RISK OF ENGINE VIBRATION. A. Chemically Clean the Blades ( 1 ) Use alkali cleaner (Material No. V01300), alkani cleaner ( Material No. V01339 ) or alkani cleaner ( Material No. V01422 ) and prepare the solution ( Ref. AMM TASK 701150100010 ). ( 2 ) Wash the repaired area with a cloth soacked in the solution. ( 3 ) Use a cloth soaked in clean cold water until the area is fully cleaned. ( 4 ) If necessary repeat steps ( 2 ) and ( 3 ). ( 5 ) Wipe the area with a clean dry cloth. B. Do a Local Penetrant Crack Test on the Damaged Blades. ( 1 ) Use fluorescent penetrant ( Material No. V06022 ) and do a penetrant inspection of the damaged area ( Ref. SPM 702305 ). C. Examine the Blade Airfoil ( 1 ) Examine the blade airfoil for crack indications. Use X10 binocular under ultra violet light. (a) If a blade is cracked, reject it.
PROCEDURE
NOTE: THIS REPAIR LETS YOU SCALLOP THE LEADING EDGE, REMOVE DAMAGE FROM THE AIRFOIL SURFACE AND IF DAMAGE IS FOUND IN ZONE AD, THEN YOU MUST BLEND PARALLEL WITH THE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA BY MATERIAL REMOVAL.
( 2 ) Examine the blade for damage ( Ref. TASK 723111200010 ). ( a ) If a blade is damaged, do step ( 4.D. ) that follows.
FRA US/T bu
August 2001
Page: 42
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 21
Fan Blade Repair Limits

Page: 43
ENGINE GENERAL PROCEDURE

D. Remove Local Damage on the Leading Edge ( Ref. Fig. 804 / TASK 723111991174 ) ( 1 ) Remove damage on the leading edge by removal of minimum material. Continue to remove damage until all the damage is removed. Use portable grinding equipment. NOTE: IF DAMAGE IS SHOWN IN ZONE AD, YOU MUST BLEND THE DAMAGE PARALLEL WITH THE BLADE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA.
A319/A320/A321
IAE V2530-A5
72-00
NOTE:
IF YOU BLEND IN ZONE AD, YOU CAN ONLY HAVE ONE SCALLOP IN ZONE AC, ZONE AA AND ZONE AB, CAN EACH HAVE A SCALLOP, INDEPENDENTLY OF THE REPAIR OF ZONES AD AND AC. ( 2 ) Remove damage as necessary on the airfoil surface by the removal of minimum material. Continue to remove damage until all the damage is removed. The maximum depth to remove the damage must not be more than 0.015 in. ( 0.38 mm ). The diameter of the repaired area is to be 50 times the depth. ( 3 ) Make smooth the repaired areas. Make sure all the damaged marks are completely removed and the surface finish is made the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05021 ), waterproof abrasive paper ( Material No. V05020 ) and / or waterproof abrasive paper ( Material No. V05064 ). ( 4 ) Polish the repaired areas, to remove scratches and make the surface finish the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05021 ), waterproof abrasive paper ( Material No. V05020 ) and / or waterproof abrasive paper ( Material No. V05064 ).
NOTE:
THE LAST POLISH IS TO BE IN A RADIAL DIRECTION.
FRA US/T bu
August 2001
Page: 44
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 22

Page: 45
ENGINE GENERAL PROCEDURE

E. Examine the LP Compressor Fan Blades ( 1 ) Visually examine and measure the dimensions of the scallop on the leading edge and the airfoil 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 specified. Use workshop inspection equipment. F. Do a Local Penetrant Crack Test on the Damaged Blades. ( 1 ) Use fluorescent penetrant ( Material No. V06022 ) and do a penetrant inspection of the damaged area ( Ref. SPM 702305 ). G. Identify 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 adjacent to the part number. Use vibroengraving equipment.
A319/A320/A321
IAE V2530-A5
72-00
NOTE:
BLADES REPAIRED TO THIS SCHEME, MUST BE SWAB ETCHED AND INSPECTED AS SPECIFIED IN THE ( REF. EM 723111300025 ) ( VRS1026 ) AND GLASS BEAD PEENED AT THE NEXT SHOP VISIT, TO THE INSTRUCTIONS SPECIFIED IN THE ( REF. EM 723111 300016 ) ( VRS1724 ).
FRA US/T bu
August 2001
Page: 46
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 23

Page: 47
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 MODULE 40 HP COMPRESSOR

The HP compressor has 10 stages. It utilises variable inlet guide vanes at the inlet to stage 3 and variable stator vanes at stages 3, 4 and 5 The front casing, which houses stages 3 to 6, is made in two halves which bolt together along horizontal flanges. It is bolted to the intermediate casing ( module 32 ) at the front and to the outer casing at the rear. The rear compressor casing has inner and outer casings as shown. Flanges on the inner case form annular manifolds which provide 7 and 10 stage air offtakes. NOTE: ON THE V2500-A1 THE INLET GUIDE V ANES AND STAGES 3, 4, 5 & 6 ARE VARIABLE.
FRA US/T bu
August 2001
Page: 48
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
V2500-A1
V2500-A5
Figure 24
HP Compressor
Page: 49
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 COMBUSTION SECTION

The combustion section includes the diffuser section, the combustion inner and outer liners, and the No 4 bearing assembly. Diffuser Casing The diffuser section is a primary structural part of the combustion section. The diffuser section has 20 mounting pads for the installation of the fuel spray nozzles. It also has two mounting pads for the two ignitor plugs. Combustion Liner The combustion liner is formed by the inner and outer liners. The outer liner is located by five locating pins which pass through the diffuser casing. The inner combustion liner is attached to the turbine nozzle guide vane assembly. The inner and outer liners are manufactured from sheet metal with 100 separate liner segments attached to the inner surface. The segments can be replaced independently.
FRA US/T bu
August 2001
Page: 50
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 25
Combustion Section
Page: 51
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 HP TURBINE
10th stage Make up air valve The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. Purpose The make up air discharges into the area around No 4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine,stage 2. All of the HPT airfoils are cooled by secondary air flow. The first stage HPT blades are cooled by the HPC discharge air which flows through the fist stage HPT duct assembly. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally. The 10th stage air is supplied through 4 tubes ( 2 tubes on each engine side ) Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage compressor ( make up air ). This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs. The air then goes into the second blade root and out the cooling holes, 10th Stage Makeup Air System Introduction The make up air discharges into the area around No4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine, stage 2. The cooling air used is taken from the 10th stage manifold, and is controlled by a two position pneumatically operated valve. The valve position is controlled by the E.E.C. as a function of corrected N2 and altitude. Operation Signals from the E.E.C. will energise / deenergise the solenoid control valve. This directs pneumatic servo supplies to position the 10th stage air valve to the open / close position. In the open position ( solenoid deenergized ) the valve allows 10th stage air to flow through two outlet tubes down the left and right hand side of the diffuser case and then pass into the engine across the diffuser area. The air then discharges into the area around No 4 bearing housing. FRA US/T bu August 2001 Page: 52 NOTE : The E.E.C. will keep the air valve open at all engine operating phases except cruise. The valve incorporates 2 micro switches for transmitting valve position to the E.E.C channel A & B. The fail safe position is valve open, solenoid deenergised. The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
MAKE UP AIR 10TH STAGE SOLENOID VALVE
TO OTHER BLEED SOLENOID VALVES
MAKE UP AIR VALVE
FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR
10 TH STAGE AIR (4X)
EEC COMBUSTION CHAMBER
STAGE 10 AIR
STAGE 12
MAX FLOW

MIN FLOW

BEARING 4 COMPARTMENT NO.4 BEARING SCAVENGE VALVE OIL PRESS XMTR
OIL PRESSURE LOW OIL PRESS. SWITCH
TO DEOILER REED SW
OIL AND AIR NO.4 BEARING PRESS XMTR
EEC
PB
EIU Figure 26 No.4 Bearing Scavenge Valve

Page: 53
FRA US/T bu
August 2001
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 10 TH. STAGE MAKE UP AIR VALVE

The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. The valve is equipped with a position indicator ( closed or open ) The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950
FRA US/T bu
August 2001
Page: 54
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
INDICATOR PIN
O C VISUAL POSITION INDICATOR
2 POSITION FEEDBACK SWITCES TO EEC P3 SERVOPRESS.
10th STAGE PRESS TO NO4 BEARING SCAVENGE VALVE
SOLENOID CONTROL VALVE
AIR OUTLET TUBES
Figure 27
Stage10 to HPT Air Control Valve

Page: 55
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 COMMON NOZZLE ASSEMBLY (CNA)

General The mixed exhaust system collects two flows of air. The first is the cold airflow, which is the fan bypass air. The second is the hot airflow which comes from the engine core. The mixed exhaust system is made up of the common nozzle exhaust collector and the engine exhaust cone. S The common exhaust collector admits the hot and cold gas outflows. These gas outflows then go out to the atmosphere through the common nozzle. S The nozzle forms a convergent duct which increases the speed of the mixed gas to give forward thrust. S The engine exhaust cone forms the inner contour of the common nozzle exhaust collector. It is made of a welded inco 625 honeycomb perforated panel for sound attenuation, an attachment ring and a closure panel. S Interface seals provide sealing between the exhaust collector, the thrust reverser and the pylon . The cold airflow exhaust is part of the thrust reverser system described in 783000. When the thrust reverser operates, the cold and hot outflows divide, and go in different directions.
FRA US/T bu
August 2001
Page: 56
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 28
Common Nozzle Assemply

Page: 57
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
ATA 7260 ACCESSORY DRIVE GEARBOX

ANGLE AND MAIN GEARBOX
The cast aluminium gearbox assembly transmits power from the engine to provide drives for the accessories mounted on the gearbox front and rear faces. During engine starting the gearbox also transmits power from the pneumatic starter motor to the engine. The gearbox also provides a hand cranking for the HP rotor ( N2 ) for maintenance operations. The gearbox is mounted by 4 flexible links to the bottom of the fan case. main gearbox 3 links angle gearbox 1 link Features : Front Face S Individually replaceable drive units S Magnetic chip detectors S Main gearbox 2 magnetic chip detectors S Angle gearbox 1 magnetic chip detector S Deoiler S Pneumatic starter S Dedicated generator / alternator S Hydraulic pump S Oil Pressure pump
Rear Face S Fuel pumps ( and Fuel Metering Unit FMU ) S Oil scavenge pumps unit S Integrated Drive Generator System ( I.D.G.)
FRA US/T bu
August 2001
Page: 58
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
REAR VIEW
SCAVENGE
Manual Drive
FRONT VIEW
& PRESS FILTER
Figure 29
Angle and Main Gearbox

Page: 59
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 DRIVE SEAL

The sealol seal The picture below shows a typical SEALOL SEAL ( carbon drive seal ) installation ( Starter ). This type of seals are used on the drive pads on the gearbox. Consists of the following parts : S A mating ring ( glazed face ) with four lugs engageing the four corresponding slots in the gearshaft ball bearing. S A cover, secured to the bearing housing with nuts, to ensure constant contact between the glazed face and the static part of the seal. The sealol seals are matched assemblies. If one of the components is damaged, replace the complete seal !
FRA US/T bu
August 2001
Page: 60
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
SEALOL SEAL
Figure 30
Drive Seals
Page: 61
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 31
Engine Components Location (L/H side)

Page: 62
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 32
Engine Components Location (R/H side)

Page: 63
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00 ENGINE FLANGES

Flanges are located on the engine for attachment of brackets,claps,bolt,etc. Physical Description The external flanges of the engine have been assigned letter designations alphanumerical from A to U.The letters I,O and Q are not used.The letter designations are used for flange identification whenever it is necessary to be explicit about flange location.
FRA US/T bu
August 2001
Page: 64
ENGINE GENERAL
A319/A320/A321
IAE V2530-A5
72-00
Figure 33
Engine Flanges
Page: 65
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
ATA 72-00 BORESCOPING

GENERAL
Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.
FRA US/T bu
August 2001
Page: 66
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
Figure 34
Manual Handcranking
Page: 67
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00 BORESCOOPING GENERAL

Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.
BORESCOOPE INSPECTION OF THE HP COMP.

Borescope ports are provided to give acess for visual inspection of the compressor and the turbine . For furter information and limits refer to AMM 72-00-00. Inspection/Check Procedure S Install the tool to turn the HP system. S Prepare the borescope equipment for use as given in the makers instructions. S Carefully put the borescope probe into the access port of the stage of the compressor you want to examine . NOTE: USE AN 8MM PROBE FOR PORTSX,A,B AND A 5.5MM PROBE FOR PORTS C,D,E,F & G AND A FLEXIBLE BORESCOPE FOR INSPECTION OF THE HEATSHIELD ASSEMBLIES. S Whilst turning the HP system, examine each blade in turn for: Nicks & Tears Cracks Dents Tip damage & discolouration
NOTE:
BLADE NUMBERS & DIMENSIONS ARE SHOWN FOR EACH STAGE. S Examples of blade damage limits are in AMM 72-00-00 S On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page. S Remove the tool used to turn the HP system & return the engine to normal.
FRA US/T bu
August 2001
Page: 68
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
NOTE: Port B is available at both sides of the engine The left hand side is better accessible
V2530-A5
V2500-A1
V2530-A5
STAGE OF COMPRESSOR TO BE EXAMIND 3 to 4 4 to 6 7 to 8 8 to 9 9 to 10 11 to 12
ACCESS PORT TO BE USED A B D E F G
Figure 35
HP Compressor Borescope Access

Page: 69
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00 BORESCOPE INSPECTION OF THE HP COMP. CONT.

Borescope Access NOTE: IAE RECOMMENDS THAT ONLY THE STAGE 3 & 12 HP COMPRESSOR BLADES ARE EXAMINED WITH THE ENGINE ONWING.
NOTE:
ACCESS PORT D SHOULD NOT BE USED ON ENGINES THAT ARE PRE SBE720033 AS DAMAGE CAN BE CAUSED TO THE BORESCOPE EQUIPMENT. S Remove the required borescope access part covers X,A,B,C,D,E,F,G, by removing the attaching bolts. The diagram below shows which stage are accessed through each port. S Remove the old jointing compound from around the access ports and access port covers using a nonmetallic scraper and a lint free cloth made moist with cleaning fluid. S Prior to installation of the borescope access port covers it Is necessary to apply jointing compound. The procedure to be taken is:
Access ports X, A, B & C Apply a thin layer of jointing compound to the mating faces using a stiff bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port. Wait 10 minutes, install access port cover & attach with bolts. Torque load to between 85 105 lbf in. Retorque again to same figures after 2 minutes then remove excess jointing compound. Access ports D,E,F & G. Do not require jointing compound.
FRA US/T bu
August 2001
Page: 70
ENGINE BORESCOPING
A319/A320/A321
IAE V2530-A5
72-00
STAGE OF COMPRESSOR TO BE EXAMIND VIGV TO 3 -LE 3 to 4 5 to 6
ACCESS PORT TO BE USED X B C
Figure 36
HP Compressor Borescope Access

Page: 71
ENGINE MOUNTS
A319/A320/321
IAE V2530A5
71-20
ATA 71 POWER PLANT

71-20 ENGINE MOUNTS
General The engine mounts support the engine by transmitting loads from the engine case to the pylon structure. They allow thermal expansion of the engine without inducing additional load into the mount system. Each engine mount design provides dual load paths to ensure safe operation if one member fail. The engine/pylon connection is achieved by means of a twomount system : the forward mount : it is attached to the engine via the intermediate casing. It takes the X loads (thrust), Y loads (lateral) and Z loads (vertical). the aft mount : it is attached to the engine via the exhaust casing. It takes the loads in a plane normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx (engine rotational inertia moment + Y load transfer moment). Component Location The front mount is installed at the top center of the low pressure compressor case. The rear mount is installed at the top center of the low pressure turbine case. The engine mount system has these components: A front mount A rear mount .
FRA US/T Bu
July 01
Page: 72
ENGINE MOUNTS
A319/A320/321
IAE V2530A5
71-20
Figure 37
FRA US/T Bu July 01
Mounts and Loads

Page: 73
POWER PLANT ENGINE MOUNTS AFT ENGINE MOUNT
A319/A320A321
IAE V2530-A5
71-20 71-20 ENGINE MOUNTS

General The engine is attached to the aircraft pylon by two mount assemblies, one at the front and one at the rear of the engine.The mount assemblies transmit loads from the engine to the aircraft structure. Spherical bearings in each mount permit thermal expansion and some movement between the engine and the pylon. Both mounts are made to be failsafe and have a tolerance to damage.
FORWARD ENGINE MOUNT

The front mount has these parts: S Two thrust links. S A beam assembly. S A cross beam assembly. S A support bearing assembly. The thrust links attach to lugs on the cross beam and to the engine mount lugs on the low pressure compressor using solid pins. A spherical bearing is installed at each end of the links.Vertical and side loads are transmitted through the support bearing to the beam assembly and then to the aircraft pylon. The beam assembly is aligned on the aircraft pylon by two shear pins and attached with five bolts. The thrust of the engine is transmitted through the thrust links, the cross beam assembly and the beam assembly to the aircraft pylon. The support bearing permits the engine to turn so that torsional loads are not transmitted to the aircraft structure. The front mount is made to be failsafe. If one of the two thrust links or the cross beam should fail, then thrust loads are transmitted through the ball stop and into the beam assembly. The thrust is then transmitted to the pylon structure.
The aft mount has these parts: S Two side links. S A center link. S A beam assembly. The two side links attach to the beam assembly at one end and the engine aft mount ring on the low pressure turbine case at the other end. The aft mount is aligned on the pylon by two shearpins and is attached to the pylon by four bolts and washers. Vertical and side loads are transmitted through the side links and beam assembly and into the pylon. Torsional loads are transmitted by the center link to the beam assembly and in to the pylon. The mount is made to be failsafe. The side links are each made up of two parts which are attached together to make one unit. If one part of the link should fail, the remaining part will transmit the loads to the beam assembly.
FRA US/T bu
August 2001
Page: 74
POWER PLANT ENGINE MOUNTS
A319/A320A321
IAE V2530-A5
71-20
Fail Safe Bolt FORWARD MOUNT Pylon Mount AFT MOUNT
Cross Beam Assembly Beam Assembly SHEAR PINS
Thrust Link Thrust Link
Support Bearing
Figure 38
Engine Mounts
Page: 75
POWER PLANT COWLINGS
A319/A320/A321
V2530-A5
71-10
ATA 71-10 NACELLE ACCESS DOORS & OPENINGS

NACELLE GENERAL
The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are: S the air inlet cowl S the fan cowls (left and right hand) S The C ducts which incorporate the hydraulically operated thrust reverser unit. S the Combined Nozzle Assembly (CNA)
ACCESS DOORS & OPENINGS

Access to units mounted on the low pressure compressor (fan) case and external gearbox is gained by opening the hinged fan cowls. Access to the core engine ,and the units mounted on it ,is gained by opening the hinged C ducts. Pressure relief Doors: Two access doors also operate as pressure relief doors.They are installed on each nacelle. S The air starter valve and pressure relief door in the right fan cowl S and the oil tank service pressure relief door in the left fan cowl. For Training Purposes Only The two pressure relief doors protect the core compartment against a differential overpressure of 0.2 bar (2.9007 psi) and more. Springloaded latches hold the doors in place. If overpressure causes one or the two doors in a nacelle to open during flight, they will not latch close again automatically. The door (doors) will be found open during ground inspections.
FRA US/T bu
August 2001
Page: Page: 76
A319/A320/A321
V2530-A5
71-10
RIGHT SIDE
STRAKE
ACAC OUTLET STRAKE
PRESSURE RELIEF DOOR
LEFT SIDE
ACAC OUTLET
Figure 39
Nacelle Access Doors

Page: Page: 77
A319/A320/A321
V2530-A5
71-10 FAN COWLS OPENING / CLOSING

The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge of the C ducts.When in the open position the fan cowls are supported by two telescopic hold open struts,using support points provided on the fan case (rear) and inlet cowl (front). Storage brackets are provided to securely locate the struts when they are not in use. Be careful when opening the doors in winds of more than 26 knots (30mph)
Warning
The fan cowl doors must not be opened in winds of more than 52 knots (60mph)
Warning
The fan cowl hold open struts must be in the extended position and both struts must always be used to hold the doors open.
FRA US/T bu
August 2001
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A319/A320/A321
V2530-A5
71-10
DETAIL AT 4 POSITIONS
Figure 40
Fan Cowls Opening / Closing

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Power Plant General
A319/A320/A321
V2530-A5
71-10 FAN COWL LATCH ADJUSTMENT

The mismatch between the two cowl doors can be adjusted by fitting / removing shims,as shown below. Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper as shown below.
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August 2001
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Power Plant General
A319/A320/A321
V2530-A5
71-10
Figure 41
Fan Cowl Latch Adjustment

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ENGINE EXHAUST THRUST REVERSER COWLS
A319/A320/A321
V2530-A5
78-32
ATA 78-32 THRUST REVERSER COWL DOORS

T/R COWLING ( C-DUCT ) OPENING / CLOSING
Caution
Before opening:
1. 2. 3. 4. 5. 6.
Wing slats must be retracted and deactivated. All 6 latches & take - up devices must be released. If reverser is deployed, pylon fairing must be removed. Deactivate Thrust Reverser Hydraulic Control Unit ( HCU ) FADEC power OFF Put Warning Notices in the Cockpit
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August 2001
Page: 82
A319/A320/A321
V2530-A5
78-32
PYLON FAIRING With deployed reverser the fairing must be removed !
REVERSER CASCADES
Figure 42
C-Duct Opening/Closing
Page: 83
A319/A320/A321
V2530-A5
78-32 THRUST REVERSER HALF LATCHES

6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located : S 1 Front latch ( access through the left fan cowl ) S 3 Bifurcation latches ( access through a panel under the C-Duct halves ) S 2 latches on the reverser translating sleeve ( Double Latch )
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August 2001
Page: 84
A319/A320/A321
V2530-A5
78-32
Figure 43
Thrust Reverser Half Latches

Page: 85
A319/A320/A321
V2530-A5
78-32 LATCH ACCESS PANEL & TAKE UP DEVICE

An access panel ,as shown below , is provided to gain access to the three BIFURCATION C duct latches and the C duct take up device (also called, Auxiliary Latch Assembly ). The take up device is a turnbuckle arrangement which is used to draw the two C ducts together.This 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 closing and opening the C ducts. The take up device must be disengaged and returned to its stowage bracket,inside the L/H C duct,when not in use. NOTE: RED OPEN FLAGS ,INSTALLED ON THE C-DUCT INDICA TE THAT THE BIFURCATION LATCHES ARE OPEN.
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August 2001
Page: 86
A319/A320/A321
V2530-A5
78-32
DETAIL VIEW of a typical Latch - Open Indicator on the Bifurcation Latch.
Open-Indicator ( 3 installed )
Figure 44
Latch Panel & Take Up Device

Page: 87
A319/A320/A321
V2530-A5
78-32 FRONT LATCH AND OPEN INDICATOR

Access to the front latch is gained through the left hand fan cowl. The latch is equipped with a red open indicator. The open -indicator gets in view through a gap in the cowling ( also when the thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl. CAUTION: MAKE SURE THAT YOU POSITION THE FRONT LATCH CORRECTLY AGAINST THE FRONT LATCH OPEN INDICATOR WHILE YOU PULL THE THRUST REVERSER HALVES TOGETHER WITH THE AUXILIARY LATCH ASSEMBLY.(TAKE UP DEVICE) IF YOU DO NOT DO THIS ,THE FRONT LATCH CAN GET CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED.
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August 2001
Page: 88
A319/A320/A321
V2530-A5
78-32
SPRING For Training Purposes Only
FRONT LATCH OPEN INDICATOR RED FRONT LATCH OPEN INDICATOR
FRONT LATCH
Figure 45
Front Latch with Open Indicator

Page: 89
A319/A320/A321
V2530-A5
78-32 C - DUCT OPENING / CLOSING SYSTEM

On each C duct a single acting hydraulic actuator is provided for opening. A hydraulic hand pump must be connected to a self sealing /quick release hydraulic connection for opening. NOTE: THE HYDRAULIC FLUID USED IN THE SYSTEM IS ENGINE LUBRICATING OIL.
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August 2001
Page: 90
A319/A320/A321
V2530-A5
78-32
Figure 46
C Duct Opening/Closing
Page: 91
A319/A320/A321
V2530-A5
78-32 C - DUCT HOLD OPEN STRUTS

Two hold open struts are provided on each C - duct to support the C - ducts in the open position. The struts engage with anchorage points located on the engine as shown below. When,not in use the struts are located in stowage brackets provided inside the C - duct The front strut is a fixed length strut. The rear strut is a telescopic strut and must be extended before use. The arrangement for the L.H. C duct is shown below, the R.H. C duct is similar. WARNING: BOTH STRUTS MUST ALWAYS BE USED TO SUPPORT THE C DUCTS IN THE OPEN POSITION. THE C DUCTS WEIGH APPROX 578 LBS EACH. SERIOUS INJURY TO PERSONNEL WORKING UNDER THE C DUCTS CAN OCCUR IF THE C DUCT IS SUDDENLY RELEASED.
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August 2001
Page: 92
A319/A320/A321
V2530-A5
78-32
Figure 47
C Duct Hold Open Struts

Page: 93
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
ATA 79 OIL
7900 GENERAL
Oil System Presentation The lubrication system is selfcontained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quickconnect a pressurized oil line and a drain line. Lubrication System Components The lubrication system consits of four subsystems: the lubrication supply system the lubrication scavenge system the oil seal pressurization system the sump venting system. The oil system lubricates the engine components. It contains S the oil tank S the lube and scavenge pump modules S the fuel/oil heat and air/oil heat exchangers S the filters, chip detectors, pressure relief and bypass valves.
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August 2001
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
Figure 48
Oil System Basic Schematic

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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 7900 GENERAL

Oil System Presentation System Description The lubrication system is selfcontained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quickconnect a pressurized oil line and a drain line. It is a hot tank system that is not pressure regulated. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter. A coarse cleanable filter is employed. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler ,which are part of the Heat Management System (HMS) ,which ensures that engine oil,IDG oil and fuel temperatures are maintained at acceptable levels, to the bearings.Except for the No 3 bearing damper and the No.4 bearing compartment,the pressure supplied to each location is controlled by a restrictor.There is a last chance strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil. The savenge oil is then piped,either directly or through the de-oiler to the 5 stage scavenge pumps.There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. A differential pressure warning switch set at 12 psi, gives cockpit indication of impending scavenge filter bypass. The oil pressure is measured as a differential between the main supply line pressure, upstream of any restrictors, and the pressure in the No.4 bearing compartment scavenge line, upstream of the two position scavenge valve. A low pressure warning switch, which is set for 60 psi, is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping points as the oil pressure sensor.This allows for cockpit monitoring of low oil pressure.The engine oil temperature is measured in the combined scavenge line to the oil tank. The No.4 bearing two position scavenge valve is operated pnuematically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting.At engine idle power, thevalve opens to provide the maximum area for scavenge flow. At higher power, FRA US/T bu August 2001 the valve closes to a reduced area which provides,adequate pressure in the No.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. The scavenge valve pressure transducer senses the pressure present in the scavenge line upstream of the scavenge valve and supplies a signal to the EIU. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. Lubrication System Components The lubrication system consits of four subsystems: the lubrication supply system the lubrication scavenge system the oil seal pressurization system the sump venting system. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications. S engine oil pressure S engine oil temperature 0 C MINIMUM STARTING: - 40 0C MIN.PRIOR EXCEEDING IDLE : -10 MIN. PRIOR TAKE OFF: 500C MAX CONTINIOUS: 1550C MAX TRANSIENT: 1650C S oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions: S low oil pressure RED LINE LIMIT: 60 PSI AMBER LINE LIMIT: 80 PSI S scavenge filter clogged. S No. 4 compartment scavenge valve inoperative.
Page: Page: 96
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
OIL TEMPERATURE SENSOR( HMS ) BYPASS VLV S ACOC
FUEL IN
OIL TANK PRESSURIZATION VLV
FAN AIR FCOC ENG OIL
SCAVENGE FILTER P SWITCH ( 12 PSI , ECAM MESS: OIL FILTER CLOG )
RESTRICTOR
NO.5 BEARING FUEL FILTER OUT NO 1, 2 & 3 BEARINGS
OIL TANK FILLER CAP
NO. 4 BEARING
OIL QTY XMTR ANTI-DRAIN VLV
BUFFER AIR ( 12TH )
FLOW TIMING VLV COLD START PRESS RELIEF VLV ( 450 PSI )
CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI P ) MASTER CHIP DETECTOR
NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH OIL TEMPERATURE SENSOR
SCAVENGE FILTER NO 4 BEARING COMPARTMENT 2 POSITION SCAVENGE VLV
SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR LOW OIL PRESS. WARNING SWITCH ( 60 PSI ) OIL PRESS. XMTR
Figure 49
Oil System Schematic

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OIL SYSTEM INDICATING ECAM OIL INDICATIONS

1.- Oil quantity indication flashes green (Advisory): S when QTY <4quarts.
A319/A320/A321
IAE V2530-A5
79-30 79-30 OIL INDICATING SYSTEM

General The oil system monitoring is performed by: - indications: S oil quantity (quarts) S oil temperature (degree celsius) S oil pressure (psi) - audio and visual warnings: S oil low pressure (LO PRESS) S oil filter clogging (OIL FILTER CLOG)
2.- Oil pressure indication color turns red (W arning) : S when press <60PSI.
3.- Oiltemperature indication flashes green (Advisory) : S when TEMP >156 deg.C S turns amber when oil TEMP < 10 deg C or > 165 deg C. Oil HI TEMP is displayed : S when oil TEMP >165 deg C or 156 deg C more than 15 min.
4.- Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged.
5.Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) S and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. S The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.
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August 2001
Page: 98
OIL SYSTEM INDICATING
A319/A320/A321
IAE V2530-A5
79-30
1 2 3
Figure 50
FRA US/T Bu August 2001
ECAM Oil Indication

Page: 99
OIL SYSTEM INDICATING LOW OIL PRESSURE SWITCH
A319/A320/A321
IAE V2530-A5
79-30 OIL QUANTITY INDICATING

The analog signal from the oil quantity transmitter is sent to: the SDAC1 the SDAC2 the EIU which transforms the analog signal into a digital signal. The DMCs process the information received as a priority order from the EIUs through FWC 1 and 2, SDAC1, SDAC2. The oil quantity displayed in green on the ECAM display unit is graduated from: S 0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts) S 0 to 99.9 in digital form.
The low oil pressure information is send to different aircraft systems. Low Oil Pressure switching: S To Steering (ATA 32-51) S To Door Warning (ATA 52-73) S To FWC (ATA 31-52) S To FAC (ATA 22 ) S To FMGC (ATA 22-65) S To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU: S To CIDS (ATA 23-73) S To DFDRS INTCOM Monitoring (ATA 31-33 ) S To CVR Power Supply (ATA 23-71) S To WHC (ATA 30-42) S To PHC (ATA 30-31) S To FCDC (ATA 27-95) S To Blue Main Hydraulic PWR (ATA 29-12) S To Rain RPLNT ( ATA 30-45 )
OIL TEMPERATURE INDICATION

The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU.The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The ECAM oil temperature indication scale is graduated from 0 deg.C to 999 deg.C .
OIL PRESSURE INDICATION

The analog signal from the oil pressure transmitter is transmitted to the SDAC 1,SDAC2 and the EIU .The EIU transforms this signal into a digital signal. This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC. The order of priority has been defined as follows: SDAC 1 SDAC 2 EIU. The oil pressure indication scale is graduated from 0 - 400 PSI .
SCAV. FILT. DIFF. PRESSURE WARNING

The Scavenge filter diff.pressure warning is send to the SDAC 1,2 and then to ECAM. A message will be displayed on the E/WD.
NO.4 BEARING WARNING

Two EIU logics provide a warning message to the ECAM : Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.
FRA US/T Bu
August 2001
Page: 100
OIL SYSTEM INDICATING
A319/A320/A321
IAE V2530-A5
79-30
Figure 51
Basic Schematic
Page: 101
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 OIL TANK

The tank is located on the top L. H. side of the gearbox. The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts Features: S oil qty. transmitter S pressure and gravity fill ports S sight glass for level indication S internal deaerator S tank pressurisation valve ( 6 psi ) S strainer in tank outlet S mounting for scavenge filter and master chip detector
ENGINE OIL SERVICING

Where conditions permit,the oil tank should be checked and oil added,if necessary , within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more,a dry motoring must be performed.This make sure that the oil level shown in the tank is correct before oil is added.
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Page: Page: 102
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
SIGHT GLASS
Figure 52
Oil Tank
Page: Page: 103
ENGINE OIL SYSTEM OIL QUANTITY TRANSMITTER

The oil quantity transmitter is located in the oil tank. Oil Tank The tank is located on the top L. H. side of the gearbox. The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts Features: S oil qty. transmitter S pressure and gravity fill ports S sight glass for level indication S internal deaerator S tank pressurisation valve ( 6 psi ) S strainer in tank outlet S mounting for scavenge filter and master chip detector
A319/A320/A321
IAE V2530-A5
7900 79-00 OIL SYSYSTEM COMPONENTS
Power Supply The system is supplied with 28VDC from busbar ENG 1,101PP (DC BUS 1 ) through circuit breaker 1EN1 (2EN1). Description : The oil quantity tranmitter is a tank probe with a capacitor (tube portion) and an electronic module (on the top of the transmitter) for probe energizing and signal output. Output voltage : 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8 quarts.
Engine Oil Servicing Where conditions permit,the oil tank should be checked and oil added,if necessary , within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more,a dry motoring must be performed.This make sure that the oil level shown in the tank is correct before oil is added.
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August 2001
Page: Page: 104
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
A
OIL QUANTITY TRANSMITTER
SIGHT GLASS
Figure 53
Oil Tank
Page: Page: 105
ENGINE OIL SYSTEM
A319/A320A321
IAE V2530-A5
7900 OIL PRESSURE PUMP

The pressure pump is a one stage gear type pump and supplies oil under pressure to the engine bearings,gearbox drive and accessory drives. The oil is pumped through a pressure filter to remove any large debris.It has a cleanable filter element.The pressure filter housing is installed at the oil pressure pump . The pressure filter housing incorporates a pressure priming connection and a antidrain valve to prevent oil loss during removal. The filter does not have a bypass. The pressure pump housing incorporates the pressure filter ,a cold start pressure relief valve and a pressure pump flow trimming valve. The pressure relief valve bypasses the pressure circuit during cold starts. LOCATION The pump is attached to the front face of the external gearbox on the left hand side,just below the oil tank.
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ENGINE OIL SYSTEM
A319/A320A321
IAE V2530-A5
7900
Figure 54
Pressure Pump & Filter

Page: Page: 107
ENGINE OIL SYSTEM ACOC OIL TEMPERATURE THERMOCOUPLE
A319/A320/A321
IAE V2530-A5
7900 AIR COOLED OIL COOLER (ACOC)

Location The ACOC is mounted on the engine fan case. Operation The ACOC is a additional oil cooler which removes heat from the engine lubricating oil using fan air and maintains the oil temperature within the specified range. The filtered oil flows through the air cooled oil cooler before being cooled again through the fuel cooled oil cooler. The cooling air and the oil flows through the air / oil heat exchanger are shown below. Features S oil bypass valve S ACOC oil temperature thermocouple ( for heat management system ) S modulated air flow as commanded by EEC ( heat management system ). air flow regulated by air modulating valve. S Fuel pressure operated actuator S Feedback LVDT
(refer to 73-20 Heat Management System) The ACOC thermocouple is used for the heat management system which is controlled by the EEC.
ACOC AIR MODULATING VALVE FAIL SAFE POSITION : OPEN For Training Purposes Only
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August 2001
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
ACOC OIL TEMPERATURE THERMOCOUPLE
Figure 55
ACOC Air Flow

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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 FUEL COOLED OIL COOLER (FCOC)

Location The oil passed through the ACOC flows through the Fuel Cooled Oil Cooler (FCOC) ,installed on the left hand side of the fan casing,before it is sent to the bearing compartments and both the angle and main gearboxes. Purpose S The FCOC cools the oil by using low pressure fuel. S The FCOC also warms the low temperature fuel to the de-icing level. S The FCOC has 2 bypass valves. Description The FCOC consits of a housing containing a removable core,a header and a fuel filter cap.The core is composed of vacuum brazed tubes through which fuel passes. Bypass valves S One is an oil pressure relief bypass valve which diverts the excessive oil pressure during engine cold start. S The other is a fuel filter bypass valve which ensures fuel flow in the event of fuel filter clogging.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
LOCATION
OUT
OIL
IN
DRAIN HOLE
Figure 56
Fuel Cooled Oil Cooler

Page: Page: 111
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 SCAVENGE SYSTEM

The scavenge system main components are: chip detectors, 6 scavenge pumps with strainers, one common scavenge filter. a 2positions scavenge valve.( Bearing No.4 )
SCAVENGE PUMPS
Purpose The scavenge pump returns the oil back to the oil tank. Description The scavenge pump is a fivestage gear type pump on the rear left side of the geabox. Four stages of the scavenge pump are twogear displacement pumps . The stage used for the two main gearbox scavenge lines consists of three meshing gears producing two inlets and outlets on opposite sides.All 6 scavenge pumps are housed together as a single unit.The pump capacity is determined by the width of the gears.
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August 2001
Page: Page: 112
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
SCAVENGE
Figure 57
Scavenge Pump Assembly

Page: Page: 113
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 SCAVENGE OIL COMPONENTS

Scavenge Filter The flows from the 6 scavenge pumps are mixed together at the scavenge filter common filter inlet. Location The filter is mounted to the rear of the oil tank. Features S disposable filter element S by-pass valve (opens when filter clogs) S Differential pressure connections S provides housing for the master magnetic chip detector S Oil Temperature sensor Engine Oil Temperature The scavenge oil temperature thermocouple is located in the combined scavenge line between the master magnetic chip detector and the scavenge filter for indication in the cockpit. The oil temperature is sensed by a dual resistor unit. The unit consists of a sealed, wirewound resistance element. This element causes a linear change in the DC resistance when exposed to a temperature change. Temperature measurement range: 60 deg. C to 250 deg. C. The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU. The EIU transforms this signal into a digital signal.This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC.
Scavenge Filter Differential Press. Switch The scavenge filter differential pressure switch is installed on a bracket at the top left side of the engine fan case,near the FCOC. Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked ( +12PSI or - 2 PSI dif ferential press)
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August 2001
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 SCAVENGE FILTER DIFFERENTIAL (PRESS. DROP.) WARNING SWITCH ( DELTA P. 12 PSI )
OIL TEMP. SENSOR ELECTRICAL CONNECTOR
OIL TEMP. SENSOR SEAL - RING SCAVENGE OIL FILTER For Training Purposes Only
Figure 58
Scavenge Filter,Delta P.Sw and Oil Temp. Sensor

Page: Page: 115
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 DE-OILER
Location The de-oiler is bolted to the right hand front face of the external gearbox. Purpose S To separate the breather air/oil mixture. S return the oil to the oil scavenge system via its own scavenge pump. S vent the air overboard through the R/H fan cowl.
Features S provides mounting for the No.4 bearing chamber scavenge valve. S overboard vent. S provides location for the No.4 bearing magnetic chip detector housing.
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August 2001
Page: Page: 116
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
FROM OIL TANK
BREATER AIR
FROM NO 4 BEARING SCAVENGE VALVE.
Figure 59
De-Oiler
Page: Page: 117
ENGINE OIL SYSTEM NO 4 BEARING PRESSURE TRANSDUCER
A319/A320/A321
IAE V2530-A5
7900 NO4 BEARING SCAVENGE VALVE

Location The valve is mounted on the front face of the de-oiler casing. Purpose Maintains No.4 bearing compartment seal differential pressure to reduce overboard loss of vent air and to prevent deteriation of the carbon seals by restricting the venting of the compartment air/oil mixture to the de-oiler . Type of valve Pneumatically operated two position valve. Features S Position feed back signal to EIU ( reed switch ) S uses stage 10 air as servo air S uses value of pressure of stage 10 air as operating parameter. S Fully open at low engine speeds( stage 10 air less than 150 PSI ) S Minimum open at high engine speed (stage 10 air more than 200 PSI )
Purpose The purpose of the No.4 bearing indicating system is to monitor the correct operation of the No.4 bearing 2position scavenge valve and to detect a No.4 bearing carbonseal failure. The No.4 bearing pressure transducer is installed on the right side of the deoiler and senses pressure at the No.4 bearing outlet line. Linear output 1VDC to 9 VDC (0 To 300 PSIG),
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August 2001
Page: Page: 118
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
NO.4 BEARING PRESSURE TRANSDUCER
10TH STAGE AIR
NO.4 BEARING OIL INLET
DE-OILER CASE
POSITION REED SWITCH
Figure 60
No.4 Bearing Scavenge Valve

Page: Page: 119
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 NO4 BEAR. SCAV. VALVE DESCRIPTION

Operation There are two basic operating positions, low power and high power. In the lowpower position, where the compressor 10th stage pressure (PS10) is less than 150 PSI, the valve is held spring loaded in the fully open position. The bearing compartment scavenge flow passes through the valve, restricted only by the porting in the valve seat. As the engine power increases, the PS10 pressure rises. When this pressure exceeds 150 psi, the valve moves away from the max flow stop. This is due to the pressure acting on the differential areas of the valve and overcoming the spring load. The valve moves towards the min flow or high power setting. As the valve moves towards the peripheral ports in the seat, totally closing these ports, the flow through the valve is now restricted to one central port in the valve seat. Full travel is achieved at PS10 pressure of approximately 210 psi. As the valve moves away from the max flow stop, the influence of the magnets on the reed switch decreases and the reed switch opens. The circuit is broken, indicating that the valve has moved. As the engine power decreases, the spring load overcomes the decreasing PS10 pressure. The valve moves towards the max flow or low power position, uncovering the ports in the valve seat and restoring maximum flow through the valve. As the valve approaches the maximum flow stop, the influence of the magnets on the reed switch increases. The reed switch closes, completing the circuit and indicating the valve position.
NO.4 BEARING SCAVENGE VALVE INDICATING

The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No.4 bearing carbon - seal failure LOW POWER SETTING: At engine low power, the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic. HIGH POWER SETTING: At engine high power, the bearing scavenge valve closes (to maintain the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens. The No.4 bearing internal pressure is measured by the No.4 bearing pressure XMTR in the oil return line to the deoiler.The transducer supplies a pressure signal to one of the three EIU logics. Two EIU logics provide a warning message to the ECAM : Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
MAKE UP AIR 10TH STAGE SOLENOID VALVE
TO OTHER BLEED SOLENOID VALVES
MAKE UP AIR VALVE
FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR
10 TH STAGE AIR (4X)
EEC COMBUSTION CHAMBER
STAGE 10 AIR
STAGE 12
MAX FLOW

MIN FLOW

BEARING 4 COMPARTMENT NO.4 BEARING SCAVENGE VALVE OIL PRESS XMTR
OIL PRESSURE LOW OIL PRESS. SWITCH
TO DEOILER REED SW
OIL AND AIR NO.4 BEARING PRESS XMTR
EEC
PB
EIU Figure 61 No.4 Bearing Scavenge Valve

Page: Page: 121
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 ENGINE OIL PRESSURE

The Oil pressure is directly linked to the opening and closing of the No.4 Bearing Scavenge Valve. A closing of the valve (at approx. 85% N2 ) will restrict the return scavenge flow to the deoiler. This will result in a pressure drop,because the ratio of the pressures will change. ( the oil pressure is the differential pressure of the oil pressure feed line and the scavenge line). The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI . Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
Figure 62
Oil Pressure Chart

Page: Page: 123
ENGINE OIL SYSTEM LOW OIL PRESSURE SWITCH
A319/A320/A321
IAE V2530-A5
7900 OIL SYSTEM PRESSURE SENSING

General 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 transmitter on each engine. S The oil pressure transmitter is bolted to a bracket on the top left side of the engine fan case. S The oil pressure transmitter is connected to the engine oil system by two steel tubes. One tube connects to the oil supply tube (to the engine and gearbox bearings). The other tube connects to the No. 4 bearing oil scavenge tube (to the oil scavenge pump). S Power supply : 28VDC from busbar 101PP (202PP). S Pressure range : 0 to 400 psid. S Output voltage : 1VDC to 9VDC varying linearly with pressure from 0 to 400 psid.
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 between the oil supply tube and the No.4 bearing scavenge tube. When the oil pressure drops below 60 psi the switch closes and a red warning is triggert in the cockpit. The set point range is between 45psi and 75psi.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
LOCATION
Scavenge Oil Pressure Port
Pressure Port
Oil Press. Transmitter
Low Oil Press Switch
Figure 63
LOP Switch and Oil Press. Transmitter

Page: Page: 125
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 MAGNETIC CHIP DETECTORS (M.C.D.)

A total of 7 M.C.D. s are used in the oil scavenge system. Each bearing compartment and gearbox has its own deticated M.C.D. (two in the case of the main gearbox)although that for the No.4 bearing is located in the de-oiler scavenge outlet). Magnetic Chip Detectors Location The M.C.D. s for: S No.1,2 and 3 bearings S main gearbox / L/H scavenge pick-up S angle gearbox are located to the rear of the main gearbox on the L/H side ,as shown below. The M.C.D.s for: S No.5 bearing S De - oiler ( No.4 bearing ) S Main gearbox ( R/H scavenge pick up ) are located as shown below. CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED. IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
No. 4 BEARING
Figure 64
Chip Detectors
Page: Page: 127
ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 MASTER MAGNETIC CHIP DETECTOR

The master chip detector is located in the combined scavenge return linie,on the scavenge filter housing. The Master Chip Detector is accessible through its own access panel in the L/H fan cowl. If the master M.C.D. indicates a problem then each of the other M.C.D.s is inspected to indicate the source of the problem. CAUTION: DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED. IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
Figure 65
Master Magnetic Chip Detector

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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900 IDG OIL SERVICING

IDG oil pressure fill A quick fill coupling situated on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures : the priming of the external circuit the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Oil filter A clogged filter indication is provided by a local visual pop out indicator. The indicator is installed on the anti drive end of the IDG.
Oil level check You can read the oil level through two sight glasses located on the IDG. One sight glass serves for the CFM 56 engine, the other one for the V2500 engine. S The oil level must be at or near the linie between the yellow and green bands. S If the oil level is not at this position,connect the overflow drain hose and drain the oil until the correct filling level is reached.This will also depressurize the IDG case. NOTE: For Training Purposes Only IF THE OVERFLOW DRAINAGE PROCEDURE IS USED IT CAN TAKE UP TO 20 MINUTES TO COMPLETE. FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS CAN CAUSE HIGH OIL LEVEL CONDITION RESULTING IN ELEVATED OPERATING TEMPERATURES AND DAMAGE/DISCONNECT TO IDG.
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ENGINE OIL SYSTEM
A319/A320/A321
IAE V2530-A5
7900
Press Fill Valve
V2500
Overflow Drain Valve

Dust Cap Dust Cap For Training Purposes Only
Figure 66
IDG Oil Servicing

Page: Page: 131
ENGINE FUEL AND CONTROL GENERAL
A319/A320/A321
IAE V2530A5
7300

7300 FUEL SYSTEM PRESENTATION
General The fuel system enables the combustion of fuel under appropriate conditions of flow rate and pressure. The FADEC controls the fuel supply via the Fuel Metering Unit (FMU). High pressure fuel is also used to provide pressure for some actuators. The major components are S High and low pressure fuel pumps (dual unit) S Fueloil heat exchanger S Low pressure fuel filter S Fuel Metering Unit (FMU) S Fuel distribution valve S 20 fuel injectors S Diverter and return to tank valve S IDG fueloil heat exchanger. Distribution The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage) then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump (HP stage). The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution valve). The FMU also provides hydraulic pressure to all hydraulic system external actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil, engine oil and fuel temperatures within specified limits.The transfer between configurations is determined by a software logic contained in the EEC.
Controlling
The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability.In case of specific failure detection, the FADEC switches from one channel to the other.
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A319/A320/A321
IAE V2530A5
7300
Figure 67
Fuel System Schematic

Page: 133
A319/A320/A321
IAE V2530A5
7300 7300 FUEL SYSTEM PRESENTATION

General The fuel system enables delivery of a fuel flow corresponding to the power required and compatible with engine limits. The system consists of: the two stage fuel pump with low pressure & high pressure ele ments, the engine fuel cooled oil cooler (FCOC), the fuel filter the fuel diverter and return to tank valve. the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), the fuel metering unit (FMU), the fuel distribution valve, the fuel flow transmitter, 20 fuel nozzles, fied limits.The transfer between configurations is determined by a software logic contained in the EEC.
Controlling
The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability.In case of specific failure detection, the FADEC switches from one channel to the other. The FADEC System operates compatibly with applicable aircraft systems to perform the following: Control of fuel flow, stator vanes and bleeds to automatically maintain for ward and reverse thrust settings and to provide satisfactory transient response. Protect the powerplant from exceeding limits for N1, N2, maximum allow able thrust, and burner pressure. Control of the low and high turbine active clearance control systems. Control of fuel, engine and IDG oil temperature. Control of the thrust reverser. Automatic sequencing of start system components. Extensive diagnostic and maintenance capability.
DESCRIPTION AND OPERATION

Distribution The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage) then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump (HP stage). The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution valve). The FMU also provides hydraulic pressure to all hydraulic system external actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil, engine oil and fuel temperatures within speci-
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A319/A320/A321
IAE V2530A5
7300
SDAC
DMC
FWC
TANK FUEL TEMP SNSR
R V D T
Figure 68
Fuel System Schematic

Page: 135
ENGINE FUEL AND CONTROL INDICATING
A319/A320/A321
IAE V2530A5
7330
ATA 7330 INDICATING

GENERAL Indicating
The engine fuel system is monitored from: the ECAM display, the warning and caution lights. The indications cover all the main engine parameters through the FADEC. The warning and cautions reflect: the engine health and status through the FADEC, the FADEC health & status, the fuel filter condition through a dedicated hardwired pressure switch. The fuel system is monitored by: S The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form. S The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime). Fuel flow indication, Fuel Used The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the EEC and via the DMCs to the ECAM. The Fuel Used-is calculated in the DMCs . The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . Fuel filter clogging indication The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. This causes: Triggering of the MASTER CAUTion light and single chime. The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. The associated caution message to come on the upper ECAM DU. When the pressure loss in the filter decreases between 0 and 1.5 psid from the filter clog energizing pressure, the pressure switch is deenergized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC through the hardware .
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ENGINE FUEL AND CONTROL INDICATING
A319/A320/A321
IAE V2530A5
7330
2500

KG/H 2500

13000 KG

Figure 69
Fuel System Indication

Page: 137
ENGINE FUEL AND CONTROL CONTROLLING FUEL PUMP

General The LP / HP fuel pumps are housed in a single pump unit which is driven by a common gearbox output shaft. A low pressure (LP) stage and a high pressure ( HP ) stage provide fuel at the flows and pressures required for operation of hydromechanical components and for combustion in the burner. The unit consists of a LP centrifugal boost stage which feeds an HP single stage, two gear pump. The housing has provision for mounting the fuel metering unit ( FMU ). The LP stage receives fuel from aircraft tanks through the aircraft pumps. The LP pump is designed to provide fuel to the HP gear stage with the aircraft pumps inoperative. After passing through the LP boost stage, fuel proceeds through the fuel filter to the HP gear stage. A coarse mesh strainer is provided at the inlet to the HP gear stage. This stage is protected from overpressure by a relief valve. Exceeding flow from the gearstage pump is recirculated through the FMU bypass loop to the low pressure side of the pump.
A319/A320/A321
IAE V2530 A5
7320 FUEL METERING UNIT

The FMU is the interface between the EEC and the fuel system. It is located on the dual fuel pumps unit, on the rear of the main gearbox, and is retained by four bolts as shown below. All the fuel delivered by the HP fuel pumps - which is much more than the engine requires - passes to the F .M.U. The FMU, under the control of the EEC meters the fuel supply to the spray nozzles. It also supplies HP fuel for the operation ( muscle ) of a number of actuators. Any fuel supplied by the HP pumps which is not needed for these two uses is returned, from the FMU to the LP side of the fuel system. In addition to the fuel metering function the FMU also houses the : S Overspeed Valve S Pressure Raising and Shut Off Valve The overspeed valve under the control of the EEC, provides overspeed protection for the LP ( N1 ) and HP ( N2 ) rotors. The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies at engine stop . NOTE : THERE ARE NO MECHANICAL INPUTS TO, OR OUTPUTS FROM THE FMU.
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ENGINE FUEL AND CONTROL CONTROLLING
A319/A320/A321
IAE V2530 A5
7320
Figure 70
Fuel Pump and Fuel Metering Unit

Page: 139
ENGINE FUEL AND CONTROL DISTRIBUTION
A319/A320/A321
IAE V25305A
7310
ATA 7310 FUEL DISTRIBUTION COMPONENTS

FUEL FILTER Description
The fuel filter element is a low pressure filter which removes all contamination from fuel to go through it. The filter element is installed in the lower housing of a fuel cooled oil cooler ( FCOC ). The FCOC includes the following components : A filter cap which has a pressure plate to keep the filter element in position once installed.The filter cap of the FCOC also includes a fuel drain plug to drain the fuel for maintenance purposes. A filter bypass valve to let the fuel go around the filter element when it be comes clogged.
FUEL TEMPERATURE THERMOCOUPLE

( refer to 73-20 Heat Management System ) The measured temperature is transmitted to the EEC ( Electronic Engine Control ) and used for the Heat Management System.
FUEL DIVERTER & RETURN VALVE

General The fuel diverter and return valve ( FD & RV ) is a primary unit in the heat management system ( HMS ) of the engine. The FD & RV has two valves in one body. They are a fuel diverter valve (FDV) and a fuel return valve ( FRV ). The FDV operates to change the direction of the fuel metering unit ( FMU ) spill flow to : The fuel cooled oil cooler ( FCOC ) or, the fuel filter ( element ) inlet or, the fuel cooled IDG oil cooler ( IDG FCOC ). The FRV operates to control fuel flow which goes back to the aircraft fuel tank acting as a fuel cooler.
FUEL FILTER DIFF. PRESS. SWITCH

The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. When the pressure loss in the filter decreases between 0 and 1.5 psid from the filter clog energizing pressure, the pressure switch is de energized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC For Training Purposes Only
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A319/A320/A321
IAE V25305A
7310
FUEL FILTER DIFF. PRESS. SW.
FUEL FILTER DIFFERENTIAL PRESSURE SWITCH
FCOC CONNECTION TO AIRCRAFT FUEL TANK FCOC INLET
FUEL COOLED OIL COOLER ( FCOC ) A For Training Purposes Only A FUEL DIVERTER AND RETURN VALVE ( FDRV ) LOW PRESS FUEL FILTER FCOC FUEL TEMP. THERMOCOUPLE
Figure 71
Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple

Page: 141
A319/A320/A321
IAE V25305A
7310 FUEL DISTRIBUTION VALVE

General The fuel distribution valve ( FDV ) subdivides scheduled engine fuel flow from the fuel metering unit (FMU) equally to ten fuel manifolds, each of which in turn feeds two nozzles.
Description The fuel distribution valve is installed at the 4:00 oclock location, at the front flange of the diffuser case. The fuel distribution valve receives fuel through a fuel line from the fuel metering unit. The fuel goes through a 200 micron strainer, and then into ten internal discharge ports. The ten discharge ports are connected to the ten fuel manifolds. Eight of the ten internal discharge ports in the valve are connected after an engine shutdown. Eight of the fuel manifolds are drained into the engine through the lowest fuel nozzle. The two fuel manifolds which remain full help supply fuel for the next engine start.
FUEL NOZZLES
FUEL DISTRIBUTION VALVE
HP/LP PUMPS
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A319/A320/A321
IAE V25305A
7310
Figure 72
Fuel Distribution Valve

Page: 143
A319/A320/A321
IAE V25305A
7310 FUEL MANIFOLD AND TUBES

Description The fuel manifold and fuel tubes consist of several single wall tubes which carry fuel between components in the fuel system. Fuel supplied to the fuel nozzles is carried by a large tube from the fuel metering unit to the fuel distribution valve. At the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles by ten manifolds. Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various valves is supplied by small tubes from the fuel metering unit mounted on the fuel pump. All the brackets and tubings are fire proof.
FUEL NOZZLE General

The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the fuel with air, and send the mixture into the combustion chamber in a controlled pattern.
Description/Operation
There are 20 fuel nozzles equally spaced around the diffuser case assembly. The fuel 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 highvelocity air as it enters the combustion chamber. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation. This results in decreased emissions, high combustion efficiency, and good start quality. The highvelocity flow of fuel prevents formation of coke on areas where fuel touches metal. Heatshields installed also prevent formation of coke.
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A319/A320/A321
IAE V25305A
7310
Figure 73
Fuel Distribution Tubes

Page: 145
ENGINE FUEL AND CONTROL DISTRIBUTION IDG OIL COOLER TEMP. THERMOCOUPLE
A319/A320/A321
IAE V25305A
7310 IDG FUEL COOLED OIL COOLER

The IDG oil cooler is installed at the left hand side on the fan case, near the FCOC. The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is used for the flow of the fuel to or from the fuel diverter and return valve. The other set of ports is used for the flow of oil from and to the IDG. The hot scavenge oil which has been used to lubricate and cool the IDG, flows from the IDG to the oil cooler. As the oil goes through the oil cooler, the heat in the oil is transmitted to the fuel. The cooled oil then returns to the IDG. Two drain plugs are also installed in the oil cooler, one for the fuel and one for the oil.
( refer to 73-20 Heat Management system ) This temperature information is send to the EEC and is used for the heat management system.
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A319/A320/A321
IAE V25305A
7310
FUEL INLET / OUTLET
IDG OIL TEMP. THERMOCOUPLE OIL OUTLET
OIL INLET IDG FUEL COOLED OIL COOLER
DRAIN PLUGS
Figure 74
IDG Fuel Cooled Oil Cooler

Page: 147
A319/A320/A321
IAE V2530 A5
7320 FUEL METERING UNIT

General A simplified schematic representation of the Fuel Metering Unit is shown below. The three main functions of the FMU are : S metering the fuel supplies to the fuel spray nozzles. S overspeed protection for both the LP ( N1 ) and HP ( N2 ) rotors. S isolation of fuel supplies for starting/ stopping the engine. These three functions are carried out by three valves arranged in series, as shown: S the Fuel Metering Valve S the Overspeed Valve S the Pressure Raising and Shut Off Valve. The position of each valve is monitored and positional information is transmitted back to the EEC. This ensures that the EEC always knows that the valves are in the commanded position. FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR : MINIMUM FUEL FLOW CONDITION Overspeed Valve Operation The overspeed valve is spring loaded to the closed position, it is opened by increasing fuel pressure during engine start and during normal engine operation is always fully open. In the event of an overspeed ( 109,1% N1 , 105,4% N2 ) the EEC sends a signal to the overspeed valve torque motor which changes position and directs H.P. fuel to the top of the overspeed valve this fully closing the valve. A small by pass flow is arranged around the overspeed valve to prevent engine flame out. The overspeed valve is hydraulically latched in the closed position, thus preventing the engine from being reaccelerated. The recommended procedure is for the flight crew to shut down the engine . To shut down the engine is the only way to release the hydraulic latching. NOTE : BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO THE CLOSED POSITION, AND OPENED BY FUEL PRESSURE, THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE SHUT DOWN.
FAIL SAFE POSITION: NORMAL FUEL METERING
Pressure Raising and Shut off Valve The PRSOV torque motor is commanded open by the EEC during AUTO starts or Closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. It is commanded open or closed by the MASTER SWITCH in the cockpit during MANUAL starts. NOTE: THE EECS ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT.
FAIL SAFE POSITION OF THE PRSOV : LAST COMMANDED POSITION
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A319/A320/A321
IAE V2530 A5
7320
MASTER LEVER
VARIABLE
2 POS.
2 POS.
Figure 75
Fuel Metering Unit Schematic

Page: 149
A319/A320/A321
V2530-A5
73-10 HP & LP FUEL SOV CONTROL

The HP fuel shut off valve control is fully electrical. It is performed from the engine panel in the cockpit as follows : Opening of the HP fuel PRSOV : It is controlled by the EEC : the EEC receives the commands from the MASTER control switch and ignition selector switch. Closure of the HP fuel PRSOV : It is controlled directly from the MASTER control switch in OFF position PRSOV Fuel Shut Off Control The FADEC control system contains a fuel shut off in the FMU , which acts through a 2 position torque motor to close the pressurizing valve : The fuel shut off is directhardwired to the MASTER control switch. This tourque motor operated PRSOV is powered by the 28VDC. S Loss of power supply does not lead to change the selected HP fuel shutoff valve position. S The cockpit command OFF has priority over the EEC command. LP Fuel Shutoff Valve Control The LP fuel shutoff system has two independent electrical control circuits for each LP fuel valve. They connect through a control relay to these related switches : the ENG MASTER switch the FIRE PUSH switch . When the No. 1 ENG MASTER switch is set to ON, it disconnects a 28VDC supply from the relay 11QG ( HP FUEL SOV SOL P / B SW ). The relay 11QG de energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the open side of the LP fuel valve actuator. The actuator then opens the LP fuel valve. When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply to the relay 11QG. The relay energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the close side LP fuel valve actuator. The actuator then closes the LP fuel valve. If the ENG 1 FIRE PUSH switch is operated : it disconnects the 28VDC supply to the open side of the LP fuel valve actuator it connects a 28VDC supply to the close side of the LP fuel valve actuator the LP fuel valve moves to the closed position. NOTE: THE LP FUEL VALVE OPENS ( CLOSES ) WHEN THE ENG MASTER SWITCH IS SET TO ON ( OFF ). BUT THE OPERATION OF THE ENGINE FIRE PUSH SWITCH ALWAYS OVERRIDES AN ON SELECTION AND CLOSES THE VALVE. IT IS ALSO COMMANDED OPEN VIA THE RELAY 11QG WHEN THE C / B OF THE HP FUEL SOV IS PULLED, ( RELAY 11QG ( 12QG ) DEENERGIZED ).
NOTE :
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LP FUEL SHUTOFF VALVE 1
ENGINE 1 FUEL LP VALVE MOT 1 28 V ESS OPEN M1
A319/A320/A321
V2530-A5
73-10
SHUT
49VU A8 ENGINE 1 FUEL LP VALVE MOT 2 28 V DC 2 121VU M25
OPEN
SHUT
M2
ENG
FIRE
TO ECAM
VLV POS SWs
PUSH
CENTRAL PEDESTAL 115VU

MASTER 1
ON
ENG
MASTER 2
ON 115VU
11QG RELAY ENG / MASTER 1 123VU 126
OFF
ENG
1
CRANK
MODE NORM
ENG
IGN START
2
FIRE
OFF
FIRE FAULT
FAULT
1 For Training Purposes Only
EEC FMU
HP FUEL SOV CLOSED POS SWs
CLOSED
CLOSED ENGINE 1 HP FUEL SOV 28 V DC ESS 49VU A1
HP FUEL SOV
MASTER SW 1
2 POS TM
Figure 76
HP and LP Fuel Shutoff Valve ( SOV )

Page: 151
ENGINE FUEL AND CONTROL FUEL DISTRIBUTION
A319/A320/A321
V2530-A5
2820
The engine fuel supply system has two fuel shut off valves. S one PRSOV in the FMU S One LP - fuel shut off valve on the front wing spar .
LOW PRESSURE FUEL SHUT OFF VALVE

The LP fuel valve 12QM ( 13QM ) is in the fuel supply line to its related engine. The LP fuel valve is usually open and in this configuration lets fuel through to its related engine. When one of the LP fuel valves is closed, the fuel is isolated from that LP fuel valves related engine. The LP fuel valve is installed between the engine pylon and the front face of the wing front spar ( between RIB 8 and RIB 9 ). Each LP valve has an actuator 9QG ( 10QG ). The interface between the actuator and the LP valve is a valve spindle. When the actuator is energized, it moves the LP valve to the open or closed position. A V band clamp 80QM(81QM) attaches the actuator to the LP valve. Each actuator has two motors, which get their power supply from different sources : the 28VDC BATT BUS supplies the motor 1 the 28VDC BUS 2 supplies the motor 2. If damage occurs to the electrical circuit, it is necessary to make sure that the valve can still operate. Thus the electrical supply to each motor goes through a different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB 6. The actuators send position data to the System Data Aquisition Concentrators ( SDAC1 and SDAC2 ). The SDACs process the data and send it to the ECAM which shows the information on the FUEL page.
Component Description The LP fuel valve has: a valve body a ball valve a valve spindle a mounting flange. The LP fuel valve actuator has two electrical motors which drive the same differential gear to turn the ball valve through 90 deg. The limit switches in the actuator control this 90 deg. movement and set the electrical circuit for the next operation. One of the two motors can open or close the valve if the other motor does not operate. The actuator drive shaft has a see/feel indicator where it goes through the actuator body. The see/feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve.
FRA US/T bu
August 2001
Page: 152
ENGINE FUEL AND CONTROL FUEL DISTRIBUTION
A319/A320/A321
V2530-A5
2820
V-Clamp
ELECTRICAL CONNECTORS
Figure 77
LP Fuel ShutOff Valve

Page: 153
ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM
A319/A320/A321
IAE V2530A5
7320
ATA 73-20 HEA T MANAGEMENT SYSTEM

PRESENTATION
General Heating and cooling of fuel, engine oil and IDG oil is accomplished by the Fuel Cooled Oil Cooler ( FCOC ), the Air Cooled Oil Cooler ( ACOC ) and the IDG cooler under the management of the EEC. FUEL TEMPERATURE : The fuel temperature is measured at the exit of the filter. OIL TEMPERATURTE : The engine oil temperature is measured upstream of the ACOC. The IDG oil temperature is measured at IDG oil cooler exit. The system is designed to provide adequate cooling, to maintain the critical oil and fuel temperatures within specified limits, whilst minimising the requirement for fan air offtake. Three sources of cooling are available : S the LP fuel passing to the engine fuel system S the LP fuel which is returned to the aircraft fuel tanks S fan air There are four basic configurations between which the flow paths of fuel in the engine L.P. fuel system are varied.Within each configuration the cooling capacity may be varied by control valves which form the Fuel Diverter and Back to Tank Valve. The transfer between modes of operation is determined by software logic contained in the EEC. The logic is generated around the limiting temperatures of the fuel and oil within the system together with the signal from the aircraft which permits/inhibits fuel spill to aircraft tanks. Operation The measured temperature is transmitted to the EEC ( Electronic Engine Control ). In response to the measured temperature, the EEC sends the signal to the fuel diverter valve. The fuel diverter valve is used to reduce too high fuel temperature. The excess of high pressure fuel flow from the FMU ( Fuel Metering Unit ) and return fuel from control actuator are plumbed to the diverter valve which normally turns the flow to the FCOC exit. FRA US/T Bu August 2001
FUEL TEMP. THERMOCOUPLE

The Fuel Temperature is measured by the thermocouple at the fuel exit of the FCOC ( Fuel Cooled Oil Cooler ). The thermocouple is composed of stainless steel sheathed sensing portion, stainless steel installing flange with seal spigot and electrical connector. The control of fuel temperature is done by the fuel diverter valve which is installed upstream of the FCOC.
IDG OIL COOLER TEMP. THERMOCOUPLE

IDG Fuel Cooled Oil Cooler oil temperature is measured at the IDG Oil Cooler Exit by a thermocouple. The termocouple gives an electrical output in relation to the temperature of the oil in the fuel cooled IDG oil cooler. This temperature information is send to the EEC and is used for the heat management system.
ACOC OIL TEMP. THERMOCOUPLE

The oil temperature is measured at the ACOC inlet by a thermocouple.The thermocouple is composed of stainless steel sheathed sensing portion, stainless steel installing flange with seal spigot and electrical connector. The temperature is transmitted to the EEC ( Electronic Engine Control ). In response to the measured temperature, the EEC sends the signal to the modulating air valve.
ACOC MODULATING AIR VALVE

The modulating air valve regulates air flow to the ACOC. Oil heated by the engine passes through the ACOC and then to the FCOC. The air valve is modulated by the EEC to maintain both oil and fuel temperatures within acceptable minimum and maximum limits. Minimum oil temperature limits are used such that the oil may be used to prevent fuel icing with the use of FCOC. Maximum limits have been established to avoid breakdown of engine oil and to avoid excessively high fuel temperatures.
Page: 154
A319/A320/A321
IAE V2530A5
7320
IDG OIL TEMP. THERMOCOUPLE
FCOC
OIL TEMP. THERMOCOUPLE
IDG OIL COOLER
FUEL TEMP. THERMOCOUPLE
ACOC
EEC
FUEL DIVERTER & RETURN VALVE
Figure 78
HMS Main System Components

Page: 155
ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM RETURN TO TANK MODES HMS MODE 1 ( NORMAL MODE )
A319/A320/A321
IAE V2530A5
7320 FUEL DIVERTER & RETURN VALVE General

The FDRV configuration allows four modes of operation according to electrical signals from the EEC ( based on fuel and oil temperature measurements transmitted by thermocouples ). Description The fuel diverter and return valve is installed on the FCOC. The FDV is a two position selector valve which has two pistons in a sleeve. The two pistons are mechanically connected and make two valve areas which are referred to as valve A and valve B. The FRV has a main valve and a pushing piston in a sleeve. This main valve is a half area piston type valve which moves valve to change the metering port area. The main valve has two valve functions that are referred to as valve C and valve D. The EEC gives the electrical signal to the FDRV to change the position of the valves. The FDRV gives a feedback signal to the EEC to transmit the position of valves in the unit. The fuel flow changes with the position of the valves. Thus, the fuel flow can be controlled through the FDRV and the EEC. Fuel Return Valve The EEC operates the dualwound torque motor to control the servo pressure. This servo fuel pushes the main valve. The pressure balance between two sides of the main valve (Valves C and D) gives the direction and the speed of the valve movement. Then the valve changes the direction of the fuel flow and controls the metering port area.
This is the normal mode and is shown below. Fuel through the IDG FCOC or combined with a quantity of fuel downstream of the FCOC is modulated for return to tank. FMU bypass flow is returned upstream of fuel filter. In this mode all the heat from the engine oil system and the I.D.G. oil system is absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank where the heat is absorbed or dissipated within the tank.
HMS MODE 4
Fuel through IDG FCOC is modulated for fuel return to tank. FMU bypass flow returned upstream of FCOC. Supplemental cooling of fuel is provided by this mode. This mode is adopted at low engine speeds with a high IDG oil inlet temperature. In this mode the fuel / oil heat exchanger is operating as a fuel cooler and the heat passed to the engine oil is extracted by the air / oil heat exchanger.
FAIL SAFE POSITION : FRV CLOSED, NO RETURN TO TANK ( MODE 3 or 5 ) Fuel Diverter Valve The EEC energizes the solenoid valve to open the servo fuel flow. The switch assemblies transmit the EEC the valve position when the solenoid is de energized. FAIL SAFE POSITION : FDV SOLENOID DE ENERGIZED ( MODE 4 or 5 )
Page: 156
A319/A320/A321
IAE V2530A5
7320
MODE 1
Normal Return to Tank Mode
FROM FUEL TANK
MODE 4
Mode selected when in Normal Mode 1 the Limit Temperature ( IDG Oil, Fuel ) can not be= maintained within Limits.
FROM FUEL TANK
LP FUEL SHUTOFF VALVE LP PUMP
OIL IN
OIL TEMP SNSR
OIL IN
OIL TEMP SNSR
RETURN TO TANK
OIL IN
IDG FCOC
OIL TEMP SNSR
ENG OIL FCOC

FAN AIR
ACOC
RETURN TO TANK
OIL IN
IDG FCOC
OIL TEMP SNSR
ENG OIL FCOC

FAN AIR
ACOC
OIL OUT OIL OUT
OIL OUT OIL OUT
DIVERTER VALVE
DIVERTER VALVE
FUEL RETURN TO TANK VALVE
FUEL FILTER
FUEL TEMP SNSR
FUEL FILTER
FUEL TEMP SNSR
HP PUMP
HP PUMP
FMU
FMU
TO INJECTORS
TO INJECTORS
Figure 79
Return to Tank Modes 1 and 4

Page: 157
A319/A320/A321
IAE V2530A5
7320 NO RETURN TO TANK MODES 3 AND 5 HMS MODE 3

The third mode shown below is the mode adopted when the requirements for fuel spill back to tank can no longer be satisfied i. e. Fuel through IDG FCOC returned downstream of FCOC. FMU bypass flow returned upstream of fuel filter. Return to tank inhibited. This is the preferred mode of operation when return to tank is not allowed. In this condition all the heat from the engine and IDG oil systems is absorbed by the burned fuel. If however, the fuel flow is too low to provide adequate cooling the engine oil will be pre cooled in the air/oil heat exchanger, by a modulated air flow, before passing to the fuel / oil heat exchanger.
HMS MODE 5
Mode 5 is the mode which is used when system condition demand operation is as in Mode 3 but this mode is not permitted. FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse direction. Return to tank inhibited. This mode is adopted if the conditions exist. NOTE: IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE SPEED ( FAIL SAFE POSITION ).
Page: 158
A319/A320/A321
IAE V2530A5
7320
MODE 3
High Engine Speed
FROM FUEL TANK
MODE 5
D D Low Engine Speed Cold Fuel Fail Safe Mode
FROM FUEL TANK
OIL IN
OIL TEMP SNSR
OIL IN
OIL TEMP SNSR
RETURN TO TANK
IDG FCOC
OIL TEMP SNSR
OIL IN
ENG OIL FCOC

FAN AIR
ACOC
RETURN TO TANK
IDG FCOC
OIL TEMP SNSR
OIL IN
ENG OIL FCOC

FAN AIR
ACOC
OIL OUT OIL OUT
OIL OUT OIL OUT
DIVERTER VALVE
DIVERTER VALVE
FUEL FILTER
FUEL TEMP SNSR
FUEL FILTER
FUEL TEMP SNSR
HP PUMP
HP PUMP
FMU
FMU
TO INJECTORS
TO INJECTORS
Figure 80
NO Return to Tank Modes 3 and 5

Page: 159
A319/A320/A321
IAE V2530A5
7320 AIR MODULATING VALVE

Purpose To govern the flow of cooling ( fan ) air through the air/oil heat exchanger ( ACOC ), as commanded by the Heat Management Control System ( EEC ) Type Plate type supported at either end by stubshafts. operated by an Electro Hydraulic Servo Valve mechanism.
Location Bolted to the outlet face of the air/oil heat exchanger. Features S fire seal forms an air tight seal between the unit outlet and the cowling orifices S controlled by either channel A or B of EEC S valve positioned by fuel servo pressure acting on a control piston S valve position feed back signal via LVDT to each channel of EEC S fuel servo pressure directed by the Electro Hydraulic Servo Valve assembly which incorporates a Torque motor FAIL SAVE POSITION : AIR VALVE SPRING LOADED FULLY OPEN ( maximum cooling position) In case of malfunction the warning ENG 1 ( 2 ) AIR EXCHANGER FAULT is displayed on the ECAM E / WD. For Training Purposes Only
Page: 160
A319/A320/A321
IAE V2530A5
7320
Figure 81
Air Modulating Valve

Page: 161
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
ATA 71-70 POWER PLANT DRAINS

GENERAL
The powerplant drain system collects fluids that may leak from some of the engine accessories and drives. The fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox. The drain system comprises two subsystems: fuel drains oil, hydraulic and water drains The two subsystems come together at the same drain mast.
FRA US/T Bu
August 2001
Page: 162
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
RIGHT SIDE
OIL TANK SCUPPER
OIL TANK SCUPPER
FUEL PUMPS
FUEL DIVERTER VALVE
FUEL METERING UNIT
LP BOOSTER BLEED MASTER ACTUATOR
BIFURCATION PANEL
VARIABLE STATOR VANE ACTUATOR
FWD
ACTIVE CLEARANCE CONTROL ACTUATOR DRAINS MAST

ACOC
LP BOOSTER BLEED SLAVE ACTUATOR
IDG
HYDRAULIC PUMPS
AIR COOLED OIL COOLER ACTUATOR
S. ( STARTER )
HYDRAULICS
AIR STARTER
INTEGRATED DRIVE GENERATOR
OIL TANK SCUPPER
LEFT SIDE
NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY
Figure 82
Drain System
Page: 163
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70 PYLON DRAINS

The engine pylon is divided into 7 compartments.Various systems are routed through these areas. Any leckage from fluid lines is drained overboard through seperate lines in the rear of the pylon.
FRA US/T Bu
August 2001
Page: 164
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
FUEL
PYLON DRAINS FUEL / HYDR.
HYDR.
Figure 83
Pylon Drains
Page: 165
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70 DRAIN SYSTEM DESCRIPTION

Fuel Drain The fuel drain lines come from engine accessories on the engine core, the engine fan case and gearbox. The engine core drains go through the bifurcation panel. The fuel drain system is connected to these engine accessories: Booster bleed master actuator (Core) Booster bleed slave actuator (Core) Variable Stator Vane Actuator (Core) Active Clearance Control Actuator (Core) Fuel diverter valve (FD) Fuel metering unit (FMU) LP/HP fuel pumps (FP) Oil, Hydraulic and Water Drains The oil, hydraulic and water drains system comes from engine accessories on the engine fan case and gearbox. The drain system is connected to these engine accessories: Air Cooled Oil Cooler actuator (ACOC) Integrated Drive Generator (IDG) Air starter (S) Hydraulic Pump (HYD) Oil tank scupper Oil tank The only hydraulic fluid drain is from the hydraulic pump. The other drains are for engine oil or accessory lubricant.
FRA US/T Bu
August 2001
Page: 166
POWER PLANT DRAINS
A319/A320/A321
IAE V2530-A5
71-70
Figure 84
Drain System Leakage Test & Limits

Page: 167
Engine Controls General
A319/A320/A321
V2530-A5
7600
ATA 76 ENGINE CONTROLS

THROTTLE CONTROL SYSTEM
General The throttle control system consist of : the throttle control lever the throttle control artificial feel unit (Mecanical Box) the thrust control unit the electrical harness. The design of the throttle control is based upon a fixed throttle concept : This means that the throttle control levers are not servo motorized. Thrust Control Unit The Thrust Control Unit contains two resolvers, each of which sends the thrust lever position to the Electronic Engine Control .The extraction current for the resolvers is provided by the EEC. Autothrust Disconnect pushbutton. The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function.
Reverse Thrust Latching Lever To obtain reverse thrust settings, the revers thrust laching lever must be lifted. A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position. The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit: S 0 STOP = FWD IDLE THRUST S -20 STOP = FULL REVERSE THRUST S 45 STOP = MAX .TAKE OFF THRUST S DETENT = (REVERSE) IDLE THRUST S DETENT = MAX.CLIMB (ALSO CRUISE SELECTION) S DETENT = MAX. CONTINOUS (FLEX TAKE OFF THRUST)
2 1
1
THRUST LEVERS
General The thrust levers comprises : a thrust lever which incorporates stop devices and autothrust instinctive disconnect pushbutton switch a graduated fixed sector a reverse latching lever. The thrust lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box).
Page: Page: 168
A319/A320/A321
V2530-A5
7600
ENGINE THRUST LEVER CONTROL

AUTOTHRUST DISCONNECT PB
REVERSE THRUST LATCHING LEVER
THRUST LEVER
REVERSE THRUST LATCHING LEVER
MECHANICAL BOX
THRUST CONTROL UNIT
FMU
FUEL METERING VALVE
CHANNEL A
EEC
CHANNEL B
RESOLVER 1 RESOLVER 2
Figure 85
Engine Thrust Lever Control

Page: Page: 169
A319/A320/A321
V2530-A5
7600 BUMP RATING PUSH BUTTON

This Push Buttons are optional equipment. In some cases the throttle control levers are provided with BUMP rating push buttons,one per engine.This enables the EEC to be re-rated to provide addi tional thrust capability for use during specific aircraft operations. Bump Rating Description The takeoff bump ratings can be selected, regardless of the thrust lever angle, only in the EPR mode when the airplane is on the ground. The bump ratings, if available, are selected by a push button located on the thrust lever. Actuation of the switch will generate a digital signal to both EECs via the EIU. The maximum take-of f rating will then be increased by the preprogrammed delta EPR provided the airplane is on the ground. The bump ratings can be deselected at anytime by actuating the bump rating push button as long as the airplane is on the ground and the thrust lever is not in the maximum takeoff (TO) detent. Inflight, the bump ratings are fully removed when the thrust lever is moved from the TO detent to, or below, the MCT detent. The bump rating is available inflight (EPR or rated N1 mode) under the following conditions. S Bump rating initially selected on the ground. S TO/GA thrust lever position set. S Airplane is within the takeoff envelope. The bump rating is a nonstandard rating and is only available on certain designated operator missions. Use of the bump rating must be recorded.This information is for tracking by maintenance personnel.
Page: Page: 170
A319/A320/A321
V2530-A5
7600
Figure 86
Bump Push Bottons

Page: Page: 171
A319/A320/A321
V2530-A5
7600 ARTIFICIAL FEEL UNIT ( MECANICAL BOX )

The Throttle control artificial feel unit is located below the cockpit center pedestal. this artificial feel unit is connected to engine 1(2) throttle control lever and to the engine 1(2) throttle control unit by means of rods. The artificial feel unit is a friction system wich provides a load feedback to the throttle control lever. This artificial feel unit comprises two symetrical casings, one left and one right. Each casing contains an identical and independent mechanism. Each mechanism is composed of: a friction brake assembly a gear assembly a lever assembly a bellcrank assembly Throttle lever travel is transmitted to the to the artificial feel unit and to the throttle control unit. The linear movement of the throttle levers is transformed into a rotary movement at the belcrank wich turns about the friction brake assembly shaft. This movement rotates a toothed quadrant integral with the shaft. This toothed quadrant causes inverse rotation of a gear equipped with a disk which has four detent notches. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers.
Page: Page: 172
A319/A320/A321
V2530-A5
7600
MECHANICAL BOXES
MECHANICAL BOX(ES) An adjustment screw is provided at the lower part of each mechanical box to adjust the artificial feel.
RIGGING POINT
ADJUSTMENT SCREW
DETENT FORCE ADJUSTMENT
Figure 87
Mechanical Boxes
Page: Page: 173
A319/A320/A321
V2530-A5
7600 THROTTLE CONTROL UNIT

The throttle control unit comprises : S an input lever S mechanical stops which limit the angular range S 2 resolvers whose signals are dedicated to the EEC (one resolver per channel of the EEC) S 6 potentiometers fitted three by three. Their signals are used by the flight control system S a device which drives the resolver and the potentiometer S a pin device for rigging the resolvers and potentiometers S a safety device which leads the resolvers outside the normal operating range in case of failure of the driving device S two 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. Relation between TRA and TLA: 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 the two resolvers is 0.25 deg. TRA. The TLA resolver operates in two quadrants : the first quadrant serves for positive angles and the fourth quadrant for negative angles. Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC. The EEC 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 EEC incorporates a resolver fault accomodation logic. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal.
Page: Page: 174
A319/A320/A321
V2530-A5
7600
3 COUPLED POTENTIOMETERS ELECTRICAL CONNECTORS
RESOLVER
RIGGING POINT
THRUST CONTROL UNIT(S) 2 units Each unit consists of : 2 resolvers 6 potentiometers.

Figure 88
Thrust Control Units

Page: Page: 175
A319/A320/A321
V2530-A5
7600 RIGGING
The throttle control levers must be at the idle stop position to perform the rigging procedure.
AIDS ALPHA CALL UP OF TRA

Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver Angle)
AIDS PARAM ALPHA CALLUP ENTER ALPHA CODE TRA EEC 1 : 0.0 0.1 TRA EEC 2 :
( ( (
) ) )
PRINT>
<RETURN
Page: Page: 176
A319/A320/A321
V2530-A5
7600
MECHANICAL BOX
RIG PIN
THRUST CONTROL UNIT RIG PIN
Figure 89
Thrust Control System Rigging

Page: Page: 177
A319/A320/A321
V2530-A5
7600 AIDS ALPHA CALL UP OF TRA

Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver Angle)
Page: Page: 178
A319/A320/A321
V2530-A5
7600
AIDS PARAM ALPHA CALLUP ENTER ALPHA CODE TRA TRA ( ( ( ( ) ) ) ) PRINT> EEC 1 : EEC 2 : 0.0 0.1
<RETURN
Figure 90
Alpha Callup TRA

Page: Page: 179
ENGINE INDICATING GENERAL
A319/A320/A321
IAE V2530A5
7700
ATA 77 INDICATING
7700 ENGINE INDICATING PRESENTATION
Indication General The engine is equipped with sensors that monitor temperature , pressure, speed, vibration fuel flow lt also has switches that provide indication for oil, fuel clogging. thrust reverser hydraulic pressure. position (SAV, T/R, Overspeed governor, etc.... Depending on the data transmitted, messages are generated on the following devices : Upper ECAM : Engine Warning Display (EWD). Lower ECAM :Systems Display (SD). Master caution, or warning. Audible chimes and oral warning. These messages are used to run the engine under normal conditions throughout the operating range, or to provide warning messages to the crew and maintenance personnel. The master caution and warning are located in front of the pilot on the glance panel. Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E/WD ): S Engine Pressure Ratio ( EPR ) S Exhaust Gas Temperature ( EGT ) S N1 ( low rotor speed ) S N2 ( high rotor speed ) S FF ( fuel flow ) After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display. Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault: S Total FUEL USED For further info see ATA 73 S OIL quantity For further info see ATA 79 S OIL pressure For further info see ATA 79 S OIL temperature For further info see ATA 79 S Starter valve positions, the starter duct pressure and during eng start up, that operating Ignition system ( ONLY ON ENGINE START PAGE ) S In case of high nacelle temperature a indication is provided below the engine oil temp. indication. S Engine Vibration of N1 and N2 S As warnings by system problems only: OIL FILTER COLG Fuel FILTER CLOG Some engine parameters also displayed on the CRUISE page
FRA US/T Bu
August 2001
Page: 180
A319/A320/A321
IAE V2530A5
7700
FF KG / H FOB: 19.125
A IGN B

ONLY ON ENGINE

35
35
START PAGE
Figure 91
Engine ECAM Indications

Page: 181
A319/A320/A321
IAE V2530A5
7700
ATA 7710 POWER INDICATING

EPR INDICATION
EPR Engine Pressure Ratio The Engine Pressure Ratio indicating system consists of one combined P2 / T2 sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. The pressure from this sensors are routed to the EEC pressure transducer.The EEC converts the signal to a digital format and proccess the pressure to form actual EPR ( P 4.9 / P 2 ) and transmits the EPR value to the ECAM. Each of the two channels performs this operation independently. 1 2 Actual EPR Actual EPR is green. Cyan EPR command arc ( transient ) from current EPR pointer to EPR command value. is only displayed with A / THR engaged. 3 4 EPR TLA ( white circle ) Predicted EPR corresponding to the thrust lever position. EPR max ( thicker amber mark ) It is the limit value of EPR corresponding to the full forward thrust lever position. 5 REV indication Appears in amber when one reverser is unstowed or unlocked or inadvertenly deployed. ( In flight, the indication first flashes for 9 sec. and then remains steady. It changes to green when the reverser is fully deployed . 6 Thrust limit mode, EPR rating limit TO GA, FLX, MCT, CL, MREV selected mode is displayed in green, the associated EPR rating is displayed in blue. In MREV no EPR value is dis played. NOTE: NOTE: Thrust limit mode is displayed in digital form, it indicates the mode which the EPR limit value will be computed. In flight ( or on ground with ENG stopped ): S The selected mode corresponds to the detent of the most advanced thrust lever position S Rating limit is computed by the EEC receiving the highest actual EPR value ( exept on ground with ENG stopped where it is computed by the EEC receiving the most advanced thrust lever position ). NOTE: WHEN A THRUST LEVER IS SET BETWEEN TWO POSITIONS THE EEC SELECTS THE RATING LIMIT CORRESPONDING TO THE HIGHEST MODE. WHEN IDLE IS SELECTED THE EEC SELECTS CL
WHEN M REV IS SELECTED, THE EPR RATING LIMIT VALUE IS REPLACED BY AMBER CROSSES ( M REV MODE IS LIMITED BY N1) On ground ( with engines running ) S With engines running, on ground, whatever the lever position is,this limit corresponds to: TO GA thrust limit. S With engine running, on ground, if FLX mode is selected, FLX EPR is displayed whatever the thrust lever position between IDLE and FLX / MCT.
If FLX mode is selected, the flexible take off temperature in _ C, selected through the FMS MCDU s, is displayed. For FLX mode indication the ADIRUs must be switched on. The temperature value is displayed in green and the _ C is displayed in blue. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.
FRA US/T JaG
MAR 2006
Page: 182
A319/A320/A321
IAE V2530A5
7700
3 2
4 2
REV
EPR
FLX
OR 1
1.503
35_ C
TOGA 1. 520
OR
MCT
For Training Purposes Only OR
CL
OR
MREV
Figure 92
FRA US/T JaG MAR 2006
EPR Indication Upper ECAM Display Unit

Page: 183
A319/A320/A321
IAE V2530A5
7700 EPR SYSTEM COMPONENTS P2 / T2 SENSOR

The P2 / T2 sensor is located near the 12 oclock position of the inlet cowl. It measures total pressure and temperature in the inlet air stream of the engine forward of the engine front flange. The dual output total temperature measurement is accomplished by two resistancesensing elements housed in the P2/T2 sensor body. Each channel of the Electronic Engine Control ( EEC ) monitors one of these resistance elements and converts the resistance measurement to a temperature equivalent. The total air pressure is carried via pressure tubing to the pressure sensor located in channel A of the EEC. The P2 / T2 sensor has an antiicing function accomplished by a single heating element internally bonded to the sensor. The heater is a hermetically sealed, coaxial resistance element brazed internally to the sensor casting. Aircraft power, which is used for the heater, is switched on and off by the EEC depending on TAT ( < 7,2 C heater ON ), via the relay box. NOTE: IN CASE OF LOSS OF P2 / T2 HEATING , AN AUTOMATIC REVERSION FROM EPR MODE TO UNRATED N1 MODE OCCURS.
P4.9 SENSORS The P4.9 sensor and manifold has three probes which measure the total pressure of the exhaust gas stream. Struts 4, 7 and 10 contain the pressure sensing ports. Each sensing point contains eight radial pressure sensing ports which are combined to yield an average pressure. The resulting average radial pressure value from each strut is then plumbed into a manifold which provides an overall turbine exhaust pressure average ( P4.9 ). A tube from this manifold is connected to the Electronic Engine Control ( EEC channel A ). A pressure transducer located within the EEC converts the average pressure at station 4.9 into a useable electronic signal ( proportional to pressure ) that can be processed and used by the EEC to control the engine.
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7700 P2/T2 SENSOR
A
P 4.9 SENSOR
PRESSURE CONTROL MANIFOLD
PRESSURE CONTROL MANIFOLD
ADAPTOR
P2/T2 SENSOR
P4.9 PRESSURE RAKE TUBE
Figure 93
P2 / T2 and P4.9 Sensor

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7700 P2 / T2 HEATER
Aircraft Power ,which is used for the heater , is switched on and off by the EEC, via the relay box. The heater and the heating Circuit can be tested using the FADEC CFDS Test menu. NOTE: THE RELAY BOX ALSO CONTAINS THE 115V IGNITION RELAYS.
FAIL SAFE POSITION: PROBE HEATER OFF
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204XP-C 115VAC BUS 2 11DA2 C/B 24-58-06 ANTI ICE / PROBES P2/T2 ENG 2 122VU212
INPUT FOR IGNITION RELAYS
1WD ENG/APU FIRE PNL 20VU210 26-12
4100KS RELAY BOX 446STA450 73-25
4014KS SENSOR P2/T2 444STA390 73-25
RELAY BOX
CH B CONNECTOR
For Training Purposes Only RELAY BOX
CH A CONNECTOR
P2/T2 HEATING CONNECTOR Figure 94

P2/T2 Heater Schematic

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7700 FADEC P2/T2 HEATER TEST
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Figure 95
P2/T2 Heater Test

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ATA 7720 TEMPERATURE

EGT INDICATION
EGT Indicator 1 Actual EGT Normally displayed in green. Pulses amber up to MCT when EGT w 610 _ C. Pulses red when EGT w650 _ C. NOTE: EGT INDEX PULSING AMBER MUST BE DISREGARDED WHEN USING TO OR FLX THRUST.
Max EGT Thicker amber mark is set at w 610 _ C, it is the max EGT value up to MCT thrust. It is not displayed during: Engine start up, instead a amber mark is placed at 635 _ C Take Off sequence.
Max permissible EGT Goes up to 650 _C. A red band begins at the point of over temperature and a red cross line appears at the max value achieved.
Red cross line is set at the max EGT over temperature achieved during the last leg. The red cross line will disappear through corresponding DMC s MCDU action or by the next T/ O.
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2 3 4
Figure 96
EGT Indication
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IAE V2530A5
7700 EGT PROBES

The messurement channel for the exhaust gas temperature consist of: S Four probe assemblies, each comprizing 2 thermocouples. four thermocouples ( one from each probe assembly ) are used to form an averaged signal send to the channel A of the EEC. the remaining four thermocouples ( one from each probe assembly ) are used to form an averaged signal, send to channel B of the EEC. The EEC uses the Exhaust Gas Temperature in the engine start control logic and also transmits the EGT signal 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 Clock. The thermocouples are connected, in parallel, to the junction box for each channel, from where two indepent signals are send to the EEC. Each signal is an average of the four probes.
9.5
2.0
7.5 For Training Purposes Only JUNCTION BOX
4.5
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EGT JUNCTION BOX
JUNCTION BOX
1 CHROMEL STUD
Figure 97
EGT System
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ATA 7710 POWER

N1 AND N2 INDICATION
N1 Indication The low pressure rotor speed signal is used in the EEC for engine control computation and for ECAM visual display. 1 Actual N1 Displayed normaly in green. Pulses red if N1 exceeds 100%. Pulses amber when N1 exeeds the N1 rating limit, in N1 MODE. 2 Max permissible N1 is 100 %. At 100 % a red band begins. If the RPM exeeds 100 % index and numeric value pulses red. 3 Red cross line is set at the max N1 over speed value achieved during the last leg. 4 White circle 6 N1 MODE switches ON: Thrust control reverts from EPR mode to N1 rated mode. Following an automatic reversion to N1, rated or unrated mode, pressing the P/B switch to confirm the mode. ON, it illuminates blue OFF: If available, EPR mode is selected N2 Indication The signal fore the HP rotor speed is originated from the dedicated alternator to the EEC for use in engine control computation and to the ECAM for visual display on ECAM. A separate signal goes to the engine vibration monitoring unit ( EVMU ) for use in processing engine vibration data. 7 Actual N2
N1 command corresponding to the thrust lever ( angle ) position ( predict N1 ) appears when in rated N1 mode. N1 rated MODE can activated automaticly or by switching the N1 MODE switch at the overhead panel ( close to the ENG MAN START switches ). Both engine must be in the same MODE, rated or unrated. Not displayed in unrated N1 MODE. Auto thrust is not active in rated N1 mode . General: A failure title will be displayed on E / WD in the MEMO display. 5 CHECK appears for EPR, EGT, N1 , N2 and FF, if the displayed value compared by the DMC s with the actual value from the EEC differs and the last digit from the value shown will be XX ed.
Digital indication normally green. It is overbrightness and grey boxed during engine start sequence up to 43 % ( starter cut out ). Turns red if N2 exceeds 100 % and a red X appears. The red X will disappear through corresponding DMCs MCDU action or by the next T/O. General: A failure title will be displayed on E / WD on the MEMO display. If a failure occurs on any indication displayed, the analog indication is replaced by amber crosses, the analog indicator and the marks on the circle disapear, the circle becomes amber.
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EPR XX
5 1 4 2 3
XX
MCT
N 1 MODE 95.8
C H E C K
4 7
ENG 1 EPR MODE FAULT ENG 1 N 2 OVER LIMIT

Figure 98 N1 and N2 Speed Indication
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INDICATING GENERAL
A319/A320/A321
IAE-V2530-A5
31-00
ATA 31 INDICATING
MAX POINTER RESET ( N1, N2 & EGT )
Monitoring of the relevant display of the engine parameters N1 , N2, EGT, and FF indications of both engines are monitored internally and externally .The DMC compares the N1 signal received from the EEC 1 with the feedback signal which reflects the displayed position of the N1 needle In order to grant dissimilarity with the engine 2 monitoring process the DMC compares the N1 signal from the EEC 2 with the feedback signal representing the N1 digital value. The same applies to the EGT parameters indications, but with the displayed position of the engine 2 EGT needle and the engine 1 EGT digital feedback value. As for the N2 and FF parameters, the DMC compares the direct signal from the EEC with the displayed digital value. In case of detected discrepancy, a CHECK amber message is displayed just below the relevant parameter indication . In addition the FWC,s perform an external monitoring between the feedback signals (that correspond to the displayed values and the signets that are directly received by the FWCs from the EECs Should a descrepancy occur, for one or more parameters, a CHECK amber message is displayed under the relevant indication The FWCs generate a caution single chime master caution Light message on the upper ECAM DU : ENG 1 (2) N1(N2/EGT/FF) DISCREPANCY Max pointer Reset ( N1, N2 & EGT ) The Max pointers for N1, N2 and EGT can be reset using the CFDS menu INSTRUMENTS. The menu for the EIS 1,2,3,( DMC 1,2,3 ) must be selectet. The memory cells which store the possible exceedance are reset either by pressing the GENERAL RESET line key or automatically at the next take off. Readout/Reset of the Engine Red Line Exceedances The DMC connected to the upper ECAM DU monitors primary parameter indications of both engines. Should an exceedance occur, the DMC memorizes in its BITE memory the maximum value reached during the Last Flight Leg The values of the N1, N2, EGT red lines and transitory overlimit values are stored in 2 independent tables, one per engine. Read out of this engine parameter exceedance can be performed via the DMC MCDU menu.With the function engines the parameters can be selected either for engine 1 or 2. NOTE : A RESET OF THE RED LINE LIMITS HAVE TO BE PERFORMED ON ALL 3 DMCS.
N1 RED LINE Exceedance The N1 red line is represented by an arc shaped red ribbon situated at the end of the scale. If the N1 actual value exceeds the N1 red line (even for a short period of time), a small red line appears across the N1 scale and then stays at the maximum value which has been reached. This indicates a N1 exceedance condition.Should this condition occur, the small red line disappears only after a new takeoff or after a maintenance action through the MCDU DMC reset. N2 RED LINE Exceedance The N2 indications are displayed in digital form only. 100% N2 correspond to 14460 RPM.Should N2 actual exceeds the N2 red line value,a red cross appears next to the digital indication. This red cross disappears only after a new take off or a DMC reset. EGT RED LINE Exceedance The EGT indications are provided in the same form as for the N1 indications.The same applies to changes in color and EGT exceeding indications.However it has to be noticed that the amber linie (EGT MAX) is variable.635 deg. C at engine start and 610 deg. C afterwards.Red line Limit is 650 deg.C.
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INDICATING GENERAL
A319/A320/A321
IAE-V2530-A5
31-00
Figure 99
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Max Pointer Reset

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7700
ATA 77-10 POWER

N1 INDICATION
The fan speed ( N1 ) indication system has four sensors: S Two of them are used to provide EEC channels A and B with N1 ro tational speed signal. S One sensor acts as a spare fore either EEC channel ( it can be activated by changeover connectors at the junction box ). This sensor cannot be used in place of the N1 sensor dedicated to the En gine Vibration Monitoring Unit with N1 analog signals ( trim balance sen sor ), see below. S One sensor provides the Engine Vibration Monitoring Unit with N1 analog signals ( trim balance sensor ). S The N1 electrical harness tube goes through the inner strut of the no. 3 strut of the intermediate structure and to the terminal block. The electrical leads from each sensor goes through the N1 tube and is connected to the terminal block. S For the fan speed sensors, one turn on the LP shaft causes 60 teeth on the phonic wheel to pass its sensor. For the trimbalance sensor, one slot in the phonic wheel passes the sensor one time for one turn. S The EEC speed sensors have two pole pieces compared to the trimbalance sensor who has only one pole piece.
INTERCHANGE OF N1 SPEED SENSORS

For Training Purposes Only Task 771100860010 S If the fan speed sensor No. 1 is unserviceable, disconnect the harness leads No. 1 and No. 2 from their terminals No 1 and No 2. Reconnect the harness lead No 1 to the terminal No. 3 and the harness lead No. 2 to the terminal No. 4 of the spare speed sensor. S If the fan speed sensor No 3 is unserviceable, disconnect the harness leads No. 5 and No. 6 from their terminals No. 5 and No. 6 and reconnect the harness leads to the spare speed sensor as described above.
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7700
TERMINAL BLOCK
TWO POL PIECES
TERMINAL NO. 4 (SPARE)
ONE POL PIECE

THREE FAN SPEED SENSORS
ONE TRIM BALANCE SENSOR
Figure 100
Fan Speed & Trim Balance Sensor,N1 Terminal Block

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7700
DEDICATED ALTERNATOR (PMA)
The alternator function are: S the primary power source for the Electronic Engine Control (EEC) S N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU) and the cockpit Description The unit is designed for maximum reliability by the elimination of splines, bearings or similar parts which can deteriorate or fail. The rotor is mounted directly on the gearbox output shaft and the stator is bolted to the gearbox housing. The alternator provides two identical and independent power outputs, one for each channel of the EEC. S It comprises two stators (one power and one speed) and a rotor. S Is driven from the main accessory gearbox S Consists of a magnetic rotor running in a stator. the stator has four independing windings, two of which provide three phase frequency AC electric power to respectively channel A and B . The third winding provides a single phase AC analog signal propotional to N2 for the Engine Vibration Monitoring System. The forth winging provides a dedicated N2 signal to Channel A of the EEC. S The N2 windings gives an analog signal through the cockpit for ECAM indication. The stator and rotor are sealed from the gearbox by a shaft seal. If a shaft seal failure occurs and the alternator fills with engine oil, the alternator will continue to function normally. To maintain the temperature of the dedicated alternator at an acceptable level the alternator incorporate an integral cooling air manifold using fan air.
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P12,5 AIR
Figure 101
Engine Dedicated Alternator

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ENGINE INDICATING ANALYZERS
A319/A320/A321
IAE V2530-A5
77-30 VIBRATION INDICATION

An engine vibration monitoring unit monitors the N1 and N2 levels of both engines. General The engine vibration measurement system comprises : one transducer on each engine with 2 piezoelectric accelerometers . an Engine Vibration Monitoring Unit two vibration indications N1 and N2. The engine vibration system provides the following functions : vibration indication due to rotor unbalance via N1 and N2 slaved tracking filters excess vibration (above advisory level of 5 units ) fan balancing (phase and displacement) shaft speed (N1 and N2) storage of balancing data initial values acquisition on request (option ) BITE and MCDU communication accelerometer selection frequency analysis when the printer is available. NOTE: ONLY ONE ACCELEROMETER IS USED AT A TIME (A OR B). THE SAME ACCELEROMETER IS NOT USED FOR TWO SUCCESSIVE FLIGHTS. THE CHANGEOVER OCCURS AT POWERUP OR ON SPECIAL REQUEST (MCDU) ON THE GROUND.
Interfaces The EVMU interfaces with the ECAM and the CFDS CFDS interfaces: Maintenance fault messages. The N1 and N2 vibrations of the left and right engines are displayed on the engine and cruise pages.
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77-30
VIBRATION indications:
THE VIBRATION INDICATIONS OF THE LP AND HP ROTORS ARE DISPLAYED IN GREEN. PULSING ADVISORY ABOVE 5 PULSING ADVISORY ABOVE 5
VIB 0.8 VIB 1.2
N1 0.9 N2 1.3
0.8 0.8
1.2 1.2 140 160
80
80
Powersupply 115V AC
DMU
VIB SENSOR A For Training Purposes Only
AIDS
SDAC1
VIB SENSOR B
SDAC2 CFDIU
DED: GEN
Figure 102
Vibration Indication
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77-30 ENGINE VIBRATION MONITORING UNIT (EVMU)

Description The signal conditioner is composed of: 2 channel modules 1 balancing module 1 data processing module 1 power supply module. These modules are removable parts from the signal conditioner and are repairable subassemblies. Channel modules Each channel module processes the signals from the two engine accelerometers and from the two speed signals N1 and N2 : this enables the extraction from the overall vibration signal of a component due to rotor first order unbalance. The N1 and N2 signals are used to: drive the tracking filters, and slave their center frequencies at the shaft rotational speed. The accelerometer signals pass through these tracking filters which extract the N1 and N2 related fundamental vibration. The acceleration signal is then integrated in order to express the vibration in velocity terms. The EVMU receives analog signals from : the 2 engine accelerometers (1 per engine) and the N1 and N2 speed sensors of each engine. It also receives digital input from CFDS through ARINC 429 data bus. The EVMU sends signals through the digital ARINC 429 data bus to : SDAC1 and 2 for cockpit indication the CFDIU the DMU and printer (if installed) for maintenance purposes. Power supply module The power supply module receives the 115VAC/400Hz power. It provides the other modules with the necessary voltages. Power Supply The EVMU is supplied with 115V/400Hz by the busbar 101XPA, through the circuit breaker 1EV. Built in test equipment (BITE) maintenance and fault information The equipment contains a BITE system to detect internal and external failure. During the execution of the cyclic BITE sequence, the following parts of the EVMU are checked: the nonvolatile memory the timers the analogtodigital converter the ARINC 429 transmitter and receivers the tacho generators. During the powerup sequence of the BITE, the following parts of the EVMU system are checked: N1 and N2 NB velocity unbalance data N1 and N2 tacho frequencies accelerometer signals. Any detected failure is stored in the nonvolatile memory with GMT, the date and other reference parameters.
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77-30
Figure 103
EVMU Schematic
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IAE V2530-A5
77-30 COMPONENTS
The vibration transducer including two indipendent channels is installed on the fan case at the top left side of the engine. The EVMU is located in the Avionics compartment 86VU.
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ELECTRICAL HARNESS
VIBRATION TRANSDUCER
For Training Purposes Only VIBRATION SENSOR
FAN CASE
Figure 104
FRA US/T KoA May 04
Vibration Sensors
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Engine Indicating Analyzers
A319 / A320 / A321

IAE V2530A5
7730 EVMU OPERATION (CFDS)

The maintenance mode (CFDS mode) of operation, through the MCDU menu, allows maintenance staff to obtain, or print the following First page : Last leg report : lists the LRUs detected faulty during the last leg. Previous leg report : lists the LRUs detected faulty during the legs (max 62) previous to the last leg. LRU identification : provides the unit part number and manufacturer name. Class 3 failures : lists the LRUs detected faulty during a ground test. Only the last 3 failures detected are displayed. Test: enables a complete check of the EVM system. lf no failure has been detected, the message TEST OK is displayed. lf any failure has been detected the failed LRU is displayed. Second page: Accelerometer reconfiguration : allows selection of the accelerometer (fan no. 1 bearing or TRF) to be used for the next flights. The EVMU also indicates which accelerometer is in operation. Engine unbalance : allows selection of 5 different speeds per engine (from 50% to 100% N1 RPM) at which unbalance data is stored. lt also enables previously acquired unbalance data to be read, and performs balancing calculations for both engines using both accelerometers. Frequency analysis : enables a frequency analysis of the acceleration signal to be per formed. The results are sent to the printer. Shop maintenance : operational only when the EVMU is in the shop for maintenance. lt allows troubleshooting of the LRU itself and corresponds to failures at LRU level.
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IAE V2530A5
7730
Figure 105
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EVMU CFDS Pages

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A319/A320/A321
IAE V2530-A5
77-30 CFDS SYSTEM REPORT / TEST

The Centralized Fault Data System (CFDS) enables access to the system. The first menu sent to the MCDU is the main menu. The various functions are detailed here after.
Last leg report

The EVMU sends the list of the LRUs which have been detected faulty during the last leg.
Previous leg report

The EVMU sends the list of the LRUs which have been detected faulty during the legs (maximum 64) previous to the last leg. The faults detected are the same as for the last leg report.
LRU identification
The EVMU sends the EVM unit part number
Test
The test item allows initiation of a complete check of the EVM system. If no failure has been detected, the message TEST OK is displayed. If any failure has been detected the failed LRU is displayed.
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77-30
OR
TEST
TEST IN PROGRESS
TEST
77-32-16 ENG1 ACCLRM 4004EV (A)
TEST
SELF-TEST O.K.
Figure 106
CFDS System Report / Test EVMU

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IAE V2530-A5
77-30 CFDS SYSTEM REPORT /TEST

ENGINE UNBALANCE MENU This menu permits for both engine, to command unbalance data storage during next flight and the read out of the stored data. It also permits to effectuate balancing for a selected engine with both accelerometers. Measurement of the unbalance data The EVMU measures the position and the amplitude of the rotor unbalance of each engine. It provides this information, when available,to the output bus. Storage of unbalance data If requested, the system can store the balancing data during the cruise phase when stabilized conditions are reached (the actual N1speed does not fluctuate more than plus or minus 2% during at least 30s). For every stored measurement the stabilized conditions shall be met once more again. NOTE: THIS TEST CAN BE DONE DURING AN ENGINE RUN-UP IN OR DER TO OBTAIN VIBRATION MEASUREMENT FOR DIFFERENT N1 SPEEDS. REFER TO AMM ATA 77-32-34. TO GET ACCESS AGAIN TO THE SYSTEM REPORT / TEST MENU ENG, REFER TO AMM 31-32-00.
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77-30
EVMU
ENGINE UNBALANCE
EVMU
<ACCELEROMETER RECONFIGURATION
< LEFT < LEFT < LEFT
CLEAR READ BALANCING
RIGHT > RIGHT > RIGHT >
< ENGINE UNBALANCE < FREQUENCY ANALYSIS
< RETURN
PRINT >
NOTE :
THE N1 SPEED CAN BE INDICATED IN % OR RPM DEPENDING ON EVMU SOFTWARE.
EVMU
BALANCING LEFT < ACC.A START N1/N2% PHASE DEG ACC.B > 00 / 00 0 0/0 0.0 0.0 / 0.0 ACC.B > < ACC.A 20 / 59 359 0 / 359 0.1 0.1 / 0.1 < ACC.A
BALANCING LEFT START N1/N2% PHASE DEG ACC.B > 20 / 59 359 0 / 359 0.0 0.0 / 0.1 * ACC.B >
EVMU
00 / 00 0 0/0 0.0 0.0 / 0.0 < ACC.A *
DISPL MILS
DISPL MILS
STOP
STOP
Figure 107
Unbalance Data
Page: 213
ENGINE INDICATING ANALYZERS CFDS SYSTEM REPORT /TEST

ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu.
A319/A320/A321
IAE V2530-A5
77-30
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77-30
Figure 108
Unbalance Data
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IAE V2530-A5
77-30 CFDS ACCELEROMETER RECONFIG.

This menu allows selection of the accelerometer A or B or the auto switch mode alternate to be used for the next flights. The EVMU indicates which accelerometer is in operation.
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77-30
Figure 109
Accelerometer Reconfiguration
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A319 / A320 / A321

IAE V2530A5
7730 AIRCRAFT INTEGRATED DATA SYSTEM

AIDS reports Vibration data is provided to the Aircraft Integrated Data System (AIDS), which is used to monitor aircraft and engine parameters. lt allows maintenance staff to perform engine parameter trend monitoring and troubleshooting. The vibration information is printed on various reports, which are: Engine cruise report. Cruise performance report. Engine takeoff report. Engine onrequest report. Engine mechanical advisory report. Engine runup report.
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IAE V2530A5
7730
Figure 110
FRA US/T bu July 01
AIDS
Page: Page: 219
ENGINE FUEL AND CONROL CONTROLLING
A319/A320/A321
IAE V2530 A5
7320

7320 FADEC
FADEC LRUS Electronic Engine Control (EEC ) Fuel Metering Unit ( FMU ) Sensors
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7320
/PB
IDG TOIL
GEN
Figure 111
FADEC Architecture
Page: 221
ENGINE FUEL AND CONROL CONTROLLING DATA ENTRY PLUG MODIFICATION
A319/A320/A321
IAE V2530 A5
7320 FADEC LRUS

Electronic Engine Control ( EEC ) Data Entry Plug The Data Entry Plug ( DEP ) provides discrete inputs to the EEC.Located to the Junction 6 of the EEC it provides unique engine data to channel A and B. The data transmitted by the DEP is: S EPR Modifier (Used for power setting ) S Engine Rating S Engine Serial No. NOTE: IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST, THEN AN AUTOMATIC REVISION FROM EPR MODE TO UNRATED N1 MODE OCCURS.
Description The DEP links the coded data inputs through the EEC by the use of shorting jumper leads which are used to select the plug pins in a unique combination. During a life of an engine , it may be necessary to change the DEP configuration , either during incorporation of Service Bulletins or after engine overhaul , when the EPR modifier code may need to be changed.This is accomplshed by changing the configuration of the jumper leads in accordence with the relevant instructions. During removal/replacement of the DEP it is necessary to use an EEC Harness Wrench as it is imperative that the connectors are tight. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector.Then using the EEC Harness Wrench torque tighten the DEP connector to 32 Ibf in. NOTE : THE PART NUMBER IS WRITTEN ON THE DEP . THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE,WHICH IS LOCATED AT THE LEFT HAND SIDE OF THE FAN CASE.
EEC DEP TESTER After modifing the DEP a electrical wiring test on the data entry plug assemblymust be performed with the tester below,to make sure the pins and jumpers are proberly installed.
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7320
VIBRATION ISOLATOR MOUNTS
HANDLE
DATA ENTRY PLUG EEC
*MARKING AERA
CHANNEL A HOUSING COOLING AIR PORTS
CHANNEL B HOUSING
PRESSURE PORTS
Figure 112
EEC/ Data Entry Plug

Page: 223
A319/A320/A321
IAE V2530 A5
7320 ELECTRONIC ENGINE CONTROL (EEC)

Harness (Electrical) and Pressure Connections Two identical, but separate electrical harnesses provide the input/output circuits between the E.E.C. and the relevant sensor/control actuator, and the aircraft interface. The harness connectors are keyed to prevent misconnection. NOTE: SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE TRANSDUCERS LOCATED WITHIN THE E.E.C. THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL ELECTRONIC SIGNALS TO CHANNELS A AND B. pressures are sensed: - ambient air pressure ( fan case sensor ) - burner pressure (air pressure) P3/T3 probe - pressure ( P2/T2 fan itlet probe ) - booster stage outlet pressure - L.P . Turbine exhaust pressure ( P5 (P4.9) rake ) - fan outlet pressure ( fan rake ) Electrical Connections Front Face Harness Connector Plug Identification E.B.U. 4000 KSA Engine D202P Engine D203P Engine D204P Engine D211P
J1 J2 J3 J4 J11 Rear Face J5 J6 J7 J8 J9 J10
The following . Pamb . Pb . P2 . P2.5 . P5 (P4.9) . P12.5
Engine D205P Data Entry Plug E.B.U. 4000 KSB Engine D208P Engine D209P Engine D210P
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FRONT FACE
REAR FACE
BOTTOM FACE Figure 113

Electronic Engine Control ( EEC )

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ENGINE AND FUEL CONTROL CONTROLLING
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IAE V2530 A5
7320 FADEC POWER SUPPLY

EIU Power supply The EIU is powered from the aircraft electrical power, no switching has to be done. Electronic Engine Control (EEC) Power Supply The EEC is supplied from the aircraft electrical power when engine is shutdown, then from the EEC generator when the engine is running. aircraft electrical power when N2 <10%. EEC generator power when N2 >10%. Powering N2 <10% Each channel is independently supplied by the aircraft 28 volts through the Engine Interface Unit. A/C 28 VDC permits : automatic ground check of FADEC before engine running engine starting powering the EEC while engine reaches 10% N2. NOTE: THE EIU TAKES POWER FROM THE SAME BUS BAR AS THE EEC. Auto Depowering The FADEC is automatically depowered on ground, through the EIU after engine shutdown. EEC automatic depowering on ground : after 5 mn of A/C power up. after 5 mn of engine shutdown NOTE: AN ACTION ON THE ENG FIRE P/B PROVIDES EEC POWER CUT OFF.
FADEC Ground Power Panel For maintenance purposes and MCDU engine tests, the FADEC Ground Power Panel permits FADEC power supply to be restored on ground with engine shut down. When the corresponding ENG FADEC GND POWER P/B is pressed ON the EEC is powered again . NOTE : ALSO THE FADEC IS REPOWERED AS SOON AS THE ENGINE MODE SELECTOR OR THE MASTER LEVER IS SELECTED .
Powering N2 >10% As soon as engine is running above 10% N2, the EEC generator can supply directly the EEC. The EEC generator supplies each channel with threephase AC. Two TRUs in the EEC provides 28VDC to each EEC channel.
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NOTE: * supplied for 5 min
NORM
EEC 401 PP (DC ESS BUS) FOR ENGINE 1 & 2
A
DEDICATED GEN
TRU/ 28V
TRU/ 28V
EEC For Training Purposes Only
B
202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1
Figure 114
FADEC Power Supply

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IAE V2530 A5
7320
49VU
2450000HMQ0
Figure 115

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7320
121VU
ANTI ICE
2450000VAQ0
122VU
2450000UMR0
Figure 116

Page: 229
ENGINE FUEL AND CONTROL FADEC SENSORS
A319/A320/A321
IAE V2530 A5
7320
ATA 73-22 F ADEC SENSORS

FADEC LRUS SENSORS
Engine Sensors T4.9 (EGT) Sensor (Ref. 772000) N1 Sensor (Ref. 771000) N2 Sensor (Ref. 771000) Engine Oil Temperature Sensor (Ref. 793000) P2/T2 Sensor (Ref. 7700) P3/T3 Sensor P4.9 ( P5)
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P0 (Pamb)
P12.5
T4.9
P2/T2 N1 EEC
T4.9 P3 / T3 T4.9 P2.5 T2.5

P4.9 (P5)
T4.9 P4.9 (P5) P4.9 (P5)
N2
Figure 117
FADEC Sensors
Page: 231
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IAE V2530 A5
7320 FADEC LRUS SENSORS P3/T3 SENSOR

The P3/T3 sensor monitors the pressure and temperature at the exit of the HP compressor. The combined sensor houses two thermocouples and one pressure inlet port. Each thermocouple provides an independant electrical signal, proportional to temperature, to one channel of the Electronic Engine Control (EEC). PURPOSE: The purpose of the P3/T3 sensor is to provide performance data to the EEC for starting and during transient and steady state operation of the engine.
P3/T3
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PRESSURE PORT
CHROMEL
ALUMEL
Figure 118
P3/T3 Sensor
Page: 233
ENGINE FUEL AND CONTROL FADEC SENSORS P2.5 / T2.5 SENSORS
A319/A320/A321
IAE V2530 A5
7320 P12.5 SENSOR

The P12.5 sensor is a pressure tapping at the top of the fan case. It monitors the pressure behind the fan stator. This pressure is used for trend monitoring. The pressure tapping is also used for the cooling air supply of the dedicated alternator(see Fig.114).
These two sensors are located in the intermediate case. They are monitoring the pressure and temperature between the two compressors. T2.5 is used for system scheduling, P2.5 is used for trend monitoring.
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P12.5 OFFTAKE
Figure 119
P2.5 / T2.5 Sensors

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7320 FADEC DESCRIPTION

General The Full Authority Digital Engine Control system consists of an Electronic Engine Control plus a Fuel Metering Unit,sensors and peripheral components. Electronic Engine Control The EEC consists of two channels (A and B) with crosstalk.Each channel can control the various components of the engine systems. They are permanently operational. one channel is in command while the other is in standby . In case of failure of the operational channel, the system automatically switches to the other one. NOTE: THE CHANNEL SELECTION STRATEGY IS BASED ON CHANNEL HEALTH CRITERIA .THE COMMAND CHANNEL ALTERNATES EACH ENGINE START . Fuel Metering Unit ( FMU ) In the FMU, three torque motors are activated by the EEC .These provide the correct fuel flow , overspeed protection and Engine Shut Down. In case of an overspeed, an incorporated valve reduces the fuel flow . The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the FMU , but it is closed directly from the corresponding ENG MASTER lever when set to OFF. NOTE: THE FUNCTIONS OF THE FADEC ARE ALSO RESET WHEN THE ENG MASTER LEVER IS SET TO OFF.
Interfaces The EEC receives air data parameters from the Air Data Inertional Reference System ( ADIRS ), and operational commands from the Engine Interface Unit ( EIU ) . It also provides the data outputs nescessary for the Flight Management and Guidance Computers ( FMGCs ), and the fault message to the EIU for aircraft maintenance data system. Each EEC channel directly receives the Thrust Lever Angle (TLA ) . The EEC transmits the thrust parameters and TLA to the FMGCs for the autothrust function. For Training Purposes Only Sensors Various sensors are provided for engine control and monitoring. Pressure sensors and thermocouples are provided at the aerodynamic stations. The primary parameters are Engine Pressure ratio ( EPR = P4.9/P2 ), N1 and N2 speeds, Exhaust Gas Temperature ( EGT ) and metered Fuel Fuel Flow ( FF ).
Compressor Airflow and Turbine Clearance Control The EEC controls the compressor airflow and the turbine clearance through separated sub systems. It also monitors the engine oil cooling through an air/oil heat exchanger servo valve. Compressor airflow control : S Booster Stage Bleed Valves ( BSBV ). S Variable Stator Vanes ( VSV ). S 7th and 10th stage handling bleed valves. Turbine clearance control : S HP and LP Turbine Active Clearance Control ( ACC ) valves. S 10th stage makeup air valve.(If Installed) Engine oil cooling : S Air Cooled Oil Cooler ( ACOC )servo valve .
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/PB
IDG TOIL
GEN
Figure 120
FADEC Architecture
Page: 237
ENGINE FUEL AND CONTROL CONTROLLING FADEC DESCRIPTION

Thrust Reverser Hydraulic Control Unit The EEC controls the thrust reverser operation through a Hydraulic Control Unit (HCU ) Each EEC channel will energize the solenoids of an isolation valve and a directional valve included in the HCU to provide deployment and stowage of the thrust reverser translating sleeves. Start and Ignition Control Each channel can control the starter valve operation, the fuel Pressure Raising Shut Off Valve opening and the ignition during the engine start sequence. Fuel Diverter and Return Valve The EEC manages the thermal exchange between the engine oil , IDG oil and engine fuel system by means of a Fuel Diverter and Return Valve. Part of the engine fuel can be recirculated to the aircraft tanks by means of a return valve included in the fuel diverter valve module. The EEC controls the operation of the Fuel Diverter and Return Valve according to the engine fuel temperature ( T FUEL ) and the IDG oil temperature and the engine oil temperature ( T OIL ). Engine Parameter Transmission for Cockpit Display The FADEC provides the necessary engine parameters for cockpit display through the ARINC 429 buses output. Engine Condition Parameter Transmission Engine Condition monitoring is provided by the ability of the FADEC to transmit the engine parameters through the ARINC 429 bus output. The basic engine parameters available are: WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3. VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT ACC,HPT cooling, WF valve or actuator position status and maintenance words, engine serial number and position. In order to perform a better analysis of engine condition, some additional parameters are optionally available. These are P12.5, P2.5 and T2.
A319/A320/A321
IAE V2530 A5
7320 FADEC SYSTEM MAINTENANCE

Fault Detection The FADEC maintenance is facilitated by internal extensive Built in Test Equipment (BITE) providing efficient fault detection. The results of this fault detection are contained in status and maintenance words according to ARINC 429 specification and are available on the output data bus. Non Volatile Memory In flight fault data is stored in FADEC non volatile memory and, when requested, is available on an aircraft centralized maintenance display unit. Communication with CFDS Ground test of electrical and electronic parts is possible from cockpit, with engines not running, through the CFDS. The FADEC provides engine control system self testing to detect problems at LRU level. FADEC is such that no engine ground run for trim purposes is necessary after component replacement.
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/PB
IDG TOIL
GEN
Figure 121
FADEC Architecture
Page: 239
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IAE V2530 A5
7320 FAILURES AND REDUNDANCY

Improved reliability is achieved by utilising dual sensors dual feedback. S Dual sensors are used to supply all EEC inputs exept pressures, (single pressure transducers within the EEC provide signals to each channelA and B ) . S The EEC uses indentical software in each of the two channels. Each channel has its own power supply , processor, programme memory and input/ output functions. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. S Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. e. if it recognises faulty or suspect , inputs. S An output fault in one channel will cause switchover to control from the other channel. S In the event of faults in both channels a predetermined hierarchy decides whitch channel is more capable of control and utilises that channel. S In the event of loss of both channels, or loss of electrical power, the systems are designed to go to their failsafe positions. Single Input Signal Failure There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE: FAULTS ARE NOT LATCHED. AUTOMATIC RECOVERY IS POSSIBLE.
Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.
Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.
Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the FAILSAFE position. NOTE: IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTOFAILESAFE POSITION.
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TM
Figure 122
FADEC Processing and Fault Logic

Page: 241
ENGINE FUEL AND CONTROL CONTROLLING ENGINE LIMITS PROTECTION
A319/A320/A321
IAE V2530 A5
7320 FAILURES AND REDUNDANCY

Improved reliability is achieved by utilising dual sensors dual feedback. S Dual sensors are used to supply all EEC inputs exept pressures, (single pressure transducers within the EEC provide signals to each channelA and B ) . S The EEC uses indentical software in each of the two channels. Each channel has its own power supply , processor, programme memory and input/ output functions. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls. S Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. e. if it recognises faulty or suspect , inputs. S An output fault in one channel will cause switchover to control from the other channel. S In the event of faults in both channels a predetermined hierarchy decides whitch channel is more capable of control and utilises that channel. S In the event of loss of both channels, or loss of electrical power, the systems are designed to go to their failsafe positions.
General The FADEC prevents inadvertent overboosting of the expected rating (EPR limit and EPR target) during power setting. It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure limits. In addition, the FADEC unit monitors EGT and sends an appropriate indication to the cockpit display in case of exceedance of the limit. The FADEC unit also provides surge recovery. Overspeed Overspeed protection logic consists of overspeed limiting loops, for both the low and high speed rotors, which act directly upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC. Trip signals for hardware and software are combined to activate a torque motor which drives a separate overspeed valve in the fuel metering unit to reduce fuel flow to a minimum value. The engine can be shut down to reset the overspeed system to allow a restart if desired. Engine surge Engine surge is detected by a rapid decrease in burner pressure or the value of rate of change of burner pressure, which indicates that surge varies with engine power level . Once detected, the EEC will reset the stator vanes by several degrees in the closed direction, open the booster 7th and 10th stage bleeds,and lower the maximum Wf/Pb schedule. Recovery of burner pressure to its steady state level or the elapse of a timer will release the resets on the schedules and allow the bleeds to close.
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TM
Figure 123
FADEC Processing and Fault Logic

Page: 243
ENGINE FUEL AND CONTROL CONTROLLING AUTOTHRUST ACTIVATION / DEACTIVATION
A319/A320/A321
IAE V2530 A5
7320 POWER MANAGEMENT

Autothrust Mode The autothrust mode is only available between idle and maximum ( MCT ) when the aircraft is in flight. After takeoff the lever is pulled back to the maximum climb position. The autothrust function will be active and will provide an EPR target for: S Max climb thrust S Optimum thrust S An aircraft speed ( Mach number ) S A minimum thrust. Memo Mode In the memo the thrust value is frozen to the last EPR actual value, and will remain frozen until the thrust lever is moved manually or autothrust is reset with the autothrust pushbutton switch. When the autothrust function is disengaged while the thrust lever is in MCT/ FLX or CL (Maximum Continuous / Flexible TakeOff or Climb ) detent, the thrust is locked until the thrust lever is moved manually. Memo mode or Thrust locked is entered automatically from autothrust mode when: S The EPR target is invalid, S Or one of the two instinctive disconnect pushbutton switches on the thrust levers is activated, S Or autothrust signalis lost from EIU.
Manual Mode This mode is entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an EPR value proportional to the thrust lever position up to maximum takeoff thrust. Flexible takeoff rating FLEXIBLE TAKEOFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation . ( 30 deg C.)
The autothrust function (ATHR) can be engaged or active. The engagement logic is done in the Flight Management Computer (FMGC) and the activation logic is implemented into the EEC. The activation logic in the EEC unit is based upon two digital discretes: ATHR engaged, ATHR active from the FMGC, plus an analog discrete from the instinctive disconnect pushbutton on the throttle. The ATHR function is engaged automatically in the FMGC by auto pilot mode demand and manually by action on the ATHR pushbutton located on the Flight Control Unit (FCU). The ATHR deactivation and ATHR disengagement are achieved by action on the disconnect pushbutton located on the throttle levers or by depressing the ATHR pushbutton provided that the ATHR was engaged, or by selection of the reverse thrust. If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. The thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. When ATHR is deactivated (pilots action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions. NOTE: AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UNRATED N1 MODE AUTOTHRUST IS LOST.
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AUTOTHRUST DISC.PB
FMGC
EEC
FUEL FLOW COMMAND
EPR
Figure 124
Thrust Control Architecture

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THIS PAGE INTENTIONALLY LEFT BLANK
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Figure 125
Auto Thrust Defenition

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Engine Fuel and Controls FADEC Power Management
A319 / A320 / A321

IAE V2530A5
7320
Alpha Floor Condition If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged ; the thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. When ATHR is deactivated (pilots action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions. Manual Mode The thrust is controlled manually (i.e., function of TLA position) if the throttles are not in the ATHR area. This mode is also entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an N1 value proportional to the thrust lever position up to maximum takeoff thrust. TLA versus rated thrust is consistent regardless of ambient conditions. TAKEOFF/GOAROUND ratings are always achieved at full forward throttle lever position (except in Alphafloor mode). Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are achieved at constant throttle lever positions.FLEXIBLE TAKEOFF for a given derating is achieved at constant retarded throttle lever position. Flexible takeoff rating FLEXIBLE TAKEOFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation to provide for the maximum derate allowed by the certifying Authorities.
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Engine Fuel and Controls FADEC Power Management
A319 / A320 / A321

IAE V2530A5
7320
EPR
EPR RATING
EPR TARGET
EPR TARGET EPR REQUIRED
DETENT DETENT
DETENT
Figure 126
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Thrust Lever Positions

Page: Page: 249
ENGINE FUEL AND CONTROL CONTROLLING RATED N1 SETTING REQUIREMENTS
A319/A320/A321
IAE V2530 A5
7320 EPR SETTING REQUIREMENTS

EPR The EEC uses closed loop control based on EPR or, if EPR is unoptainable, on N1. Under EPR control, the EPR target is compared to the actual EPR to determine the EPR error. The EPR error is converted to a rate controlled Fuel Flow command ( FF ) which is summed with the measured fuel flow ( FF actual ) to produce the FF error. The FF error is converted to a current ( I ) which is sent to the dual torque motor.The torque motor repositions the Fuel Metering Valve ( FMV ) to change the fuel flow.
Rated N1 The loss of either the P2 or the P 4.9 signal will cause an automatic reversion to the rated N1 closed loop control. This is a alternate control mode which utilizes to control the thrust automatically.It is a despatchable mode but autothrust is not available when operating in this mode.The rated N1 mode can also be manually selected by actuating the related N1 MODE P/B switch (one per engine) that is located on the overhead panel. The inputs required for Rated N1 control are: - T2 and - the Throttle Resolver Angle ( TRA ). The processing of the N1 error signal is the same as for EPR error signal.
The inputs required for EPR control are:

S S S S S S Ambient temperature ( T amb ) Engine air inlet temperature ( T2 ) Altitude ( ALT ) Mach number (Mn ) Throttle Resolver Angle ( TRA ). Service Bleeds
UNRATED N1 SETTING REQUIREMENTS

Unrated N1 The loss of the T2 signal will cause automatic reversion to unrated N1 closed loop control. Max N1,N1 thrust lever,N1 mode and N1 rating limit indications on the upper ECAM are lost.
It is possible to re-select the primary control mode ( EPR) through the N1 mode P/B switch following an automatic reversion to rated or unrated N1 mode. If the fault is still present, the EEC will remain in its current thrust setting mode.If the fault is no longer present, the EEC will switch to the primary control mode (EPR). If the fault later reoccurs,reversion back to N1 mode (rated or unrated) will result.
The input required for unrated N1 control is: - the Throttle Resolver Angle ( TRA).
The unrated N1 thrust setting requires the thrust to be set manually to an N1 speed.An overboost can occur in the unrated N1 thrust setting at the full forward thrust lever position.Use of unrated N1 thrust setting overboost above normal rated thrust is not recommended and will result in reduced engine life. The maximum N1 must therefore be determined from charts in the Flight Crew Operating Manual ( FCOM ). It is a non-despatchable mode and autothrust is not available when operating in this mode. The processing of the N1 error signal is the same as for the rated N1 error signal. Page: 250
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Figure 127
Power Setting Requirements Schematic

Page: 251
ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 A5
7320 IDLE CONTROL

Minimum idle ( 56 % - 60% N2 ) S is corrected for ambient temp >30 C, then N2 will increase. Approach idle (approx. 70% N2 ) S It varies as a function of Total Air Temperature ( TAT ) and altitude. This idle speed is selected to ensure sufficiently short accelleration time to go around thrust and is set when the aircraft is in an approach configuration.(Flap Lever Position - NOT UP) Reverse Idle ( approx. 70% N2 ) S = Approach Idle + 1000 RPM ,FADEC sets the engine speed at reverse idle when the throttle is set in the reverse idle detent position . Bleed Idle S = Bleed demand.Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization ,wing anti ice and engine anti ice ,pressurization ( Pb-ON or valves not closed ) . HMS Idle (Min Idle - Approach Idle) S For conditions where the compensated fuel temperature is greater than 140 deg. C. , the heat management control logic calculates raised idle speed. (in flight and on ground !)
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ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 A5
7320
THRUST LEVERS
TLA (REV. IDLE) LANDING GEARS
LGCIU 1/2
0 1 2 3 FULL 0 1 2 3 FULL
WOW (GRD)
EIU
Reverse Idle Approach Idle

N2 Idle Setting
SLAT / FLAP LEVER
AIR
SFCC 1/2
EIU
LEVER NOT ZERO
EIU FAULT
WING ANTI ICE
Min Idle
ENG ANTI ICE
ECS DEMAND
ZONE CONT.
EIU
Bleed Idle
PACKs
ENGINE FUEL TEMPERATURE
PACK CONT. 1/2

Figure 128
HMS
EEC Idle Control Requirements

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ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 A5
7320 N1 SPEED TABLE
RPM
5650 5465 5085 4918.5 4520 4372 3955 3825,5 3390 3279 2825 2732,5 2260 2186 1695
% N1
100 % 96,7 % 90 % 87 % 80 % 77,4 % 70 % 67,7 % 60 % 58,0 % 50 % 48,4 % 40 % 38,7 % 30 % 29 % 20 % 19,3 %
1639.5 1130 1093
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ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT
A319/A320/A321
IAE V2530 A5
7320
V2530-A5 SLS / STD GROUND IDLE ( NO OFFT AKES )
9600 64,2%
N2 ROTOR SPEED ( RPM / % ) For Training Purposes Only
9200 61,5%
8800 58.8% 57,5% 8400 56,1%
8000 53,5%
7600 50,8% 80 60 40 20 0 +10 +15 +20 +30 +40 +50
AMBIENT TEMPERATURE ( DEG. C. )
Figure 129
FRA US/T Kh August 2001
Ground Idle Speed Diagram N2

Page: 255
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IAE V2530 A5
7320 FADEC FAULT STRATEGY

General The Electronic Engine control ( EEC ) system is dual, the two channels are equal. Failures are classified as class 1, 2 , 3 . According to the failure class, the system can use data from the other channel, or switch to the other channel. Faults are memorized in the system BITE as they occur. Input Fault Strategy All sensors and feedback signals are dual. Each parameter sensor as well as feedback sensors used by each channel come from two different sourses : S Local or cross channel through the Cross channel Data Link NOTE: SOME SENSORS CAN DIRECTLY BE SYNTHETIZED BY THE CORRESPONDING CHANNEL Single Input Signal Failure There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE: FAULTS ARE NOT LATCHED. AUTOMATIC RECOVERY IS POSSIBLE.
Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.
Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.
Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the FAILSAFE position. NOTE: For Training Purposes Only IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTOFAILESAFE POSITION.
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.
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7320
Figure 130
FADEC Single Input Signal Failure

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IAE V2530 A5
7320 COMPONENT FAIL SAFE STATES COMPONENTS: METERING VALVE VARIABLE STATOR VANE ACTUATOR 2.5 BLEED ACTUATOR (BSBV) 7TH STAGE HANDLING BLEED VALVES 10TH STAGE HANDLING BLEED VALVE HPT ACC VALVE LPT ACC VALVE ACOC AIR VALVE 10TH STAGE MAKEUP AIR VALVE FUEL DIVERTER VALVE RETURN TO TANK VALVE IGNITION STARTER AIR VALVE P2/T2 PROBE HEAT THRUST REVERSER CONTROL UNIT *
NOTE:
FAIL SAFE STATE: MIN FLOW VANES OPEN BLEED OPEN BLEED OPEN BLEED OPEN VALVE CLOSED VALVE PARTIALLY OPEN - 45% OPEN OPEN FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 ) SOLENOID DE-ENERGIZED CLOSED ( MODE 3 OR 4 ) ON CLOSED OFF REVERSER STOWED
IF THERE IS A FAILURE OF THE THRUST REVERSER HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE WHILE THE REVERSER IS DEPLOYED,THE REVERSER WILL REMAIN DEPLOYED.
August 2001 Page: 258
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ENGINE FUEL AND CONTROL CONTROLLING LOSS OF INPUTS FROM AIRCRAFT
A319/A320/A321
IAE V2530 A5
7320
EIU SIGNALS:
NO ENGINE STARTING. NO AUTOTHRUST ON BOTH ENGINES. NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE. CONTINUOUS IGNITION EEC USES ENGINE SENSORS. IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID,POWER IS SET TO IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY. THE EEC USES THE REDUNDANT SENSOR. NO IGNITION NO P2/T2 PROBE HEATING NO START RUN ON ALTERNATOR ABOVE 10% N2 ON GROUND: IN FLIGHT: ON REVERSE: SET FORWARD IDLE SELECT LARGER VALUE BUT LIMIT THIS TO MCT SELECT REVERSE IDLE.
ADC SIGNALS: BOTH TLA:
ONE TLA: BOTH 115V AC: BOTH 28V DC:

DISAGREEMENT BETWEEN TRA:
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ENGINE FUEL AND CONTROL FADEC TEST
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7320
ATA 73-20 F ADEC TEST

GENERAL: To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD PWR must be switched ON. Then press the line key adjacent to CFDS - SYSTEM REPORT / TEST - NEXT P AGE - ENG 1A (1B),(2A),(2B).
FADEC PREVIOUS LEGS REPORT

This CFDS menu function gives access to the faults which have been detected and stored during the previous 64 flight legs. The Cells indicate if the failure was detected in the ground memory or the flight memory.
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FADEC A FAULT
<LAST LEG REPORT <PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
NEXT PAGE
Figure 131
Previous Legs Report

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7320 FADEC TROUBLESHOOTING REPORT

The trouble shooting menu has 4 submenus: S FLIGHT DATA S GROUND DATA S AIRCRAFT DATA S EEC CONFIGURATION FLIGHT DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured during the flight. This data is saved in a CELL.Each CELL provides 2 menu pages of troubleshooting informations.The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.) In the example a OSPXCF (OVERSPEED CROSS CHECK FAILURE ) is indicated. GROUND DATA This menu gives additional failure data (temperatures,pressures,RPM,etc.) when a fault occured on ground. This data is saved in a CELL. The cell allows a identification which CFDS FAULT message belongs to which troubleshooting data (eg.Ground Scanning menu.) TRACK-CHECK F AILURES (TKF) Failure of the system to follow the commands of the EEC. The EEC compares feedback position against commanded position. If failed in one channel: S EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: S Healthiest channel continues to command actuator. T/S ACTION: one channel - most likely LRU failure. both channels - most likely mechanical failure ,check LRU/moving mechanism.
CROSS CHECK FAILURES (XCF) A detected difference in the feedbacks from the LRU LVDTs or microswitches. The EEC compares channel A against Channel B. Failure of TRA: EEC has specific fault accomodation based on previous value. Failure of Reverser: EEC will select most stowed and will not allow a deploy. Failure of Temperature sensors: EEC will use fail safe value. T/S ACTION: Most likely a LRU problem ,next check harness then EEC INPUT LATCHED FAILED (ILF) (Single Input Signal Failure ) There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE: FAULTS ARE NOT LATCHED. THUS AUTOMATIC RECOVERY IS POSSIBLE.
FADEC FAILURE TYPES DEFINITION

WRAP - AROUND F AILURE (WAF) A detected failure in the circuitry of a system.The EEC checks for continuity. If failed in one channel: S EEC switches to the other channel (the ability to switch is based on relative helth of the other channel) If failed in both channels: S specific output is depowered (exception - solenoids are depowered in groups) T/S ACTION: Most likley a loose connector or chaffed harness next LRU and finally EEC.
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A second page is available to give more trouble shooting data

TROUBLE SHOOTING <FLIGHT DATA <GROUND DATA <AIRCRAFT DATA <EEC CONFIGURATION <RETURN
<LAST LEG REPORT
<PREVIOUS LEG REPORT <TROUBLESHOOTING REPORT <SYSTEM TEST <GROUND SCANNING <RETURN CLASS 3>
Figure 132
Trouble Shooting Report

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FADEC FAULT CELL N1 RPM T5 Temperature ( T4.9 EGT ) Cold Junction Temperature ( Actual Temp. in EEC ) Air Pressure on Eng. Station 3 ( PB = Burner Pressure ) Mach Number
FADEC 1B FLIGHT DATA
Page one of the Cell 31
PG:01
Fault Code N2 RPM T2 Temperature ( Eng. Inlet ) Flight Phase Total Air Pressure ( Eng. Station 2 ) EEC Operating Hours
CELL: 31 FAULT: WOFWAF RPM: N1 = 5326 N2 = 14392 DEG C: T5 = 554.0 T2 = 26.0 FLTPH = 3 TCJC = 42.0 PSIA: PB = 458.5 P2 = 14.62 MN = .117 HOURS = 571.0
NOTE:
THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
Figure 133
Flight Data / Ground Data

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FADEC 1B FLIGHT DATA

FADEC Fault Cell Standart Altitude Stator Vane Actuator ( Feedback ) Fuel Flow 2.5 Bleed Actuator Feedback
Page two of the Cell 31
PG:02
Fault Code EPR ( indicated ) Channel in Control 1 = Yes , 0 = No N1 Mode 1 = Yes 0 = No ( EPR Mode ) Flight Legs
CELL: 31 FAULT: WOFWAF ALT: = 336.0 FT EPRI = 1.562 SVA : = 1.906 INCH INCOM = 1 FF = 11162 PPH BACKUP = 0 B 25 = 1.218 INCH LEG = 398.0 WOW = 1
Weight on Wheels 1 = Yes ( Ground ) 0 = NO ( Flight ) For Training Purposes Only
NOTE:
THE ABBREVIATIONS USED IN THE GROUND DATA ARE THE SAME.
Figure 134
Flight Data / Ground Data

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7320 FADEC SYSTEM TEST

The FADEC SELF TEST should really be known as the FADEC SYSTEM TEST. The test and results can be split into three categories described as follows. Output Driver Test This is a systen maintenance test that performs a wraparound (continuity) test of all the EEC output driver lines and associated component wiring. There are three possible results as follows: 1. Output Driver Test Failed Indicates that a continuity fault was found. 2. Output Driver Test Passed Indicates that no wraparound fault was found. 3. Output Driver Test No Run Indicates that the test was not run because the tested channel was not capable of powering the outputs. Input / lnternal Test This is the FADEC (EEC) internal check to verify that the local channel interface, input and output circuits are functional prior to entering MENU MODE. There are three possible results as follows: 4. Input / Internal Test Failed Indicates that the activity monitor circuit test failed or the local channel was unable to provide power to any Output or there were interface or input fault. 5. Input / lnternal Test Passed Indicates that the activity monitor circuit passed and that no interface or input faults were set prior to entry into menu mode. 6. Input / Internal Test No Run Indicates that the local cannel was not capable of powering its outputs or that the EEC has not spent the minimum of 30 seconds in normal mode. Pressure Sensor Test This is an internal measurement of the pressure sensors (P2, P5, Pb, PMX) in the EEC via the local channel to make sure they are within a specified tolerance of each other. The three possible results are as follows: 7. Pressure Sensor(s) Failed Indicates that an interface or range failure (from normal mode) is set for any pressure sensor (hard failures). 8. Pressure Sensor(s) Agree Indicates that the static pressure sensor test ran and that all the pressure sensors are within tolerances. 9. Pressure Sensor(s) Disagree Indicates that the static pressure sensor test ran and any two pressure sensors were not within the specified tolerances.
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SYSTEM TEST
<FADEC SELF TEST <REVERSER TEST <IGNITOR TEST <STARTER VALVE TEST <RETURN
NOTE :
IF EVERY TEST FAILED,RETURN TO FADEC / MENU PUSH THE LINE KEY ADJACENT TO GROUND SCANNING AND CHECK THE FAILURE MESSAGE.
Figure 135
FADEC Self Test

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7320 FADEC GROUND SCANNING

This menu shows the faults which are present on ground.More information can be obtained using the troubleshooting menu. This menu must also be used to indicate which faults were detected in the other FADEC TEST menus (eg. Starter Valve Test,Reverser Test,etc.)
FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check.
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CLASS 3 FAULT
Figure 136
Ground Scanning
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7320 FADEC CLASS 3 FAULT REPORT

This menu shows all class 3 faults of the FADEC system which have to repaired after 200 hours or during an A-maintenance check.
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CLASS 3 FAULT
Figure 137
FADEC Class 3 Fault Report

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ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT
A319/A320/A321
IAE V2530 A5
7320
ATA 73-25 ENGINE INTERF ACE UNIT

EIU PRESENTATION
Two EIUs are fitted on each aircraft, one for engine 1, one for engine 2 Each EIU, located in the electronics bay 80VU, is an interface concentrator between the airframe and the corresponding FADEC located on the engine, thus reducing the number of wires. EIUs are active at least from engine starting to engine shutdown, they are essential to start the engine. The main functions of the EIU are: to concentrate data from cockpit panels and different electronic boxes to the associated FADEC on each engine, to insure the segregation of the two engines, to select the airframe electrical supplies for the FADEC, to give to the airframe the necessary logic and information from engine to other systems (APU, ECS, Bleed Air, Maintenance). 824
80VU
EIU INPUT DESCRIPTION

EIU input from the EEC The EIU acquires two ARINC 429 output data buses from the associated EEC (one from each channel) and it reads data from the channel in control. When some data are not available on the channel in control, data from the other channel are used. In the case where EIU is not able to identify the channel in control, it will assume Channel A as in control. The EIU looks at particular engine data on the EEC digital data flow to interface them with other aircraft computers and with engine cockpit panels. EIU output to the EEC Through its output ARINC 429 data bus, the EIU transmits data coming from all the A/C computers which have to communicate with the EEC, except from ADCs and throttle which communicate directly with the EEC. There is no data flow during EIU internal test or initialization.
EIU
EIU Location
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S To CIDS (2373 ) S To DFDRS INTCON Monitoring (3133) S To CVR power Supply (2371 ) S To Avionics Equipment Ventilation (2126 ) S To WHC (3042 ) S To PHC ( 3031 ) S To FCDC (2795) S To Blue Main Hydraulik PWR( 2912) S To Green Main HYD PWR RSVR Indicating (2911) S To Yellow Main HYD PWR RSVR Indicating (2913 ) S To Blue Main HYD PWR RSVR Warning / Indicating
Figure 138
EIU Schematic
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7320 EIU INTERFACES SIGNALS WING ANTI-ICE SWITCH ENGINE FIRE P/B SIGNAL LOW OIL PRESSURE SWITCH (AND GROUND) PURPOSE ENGINE BLEED COMPUTATION LOCIG FADEC ENGINE SHUTDOWN LOGIC -COCKPIT W ARNING SIGNALS -HYDRAULIC MONIT ORING -WINDOW AND PROBE HEA TING SYSTEM -A VIONIC VENTILATION SYSTEM -RAIN REPELLENT SYSTEM -CIDS,CVR,DFDR FADEC POWER SUPPLY LOGIC THRUST REVERSER AND IDLE LOGIG ENGINE FLIGHT IDLE COMPUTATION LOGIC THRUST REVERSER INHIBITION CONTROL HEAT MANAGEMENT SYSTEM FUEL RETURN VALVE CONTROL ENGINE 1 OR 2 INDENTIFICATION INDICATION ECAM INDICATING (ECAM) ECS FOR AUTOMATIC PACK VALVE CLOSURE, DURING ENGINE START FUNCTIONAL TEST INHIBITION OF THE RADIO ALTIMETER TRANSCEIVER -BLUE HYDRAULIC SYSTEM PUMP CONTROL ILLUMINATION OF FAULT LIGHT ON THE ENGINE START PANEL MAIN ENGINE START MODE TO THE APU ELECTRONIC CONTROL BOX
Page: 274
FADEC GROUND POWER P/B LGCIU 1 AND 2 (GROUND SIGNAL) SFCC 1 AND 2 SEC 1 ,2 AND 3 FLSCU 1 AND 2 ENGINE SELECTED OIL PRESSURE,OIL QUANTITY AND OIL TEMPERATURE NACELLE TEMPERATURE START VALVE POSITION (FROM EEC)
N2 GREATER THAN MINIMUM IDLE (FROM EEC)
ENGINE START FAULT SIGNAL APU BOOST DEMAND SIGNAL (EIU)
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ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU INTERFACES CONT. SIGNALS TLA IN TAKE-OFF POSITION (MIN. T/O N2, FROM EEC) PURPOSE
A319/A320/A321
IAE V2530 A5
7320
PACK CONTROLLER FOR INLET FLAP CLOSURE -A VIONIC EQUIPMENT VENTILATION CONTROLLER ( CLOSED CIRCUIT CONFIGURATION ) -CABIN PRESSURIZA TION COMPUTER PRE-PRESSUR IZATION MODE THRUST REVERSER INHIBITION RELAY
THRUST REVERSER (FROM SEC 1,2 AND 3 )
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7320 CFDS SYSTEM REPORT/TEST EIU

This Page shows the menu of the Engine Interface Unit ( EIU ) The EIU is a Type 1 System. The EIU is availlable in CFDS back up Mode.
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Figure 139
EIU Menu
Page: 277
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7320 LAST LEG REPORT

Last leg Report Here are Displayed the Internal EIU Faillures that Occured during Last Flights.
LRU INDENTIFICATION
Shows the EIU part number.
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Figure 140
Last Leg Rep./ LRU Indentification

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7320 GROUND SCANNING

This Page gives the EIU Faillures still presend on Ground. S RTOK means Re - T est Ok, you can ignore this Fault
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Figure 141
Ground Scanning
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7320 EIU CFDS DISCRETE OUTPUTS SIMULATION

The Purpose of this Menu is to Simulate some Engine Interface Unit ( EIU ) Discrete Outputs by Setting their Status to 0 or1 . WARNING: The DISCRETE OUTPUT SIMULATION can operate systems and components without special indication on the MCDU. Make allways sure that the working areas are clear ! For the simulation refer to AMM 73-25-34 , (TASK 73-25-34-860-041). The Discrete Outputs are Listed on two Pages, one for the Positive Type and one for the Negative Type. SIMULATION : APU BOOST To simulate an APU BOOST command through the MCDU. Push the line key adjacent toAPU BOOST discrete output status: APU BOOSTbecomes 1 and the EIU sends the APU BOOST command to the 59KD ECB. APU BOOST 1 simulates a not closed starter air valve.The APU is boosted (if running) APU BOOST 2 simulates a energized starter air valve solenoid. SIMULATION : FAULT To simulate a disagree between the position and the command of the HP fuel valve through the MCDU the line key adjacent toFAULT discrete output statusis must be pushed.The FAULT becomes 1 and the FAULT legend of the 5KS1(2) annunciator light comes on. SIMULATION : LOP GND 1 To simulate OIL LOW PRESS & GND for the following systems through the MCDU : PHC1, PHC3, WHC1, AEVC, DFDR and CVR. CAUTION : REMOVE THE PROTECTIVE COVERS FROM THE PROBES BEFORE YOU DO THE TEST. If the line key adjacent to LOP is pused, LOP GND1 discrete output status becomes GND1 0 FRA US/T Bu August 2001 The PHC1(3) commands a low probes heating level The WHC1 commands a low captain windshield heating level The CVR and DFDR are switched on NOTE : When LOP GND1 is simulated to 0 the horn will be inhibited incase of low avionic bay extract airflow. SIMULATION : LOP GND 2 To simulate OIL LOW PRESS & GND for the following systems through the MCDU : Blue / yellow main hydraulic pressure power warning indicating WHC2, PHC2, green main hydraulic PWR RVSR indicating, FCDC1, FCDC2. When the line key adjacent to LOP LOP GND2 discrete output status becomes GND2 0. B (Y) ELEC PUMP LO PR warning message is no longer inhibited The PHC2 commands a low probes heating level The WHC2 commands a low windshield (F/O) heating level The 3DB1 and 3DB2 rain repellant valve opening is authorized NOTE: THE LOP GND2 DISCRETE IS USED TO INHIBIT THE FLIGHT CONTROL SYSTEM TEST THROUGH THE CFDS. ACCESS TO THIS MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTS MENU.
SIMULATION : T/R INHIB To simulate the authorization of the T/R directional control valve solenoid closure (through the 14KS1(2) relay) through the MCDU. When the line key adjacent to T/R is pushed, T/R INHIB discrete output status INHIB becomes 1 and the 14KS1(2) inhibition relay is energized, authorizing the directional control valve solenoid energization
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APU BST1 APU BST2
Figure 142
Discrete Outputs Simulation

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7320 EIU CFDS DISCRETE OUTPUTS SIMULATION

SIMULATION : HP FUEL PN To simulate a HP FUEL VALVE 1(2) in open position through the MCDU. Push the line key adjacent to HPHP FUEL PN discrete output status FUEL PN becomes 1 and the zone controller 8HK will receive the HP FUEL VALVE 1(2) open condition. NOTE: THE ZONE CONTROLLER USES THE HP FUEL VALVE POSITION TO ELABORATE THE BLEED STATUS ON LABEL 061 AND SENDS IT TO THE EEC THROUGH THE EIU (LABEL 030). THE BLEED STATUS CAN ONLY BE MODIFIED BY THIS INPUT IF THE PRV OPENS (ENGINE RUNNING). NOTE: THE N2 > IDLE DISCRETE IS USED TO INHIBIT THE RAMP TEST OF THE RADIO ALTIMETER 1(2). ACCESS TO RADIO ALTIMETER RAMP TEST MENU IS PROHIBITED BY THE CFDS ARCHITECTURE AS LONG AS YOU WORK ON THE EIU DISCRETE OUTPUTSMENU.
SIMULATION OF PACKS OFF To simulate the PACK FLOW control valve closure command through the MCDU push the line key adjacent toPACKS OFF discrete output status. PACKS OFF becomes 1 and the PACK FLOW control valve closure solenoid is energized. NOTE: THE PACK FLOW CONTROL VALVE 1(2) REQUIRE A MUSCLE AIR PRESSURE TO OPEN.
SIMULATION OF TLA > MCT To simulate TLA > MCT for the following systems : AEVC, PACK CONTROLLERS CABIN PRESSURE CONTROLLERS. Push the line key adjacent to TLA TLA > MCT discrete output status > MCT becomes 1 On the ECAM PRESS page check that the inlet and extract skin air valves close .
SIMULATION OF N2 > IDLE To simulate N2 > IDLE for the following systems : XCVR radio altimeter 25A Blue main hydraulic power For Training Purposes Only WARNING: MAKE SURE THAT THE TRAVEL RANGES OF THE FLIGHT CONTROL SURFACES ARE CLEAR BEFORE YOU PRESSURIZE / DEPRESSURIZE A HYDRAULIC SYSTEM.
Push the line key adjacent to N2 . N2 > IDLE DISCRETE OUTPUT becomes 1> IDLE The electric pump of the blue hydraulic system start and the blue hydraulic system is pressurized (approximately 3000PSI)
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APU BST1 APU BST2
Figure 143
Discrete Outputs Simulation

Page: 285
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7320 EIU DISCRETE OUTPUTS

Many systems get the engine on or off signal.This signal is switched via the Oil Low Press and Ground relay.The relay is directley triggert from the EIU. Low Oil Pressure Switching via EIU S To CIDS (2373 ) S To DFDRS INTCON Monitoring (3133) S To CVR power Supply (2371 ) S To Avionics Equipment Ventilation (2126 ) S To WHC (3042 ) S To PHC ( 3031 ) S To FCDC (2795) S To Blue Main Hydraulik PWR( 2912) S To Valve Rain RPLNT. (3045 ) S To Green Main HYD PWR RSVR Indicating (2911) S To Yellow Main HYD PWR RSVR Indicating (2913 ) S To Blue Main HYD PWR RSVR Warning / Indicating (2912)
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Figure 144
EIU Discrete Outputs

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ENGINE FUEL AND CONTROL ENGINE INTERFACE UNIT EIU DISCRETE OUTPUTS
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Figure 145
EIU Discrete Outputs

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ENGINE AIR AIR SYSTEMS GENERAL
A319/A320/A321
IAE V2530A5
7500
ATA 75 ENGINE AIR

7500 SYSTEM PRESENTATION
General Nacelle Compartement and Accessory Cooling Bearing Compartment Cooling and Sealing HP TurbineCooling HP / LP Turbine Clearance Control System ( ACC ) Ignition System Cooling ( REF, ATA 74 ) 7530 Compressor Control LP Compressor Airflow Control System HP Compressor Airflow Control System 7540 Nacelle Temperature Indicating The external air system consits of the following subsystems: S Fuel control system air bleed S HP / LP turbine active clearance control S High energy igniter harness cooling air S Engine bleed air. The internal air system consits of : S Propulsion airflow ( secondary & primary flows ) S Bearing compartments pressurizing air S Cooling air
FADEC Compressor and Clearance Control

General The engine compressor and clearance control system are provided with servo valves operated by fuel pressure, but the HP compressor handling bleed valves are operated by pneumatic pressure. The actuators have two feedback signals, one for channel A one for channel B, exept for the HP compressor handling bleed valves which do not have any position feedback. There is a crosstalk between the two channels, so that each channel knows the position sensed by the other channel. Compressor and Clearance Control LRUs S BSBV Master Actuator Servo Valve Feedback for EEC S BSBV Slave Actuator Servo Valve Feedback for EEC S VSV Actuator Sevo Valve Feedback for EEC S 7TH Stage Bleed Valves ( 3 ) 7th Stage Solenoids ( 3 ) S 10th Stage Bleed Valve 10th Stage Solenoid
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ENGINE AIR AIR SYSTEMS GENERAL
A319/A320/A321
IAE V2530A5
7500
LOCATIONS
LOCATIONS
VSV
HPT AIR VALVE
LOCATIONS
ENGINE BLEED VALVE
ENGINE BLEED VALVE FAN AIR
HP Turbine Active Clearance
HPC BLEED VALVE (3x) HPC BLEED VALVE (1x) LPC BLEED
FAN AIR
ENGINE STABILITY BLEED PART LP Turbine Active Clearance
Figure 146
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Air Systems Schematic

Page: 291
AIR GENERAL OPERATING SCHEDULE
A319/A320/A321
IAE V2530A5
7500 TURBINE COOLING CONTROL

The EEC controls the actuation of an Active Clearance Control ( ACC ) valve for the HP and Lp turbine active clearance control and a 10th stage make-up air valve for supplementary internal cooling of the turbines. HPT/LPT Active Clearance Control ( HPT/LPT ACC ) The active clearance control ( ACC ) system ensures the blade tip clearances of the turbines for better performance. The HPT / LPT ACC valve modulates fan air flow to the HP and LP turbine cases. The EEC controls the valve position as a function of thrust level and altitude. The LVDTs transmit the valve position to the EEC. HP Turbine ( 10th Stage ) Cooling Air Control (if installed) The HP turbine cooling air valve ( make up air valve ) supplies supplemental air ( from HPcompressor 10th stage ) to cool the 2nd stage vanes, hubs and discs of the HP . The valve operates as a function of high rotor speed and altitude and incorporates a 2 position switch to provide a feedback signal to the EEC ( channels A and B ). During cruise the valve is closed.
The graph shown below shows control valve position, and actuator position related to operation points A to E. Engine Stopped With the engine stopped, the position of the actuator piston is point A. At this point : S The control valve for the HP turbine ACC is closed. S The control valve for the LP turbine ACC is not less than 44 per cent opened. Engine operation During engine operation, the EEC controls the position of the actuator piston between point B and point E. Take off During take off, the position of the actuator piston is at point C. At this point : S The control valve for the HP turbine ACC is closed. S The control valve for the LP turbine ACC is not less than 70 per cent opened. NOTE : THE ACTUATOR POSITION BETWEEN POINT C AND POINT E DEPENDS ON ALTITUDE.
Fail Safe When there is no torque motor current or no fuel servo pressure, the actuator piston moves to point A. LP valve will be partially open ( -44 deg ) The actuator piston remains at this point at all defective conditions. ( HP valve closed )
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AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
10TH STAGE MAKE UP AIR VALVE F/B HPT AND LPT COOLING MANIFOLDS TO No 4 BEARING SCAVENCE VLV
EEC
HPT 2ND VANES INTERNAL COOLING
10TH STAGE HP COMP AIR
MECHANICAL LINKAGE
HPT / LPT ACC ACTUATOR P3 MAKE UP SOL CONTR VLV
HPT FAN AIR LPT LP PRESS RETURN
ACC VALVE
FMU
SERVO PRESS
Figure 147
Turbine Cooling Control Schematic

Page: 293
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HPT / LPT ACTIVE CLEARANCE CONT. SYS.

The HP / LP Turbine Active Clearance Control ( ACC ) system uses fan air to cool the HP and LP cases for blade tip clearance control in order to improve engine performance and maximize the turbine cases life time. Fan air is drawn from a common HP / LP turbine ACC air scoop in the fan duct. This air is divided into HP and LP cooling air and passes through individual short ducts to the Active Clearance Control Valves which direct air for both HP and LP turbine case cooling. NOTE: THE HP TURBINE CLEARANCE CONTROL VALVE IS EQUIPPED WITH 4 PLUGS IN THE VALVE VANE. THIS PLUGS CAN BE REMOVED ACCORDING TO A SERVICE BULLETIN TO ALLOW A PERMANENT COOLING OF THE HP TURBINE. IN CASE OF A VALVE REMOVAL / INSTALLATION THE SAME CONFIGURATION MUST BE PROVIDED ON THE NEW VALVE. IF THE PLUGS MUST BE REMOVED, THERE IS A STORAGE BRACKET PROVIDED ON THE ACTUATOR ROD. DO NOT THROW THE PLUGS AWAY ! HP COOLING
HPT / LPT COOLING MANIFOLDS

HP Turbine Manifold The assembly consists of a left and right hand tube assemblies which are a simple push fit into the manifold. Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. LP Turbine Manifold The assembly consists of a upper and lower tube assemblies with integral manifolds, both ends of the cooling tubes are sealed. Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.
LP COOLING
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AIR GENERAL
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IAE V2530A5
7500
VANE STEM
HP VALVE VANE
REMOVABLE PLUGS
LP VALVE
PLUGS STORAGE BRACKET
HP VALVE
LPT / HPT ACTVE CLEARANCE CONTROL VALVE ( ACC VALVE )
Figure 148
LPT / HPT Active Clearance Control Valve

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AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HPT / LPT COOLING MANIFOLDS

HP Turbine Manifold The assembly consists of a left and right hand tube assemblies which are a simple push fit into the manifold. Air outlet holes on the inner face of the tubes direct the air onto the HP turbine casings. LP Turbine Manifold The assembly consists of a upper and lower tube assemblies with integral manifolds, both ends of the cooling tubes are sealed. Air outlet holes on the inner surfaces direct the air onto the LP turbine cases.
FRA US/T Bu
August 2001
Page: 296
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
HP COOLING
LP COOLING
Figure 149
HPT / LPT Cooling Manifolds

Page: 297
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 COMPRESSOR CONTROL

General The booster stage bleed valve, the variable stator vane and HP compressor bleed valves systems are controlled by the EEC. The booster stage bleed valve controls the LP compressor airflow. The variable stator vane and the 7th and 10th stage bleed valves control the HP compressor airflow. Booster Stage Bleed Valve ( BSBV ) Control The BSBV position is controlled by the EEC. The EEC uses the BSBV feedback signal from the LVDT to adjust the actual BSBV position. At low LP spool speeds the booster provides more air than the core engine can utilize. To match the booster discharge airflow to the core engine requirements at low speed, excess air is bled off through booster stage bleed valves ( BSBV ) into the fan discharge air stream. At higher engine speeds the BSBV are closed so that all the booster discharge ( primary air flow ) enters the core engine. Variable Stator Vane ( VSV ) Control The VSV position is controlled by the EEC The EEC uses the VSV feedback signal from the LVDTs to adjust the actual VSV position. The VSV system maintains a satisfactory compressor performance over a wide range of operating conditions. The system varies the angle of the inlet guide vanes and stator vanes to aerodynamically match the low pressure stages of compression with the high pressure stages. This variation of vane position changes the effective angle at which the air flows across the compressor blades and vanes. The VSV angle determines the compression characteristics ( direction and velocity ) for any particular stage at compression. HP Compressor Bleed Valves The 7th and 10th stages bleed valves maintain a more stable operation of the compressor.
FRA US/T Bu
August 2001
Page: 298
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
10TH
SLAVE
7TH
3X
MASTER
3X
Figure 150
Compressor Control Schematic

Page: 299
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
ATA 75-31 LP COMP .AIR FLOW SYS.

BOOSTER BLEED SYSTEM
General The primary function of the LP compressor airflow control system is to control the airflow thus ensuring compressor stable operation during : Engine start. Engine transient operation. Description General The airflow control system includes : 1.Two bleedvalve actuating rods 2.Pisten Jack Fork End 3.An LPC bleedmaster actuator 4.An LPC bleedslave actuator 5.Intermediate Structure A booster bleed valve and actuating mechanism The airflow control system automatically operates to control the air bled from the LP compressor. The two actuators are mechanically attached to each actuating rod and, the bleed valve and actuating mechanism. The two actuators are connected hydraulically and operate together by command and feedback signals from/ to the EEC. FAIL SAFE POSITION : BSBV OPEN
In case of a malfunction ENG 1 ( 2 ) COMPRESSOR VANE is displayed on the ECAM E / WD.
FRA US/T Bu
August 2001
Page: 300
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
LVDT
EEC
Figure 151
Booster Stage Bleed Valve System

Page: 301
AIR GENERAL BSBV ACTUATING MECHANISM

Booster Bleed Valve and Actuating Mechanism Description The bleed valve and actuating mechanism is a sub assembly which includes : The support ring. The ring valve The two upper arms, the lower arms and the eight mid arms. The two actuating rods connect the two upper power arms to the two actuators. The bleed valve and actuating mechanism operates to make each bleed valve synchronized, in relation to the positions of the two actuators.
A319/A320/A321
IAE V2530A5
7500
FRA US/T Bu
August 2001
Page: 302
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
Figure 152
BSBV and Actuating Mechanism

Page: 303
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
ATA 75-32 HP COMP . AIR FLOW SYS.

VSV SYSTEM COMPONENTS
The four stages of variable incidence stators comprise inlet guide vanes to stage 3 and stages 3, 4 and 5 stator vanes. General The purpose of this system is to position the Inlet Guide Vanes ( IGV ) and stator vanes, using a fuel driven hydraulic actuator, in response to electrical signals provided by the EEC. Variable Stator Vane ( VSV ) Control The VSV position is controlled by the EEC as a function of N2 / square root of theta T 2.6 ( synteziesed value ). The EEC uses the VSV feedback signal from the LVDTs to adjust the actual VSV position. Description Variable Stator Vane Actuator The stator vane actuator accurately controls vane movement with respect to a torque motor current supplied by the EEC. Operation of the stator vanes in regulated by accurate control of high pressure fuel flow to one or other side of a differential area piston. The piston has an externally adjustable low speed stop at the extended end of its travel. The high speed stop is formed by a collar which limits piston retraction. Provision is made to lock the piston with a rigging pin for setting purposes. Operation of the VSV Actuator Dual wound torque motors convert electrically isolated drive signals from each channel of the Electronics Engine Control ( EEC ) into hydraulic drive signals to position the actuator piston. If power to the stator vane actuator torque motor is lost, the stator vane actuator will go to the full open position. Variable Stator Vane Actuation Mechanism 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 : VANES OPEN
In case of a malfunction ENG 1 ( 2 ) COMPRESSOR VANE is displayed on the ECAM E / WD.
Linear Variable Differential Transformer ( LVDT ) A Dual Wound Linear Variable Differential Transformer ( LVDT ) is located in the center of the actuator piston rod . The LVDT completes the electronic control loop by providing a signal of actuator position to the Engine Electronic Control. Engine Linkage with the VSV Actuator The engine IGV and Stator Vane linkage is connected to a fork end on the piston rod of the VSVA unit. The securing pin of link on to fork end.
FRA US/T Bu
August 2001
Page: 304
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
ACTUATOR For Training Purposes Only
RIG HOLES
Figure 153
VSV System Components

Page: 305
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 VSV RIGGING

Variable Stator Vane System ( VSVS ) Actuator Installation / Rigging Before the actuator is removed it is important that the VSV crankshaft assembly is locked in order to prevent damage to the stator vanes. Rig pins are provided to lock the crankshaft and the actuator, as shown below. After the fuel supply and return tubes have been disconnected the crankshaft should be rotated to align the rig pin holes in the input lever and the front bearing housing. Spanner ( Wrench ) flats are provided on the crankshaft for this purpose. Installing the rig pin locks the crankshaft assembly with the actuator and vanes in the high speed position ( actuator fully retracted ).
FRA US/T Bu
August 2001
Page: 306
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
L/H R/H For Training Purposes Only
Figure 154
VSV Actuator Rig

Page: 307
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HANDLING BLEED VALVES

Handling bleed valves are fitted to the HP compressor to improve engine starting, and prevent engine surge when the compressor is operating at offdesign conditions. A total of four bleed valves are used, three on stage 7 and one on stage 10. The handling bleed valves are two position only fully open or fully closed, and are operated pneumatically by their respective solenoid control valve. The solenoid control valves are scheduled by the EEC. When the bleed valves are open air bleeds into the f an duct through ports in the inner barrel of the C ducts. The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. Silencers are used on some bleed valves. All the bleed valves are spring loaded to the open position and so will always be in the correct position ( open ) for starting.
Description
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 all the bleed valves will be in the correct position - open - for the engine start. When the engine is started the bleed air from the engine will 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 correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve, and the bleed valve will move to the closed position. For Training Purposes Only
FRA US/T Bu
August 2001
Page: 308
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
7A
NOTE:
FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES,BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED !
Figure 155
HP Compressor Bleed Valves

Page: 309
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HANDLING BLEED VALVES

Handling bleed valves are fitted to the HP compressor to improve engine starting, and prevent engine surge when the compressor is operating at offdesign conditions. A total of four bleed valves are used, three on stage 7 and one on stage 10. The handling bleed valves are two position only fully open or fully closed, and are operated pneumatically by their respective solenoid control valve. The solenoid control valves are scheduled by the EEC. When the bleed valves are open air bleeds into the f an duct through ports in the inner barrel of the C ducts. The servo air used to operate the bleed valves is HP compressor delivery air known as P3 or Pb. Silencers are used on some bleed valves. All the bleed valves are spring loaded to the open position and so will always be in the correct position ( open ) for starting.
FRA US/T Bu
August 2001
Page: 310
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
C C D L For Training Purposes Only
Figure 156
HP Compressor Bleed Valves

Page: 311
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HANDLING BLEED VALVES FUNKTION

Description
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 all the bleed valves will be in the correct position - open - for the engine start. When the engine is started the bleed air from the engine will 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 correct time during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air from the opening chamber of the bleed valve, and the bleed valve will move to the closed position.
BLEED VALVE OPERATING SCEDULE

BLEED VALVE REGIME OPEN (RPM) CLOSE (RPM)
7A
STEADY STATE
11400 11800
11800
(35000FT & BELOW)
12250
(42000FT & ABOVE)
Operating Schedule
The schedule for one bleed valve 7C is shown, in detail, below.
SURGE & REVERSE
12562
12772
Steady State
It can be seen that the valve will be commanded closed at stabilised min idle, 8600 N2, and will not be opened again in Steady state.
7B 7C
STEADY STATE
7650
8000
Transient
The valve will be commanded open during engine acceleration whenever N2 is below the transient closing speed. Thus during an acceleration from min idle to max speed the valve will be opened and will remain open until the speed passes the transient closing speed. If the acceleration is to a speed below the transient closing speed the valve will remain open until the acceleration timer expires ( 30 seconds ). During decelerations the valve will be commanded open whenever N2 is below the transient opening speed. The valve remains open until the deceleration ceases and a deceleration time, 2 seconds, expires. Note : The transient regime is slightly modified for operation above 15000 ft but operates in the same way. STEADY STATE TRANSIENT SURGE & REVERSE 6800 11600 12352 7000 12050 12562
10
STEADY STATE SURGE & REVERSE IDLE 57%=8800 RPM
7650 10667
( OPEN BELOW )
8000 10667
Surge / Reverse
If the engine is operating in reverse thrust operation is the same as Transient but different speeds apply. In the event of an engine surge the valve will be commanded open, if the speed is below the open speed, and will remain open until the engine restabilises. During an engine deceleration the reverse operation occurs and the bleed valve opens.
MAX. TO 100% =14950 RPM
Handling bleed valves ( surge bleed )

The bleed valves and the solenoid control valves all operate in the same manner. FAIL SAFE POSITION : 7th and 10th OPEN . Page: 312
FRA US/T Bu
August 2001
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
NOTE:
FOR TROUBLE SHOOTING PURPOSES A PNEUMATIC TESTSET IS AVAILABLE TO TEST THE OPERATION OF THE BLEED VALVES,BECAUSE ONLY THE SOLENOID VALVES ARE MONITORED !
Figure 157
HBV OPEN/CLOSED Schematic

Page: 313
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HANDLING BLEED VALVE MALFUNCTIONS

A engineering order ( 010169 ) is released to cover this problems. 7TH / 10TH STAGE HANDLING BLEED VALVES STICKING Hung starts or starting stalls experienced due to 7th and 10th stage handling bleed valves failing to open or close. The consequences of the malfunction of one or more handling bleed valves on : S the ground and airstart capability, S the engine operability ( surge free operation ) S the engine performance ( EGT, fuel consumption ) have been assessed and are summarized in the following tables : NOTE: A BLEED TEST SET IS PROVIDED TO CHECK THE BLEED VALVES AND SOLENOID VALVES FOR PROPER FUNCTION.
FRA US/T Bu
August 2001
Page: 314
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
CONTROL SOLENOID LOCATION
7A
7C
7B
A/C HIGH STAGE BLEED VALVE SOLENOID
HANDLING BLEED VALVE SOLENOIDS
10
HANDLING BLEED VALVE SOLENOID MAKE UP AIR VALVE SOLENOID
Figure 158
Bleed Control Valve Solenoids

Page: 315
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 BLEED VALVE LOCATIONS

The bleed valves are arranged radially around the HP compressor case as shown below.
FRA US/T Bu
August 2001
Page: 316
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
7A BLEED VALVE
SEAL P3 PRESS CONNECTION SILENCER
COSTOMER BLEED P3 PRESS CONNECTION 7C BLEED VALVE STAGE 10 BLEED VALVE 7B (LOWER) BLEED VALVE
Figure 159
Bleed Valve Locations

Page: 317
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 HANDLING BLEED VALVE MALFUNCTIONS

A engineering order ( 010169 ) is released to cover this problems. 7TH / 10TH STAGE HANDLING BLEED VALVES STICKING Hung starts or starting stalls experienced due to 7th and 10th stage handling bleed valves failing to open or close. The consequences of the malfunction of one or more handling bleed valves on : S the ground and airstart capability, S the engine operability ( surge free operation ) S the engine performance ( EGT, fuel consumption ) have been assessed and are summarized in the following tables : NOTE: A BLEED TEST SET IS PROVIDED TO CHECK THE BLEED VALVES AND SOLENOID VALVES FOR PROPER FUNCTION.
FRA US/T Bu
August 2001
Page: 318
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
Figure 160
HDLG Bleed Valves Malfunction Tables

Page: 319
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
Figure 161
Bleed Valve Functional Test

Page: 320
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
Figure 162
Bleed Valve Functional Test(cont)

Page: 321
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500 NACELLE VENTILATION

Ventilation is provided for the fan compartment Zone 1, and the core compartment Zone 2 to : S prevent accessory and component overheating S prevent the accumulation of flammable vapours. Zone 1 Ventilation Ram air enters the zone through an inlet located on the upper L.H. side of the air intake cowl.The air circulates through the fan compartment and exits at the exhaust located an the bottom rear centre line of the fan cowl doors. Zone 2 Ventilation The ventilation of Zone 2 is provided by air exhausting from the active clearance control ( A.C.C. ) system around the turbine area.The air circulates through the core compartment and exits through the lower bifurcation of the C ducts. Ventilation during Ground Running During ground running local pockets of natural convection exist providing some ventilation of the fan case - Zone 2. Zone 2 ventilation is still effected in the same way as when the engine is running.
FRA US/T Bu
August 2001
Page: 322
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
Figure 163
Nacelle Ventilation
Page: 323
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
ATA 75-41 NACELLE TEMPERA TURE

NACELLE TEMPERATURE GENERAL
The Nacelle Temperature Sensor has a Measurement Range of 54 _C to 330 _C This Signal is fed to the EIU which Transforms the Information to digital Form. The EIU Transmits the Data to the ECAM System. The nacelle temperature is displayed if the system is not in engine starting mode and one of the two temperatures reaches the advisory threshold. A advisory indication will be created on the engine system page when the temperature reaches approx. 300 - 320 _C.
FRA US/T Bu
August 2001
Page: 324
AIR GENERAL
A319/A320/A321
IAE V2530A5
7500
0.8 0.8
1.2 1.2
300
300
LOWER ECAM NACELLE TEMPERATURE SENSOR
DMC1
DMC2
DMC3
CONNECTOR PLUG
FWC1 EIU FWC2
Figure 164
Nacelle Temperature System

Page: 325
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
ATA 74 IGNITION
74-00 IGNITION SYSTEM PRESENTATION
General System Operation S Dual ignition is automatically selected for: all inflight starts manual start attempts continuous ignition Single alternate ignition is selected for ground auto starts. System Test The system can be checked on the ground, with the engine shutdown, through the CFDS maintenance menu.
IGNITION SYSTEM COMPONENTS

The system comprises: S one ignition relay box S two ignition exiter units S two igniter plugs - located in the combustion system adjacent to Nos 7&8 fuel spray nozzles. S two air cooled H.T. ignition connector leads (cooling is provided by fan air). Ignition relay box The ignition sytem utilises 115V AC supplied from the AC 115V normal and standby bus bars to the relay box. The 115V relays which are used to connect / isolate the supplies are located in the relay box and are controlled by signals from the EEC. NOTE: NOTE: THE SAME RELAY BOX ALSO HOUSES THE RELAYS WHICH CONTROL THE 115V AC SUPPLIES FOR P2/T2 PROBE HEATING. ACCORDING TO M.E.L. THE IGNITION SYSTEM A IS REQUIRED AS MINIMUM!
FRA US/T Bu
August 2001
Page: 326
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
IGNITION RELAY BOX CH B CONNECTOR
CH A CONNECTOR P2/T2 HEATING CONNECTOR
IGNITION EXCITER 1 (A)
IGN A IGN B CONNECTOR

IGNITOR PLUG AIR INLET HOSE For Training Purposes Only COOLING JACKET
B
HIGH TENSION LEAD IGNITION EXCITER 2 (B)
Figure 165
Ignition System Components

Page: 327
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400 IGNITION / STARTING OPERATION

Description The ignition circuit is supplied with 115VAC 400Hz. The electrical power is supplied via the EEC and EIU which controls the ignition of the igniter plugs. A dormant failure of an ignition exciter is not possible for more than one flight because: the two ignition systems are independent the EEC selects alternately ignition system A or B. FAIL SAFE POSITION: IGN RELAYS ,IGN ON
Continuous Ignition Selection

Manual Selection When the engines are running on the ground or in flight the continuous ignition is obtained by positioning the ENG/MODE selector switch in IGN/START position. Automatic selection The EEC selects automatically the continuous ignition in some specific conditions: S engine running and air intake cowl antiicing is selected to ON S EIU failed. S takeoff or during flexible take off S approach idle selected. S In flight, when there is an engine flameout or stall S Reverse
Ignition during Automatic Start Sequence

When an automatic start sequence has been activated by the EEC (ENG/ MODE selector switch in IGN/START position and MASTER control switch to ON),the EEC energizes automatically the appropriate ignition exciter when N2 reaches between 10%-16% depending on T AT and keeps it energized until N2 reaches 43%. For inflight restart the EEC selects simultaneously both ignition exciters On the ground, after engine start, the selector must be placed in NORM position, then back to IGN/START to select continuous ignition.( both ignitors) In flight after engine restart, if the selector is maintained in IGN/START position, the EEC selects the continuous ignition on the corresponding engine In case of a fault during an automatic starting on the ground, the EEC aborts automatically the sequence by closing the starter shutoff valve and the HP fuel shutoff valve and deenergizing the ignitors. For Training Purposes Only
Igniter Plug Test

The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC or manually ( Manual Start without air )
IGNITION SYSTEM CIRCUIT BREAKERS

There are 5 ignition CBs installed in the cockpit. 49VU and 121VU
Ignition during Alternate Start Sequence (Manual Start Procedure)

When a manual start sequence has been activated by the EEC (ENG/MODE selector switch in IGN/START position and the ENG/MAN START pushbutton switch selected to ON) the EEC energizes both ignition exciters. The deenergization of the ignition exciters is automatically commanded by the EEC when engine N2 speed reaches 43%.( Starter cut-out ) Positioning of the MASTER control switch to OFF , during that starting sequence, results in ignition exciter deenergization.
FRA US/T Bu
August 2001
Page: 328
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
121VU
EEC
Figure 166
Ignition and Starting System Eng. 1

Page: 329
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400 IGNITION SYSTEM TEST

Igniter Plug Test The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC. The test will be performed by selecting the corresponding IGNITOR TEST page in the MENU and positioning the MASTER control switch to ON to have the 115VAC power supply to the relevant engine.
FRA US/T Bu
August 2001
Page: 330
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
MASTER 1 ON ENG 1 OFF
CONTINIUOUE I NEXT PAGE
Figure 167
FADEC Ignition Test

Page: 331
IGNITION GENERAL IGNITOR TEST

Operational Test of the Ignition System with CFDS Each ignition system must be individually selected to be tested. For the test procedure, refer to AMM TASK 740000710041 NOTE:
A319/A320/A321
IAE V2530A5
7400
DURING THE TEST,AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE.
FRA US/T Bu
August 2001
Page: 332
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 168
FADEC Ignition Test Cont.

Page: 333
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400 IGNITION SYSTEM TEST

Igniter Plug Test The operation of the igniter plugs can be checked on the ground, engine not running, through the maintenance MENU mode of the FADEC. The test will be performed by selecting the corresponding IGNITOR TEST page in the MENU and positioning the MASTER control switch to ON to have the 115VAC power supply to the relevant engine.
FRA US/T Bu
August 2001
Page: 334
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
MASTER 1 ON ENG 1 OFF
CONTINIUOUE I NEXT PAGE
Figure 169
FADEC Ignition Test

Page: 335
IGNITION GENERAL IGNITOR TEST

Operational Test of the Ignition System with CFDS Each ignition system must be individually selected to be tested. For the test procedure, refer to AMM TASK 740000710041 NOTE:
A319/A320/A321
IAE V2530A5
7400
DURING THE TEST,AN AURAL CHECK OF THE IGNITOR PLUG OPERATION HAS TO BE DONE.
FRA US/T Bu
August 2001
Page: 336
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
THE GROUND CREW MUST CONFIRM THAT THE IGNITION OPERATES ! Figure 170
FADEC Ignition Test Cont.

Page: 337
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400 IGNITION TEST WITHOUT CFDS

For the test procedure, refer to AMM TASK74000071004101 During the test,an aural check of the ignitor plug operation has to be done. WARNING:
MAKE SURE THAT THERE IS ZERO PSI AT THE STARTER VALVE INLET BEFORE YOU PUSH THE MAN START P/B.READ THE PRESSURE ON THE ECAM START PAGE.
FRA US/T Bu
August 2001
Page: 338
IGNITION GENERAL
A319/A320/A321
IAE V2530A5
7400
1. CHECK AIR PRESSURE AT START VALVE
2. MODE SELECTOR TO
IGN/START
3. MAN START P/B TO
ON
4. MASTER LEVER
ON IGN A & B is ON
115VU
ON
ENG 1
NORM
OFF For Training Purposes Only
Figure 171
Ignition Test without CFDS

Page: 339
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
ATA 80 STARTING
GENERAL
Starting Schematic The starting system of the engine utilizes pressurized air to drive a turbine at high speed. This turbine drives the engine high pressure rotor through a reduction gear and the engine accessory drive system. The air which is necessary to drive the starter comes from : either the APU or the second engine or a ground power unit. The starter supply is controlled by a starter shutoff valve (SOV) pneumatically operated and electrically controlled. In case of failure, the SOV can be operated by hand. The starter valve closes when the N2 speed reaches 43 %. The starter centrifugal clutch disengages when N2 speed is higher than 43%. Engine starting is controlled from the ENG start panel 115VU located on center pedestal and ENG/MAN START switch on the overhead panel. The starting sequence may be interrupted at any time by placing the MASTER control lever in OFF position which overrides the FADEC. When the MASTER control lever is in OFF position the HP fuel shut off valve is closed and the engine is stopped. Two procedures are applicable for engine starting : A. Normal Starting Procedure (automatic) The starting sequence is fully controlled by the FADEC and is selected when the ENG/MODE/CRANK/NORM/IGN START selector switch is in IGN/START position and the MASTER control lever in ON position. Start can be aborted on ground only by the FADEC in case of failure. B. Alternative Starting Procedure This sequence controlled by the pilot is as follows: the ignition selector switch in IGN/START position and MAN START pushbutton switch command the starter shutoff valve, the MASTER control lever controls the HP fuel shutoff valve. NOTE : NO START ABORT BY THE FADEC IN CASE OF FAILURE.
FRA US/T Bu
August 2001
Page: 340
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Figure 172
Starting System Schematic

Page: 341
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 STARTING COMPONENTS

Starter Motor The pneumatic starter motor is mounted on the forward face of the external gearbox and provides the drive to rotate the H.P. compressor to a speed at which light up can occur. Attachment to the gearbox is done by a Vclamp adaptor. The starter motor is connected by ducting to the aircraft pneumatic system. The starter motor gears and bearings are lubricated by an integral lubrication system. Servicing features include: S oil level sight glass S oil fill plug S oil drain plug with magnetic chip detector Starter Motor - Operation The starter is a pneumatically driven turbine unit that accelerates the H.P. rotor to the required speed for engine starting. The unit is mounted on the front face of the external gearbox. The starter, shown below, comprises a single stage turbine, a reduction gear train, a clutch and an output drive shaft all housed within a case incorporating an air inlet and exhaust. Compressed air enters the starter, impinges on the turbine blades to rotate the turbine, and leaves through the air exhaust. The reduction gear train converts the high speed, low torque rotation of the turbine to low speed, high torque rotation of the gear train hub. The ratchet teeth of the gear hub engage the pawls of the output drive shaft to transmit drive to the external gearbox, which in turn accelerates the engine H.P. compressor rotor assembly. When the air supply to the starter is cut off, the pawls overrun the gear train hub ratchet teeth allowing the turbine to coast to a stop while the engine H.P. turbine compressor assembly and, therefore, the external gearbox and starter output drive shaft continue to rotate. When the starter output drive shaft rotational speed increases above a predetermined r.p.m., centrifugal force overcomes the tension of the clutch leaf springs, allowing the pawls to be pulled clear of the gear hub ratchet teeth to disengage the output drive shaft from the turbine. FRA US/T Bu August 2001 Page: 342 Starter Air Control Valve The starter air control valve is a pneumatically operated, electrically controlled shutoff valve positioned on the lower right hand side of the L.P. compressor (fan) case. The start valve controls the air flow from the starter air duct to the starter motor.The start valve basically comprises a butterfly type valve housed in a cylindrical valve body with inline flanged end connectors, an actuator, a solenoid valve and a pressure controller. A micro switch provides valve position feed back information to the FADEC.
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
STARTER VALVE
GEARBOX STARTER DUCT
STARTER FILL PLUG
SIGHT GLASS
DRAIN PLUG/CHIP DETECTOR
Figure 173
Starter Motor
Page: 343
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 STARTER AIR CONTROL VALVE

Description The start air control valve is a pneumatically operated , electrically controlled shutoff valve positioned on the lower right hand side of the L.P. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0.375 inch square drive. Acces is through a panel in the R. H. fan cowl. A valve position indicator is provided on the valve body. A micro switch provides valve position feed back information to the FADEC. NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE DUCT PRESSURE. SOV CLOSED
FAIL SAFE POSITION:
FRA US/T Bu
August 2001
Page: 344
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
STARTER VALVE FILTER
MANUAL OVERRIDE
CL OP
STARTER VALVE
STARTER VALVE
Figure 174
Starter Air Control Valve

Page: 345
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 STARTER AIR CONTROL VALVE

Description The start air control valve is a pneumatically operated , electrically controlled shutoff valve positioned on the lower right hand side of the L.P. compressor ( fan ) case Manual Operation The starter air valve can be opened/ closed manually using a 0.375 inch square drive. Acces is through a panel in the R. H. fan cowl. A valve position indicator is provided on the valve body. A micro switch provides valve position feed back information to the FADEC. NOTE: DO NOT OPERATE THE VALVE MANUALLY WITHOUT POSITIVE DUCT PRESSURE. SOV CLOSED
FAIL SAFE POSITION:
FRA US/T Bu
August 2001
Page: 346
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
STARTER VALVE FILTER
MANUAL OVERRIDE
CL OP
STARTER VALVE
STARTER VALVE
Figure 175
Starter Air Control Valve

Page: 347
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 START AIR CONTROL VALVE TEST

Start Air Control Valve Test via CFDS The start air control valve operation may be tested via CFDS. Refer to AMM Task 801351710040.
FRA US/T Bu
August 2001
Page: 348
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
/FMU TEST
NOTE:RETURN NO FAULTS
RETURN FAULT DETECTED
OR
Figure 176
Starter Valve Test via CFDS

Page: 349
STARTING GENERAL START AIR CONTROL VALVE TEST ( FAULT DETECTED )
A319/A320/A321
IAE V2530A5
8000
AMM Starter Valve Test ata 80-13-51 p507
FRA US/T Bu
August 2001
Page: 350
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
RETURN FAULT DETECTED
/FMU TEST
Figure 177
Starter Valve Test via CFDS

Page: 351
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 CRANKINGDESCRIPTION
Air Supply The air necessary for the starting comes from the duct connecting engine bleed and the precooler.. The air necessary for the starter is supplied by either: S the other engine through the crossbleed system S the APU and in that case, all the air bled from the APU is used for starting S an external source able to supply a pressure between 30 and 40 psig. Dry Cranking ( Test No 1 ) Requirement A dry motoring of the engine will be needed when: S it is necessary to eliminate any fuel accumulated in the combustion chamber S a leak ckeck of engine systems is needed. To perform this operation, the starter is engaged and the engine is motored but the HP fuel shut off valve remains closed and both ignition systems are OFF. An engine dry motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 minutes of continuous cranking, stop for a cooling period of 30 minutes.
FRA US/T Bu
August 2001
Page: 352
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
PUSH ONE L/H BOOST PUMP P/B TO ON PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION
BOOST PUMP STARTS TO RUN LP FUEL SOV OPENS (ECAM WARNING)
ECAM ENG START PAGE APPEARS MIN. 30 PSI
CHECK STARTER AIR PRESSURE
PUSH MAN START PB TO ON MONITOR INDICATIONS
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
AFTER MAX. 2 MINUTES
RELEASE MAN START PB TO OFF

NORM
START VALVE CLOSES,ENGINE INDICATIONS BACK TO 0 ECAM ENG START PAGE DISAPPEARS
PUT MODE SELECTOR TO NORM POSITION
PUSH C/B: HP FUEL SOV
LP FUEL SOV CLOSES
Figure 178
Dry Cranking Procedure

Page: 353
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 WET CRANKING

Wet Cranking ( Test No 2 ) A wet motoring will be needed when the integrity of the fuel system has to be checked. If such a test is performed, both ignition systems are off ( also pull the circuit breakers) and the starter is engaged to raise N2 up to the required speed of 20%. The MASTER control switch is moved to ON and the exhaust nozzle of the engine carefully monitored to detect any trace of fuel. On the ECAM the FF indication shows approx. 180kg initial fuel flow. When the MASTER control switch will be returned to the OFF position to shut-off the fuel , also the starter valve closes . The EEC automatically reengages the starter at 10% N2 and the engine should be motored for at least 60 seconds to eliminate entrapped fuel or vapor. The motoring can be performed for a maximum of three consecutive cycles (2 of 2 minutes and 1 of 1 minute with a cooling period of 15 seconds between each cycles). After three cycles or 4 miutes of continuous cranking, stop for a cooling period of 30 minutes.
FRA US/T Bu
August 2001
Page: 354
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
PULL IGNITION SYSTEM C/BS (5) PUSH ONE L/H BOOST PUMP P/B TO ON DO NOT PULL C/B: HP FUEL SOV PUT MODE SELECTOR TO CRANK POSITION BOOST PUMP STARTS TO RUN
ECAM ENG START PAGE APPEARS MIN. 30 PSI
CHECK STARTER AIR PRESSURE
PUSH MAN START PB TO ON MONITOR INDICATIONS
START VALVE OPENS N2 AND N1 COMES INTO VIEW N2, N1 AND OIL PRESSURE MUST INCREASE
WHEN N2 SPEED IS >20% PUT ENG MASTER SWITCH TO ON FUEL FLOW INDICATION INCREASES
AFTER 1020 SECONDS PUT ENG MASTER SWITCH TO OFF

NORM
FUEL FLOW INDICATION GOES TO 0 START VALVE CLOSES
WHEN N2 SPEED REACHES 10% THE EEC REENGAGES THE STARTER AFTER 60 SECONDS MOTORING RELEASE MAN START PB TO OFF START VALVE CLOSES,ENGINE INDICATIONS BACK TO 0 ECAM ENG START PAGE DISAPPEARS
PUT MODE SELECTOR TO NORM POSITION
Figure 179
Wet Cranking Procedure

Page: 355
STARTING GENERAL EEC AUTO START ABBORT
A319/A320/A321
IAE V2530A5
8000 AUTOMATIC START

The automatic start mode gives the EEC full control to automatically sequence the starter air valve, ignition relays and the fuel on / off torque motor. Upon receipt of the appropriate start command signals from the engine interface unit ( EIU ) , the EEC commands , in sequence: S the starter air valve S ignition exiter relay(s), alternatively selected for each ground start both selected for inflight or manual starts S fuel on function of the torque motor which opens the shutoff valve. During a normal start, the starter air valve and ignition exciter are automatically turned off by the EEC at a predetermined N2 speed of 43% Starter assist will be comanded by the EEC for inflight starts at low MACH numbers where windmilling conditions are insufficient for engine starting. (The EEC has input data necessary to activate starter assist function where necessary.) NOTE: IN CASE A AUTO START IS INITIATED AND ONE THRUST LEVER IS NOT IN IDLE POSITION A ECAM WARNING IS TRIGGERT. THE START SEQUENCE WILL CONTIUE AND THE ENGINE WILL ACCELERATE TO THE TRUST LEVER POSITION.
The autostart procedure commences only when the engine is not running, the mode selector set to IGN/START and the master switch is ON. Intermittent mode selector position or manual start push button switch selection has no effect on autostart sequence once the autostart procedure is initiated. Switching the master switch OFF during an autostart will close the fuel and starter air valves and turn the ignition system off.It also resets the EEC. The automatic start abort function is only available when N2 speed is below 43% and in case of: S Start valve failure S Ignition failure S Pressure Raising Shut Off Valve failure S Hot start S Hung start S Surge S EGT >250 deg C when restart (max 2 min) S Loss of EGT NOTE : THE OIL PRESSURE IS NOT MONITORED DURING AUTO START The EEC automatically shuts off fuel, ignition, and starter air and provides the appropriate fault indication to the cockpit. (Auto Start Fault) Autostart fault messages will be displayed until approximately idle speed. The EECs ability to shut off fuel is inhibited above 43% N2 on the ground and at all conditions inflight. In case of an automatic start abort, the EEC reopens the start valve when reaching 10% N2 for a 30 second dry motoring cycle to clear fuel vapor and to cool the engine. Then the operator has to select the Master switch to the OFF position by a command indicated on the ECAM page ( Master lever OFF ). The operator then has to decide to perform a new engine start or troubleshoot the system.
FRA US/T Bu
August 2001
Page: 356
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Panel 115 VU Turn Mode Selector to IGNSTART Position ECAM ENG Start Page is displayed, the airpreessure ( HPConnection or APU ) must be 3040 psi. Panel 115 VU Turn Mode Selector to NORM
NORM
ENG
NORM
Panel 115 VU Set the ENGMASTER switch to ON ( The Pack valves also Close ) On the ENG Start Page: the starter valve symbole goes in line (open) After 30 seconds: -the A or B IGN indication comes in to view -the FUEL FLOW indication 180KG/H comes into view -the EGT rises (max. 20 sec. after FF).
ENG
NORM
Upper ECAM MONITOR: EPR, N1, N2, EGT, FF
at 43% N2 the starter valve symbole must go to cross line (closed) IGN OFF Check Oil Pressure min. 60psi. record the start EGT (R/U sheet)
Figure 180
Automatic Start Procedure

Page: 357
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000 MANUAL START

The engine manual start panel, used for manual start, is located on the overhead panel and is composed of two manual start push button switches (one per engine). The manual start mode limits the authority of the EEC so that the pilot can sequence the starter, ignition and fuel on/off manually. This includes the ability to dry crank or wet crank. During manual Start operation, the EEC Auto Startabort feature is not available and conventional monitoring of the start parameters is required. The EEC continues to provide fault indications to the cockpit.
The manual start procedure commences when the mode selector is set to: IGN/START,the manual start push button switch is set to ON and the master switch is OFF. The starter air valve is then commanded open by the EEC. When the master switch is turned ON ( at 22% N2 ) during a manual start, both ignitors are energized ( IGN A/B ) and fuel is turned on ( Intial FF 180 KG/H). Intermittent mode selector position has no effect on the manual start sequence once the manual start procedure is initiated. The starter air valve can be closed by selecting the manual start push button switch OFF at any time prior to turning the master switch ON. Once the master switch is turned ON, the manual start push button switch has no effect on the start. When the master switch is turned OFF, the control commands the HP fuel valve closed, the starter air valve closed and the ignitors off and the EEC is resetted..
FRA US/T Bu
August 2001
Page: 358
STARTING GENERAL
A319/A320/A321
IAE V2530A5
8000
Panel 115 VU Turn MODE Selector to IGN / START Position ECAM ENG START Page is displayed, the airpressure ( HP - Connection or APU ) must be 30 - 40 psi Panel 122 VU Turn MODE Selector to NORM
ENG
NORM
NORM
Panel 122 VU Push the MAN START PB
the blue ON light of this PB comes on. On the ENG Start Page : the starter valve symbole goes in line (open). (PACK VALVES closed ) N2, Oilpressure and N1 must increase
Panel 122 VU release the MAN START PB
Panel 115 VU after 30sec (> 22% N2): set the ENG MASTER switch to ON For Training Purposes Only A and B indication comes in to view ( below IGN ) FUEL FLOW indication 180KG/H EGT rise (max. 20 sec. after FF )
NORM
ENG
at43% N2 the starter valve symbole must go to cross line (closed) IGN OFF Check Oil Pressure min. 60psi. record the start EGT (R/U sheet)
Figure 181
Manual Start Procedure

Page: 359
Exhaust Reverser System
A319/A320/A321
IAE V2530-A5
7830
ATA 78 EXHAUST
REVERSER SYSTEM
Introduction Description The thrust reverser comprises a fixed inner and a movable outer ( translating ) assembly. The translating cowl is moved by four hydraulically operated actuators which are pressurized by the pumps mounted on each engine.. The air is discharged through cacades. The reverser is controlled through the FADEC system from the cockpit by a lever hinged to the corresponding throttle control leverThe thrust reverser system comprises: a hydraulic control unit (HCU) four actuators with internal lock for lower actuators three flexible shafts two linear variable differential transformers located on each upper actuator two proximity switches located on each lower actuator two thrust reverser cowls comprising a fixed structure and 2 translating sleeves latched together.
Page: Page: 360
A319/A320/A321
IAE V2530-A5
7830
DRAG LINK
Figure 182
Thrust Reverser stowed / deployed

Page: Page: 361
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER SYSTEM DESCRIPTION

General The thrust reverser is actuated in response to signals from the Engine Electronic Control (EEC). Selection of either stow or deploy from the cockpit generates a signal to the engine EEC which in turn, supplies signals to the thrust reverser hydraulic control unit. Thrust Reverser Deployment Thrust reverser deployment is initiated by rearward movement of the reverser lever which inputs a signal, via a dual resolver, to the EEC. The EEC supplies a 28 volt signal to the isolation valve and directional control valve solenoids mounted in the HCU. The supply of the signal to the directional control valve solenoid is also dependent if aircraft is on ground (weight onwheels) and upon the closure of the aircraft permission switch ( T/R inhibition relay) in that line. This switch is closed by the Throttle Lever Angle signal via the spoiler/elevator computer and the Engine Interface Unit energization of the isolation valve solenoid and the directional control valve solenoid allows hydraulic pressure into the system .This event being relayed to the EEC by the pressure switch mounted in the HCU. Pressure in the lower actuators releases the locks and these events are signalled to the EEC by the Proximity Switches (lock sensors). As the pistons move rearward to deploy the reverser, the Linear Variable Differential Transformer (LVDT) on the upper actuators monitors the movement and informs the EEC when the translating sleeve is fully deployed, the Proximity Switches and LVDTs remain active and the isolation valve remains energized. Thrust Reverser Stowage Stowage of reverser is initiated by forward movement of the piggyback levers which signal this intent to the EEC. The signal to the directional control valve solenoid is then cancelled by the EEC and permission switch, allowing pressure to remain only in the stow side of the actuators. The pistons then move forward until stowing is complete and the lower actuator locks are engaged after which the isolation valve solenoid is deenergized and the reverser is locked in the forward thrust mode. NOTE: DURING NORMAL REVERSER OPERATION THE ISOLATION VALVE REMAINS ENERGIZED FOR A PERIOD OF FIVE SECONDS AFTER THE LVDTS HAVE REGISTERED FULLY STOWED TO ENSURE FULL LOCK ENGAGEMENT AND COMPLETION OF THE STOW CYCLE.
Inadvertent Stowage/Deployment In either case the LVDT sensors would detect a movement the EEC would execute autorestow or autoredeploy. This occurs when the LVDTs sense uncommanded movement greater than 10% of actuator full travel. When autorestow is initiated the EEC signals the isolation valve to open. Pressure is returned to the system and with the directional control valve in its stow position the reverser is returned to its stowed condition. Following autorestow the isolation valve would remain energized for the remainder of the flight. If the reverser travel exceeds 15% of its travel from the fully stowed position then the EEC will command idle. Following restow, full power is again obtainable. When auto redeploy is initiated to counteract inadvertent stow, the EEC will command the isolation valve to close and maintain it closed until forward thrust has been reselected. This action will prevent further movement in the stow direction by virtue of the large aerodynamic loads on the translating sleeves which will normally be sufficient to deploy the reverser. If the reverser travel exceeds 22% of its travel from the fully deployed position then the EEC will command idle power. T/R components monitored by CFDS The following components are monitored by the CFDS: S HYDRAULIC CONTROL UNIT (HCU) S STOW SWITCH LOWER ACTUATOR R/H S STOW SWITCH - LOWER ACTUA TOR L/H S LVDT -THRUST REV UPPER ACTUA TOR R/H ( DEPLOY ) S LVDT - THRUST REV UPPER ACTUA TOR L/H ( DEPLOY )
Page: Page: 362
A319/A320/A321
IAE V2530-A5
7830
STATIC RELAY
EIU 1/ 2
SEC 1
OR
SEC 2 (3 )
CFDIU
DMC
1,2 1,4 1,6 1 REV
EPR
MREV 70,0%
1,2 1,4 1,6 1 REV 1,010
LGCIU 1/2
MCDU T/R TEST
FWC
1,009
(WOW)
MAIN LANDING GEARS1&2
T/R POSITION CHANNEL A
T/R POSITION CHANNEL B
E.E.C.
THRUST LEVER
N2 >50%
CHANNEL A CHANNEL B PRESS SW

SOV F
SUPPLY HCU T/R
TLA RESOLVERS POTENTIO METERS
AND CHANNEL B CHANNEL A
HYDRAULIC RETURN INHIBITION RELAY
DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL
Figure 183
Reverser System Schematic

Page: Page: 363
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER INDEPENDENT LOCKING SYSTEM

General
**ON A/C 116199,

An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser ShutOff Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit.
Page: Page: 364
A319/A320/A321
IAE V2530-A5
7830
STATIC RELAY
EIU 1/ 2
SEC 1
OR
SEC 2 (3 )
CFDIU
DMC
1,2 1,4 1,6 1 REV
EPR
1,2 1,4 1,6 1 REV 1,010
LGCIU 1/2
MCDU T/R TEST
FWC
1,009
(WOW)
MAIN LANDING GEARS1&2
T/R POSITION CHANNEL A
T/R POSITION CHANNEL B
E.E.C.
THRUST LEVER
N2 >50%
CHANNEL A CHANNEL B PRESS SW

SOV F
SUPPLY HCU T/R
TLA RESOLVERS POTENTIO METERS
AND CHANNEL B CHANNEL A
HYDRAULIC RETURN INHIBITION RELAY
DIRECT V SOL ISOLATION V SOL DIRECT V SOL ISOLATION V SOL
Figure 184
Reverser System Schematic

Page: Page: 365
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER SYSTEM

Cacades There are 16 cacades installed. The cacades are not interchangeable.
Page: Page: 366
A319/A320/A321
IAE V2530-A5
7830
Figure 185
Reverser Installation
Page: Page: 367
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER HYDRAULIC SUPPLY

Thrust Reverser Operation The thrust reverser is operated by aicraft hydraulic pressure. The reverser hydraulic control unit ( HCU ) directs hydraulic pressure to the actuators. The EEC controls the HCU and the reverser operation.
THRUST REVERSER MANUAL DEPLOYMENT

Non Return Valve ( Bypass ). During manual deployment the non return valve must be set in the bypass position to allow the hydraulic from the actuators to go back to return. Access to the non return valve is gained by removing the pylon access panel on the left hand side..
Page: Page: 368
A319/A320/A321
IAE V2530-A5
7830
NON RETURN VALVE
Figure 186
Reverser Hydraulic Supply

Page: Page: 369
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER INDEPENDENT LOCKING SYSTEM **ON A/C 116199,

General An independent locking system is designed to isolate the thrust reverser from the aircraft hydraulic system. This system consists of thrust reverser ShutOff Valve (SOV) upstream of the Hydraulic Control Unit (HCU), a filter and associated plumbing, mounting and electrical supply. The SOV is electrically actuated from an independent signal from the SEC (Spoiler Elevator Computer), bypassing the FADEC command circuit. Component Location The SOV and the filter are located under the pylon. (Ref. Fig. 001) COMPONENT DESCRIPTION ShutOff Valve The thrust reverser ShutOff Valve (SOV) is a 3 port, two position spool valve. It is controlled by a solenoid driven 3 port, two position normally open pilot valve. Electrical power is supplied to the SOV through the fan electrical feeder box. Filter and Clogging Indicator It is used to filter the fluid from the aircraft hydraulic system. The filter is a flow through cartridgetype filter. The clogging indicatormonitors the pressure loss through the filter cartridge and has a popout indicator to signal when it is necessary to replace the filter element. Two springloaded magnetic pistons keep the pop out indicator in retracted position. The lower magnetic piston monitors the differential between the filtered and unfiltered fluid pressure across the filter element. As the differential pressure increases, the piston compresses its spring and moves away from the upper magnetic piston. At a preset displacement of approximately 2 mm, the upper magnetic piston spring overcomes the magnetic force and drives the popout indicator from its retracted position.The filter assembly contains a check valve to permit the removal of the canister and the change of the filter element with a minimum of spillage.
LOCATION
Page: Page: 370
A319/A320/A321
IAE V2530-A5
7830
Figure 187
T/R Independent Locking System (**On A/C 116199)

Page: Page: 371
A319/A320/A321
IAE V2530-A5
7830 REVERSER HYDRAULIC CONTROL UNIT

Reverser Hydraulic Control Unit ( HCU ) General The hydraulic control unit controls hydraulic fluid flow to the thrust reverser actuators. Control and feedback signals are exchanged with the EEC. The HCU is mounted on the pylon over the engine centerline, just forward of the Cduct and is accessible from the left side. The hydraulic control unit includes the following items: isolation solenoid valve solenoid, isolation valve, directional control valve solenoid, directional control valve, pressure switch, filter and clogging indicator (pop out). Isolation Valve The solenoid operated isolation valve isolates the thrust reverser actuation systems from the remaining hydraulic network on the engine. The isolation valve solenoid is a dual coil valve solenoid connected to both channels of the EEC. The isolationvalve is in the closed position while the thrust reverser is in the stowed position. Upon actuation of the thrust reverser system, the isolation valve solenoid is energized and the isolation valve is opened. Directional Control Valve The solenoid operated directional control valve directs high pressure hydraulic fluid to the correct end(s) of the actuators to either stow or deploy the translating sleeve.The directional control valve solenoid is a dual wound solenoid connected to both channels of the EEC. The directional control valve solenoid is energized when the deploy command is given and provides hydraulic fluid at hydraulic pump supply pressure to both ends of the actuators through the directional control valve to initiate deployment of translating sleeve. Pressure Switch The pressure switch provides signals to the EEC to indicate when there is hydraulic pressure downstream of the isolation valve. The pressure switch is closed at pressure between 798 and 1450 psi and is opened at a minimumpressure of 798 psi. FRA US/T Bu August 2001 Page: Page: 372 Filter and clogging indicator The hydraulic control unit filter is used to filter the fluid supply from the aircraft hydraulic system. The filter is a flow through cartridge type filter. The clogging indicator monitors pressure loss through the filter cartridge and features a pop out indicator to signal when it is necessary to replace the filter element. Manual Lockout Lever With the manual lockout lever it is possible to shut the hydraulic supply to the reverser by closing the isolation valve in the HCU.The lever can be secured in the lockout position with a pin.(this is also a part of blocking the reverser.) This must always be done when working on the reverser system !
A319/A320/A321
IAE V2530-A5
7830
HYDRAULIC INPUT UNION
ISOLATION VALVE SOLENOID VALVE
FILTER (POP-OUT) INDICATOR HOUSING SPRING
DIRECTIONAL VALVE SOLENOID VALVE
BLEED VALVE FILTER
PRESSURE SWITCH QUICK RELEASE PIN HYDRAULIK OUTPUT ISOLATING LEVER
CONNECTOR A CHANNEL CONNECTOR B CHANNEL
Figure 188
Hydraulic Control Unit ( HCU )

Page: Page: 373
A319/A320/A321
IAE V2530-A5
7830 HCU IN FORWARD THRUST POSITION

In the initial stowed position with the reverse stow control selected in the cockpit,the hydraulic pressure is applied to the input of the HCU.All reverser hydraulic systems are pressurized at the return pressure as long as the aircraft is in flight and no signal is sent to open the isolation valve solenoid.
Page: Page: 374
A319/A320/A321
IAE V2530-A5
7830
FORWARD THRUST CONFIGURATION ACTUATORS STOWED.
**ON A/C 116199,

SHUT-OFF VALVE
S FILTER
NON RETURN VALVE ( MANUAL OPERATED)
Figure 189
HCU Schematic
Page: Page: 375
A319/A320/A321
IAE V2530-A5
7830 HCU DEPLOY SEQUENCE DESCRIPTION

1 When reverse thrust is selected in the cockpit, the EEC ensures that deploy ment is permitted.In that case, the electrical power (28VDC) is sent to the isolation valve solenoid and to the directional valve solenoid. 2 When the isolation valve is opened and the directional control valve solenoid is energized, hydraulic pressure (3000 psi) moves the directional control valve to supply hydraulic pressure to the head end of the actuator to unlock the actuators, and then extending the actuators. 3 As soon as both lock sensors indicate unlocked for more than 0.2 seconds (indicating that translating sleeves are unlocked sleeves signal is sent by these sensors to the EEC. In the cockpit an amber REV indication is dis played in the middle of the EPR dial or the ECAM display unit. 4 Each translating sleeve arriving at 95 percent of its travel is slowed down until completely deployed through hydraulic actuator inner restriction. This event is indicated to EEC when both Linear variable Differential Transform ers (LVTD) detect this position. REV indication changes to green. NOTE: WHEN THE THRUST REVERSER IS IN THE DEPLOYED POSITION, THE ISOLATION VALVE REMAINS ENERGIZED TO MAINTAIN THE HYDRAULIC PRESSURE IN THE ACTUATORS TO PREVENT VIBRATION. IF AN UNCOMMANDED STOW MOVEMENT IS DETECTED, THE EEC WILL DEENERGIZE THE ISOLATION VALVE. THIS WILL LEAD TO A THRUST REVERSER REDEPLOY DUE TO AERODYNAMICAL FORCES ON THE BLOCKER DOORS.
Page: Page: 376
A319/A320/A321
IAE V2530-A5
7830
Figure 190
HCU Deploy Sequence

Page: Page: 377
A319/A320/A321
IAE V2530-A5
7830 HCU STOW SEQUENCE DESCRIPTION

1 When translating sleeves stowing is selected, the EEC ensures that stowing is permitted. In that case the EEC deenergizes the directional valve sole noid. When one translating sleeve is less than 95 % deployed, REV indica tion changes to amber. 2 Hydraulic pressure is supplied to the rod end of the actuator, the head is connected to return. A flow limiter controls hydraulic actuator piston retrac tion speed. 3 When both translating sleeves are at 0 % from their stowed position, they set the proximity switches (lock sensor) which send the stowed sleeves information to the EEC. The REV indication disappears. 4 The actuators move until stowing is complete and the lower actuator locks are engaged after which the isolation valve solenoid is deenergized and the reverser is locked in the forward thrust mode position.
Page: Page: 378
A319/A320/A321
IAE V2530-A5
7830
Figure 191
HCU Stow Sequence

Page: Page: 379
A319/A320/A321
IAE V2530-A5
7830 HYDRAULIC ACTUATION SYS. COMP.

Hydraulic Actuators The actuator base is attached to a torque ring and the end of the piston is attached to the translating sleeve. As hydraulic pressure builds up in the actuator, the piston extends. This moves the translating sleeve aft to the deploy position. In the retract mode,the piston retracts which moves the translating back to the stow position. The Upper actuators ( 2 ) have internal LVDT. The Lower actuators ( 2 ) have a manual unlocking handle and proximity switches.
FLEXSHAFT INSTALLATION
Syncronization System Flexible Shafts Three flexible shafts connect the four actuators together to synchronize the speed with which the actuators operate and the T/R sleves on each side of the engine . This synchronization keeps the top and bottom of the sleeve traveling at the same rate so the sleeve will not tilt and jam. The synchronization also keeps the two translating sleeves moving together so reverse pressure in the secondary air flow is equal on both sides of the engine. The flexible shafts are installed inside the extend (deploy) hydraulic hoses. The shaft engages a worm gear at the base of the actuator that translates the turning action of the actuator piston as it moves out or in. A crossover shaft connects the two upper actuators. Another shaft connects the upper and lower actuators on each side.
Page: Page: 380
A319/A320/A321
IAE V2530-A5
7830
MANUAL DRIVE
Figure 192
Flexible Drive Shafts

Page: Page: 381
A319/A320/A321
IAE V2530-A5
7830 HYDRAULIC ACTUATORS DESCRIPTION

Four actuators are used for each thrust reverser,two actuators are used for each translating cowl. S the lower actuators incorporate an integral lock mechanism which holds the piston in the fully stowed position. S the upper actuators incorporate an integral Linear Variable Directional Transformer (LVDT) to indicate piston position,and thus translating cowl position , to the EEC. All actuators use hydraulic snubbing at the end of the deploy stroke to slow down the actuators over the final part of the deploy stroke.All actuators also incorporate the necessary deploy stroke mechanical stops.
UPPER NONLOCKING ACTUATOR

The two upper actuators are identical and in conjunction with the two lower locking actuators , control movement of the fan reverser translating elements in response to hydraulic inputs from the HCU.
Page: Page: 382
A319/A320/A321
IAE V2530-A5
7830
Figure 193
Upper Nonlocking Actuator

Page: Page: 383
A319/A320/A321
IAE V2530-A5
7830 LOWER LOCKING ACTUATORS

The two lower loking actuators are identical and in conjunction with the two upper actuators, control movement of the fan reverser translating elements in response to hydraulic inputs from the hydraulic control unit (HCU). The actuators incorporate an integral lock mechanism to hold the piston rod when the actuator is in the fully stowed position. The lock releases on rising hydraulic pressure when deploy is commanded via the HCU.The lock mechanism incorporates a manual release facility and proximity switch for electrical lock position feedback to the EEC.
Page: Page: 384
A319/A320/A321
IAE V2530-A5
7830
Figure 194
Lower Locking Actuator

Page: Page: 385
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER MANUAL DEPLOY / STOW

Manual Deploy/stow The thrust reverser may be deployed/stowed manually for maintenance troubleshooting operations. The procedure is summarised below, the full procedure, warnings and cautions may be found in the MM ATA 7830. S open and tag the CBs listed in the MM. S open the L. and R. hand fan cowls. S move the thrust reverser hydraulic control unit deactivation lever to the de activated position and insert the lockout pin. S disengage the locks on the two locking actuators. Insert pins to ensure locks remain disengaged. S position the non return valve in the bypass position ( deploy onlynot necessary for stow operation ). S insert 3/8 inch square drive speed brace into external socket, push to engage drive and rotate speed brace to extend/retract translating cowl as required. NOTE: DO NOT EXCEED MAX. INDICATED TORQUE LOADING.
Page: Page: 386
A319/A320/A321
IAE V2530-A5
7830
NON RETURN VALVE
Figure 195
Reverser Manual Operation

Page: Page: 387
A319/A320/A321
IAE V2530-A5
7830 THRUST REVERSER DEACTIVATION

Deactivation The procedure is summarised below, the full procedure is described in the MM 783000 P.407. S if the thrust reverser is deployed,it has to be stowed manually. S install the lock out pin in the deactivation lever of the hydraulic control unit. S remove the translating cowl deactivation pins (2) from their stowage and insert them in the deactivation position. T / R Lockout pin installation NOTE: WHEN FULLY INSERTED IN THE DEACTIVATION POSITION THE PINS WILL PROTUDE APPROX. 0.8 TO PROVIDE VISUAL INDICATION OF LOCK OUT.
Page: Page: 388
A319/A320/A321
IAE V2530-A5
7830
Figure 196
T/R Deactivation
Page: Page: 389
A319/A320/A321
IAE V2530-A5
7830 FADEC CFDS REVERSER TEST

Reverser Testing via MCDU Via MCDU it is possible to operate the reverser on ground with engines OFFto make sure the system operation is o.k. For the TEST refer to: MM Task 78310071041 Operational Test of the Thrust Reverser System wth the CFDS. Description For the test hydraulic power must be switched on depending which reverser system will be tested.( Green ENG 1, Yellow END 2 ). All the test steps are written on the MCDU.If the test is active the REV UNSTOW warning appears on the engine warning display. Movement of the throttle into the reverse idle position will deploy the reverser.Returning the throttle to the FWD idle position will restow the reverser. During the test also the REV indication in the EPR indicator must be checked. The actual position of the T/R is also indicated on the MCDU . CAUTION:
MAKE SURE THE TRAVEL RANGES OF THE THRUST REVERSERS ARE CLEAR. FOR SAFTEY REASONS THE TEST TIME DURATION IS LIMITED TO 60 SEC.
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A319/A320/A321
IAE V2530-A5
7830
WARNING MASSAGE WHEN IN TEST
Figure 197
FADEC T/R Test (NO FAULT)

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A319/A320/A321
IAE V2530-A5
7830 FADEC T/R TEST ( FAULT DETECTED )
Page: Page: 392
A319/A320/A321
IAE V2530-A5
7830
Figure 198
FADEC T/R Test (FAULT DETECTED)

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A319/A320/A321
IAE V2530-A5
7830 FADEC T/R TEST ( NOT O.K. )

For saftey reasons the time for the test is limited.
NOTE:
IF THE TEST PROCEDURE IS NOT PERFORMED WITHIN 15 SECONDS (MOVING THE THROTTLE LEVER TO REVERSE ) THE TEST WILL BE INTERRUPTED AND A NEW TEST MUST BE INITIATED.
NOTE:
THE DURATION OF THE COMPLETE T/R OPERATIONAL TEST (OPENING & CLOSING ) IS LIMITED TO 60 SECONDS. IF THIS TIME IS EXCEEDED THE TEST WILL BE INTERRUPTED AND A NEW TEST MUST BE INITIATED.
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A319/A320/A321
IAE V2530-A5
7830
NO THRUST LEVER MOVEMENT TO REV. WITHIN THE TIMELIMIT
Figure 199
FADEC T/R Test (NOT O.K.)

Page: Page: 395
ENGINE ENGINE CHANGE
A319/A320/A321
IAE V2530-A5
71-00
ATA 71-00 ENGINE CHANGE

ENGINE REMOVAL / INSTALLATION
The arrangements for slinging / hoisting the engine are shown below ( Bootstrap). NOTE: DURING THIS OPERATION THE C DUCTS ARE SUPPORTED BY RODS WHICH ARE POSITIONED BETWEEN THE C DUCT AND THE ENGINE PYLON.
After a new engine was installed different Test Tasks have to be performed: S Check of engine datas via CFDS ( ESN,EEC P/N, Engine Rating, Bump level ) to make sure that they are the same as written on the EEC, data entry plug and engine identification plates. S Operational Test of EEC via CFDS. S If A/C is operated in actual CAT III conditions,a Land Test must be performed. S Functional check of IDG disconnect system. S Functional check of engine ice protection system. S TEST NO. 1 ( Dry motor leak check ) S TEST NO. 2 ( Wet motor leak check ) S TEST NO. 3 ( Idle leak check ) S TEST NO. 6 ( EEC system idle test ) S TEST NO. 13 ( Prestested engine replacement test ) For further information refer to AMM ATA 71-00-00. For Training Purposes Only
FRA US/T Bu
August 2001
Page: 396
ENGINE ENGINE CHANGE
A319/A320/A321
IAE V2530-A5
71-00
Figure 200
Engine Removal / Installation

Page: 397
ENGINE GROUND OPERATION POWER PLANT PRESERVATION
A319/320/321 7100
POWER PLANT PRESERVATION

List of Preservation Procedures Task 710000500010 Preservation of the Power Plant Task 710000550010 A.General The procedures in AMM 710000550010 are for Engines stored on wing or inside/outside.The periods are for 7 days,730 days,31 days-3 months and over 3 months. B.Equipment Engine Covers,desiccant,rust preventative,moisture resistant tape. Depreservation of the Power Plant Task 710000550011 A.General The procedures in AMM 710000550011 are for depreservation up to 3 months or over 3 months. B.Equipment Engine Oil Clean and Examine the Power Plant Task 710000100010 A.General The procedures in AMM 710000100010 describes the cleaning of the Engine. B.Equipment Cleaning Solvent Protect the Engine External Surfaces Task 710000600011 A.General The procedures in AMM 710000600011 describes the protection of external surfaces. B.Equipment Anti-corrosion inhibit fluid. Preservation of the Main Line Bearings Task 710000550012 A.General The procedures in AMM 710000550012 describes the preservation of the main line Bearings. B.Equipment Engine Oil.
FRA US/T5
KoA May 04
Page: 398
ENGINE GROUND OPERATION POWER PLANT PRESERVATION
A319/320/321 7100
THIS PAGE INTENTIONALLY LEFT BLANK
FRA US/T5
KoA May 04
Page: 399
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION
A319/A320/A321
IAE V2530A5
3020
ATA 30 ICE AND RAIN PROTECTION

3020 ENG. AIR INTAKE ICE PROTETION
System Description Engine Air Intake AntiIce Air source The air bled from the 7th stage of the high compressor is the heat source. A solenoidoperated shutoff valve (which is designed to fail to the open position) provides the onoff control. The piccolo tube distributes the air whithin the leading edge of the intake cowl. The spent air exhausts via a flush duct in the aft cavity of the intake cowl. Valve For each Engine, hot bleed air is ducted via an ON/OFF valve. The valve is pneumatically operated,electrically controlled and spring loaded closed. Upon energization of the solenoid, the valve will close. In case of loss of electrical power supply and pneumatic air supply available, the valve will open.(Fail safe OPEN ) S It has a Manual Override and Lock. It can be blocked in the OPEN or in the CLOSED position. Control For each engine, theON/OFF valve is controlled by a pushbutton. Continuos ignition (A/B) is automaticaly activated on both engines when the valve is opened. The FAULT light comes on during transit or in case of abnormal operation. When the antiice valve is open, the zone controller determines the bleed air demand for the Full Authority Digital Engine Control (FADEC) system. ECAM Page If at least one of the two engine air intake antiice systems is selected ON, a message appears in GREEN on the ECAM MEMO display.
SYSTEM CONTROL
ON (PBSwitch In, Blue) The ON light comes on in blue. (valve solenoid deenergized) . ENG ANTI ICE ON is indicated on the ECAM MEMO page. When the anti ice valve is open (valve position sw. NOT CLOSED), the zone controller sends a signal to the FADEC (ECS signal), this will: S Modulate the Idle speed to Min.PS3 Schedule Demand for both engines. S Switch the Cont. Ignition ON (via EIU/EEC). OFF (PBSwitch Out) Anti ice system is OFF (valve solenoid energized). FAULT (PB Switch In, Amber) Fault light illuminates amber when valve not fully open. FAULT (PBSwitch Out, Amber) Fault light illuminates amber. The ECAM is activated S Single chime sounds S MASTER CAUT light ON S Warning message: ANTI ICE ENG 1 (2) VALVE CLSD ANTI ICE ENG 1 (2) VALVE OPEN.
FRA US/T Bu
August 2001
Page: 400
A319/A320/A321
IAE V2530A5
3020
FADEC OPEN POSITION SIGNAL
CABIN ZONE CONTROLLER
Figure 201
Engine Nacelle A/I Architecture

Page: 401
A319/A320/A321
IAE V2530A5
3020 SYSTEM CONTROL SCHEMATIC
FRA US/T Bu
August 2001
Page: 402
A319/A320/A321
IAE V2530A5
3020
( ZONE CONT.)
( EIU )
Figure 202
Control Schematic
Page: 403
ICE AND RAIN PROTECTION ENG. AIR INTAKE ANTI ICE PROTECTION ANTIICE VALVE DEACTIVATION
refer to MEL.ATA 30.
A319/A320/A321
IAE V2530A5
3020 ENGINE ANTI ICE DUCT AND VALVE
Procedure S Lock the intake antiice valve (1) in the open or the closed position S Remove the lockpin (4) from the transportation hole (5) in the valve (1). S Use an applicable wrench on the nut (2) and move the valve to the necessary position (open or closed). S Hold the valve in the necessary position and install the lockpin (4) in to the valve locking hole (3).
FRA US/T Bu
August 2001
Page: 404
A319/A320/A321
IAE V2530A5
3020
ANTIICE DUCT
1 ANTIICE VALVE
2 NUT
5 TRANSPORTATION HOLE
3 VALVE LOCKING HOLE
4 LOCK PIN
Figure 203
Engine AntiIce Duct and Valve

Page: 405
A320 7180V2500JARB1
TABLE OF CONTENTS
ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . .
ATA 71-00 INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MARK NUMBERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE HAZARD AREAS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7320 FADEC PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FUNCTIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE CONTROL P/BS AND SWITCHES . . . . . . . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . ATA 72 ENGINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-00 ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FRONT BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO 4 BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REAR BEARING COMPARTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE MODULES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 32 INTERMEDIATE CASE . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 31 ( FAN MODULE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INLET CONE REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . ATA 72-31-1 1 FAN BLADE REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN BLADE INSPECTION / REPAIR . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MODULE 40 HP COMPRESSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMBUSTION SECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP TURBINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 TH. STAGE MAKE UP AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . COMMON NOZZLE ASSEMBLY (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006
1
1 2 3 4 6 8 10 10 12 14 18 18 24 24 26 28 30 32 34 36 38 40 42 42 42 44 46 48 50 52 54 56
ATA 7260 ACCESSORY DRIVE GEARBOX . . . . . . . . . . . . . . . . . . . . . . . ANGLE AND MAIN GEARBOX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRIVE SEAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE FLANGES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 72-00 BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPING GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BORESCOOPE INSPECTION OF THE HP COMP. . . . . . . . . . . . . . . . BORESCOPE INSPECTION OF THE HP COMP. CONT. . . . . . . . . . . ATA 71 POWER PLANT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71-20 ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FORWARD ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT ENGINE MOUNT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-10 NACELLE ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . NACELLE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ACCESS DOORS & OPENINGS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN COWLS OPENING / CLOSING . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAN COWL LATCH ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78-32 THRUST REVERSER COWL DOORS . . . . . . . . . . . . . . . . . . . T/R COWLING ( C-DUCT ) OPENING / CLOSING . . . . . . . . . . . . . . THRUST REVERSER HALF LATCHES . . . . . . . . . . . . . . . . . . . . . . . . . LATCH ACCESS PANEL & TAKE UP DEVICE . . . . . . . . . . . . . . . . . . . FRONT LATCH AND OPEN INDICATOR . . . . . . . . . . . . . . . . . . . . . . . . C - DUCT OPENING / CLOSING SYSTEM . . . . . . . . . . . . . . . . . . . . . . C - DUCT HOLD OPEN STRUTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
58 58 60 64 66 66 68 68 70 72 72 74 74 74 76 76 76 78 80 82 82 84 86 88 90 92
ATA 79 OIL 94 7900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94 7900 GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96 79-30 OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 ECAM OIL INDICATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98 OIL QUANTITY INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OIL TEMPERATURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 OIL PRESSURE INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100 Page i
A320 7180V2500JARB1
TABLE OF CONTENTS
LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAV. FILT. DIFF. PRESSURE WARNING . . . . . . . . . . . . . . . . . . . . . . . NO.4 BEARING WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-00 OIL SYSYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . OIL QUANTITY TRANSMITTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL PRESSURE PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR COOLED OIL COOLER (ACOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC OIL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . FUEL COOLED OIL COOLER (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE PUMPS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SCAVENGE OIL COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DE-OILER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO4 BEARING SCAVENGE VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO 4 BEARING PRESSURE TRANSDUCER . . . . . . . . . . . . . . . . . . . . NO4 BEAR. SCAV. VALVE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . NO.4 BEARING SCAVENGE VALVE INDICATING . . . . . . . . . . . . . . . . ENGINE OIL PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OIL SYSTEM PRESSURE SENSING . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW OIL PRESSURE SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAGNETIC CHIP DETECTORS (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . MASTER MAGNETIC CHIP DETECTOR . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL SERVICING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7300 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . 7300 FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . DESCRIPTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7330 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7310 FUEL DISTRIBUTION COMPONENTS . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006 100 100 100 102 102 104 104 106 108 108 110 112 112 114 116 118 118 120 120 122 124 124 126 128 130 132 132 134 134 136 136 138 138 140 FUEL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL FILTER DIFF. PRESS. SWITCH . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMPERATURE THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DISTRIBUTION VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL MANIFOLD AND TUBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL NOZZLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . FUEL METERING UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP & LP FUEL SOV CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOW PRESSURE FUEL SHUT OFF VALVE . . . . . . . . . . . . . . . . . . . . . ATA 73-20 HEA T MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG OIL COOLER TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . ACOC OIL TEMP. THERMOCOUPLE . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC MODULATING AIR VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FUEL DIVERTER & RETURN VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . RETURN TO TANK MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 1 ( NORMAL MODE ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO RETURN TO TANK MODES 3 AND 5 . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HMS MODE 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIR MODULATING VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-70 POWER PLANT DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PYLON DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DRAIN SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST LEVERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BUMP RATING PUSH BUTTON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140 140 140 140 142 144 144 146 146 148 150 152 154 154 154 154 154 154 156 156 156 156 158 158 158 160 162 162 164 166 168 168 168 170
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ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) . . . . . . . . . . . . . . . . . . . THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AIDS ALPHA CALL UP OF TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 77 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7700 ENGINE INDICATING PRESENTATION . . . . . . . . . . . . . . . . . . . ATA 7710 POWER INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EPR SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P4.9 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2 / T2 HEATER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC P2/T2 HEATER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7720 TEMPERATURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EGT PROBES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 7710 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 AND N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 31 INDICATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAX POINTER RESET ( N1, N2 & EGT ) . . . . . . . . . . . . . . . . . . . . . . . ATA 77-10 POWER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCHANGE OF N1 SPEED SENSORS . . . . . . . . . . . . . . . . . . . . . . DEDICATED ALTERNATOR (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VIBRATION INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE VIBRATION MONITORING UNIT (EVMU) . . . . . . . . . . . . . . . COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EVMU OPERATION (CFDS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT / TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT /TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS ACCELEROMETER RECONFIG. . . . . . . . . . . . . . . . . . . . . . . . . 172 174 176 176 178 180 180 182 182 184 184 184 186 188 190 190 192 194 194 196 196 198 198 198 200 202 204 206 208 210 212 214 216 AIRCRAFT INTEGRATED DATA SYSTEM . . . . . . . . . . . . . . . . . . . . . . ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . 7320 FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DATA ENTRY PLUG MODIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . ELECTRONIC ENGINE CONTROL (EEC) . . . . . . . . . . . . . . . . . . . . . . . FADEC POWER SUPPLY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-22 F ADEC SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC LRUS SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P12.5 SENSOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2.5 / T2.5 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC SYSTEM MAINTENANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FAILURES AND REDUNDANCY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE LIMITS PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOTHRUST ACTIVATION / DEACTIVATION . . . . . . . . . . . . . . . . . . EPR SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . RATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . UNRATED N1 SETTING REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . IDLE CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . N1 SPEED TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAULT STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPONENT FAIL SAFE STATES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOSS OF INPUTS FROM AIRCRAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-20 F ADEC TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC PREVIOUS LEGS REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC TROUBLESHOOTING REPORT . . . . . . . . . . . . . . . . . . . . . . . . FADEC FAILURE TYPES DEFINITION . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218 220 220 222 222 224 226 230 230 232 232 234 234 236 238 238 240 242 242 244 244 250 250 250 252 254 256 258 259 260 260 262 262 266
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FADEC GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CLASS 3 FAULT REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 73-25 ENGINE INTERF ACE UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INPUT DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INTERFACES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU INTERFACES CONT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS SYSTEM REPORT/TEST EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . LAST LEG REPORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU INDENTIFICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GROUND SCANNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . EIU CFDS DISCRETE OUTPUTS SIMULATION . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75 ENGINE AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7500 SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TURBINE COOLING CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OPERATING SCHEDULE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT ACTIVE CLEARANCE CONT. SYS. . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . HPT / LPT COOLING MANIFOLDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPRESSOR CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-31 LP COMP .AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . BOOSTER BLEED SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . BSBV ACTUATING MECHANISM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-32 HP COMP . AIR FLOW SYS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . VSV RIGGING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVES FUNKTION . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . FRA US/T-5 Khler Mar 2006 268 268 270 272 272 272 274 275 276 278 278 280 282 284 286 288 290 290 292 292 294 294 296 298 300 300 302 304 304 306 308 310 312 314 BLEED VALVE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HANDLING BLEED VALVE MALFUNCTIONS . . . . . . . . . . . . . . . . . . . . NACELLE VENTILATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 75-41 NACELLE TEMPERA TURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . NACELLE TEMPERATURE GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 74 IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74-00 IGNITION SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION / STARTING OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM CIRCUIT BREAKERS . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION SYSTEM TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITOR TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IGNITION TEST WITHOUT CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTING COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . STARTER AIR CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . START AIR CONTROL VALVE TEST ( FAULT DETECTED ) . . . . . . . CRANKINGDESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . WET CRANKING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTOMATIC START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC AUTO START ABBORT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MANUAL START . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . THRUST REVERSER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER HYDRAULIC SUPPLY . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOYMENT . . . . . . . . . . . . . . . . . 316 318 322 324 324 326 326 326 328 328 330 332 334 336 338 340 340 342 344 346 348 350 352 354 356 356 358 360 360 362 364 366 368 368
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THRUST REVERSER INDEPENDENT LOCKING SYSTEM . . . . . . . REVERSER HYDRAULIC CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . HCU IN FORWARD THRUST POSITION . . . . . . . . . . . . . . . . . . . . . . . . HCU DEPLOY SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . HCU STOW SEQUENCE DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATION SYS. COMP. . . . . . . . . . . . . . . . . . . . . . . . . . FLEXSHAFT INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HYDRAULIC ACTUATORS DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . UPPER NONLOCKING ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOWER LOCKING ACTUATORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . THRUST REVERSER MANUAL DEPLOY / STOW . . . . . . . . . . . . . . . THRUST REVERSER DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CFDS REVERSER TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( FAULT DETECTED ) . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R TEST ( NOT O.K. ) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ATA 71-00 ENGINE CHANGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE REMOVAL / INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . 370 372 374 376 378 380 380 382 382 384 386 388 390 392 394 396 396
........... 398 POWER PLANT PRESERVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 398 ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3020 ENG. AIR INTAKE ICE PROTETION . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SYSTEM CONTROL SCHEMATIC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ENGINE ANTI ICE DUCT AND VALVE . . . . . . . . . . . . . . . . . . . . . . . . . . ANTIICE VALVE DEACTIVATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 400 400 400 402 404 404
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Figure 1 Figure 2 Figure 3 Figure 4 Figure 5 Figure 6 Figure 7 Figure 8 Figure 9 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 V2500 Propulsion Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Unit Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . FADEC Presentation IAE V2500 . . . . . . . . . . . . . . . . . . . . Engine Control P / Bs and Switches . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . . Stage Numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Stations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Bearings & Compartments . . . . . . . . . . . . . . . . . . Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . Engine Modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Case Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LP Compressor ( Fan ) . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone Removal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Removal / Installation . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Repair Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Stage10 to HPT Air Control Valve . . . . . . . . . . . . . . . . . . Common Nozzle Assemply . . . . . . . . . . . . . . . . . . . . . . . . Angle and Main Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . Drive Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Components Location (L/H side) . . . . . . . . . . . . . Engine Components Location (R/H side) . . . . . . . . . . . . Engine Flanges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Handcranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Mar 2006 5 7 9 11 13 15 16 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 47 49 51 53 55 57 59 61 62 63 65 67 69 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Figure 44 Figure 45 Figure 46 Figure 47 Figure 48 Figure 49 Figure 50 Figure 51 Figure 52 Figure 53 Figure 54 Figure 55 Figure 56 Figure 57 Figure 58 Figure 59 Figure 60 Figure 61 Figure 62 Figure 63 Figure 64 Figure 65 Figure 66 Figure 67 Figure 68 Figure 69 Figure 70 HP Compressor Borescope Access . . . . . . . . . . . . . . . . . Mounts and Loads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Mounts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Access Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . C-Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . Latch Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . Front Latch with Open Indicator . . . . . . . . . . . . . . . . . . . . C Duct Opening/Closing . . . . . . . . . . . . . . . . . . . . . . . . . C Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . Oil System Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Basic Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Pump & Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . ACOC Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . Scavenge Filter,Delta P.Sw and Oil Temp. Sensor . . . . De-Oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . No.4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . Oil Pressure Chart . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LOP Switch and Oil Press. Transmitter . . . . . . . . . . . . . . Chip Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Magnetic Chip Detector . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel System Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Pump and Fuel Metering Unit . . . . . . . . . . . . . . . . . 71 73 75 77 79 81 83 85 87 89 91 93 95 97 99 101 103 105 107 109 111 113 115 117 119 121 123 125 127 129 131 133 135 137 139 Page vi
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Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple . 141 Figure 72 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143 Figure 73 Fuel Distribution Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 Figure 74 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . 147 Figure 75 Fuel Metering Unit Schematic . . . . . . . . . . . . . . . . . . . . . . 149 Figure 76 HP and LP Fuel Shutoff Valve ( SOV ) . . . . . . . . . . . . . . 151 Figure 77 LP Fuel ShutOff Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . 153 Figure 78 HMS Main System Components . . . . . . . . . . . . . . . . . . . 155 Figure 79 Return to Tank Modes 1 and 4 . . . . . . . . . . . . . . . . . . . 157 Figure 80 NO Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . 159 Figure 81 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161 Figure 82 Drain System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163 Figure 83 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 165 Figure 84 Drain System Leakage Test & Limits . . . . . . . . . . . . . . . . 167 Figure 85 Engine Thrust Lever Control . . . . . . . . . . . . . . . . . . . . . . . 169 Figure 86 Bump Push Bottons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 171 Figure 87 Mechanical Boxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173 Figure 88 Thrust Control Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175 Figure 89 Thrust Control System Rigging . . . . . . . . . . . . . . . . . . . . . 177 Figure 90 Alpha Callup TRA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 179 Figure 91 Engine ECAM Indications . . . . . . . . . . . . . . . . . . . . . . . . . 181 Figure 92 EPR Indication Upper ECAM Display Unit . . . . . . . . 183 Figure 93 P2 / T2 and P4.9 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . 185 Figure 94 P2/T2 Heater Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . 187 Figure 95 P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 189 Figure 96 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 191 Figure 97 EGT System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 193 Figure 98 N1 and N2 Speed Indication . . . . . . . . . . . . . . . . . . . . . . . 195 Figure 99 Max Pointer Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 197 Figure 100 Fan Speed & Trim Balance Sensor,N1 Terminal Block 199 Figure 101 Engine Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . 201 Figure 102 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 203 Figure 103 EVMU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205 Figure 104 Vibration Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 207 FRA US/T-5 Khler Mar 2006 Figure 71 Figure 105 Figure 106 Figure 107 Figure 108 Figure 109 Figure 110 Figure 111 Figure 112 Figure 113 Figure 114 Figure 115 Figure 116 Figure 117 Figure 118 Figure 119 Figure 120 Figure 121 Figure 122 Figure 123 Figure 124 Figure 125 Figure 126 Figure 127 Figure 128 Figure 129 Figure 130 Figure 131 Figure 132 Figure 133 Figure 134 Figure 135 Figure 136 Figure 137 Figure 138 Figure 139 EVMU CFDS Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report / Test EVMU . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Unbalance Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Accelerometer Reconfiguration . . . . . . . . . . . . . . . . . . . AIDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC/ Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronic Engine Control ( EEC ) . . . . . . . . . . . . . . . . . FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P3/T3 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . P2.5 / T2.5 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . . . FADEC Processing and Fault Logic . . . . . . . . . . . . . . . Thrust Control Architecture . . . . . . . . . . . . . . . . . . . . . . . Auto Thrust Defenition . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Lever Positions . . . . . . . . . . . . . . . . . . . . . . . . . . . Power Setting Requirements Schematic . . . . . . . . . . . . Idle Control Requirements . . . . . . . . . . . . . . . . . . . . . . . . Ground Idle Speed Diagram N2 . . . . . . . . . . . . . . . . . . . FADEC Single Input Signal Failure . . . . . . . . . . . . . . . . Previous Legs Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trouble Shooting Report . . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . Flight Data / Ground Data . . . . . . . . . . . . . . . . . . . . . . . . FADEC Self Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . EIU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Menu . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 209 211 213 215 217 219 221 223 225 227 228 229 231 233 235 237 239 241 243 245 247 249 251 253 255 257 261 263 264 265 267 269 271 273 277 Page vii
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Figure 140 Figure 141 Figure 142 Figure 143 Figure 144 Figure 145 Figure 146 Figure 147 Figure 148 Figure 149 Figure 150 Figure 151 Figure 152 Figure 153 Figure 154 Figure 155 Figure 156 Figure 157 Figure 158 Figure 159 Figure 160 Figure 161 Figure 162 Figure 163 Figure 164 Figure 165 Figure 166 Figure 167 Figure 168 Figure 169 Figure 170 Figure 171 Figure 172 Figure 173 Figure 174 Last Leg Rep./ LRU Indentification . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air Systems Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . Turbine Cooling Control Schematic . . . . . . . . . . . . . . . LPT / HPT Active Clearance Control Valve . . . . . . . . . HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . Compressor Control Schematic . . . . . . . . . . . . . . . . . . . Booster Stage Bleed Valve System . . . . . . . . . . . . . . . . BSBV and Actuating Mechanism . . . . . . . . . . . . . . . . . . VSV System Components . . . . . . . . . . . . . . . . . . . . . . . . VSV Actuator Rig . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . HP Compressor Bleed Valves . . . . . . . . . . . . . . . . . . . . . HBV OPEN/CLOSED Schematic . . . . . . . . . . . . . . . . . . Bleed Control Valve Solenoids . . . . . . . . . . . . . . . . . . . . Bleed Valve Locations . . . . . . . . . . . . . . . . . . . . . . . . . . . HDLG Bleed Valves Malfunction Tables . . . . . . . . . . . . Bleed Valve Functional Test . . . . . . . . . . . . . . . . . . . . . . Bleed Valve Functional Test(cont) . . . . . . . . . . . . . . . . . Nacelle Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle Temperature System . . . . . . . . . . . . . . . . . . . . . Ignition System Components . . . . . . . . . . . . . . . . . . . . . Ignition and Starting System Eng. 1 . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC Ignition Test Cont. . . . . . . . . . . . . . . . . . . . . . . . Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . Starting System Schematic . . . . . . . . . . . . . . . . . . . . . . . Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . Mar 2006 279 281 283 285 287 289 291 293 295 297 299 301 303 305 307 309 311 313 315 317 319 320 321 323 325 327 329 331 333 335 337 339 341 343 345 Figure 175 Figure 176 Figure 177 Figure 178 Figure 179 Figure 180 Figure 181 Figure 182 Figure 183 Figure 184 Figure 185 Figure 186 Figure 187 Figure 188 Figure 189 Figure 190 Figure 191 Figure 192 Figure 193 Figure 194 Figure 195 Figure 196 Figure 197 Figure 198 Figure 199 Figure 200 Figure 201 Figure 202 Figure 203 Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . Starter Valve Test via CFDS . . . . . . . . . . . . . . . . . . . . . . Dry Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . Wet Cranking Procedure . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Start Procedure . . . . . . . . . . . . . . . . . . . . . . . Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser stowed / deployed . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . Reverser System Schematic . . . . . . . . . . . . . . . . . . . . . . Reverser Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . T/R Independent Locking System (**On A/C 116199) Hydraulic Control Unit ( HCU ) . . . . . . . . . . . . . . . . . . . . HCU Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Deploy Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Stow Sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexible Drive Shafts . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . Lower Locking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Manual Operation . . . . . . . . . . . . . . . . . . . . . . T/R Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (NO FAULT) . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (FAULT DETECTED) . . . . . . . . . . . . . FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . Engine Removal / Installation . . . . . . . . . . . . . . . . . . . . . Engine Nacelle A/I Architecture . . . . . . . . . . . . . . . . . . . Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine AntiIce Duct and Valve . . . . . . . . . . . . . . . . . . . 347 349 351 353 355 357 359 361 363 365 367 369 371 373 375 377 379 381 383 385 387 389 391 393 395 397 401 403 405
FRA US/T-5 Khler
Page viii

A320 71-80v2500jarb1

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A320 71-80v2500jarb1

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AIRBUS A 319/320/321 ATA 7180 Engine IAE V2500

ATA 3020 Intake Ice Protection

Lufthansa Technical Training

POWER PLANT INTRODUCTION

ATA 71 POWER PLANT

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION

71-00 ENGINE MARK NUMBERS

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION ENGINE MARK NUMBERS

MARK NUMBER V2500 - A1 V2530 - A5

AIRCRAFT A320 - 200 A321 - 100 A320 - 200 A320 - 200 MD - 90 - 40 MD - 90 - 30 MD - 90 - 10

V2525 - A5 V2527 - A5 V2528 - D5 V2525 - D5 V2522 - D5

Lufthansa Technical Training

POWER PLANT INTRODUCTION

Lufthansa Technical Training

POWER PLANT INTRODUCTION

For Training Purposes Only

V2500 Propulsion Unit

Lufthansa Technical Training

POWER PLANT INTRODUCTION

71-00 ENGINE DESCRIPTION

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Lufthansa Technical Training

POWER PLANT INTRODUCTION

For Training Purposes Only

BUFFER AIR COOLER OUTLET

Propulsion Unit Outline

Lufthansa Technical Training

ENGINE HAZARD AREAS

ATA 71-00 ENGINE HAZARD AREAS

For Training Purposes Only

Lufthansa Technical Training

ENGINE HAZARD AREAS

For Training Purposes Only

INLET SUCTION DANGER AREA

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR GREATER

EXHAUST WAKE DANGER AREA 65 MPH (105 Km/h) OR LESS

Engine Hazard Areas

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

ATA 73 ENGINE FUEL AND CONTROL

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

For Training Purposes Only

FADEC Presentation IAE V2500

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

7320 FADEC FUNCTIONS

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

(EGT) P2/T2 HEATER

IGN B THRUST LEVER ANALOG & DISCRETE SIGNALS IGN A

7th 7th 7th IGNITORS 10th

HDL BLEED VLVs

FUEL PRESS & COMMAND SIGNAL FUEL METERING UNIT (FMU)

For Training Purposes Only

FOR ENGINE TREND MONITORING