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manual may be sold or reproduced in any form
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Lufthansa Technical Training GmbH


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Tel. +49 40 / 5070 24 13
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TABLE OF CONTENTS
ATA 71-80
700 . . . .

MAIN ROTATING ASSEMBLIES . . . . . . . . . . . . . . . . . . . . .


ENGINE MAIN BEARING ARRANGEMENT . . . . . . . . . . .
MODULE BREAKDOWN OF ENGINE . . . . . . . . . . . . . . . .
L.P. COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . .
FAN BLADE, ANNULUS FILLER, SPINNER, FAIRING
AND MAKEUP PIECE INSPECTION/CHECK . . . . . . . .
AIR INTAKE FAIRING/SPINNER AND MAKEUP
PIECE REMOVAL/INSTALLATION . . . . . . . . . . . . . . . . . . .
LP COMPRESSOR (FAN)BLADE REMOVAL /
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I.P. COMPRESSOR MODULE . . . . . . . . . . . . . . . . . . . . . . .
INTERMEDIATE CASE MODULE . . . . . . . . . . . . . . . . . . . .
COMPRESSOR FAIRINGS / A FRAME STRUTS . . . . .
H.P. SYSTEM MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I.P. TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
L.P. TURBINE MODULE . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPRING LOADED L.P. TURBINE BEARING . . . . . . . . . .
H S GEARBOX MODULE . . . . . . . . . . . . . . . . . . . . . . . . . .
L.P. COMPRESSOR CASE MODULE . . . . . . . . . . . . . . . .

ENGINE RR TRENT
1

ATA 71- 80 ENGINE RR TRENT 700 . . . . . . . . . . . .

GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RB 211 FAMILY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..................................................
ENGINE LEFT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE RIGHT HAND VIEW . . . . . . . . . . . . . . . . . . . . . . .

2
2
2
4
6

ENGINE SPECIFIC DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


LEADING PARTICULARS . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE OPERATING LIMITS AND GUIDELINES . . . . .
GENERAL DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . .

8
8
8
10

72-00

ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAJOR UNITS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR INTAKE COWL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
REVERSER COWL ( C-DUCT ) . . . . . . . . . . . . . . . . . . . . .
LEFT AND RIGHT HAND FAN COWL DOORS . . . . . . . .
FAN COWL DOOR OPENING AND CLOSING . . . . . . . .
C - DUCT OPENING AND CLOSING . . . . . . . . . . . . . . . . .
C-DUCT LATCH NO.1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C-DUCT LATCH 3 AND 4 . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE MOUNTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMMON NOZZLE ASSEMBLY ( CNA ) . . . . . . . . . . . . .
ACCESSIBILITY (LEFT SIDE) . . . . . . . . . . . . . . . . . . . . . . .
ACCESSIBILITY (RIGHT SIDE) . . . . . . . . . . . . . . . . . . . . .

12
12
14
16
18
20
22
24
24
26
30
32
34

71-70

ENGINE DRAINS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OPERATION OF DRAINS TANK . . . . . . . . . . . . . . . . . . . . .
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . .

72-00

ENGINE PRESENTATION . . . . . . . . . . . . . . . . . . . . . . . . . . . .

42
44
46
48
50
52
54
56
58
60
62
64
66
68
70
72

72-00

ENGINE BORESCOPING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
BORESCOPE ACCESS PORTS . . . . . . . . . . . . . . . . . . . . .
IP HAND TURNING TOOL . . . . . . . . . . . . . . . . . . . . . . . . . .
IP BORESCOPE PLUGS . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIGV ACTUATOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TURNING THE HIGH PRESSURE (H.P.) SYSTEM . . . .
COMBUSTION LINER BORO PLUGS . . . . . . . . . . . . . . . .
HP-TURBINE BORO PLUGS . . . . . . . . . . . . . . . . . . . . . . . .
HP AND IP TURBINE BORO PLUG . . . . . . . . . . . . . . . . . .
LP TURBINE BORO PLUG . . . . . . . . . . . . . . . . . . . . . . . . .

74
74
76
78
80
82
86
86
88
90

36
36
38
40

77-00

ENGINE INDICATION PRESENTATION . . . . . . . . . . . . . . . .


ENGINE/WARNING DISPLAY . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DISPLAY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PRESSURE AND TEMPERATURE STATIONS . . . . . . . .

92
92
94
96

42

SHAFT SPEED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENT LOCATION . . . . . . . . . . . . . . . . . . . . . . . . . .

98
100

Page: i

TABLE OF CONTENTS
N1 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N2 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
N3 INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

102
102
104

POWER MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EPR INDICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER MEASUREMENT . . . . . . . . . . . . . . . . . . . . . . . . . .
EXHAUST GAS TEMPERATURE . . . . . . . . . . . . . . . . . . . .

106
108
110
112

VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE INTERFACE AND VIBRATION MONITORING
SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIBRATION MONITORING . . . . . . . . . . . . . . . . . . . . . . . . .

118
118

EIVMU .

126
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIVMU CONTINUED . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FAN UNBALANCE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAX FLIGHT VIBRATION DISPLAY . . . . . . . . . . . . . . . . .
FREOUENCY ANALYSIS . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISCRETE INPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DISCRETE OUTPUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE CONDITION MONITORING . . . . . . . . . . . . . . . .

120
122

THROTTLE CONTROL LEVER MECHANISM . . . . . . . . .


BASIC CONTROL LOOPSTEADY STATE . . . . . . . . . . .
THRUST MODES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST SETTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE RATING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CMS EEC INTERACTIVE TESTS . . . . . . . . . . . . . . . . . . . .

ATA 79 OIL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192


79-00

OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . .
FEED OIL, LUBRICATION AND COOLING . . . . . . . . . . .
VENTING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
OIL TANK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SCAVANGE FILTER ASSEMBLY . . . . . . . . . . . . . . . . . . . .
OIL PUMP / SCAVENGE FILTER . . . . . . . . . . . . . . . . . . . .
OIL PUMP / MCD HOUSINGS . . . . . . . . . . . . . . . . . . . . . .
CENTRIFUGAL BREATHER . . . . . . . . . . . . . . . . . . . . . . . .
HEAT MANAGEMENT SYSTEM . . . . . . . . . . . . . . . . . . . . .
FUEL COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . .
AIR OIL HEAT EXCHANGER DEACTIVATION . . . . . . . .
I.D.G. OIL COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
AIR COOLED OIL COOLER . . . . . . . . . . . . . . . . . . . . . . . .
FILLING THE ENGINE OIL SYSTEM . . . . . . . . . . . . . . . . .
M.C.D. REMOVAL, INSPECTION AND REPLACEMENT
PRESSURE OIL FILTER . . . . . . . . . . . . . . . . . . . . . . . . . . .

192
192
194
196
198
200
202
204
206
208
212
214
216
218
220
222
224

79-30

OIL INDICATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . .


GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

226
226

126
128
130
132
134
136
138
140

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 142


73-20

FADEC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEDICATED ALTERNATOR . . . . . . . . . . . . . . . . . . . . . . . .
POWER CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . .
ELECTRONIC ENGINE CONTROL . . . . . . . . . . . . . . . . . .
E.E.C. INTEGRITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEP PROGRAMMING UNIT . . . . . . . . . . . . . . . . . . . . . . . .
OVERSPEED PROTECTION SYSTEM (OPU) . . . . . . . .
TURBINE OVERSPEED PROTECTION SYSTEM . . . . .
P20 / T20 PROBE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
POWER MANAGEMENT . . . . . . . . . . . . . . . . . . . . . . . . . . .

142
144
146
150
154
158
160
164
168
170

172
176
178
180
180
182

ATA 73 ENGINE FUEL AND CONTROL . . . . . . . . 238


73-00

FUEL SYSTEM PRESENTATION . . . . . . . . . . . . . . . . . . . . . .


INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

238
238

Page: ii

TABLE OF CONTENTS
FUEL
FUEL
FUEL
FUEL

COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SPRAY NOZZLES . . . . . . . . . . . . . . . . . . . . . . . . . . .

240
242
246
248

ATA 75 AIR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 258


75-33

IP/HP COMPRESSOR AIRFLOW CONTROL . . . . . . . . . . .


GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIGV / VSV SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
V.I.G.V./V.S.V. OPERATION . . . . . . . . . . . . . . . . . . . . . . . . .
COMPRESSOR BLEED CONTROL SYSTEM . . . . . . . . .
COMPRESSOR BLEED VALVES . . . . . . . . . . . . . . . . . . . .

258
258
260
262
268
270

75-20

TURBINE CASE COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . .


INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TCC ACTUATOR AND VALVE . . . . . . . . . . . . . . . . . . . . . . .
TCC COOLING SOLENOID . . . . . . . . . . . . . . . . . . . . . . . . .
TCC MANIFOLD AND COOLING LINER . . . . . . . . . . . . . .
ENGINE COOLING AND SEALING SYSTEM . . . . . . . . .
BEARING COMPARTMENT COOLING SYSTEM . . . . . .
COMPONENT DESCRIPTION AND LOCATION . . . . . . .
TURBINE OVERHEAT DETECTION SYSTEM . . . . . . . .

280
280
282
282
284
286
288
292
294

75-00

ACCESSORY COOLING . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SYSTEM DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . .
NACELLE TEMPERATURE INDICATION . . . . . . . . . . . . .

296
296
298
300

ARTIFICIAL FEEL UNIT . . . . . . . . . . . . . . . . . . . . . . . . . . . .


THROTTLE CONTROL UNIT . . . . . . . . . . . . . . . . . . . . . . .

310
310

ATA 30 ICE AND RAIN PROTECTION . . . . . . . . . . 312


30-20

ENGINE AIR INTAKE ICE PROTECTION . . . . . . . . . . . . . . .


GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ANTIICING SYSTEM OPERATION . . . . . . . . . . . . . . . . .

312
312
314

ATA 78 EXHAUST . . . . . . . . . . . . . . . . . . . . . . . . . . . 320


78-00

THRUST REVERSER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
INTRODUCTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER INDICATION . . . . . . . . . . . . . . . . . .
SYSTEM OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC CONTROL . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HYDRAULIC OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . .
PRIMARY LOCKS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACTUATORS AND SECONDARY LOCKS . . . . . . . . . . . .
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . .
MAINTENANCE PRACTICES . . . . . . . . . . . . . . . . . . . . . . .
THRUST REVERSER CMS TEST . . . . . . . . . . . . . . . . . . .

320
320
322
324
326
328
332
334
338
340
352

ATA 74 IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . 356


7400

IGNITION SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IGNITER PLUG REMOVAL/INSTALLATION . . . . . . . . . . .

356
360

ATA 76 ENGINE CONTROLS . . . . . . . . . . . . . . . . . 306


76-00

GENERAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
..................................................
HP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . .
LP FUEL SHUTOFF VALVE . . . . . . . . . . . . . . . . . . . . . . . . .

306
306
308
308

ATA 80 STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . 364


80-00

STARTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
STARTING SYSTEM INTRODUCTION . . . . . . . . . . . . . .
AIR STARTER MOTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . .

364
364
368

Page: iii

TABLE OF CONTENTS
START CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . . . . .
ENGINE START CONTROL AND INDICATION . . . . . . . .
START PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

370
376
378

Page: iv

TABLE OF FIGURES
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

The RB 211 Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Engine Left Hand View . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Right Hand View . . . . . . . . . . . . . . . . . . . . . . . . . . .
External Dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propulsion System Outline . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Major Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Nose Cowl . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Cowl Doors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Cowl Door Latches and Rods . . . . . . . . . . . . . . . . . .
C - Duct Latches / Hydraulic Manifold / Open Rods . . .
C - Duct Latches 1, 3 and 4 . . . . . . . . . . . . . . . . . . . . . . .
Front Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rear Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Common Nozzle Assembly . . . . . . . . . . . . . . . . . . . . . . . .
Left Side Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Right Side Accessibility . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains System Simplified . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Drains Tank / Drains Mast . . . . . . . . . . . . . . . . . . . . . . . . .
Main Rotating Assemblies . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Bearing Arrangement . . . . . . . . . . . . . . . . . . . . . .
Trent Modular Breakdown . . . . . . . . . . . . . . . . . . . . . . . . .
LP Compressor Module . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fan Blade, Spinner Fairing, Make-up Piece . . . . . . . . . .
Support Ring, Slider Assembly and Annulus Fillers . . .
Fan Blade Replacement Sequence . . . . . . . . . . . . . . . . .
IP Compressor Module . . . . . . . . . . . . . . . . . . . . . . . . . . .
Intermediate Case Module . . . . . . . . . . . . . . . . . . . . . . . .
Compressor Fairings / A Frame Struts . . . . . . . . . . . . . .
HP System Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Turbine Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
LP Turbine Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Spring Loaded LP Turbine Bearing . . . . . . . . . . . . . . . . .
External Gearbox Module . . . . . . . . . . . . . . . . . . . . . . . . .

3
5
7
9
11
13
15
17
19
21
23
25
27
29
31
33
35
37
39
41
43
45
47
49
51
53
55
57
59
61
63
65
67
69
71

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

LP Compressor Case Module . . . . . . . . . . . . . . . . . . . . . .


Borescope Access Ports . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Hand Turning Tool . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIGV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hand Turning of the HP System . . . . . . . . . . . . . . . . . . . .
HP Borescope Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combustion Liner / HPT Boro Plugs . . . . . . . . . . . . . . . .
HP / IP Turbine Boro Plugs . . . . . . . . . . . . . . . . . . . . . . . .
LP Turbine Boro Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Primary Display . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine System Display . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure and Temperature Stations . . . . . . . . . . . . . . . .
Shaft Speed Components . . . . . . . . . . . . . . . . . . . . . . . . .
Shaft Speed Components . . . . . . . . . . . . . . . . . . . . . . . . .
N1 Indication / N2 Indication . . . . . . . . . . . . . . . . . . . . . . .
N3 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EPR System P20 / P50 Probes . . . . . . . . . . . . . . . . . . . .
EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EPR Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Simplified EGT Diagram / ECAM Indication . . . . . . . . . .
EGT Thermocouples . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EGT Trimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Simplified Vibration Diagram . . . . . . . . . . . . . . . . . . . . . . .
EIVM System Architecture . . . . . . . . . . . . . . . . . . . . . . . .
Vibration Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remote Charge Converter . . . . . . . . . . . . . . . . . . . . . . . .
EIVMU System Tests . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIVMU Specific Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIVMU Fan Unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . .
EIVMU Max Flight Vibration Display . . . . . . . . . . . . . . . .
Frequency Analysis Readout . . . . . . . . . . . . . . . . . . . . . .
Discrete Inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thermocouples ( T30 / T25 ) . . . . . . . . . . . . . . . . . . . . . .

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
141
Page: v

TABLE OF FIGURES
Figure 71
Figure 72
Figure 73
Figure 74
Figure 75
Figure 76
Figure 77
Figure 78
Figure 79
Figure 80
Figure 81
Figure 82
Figure 83
Figure 84
Figure 85
Figure 86
Figure 87
Figure 88
Figure 89
Figure 90
Figure 91
Figure 92
Figure 93
Figure 94
Figure 95
Figure 96
Figure 97
Figure 98
Figure 99
Figure 100
Figure 101
Figure 102
Figure 103
Figure 104
Figure 105

FADEC Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dedicated Alternator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Electrical Power Configuration . . . . . . . . . . . . .
Power Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Electronic Engine Controller . . . . . . . . . . . . . . . . . . . . . . .
EEC Suitcase . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
High Integrity Computer Schematic . . . . . . . . . . . . . . . . .
Data Entry Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DEP Programming Unit and Printouts . . . . . . . . . . . . . . .
Overspeed Protection Logic . . . . . . . . . . . . . . . . . . . . . . .
Overspeed Protection Unit . . . . . . . . . . . . . . . . . . . . . . . .
Overspeed Pretection Simplified Diagram . . . . . . . . . . .
Turbine Overspeed Protection . . . . . . . . . . . . . . . . . . . . .
P20 / T20 Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
FADEC Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Combined TRA Relationship . . . . . . . . . . . . . . . . . . . . . . .
Power Setting - Basic Control Loop . . . . . . . . . . . . . . . . .
Forward Thrust - Throttle Legend . . . . . . . . . . . . . . . . . . .
Flat Rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ground Scanning / Class 3 Faults / Ground Report . . .
EEC System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EEC Probe Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . .
CMS Engine Runningn Test . . . . . . . . . . . . . . . . . . . . . . .
Specific Data Readout . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil System Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge Filter Assembly . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pump and Scavenge Filter . . . . . . . . . . . . . . . . . . . .
Oil Pump / MCD Housings . . . . . . . . . . . . . . . . . . . . . . .
Centrifugal Breather . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heat Management System . . . . . . . . . . . . . . . . . . . . . . .
AOHE Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . .

143
145
147
149
151
153
155
157
159
161
163
165
167
169
171
173
175
177
179
181
183
185
187
189
191
193
195
197
199
201
203
205
207
209
211

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
Figure 140

Fuel Cooled Oil cooler . . . . . . . . . . . . . . . . . . . . . . . . . . .


Air / Oil Heat Exchanger . . . . . . . . . . . . . . . . . . . . . . . . .
Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . .
Air cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Master MCD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Temperature Sensors . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Transmitters . . . . . . . . . . . . . . . . . . . . . . . .
Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . .
Oil Pressure Filter Differential Pressure Switch . . . . . .
Oil Scavenge Filter Differential Pressure Switch . . . . .
Fuel System Schematic . . . . . . . . . . . . . . . . . . . . . . . . . .
FCOC and Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Pump Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Metering Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Spray Nozzle and Manifold . . . . . . . . . . . . . . . . . . .
Fuel Spray Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel Spray Nozzle Removal / Installation . . . . . . . . . . .
Fuel Temperature Thermocouples . . . . . . . . . . . . . . . . .
LP Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
HP Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIGV / VSV Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . .
VIGV / VSV System Schematic . . . . . . . . . . . . . . . . . . .
VIGV / VSV Actuation Schematic . . . . . . . . . . . . . . . . .
VSV Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CMS VSV Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IP and HP Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . .
IP and HP Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve System . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve Solenoid Pack . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve Open . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Bleed Valve Closed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Case Cooling Schematic . . . . . . . . . . . . . . . . . .

213
215
217
219
221
223
225
227
229
231
233
235
237
239
241
243
245
247
249
251
253
255
257
259
261
263
265
267
269
271
273
275
277
279
281
Page: vi

TABLE OF FIGURES
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

TCC Actuator / Valve and Solenoid . . . . . . . . . . . . . . . .


TCC Manifold and Cooling Liner . . . . . . . . . . . . . . . . . .
Cooling and Sealing Airflows . . . . . . . . . . . . . . . . . . . . .
ACAC Open Position . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ACAC Closed Position . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Cooled Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbine Overheat Detection Probes . . . . . . . . . . . . . . .
Fireproof Bulkheads . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Accessory cooling Zones . . . . . . . . . . . . . . . . . . . . . . . . .
Zone 3 Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire Seals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
EEC Unit Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Throttle Control System . . . . . . . . . . . . . . . . . . . . . . . . . .
HP and LP Fuel Shutoff Valve . . . . . . . . . . . . . . . . . . . .
Throttle Control / Artificial Feel Unit . . . . . . . . . . . . . . . .
Anti Icing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti Icing Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Anti Ice Valve Schematic . . . . . . . . . . . . . . . . . . . . . . . .
Anti Ice Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Assembly . . . . . . . . . . . . . . . . . . . . . . .
Thrust Reverser Control Indication . . . . . . . . . . . . . . . .
Thrust Reverser Actuation Diagram . . . . . . . . . . . . . . .
Hydraulic Control Fwd Thrust Position . . . . . . . . . . . . .
Hydraulic Control Commanding Deploy . . . . . . . . . . . .
Hydraulic Control Deploy Position . . . . . . . . . . . . . . . . .
Primary Lock Mechanism . . . . . . . . . . . . . . . . . . . . . . . .
TR Actuator Commanding Extending . . . . . . . . . . . . . .
TR Actuation System Schematic . . . . . . . . . . . . . . . . . .
TR Activation/ DeActivation . . . . . . . . . . . . . . . . . . . . .
TR InFlight Lock Out . . . . . . . . . . . . . . . . . . . . . . . . . . .
Primary, Secondary and Tertiary Locks Release
Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 172 Pivoting Door RVDT . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Figure 173 Pvoting Door Stow Switch . . . . . . . . . . . . . . . . . . . . . . . .
Figure 174 Tertiary Lock/ Power Conditioning Module . . . . . . . . . .

283
285
287
289
291
293
295
297
299
301
303
305
307
309
311
313
315
317
319
321
323
325
327
329
331
333
335
337
339
341

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

Tertiary Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CMS Thrust Reverser Test 1 . . . . . . . . . . . . . . . . . . . . .
CMS Thrust Reverser Test 2 . . . . . . . . . . . . . . . . . . . . .
CMS Thrust Reverser Test 3 . . . . . . . . . . . . . . . . . . . . .
Ignition System Components . . . . . . . . . . . . . . . . . . . . .
Igniter Plug . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Igniter Plug Depth of Immersion Check . . . . . . . . . . . .
CMS Ignition Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting System Overview . . . . . . . . . . . . . . . . . . . . . . . .
Starter Motor and Air Duct . . . . . . . . . . . . . . . . . . . . . . .
Air Starter Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Start Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air Start Valve: Closed Position . . . . . . . . . . . . . . . . . . .
Air Start Valve: Open Position . . . . . . . . . . . . . . . . . . . .
Engine Start Control and Indications . . . . . . . . . . . . . . .
Auto Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Manual Start Procedure . . . . . . . . . . . . . . . . . . . . . . . . . .

351
353
354
355
357
359
361
363
365
367
369
371
373
375
377
379
381

343
345
347
349

Page: vii

A 330
Trent 700

71-00

ATA 71-80

ENGINE RR TRENT 700

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

FRA US-T TH NOV 99

Page: 1

Lufthansa Technical Training

ENGINE
GENERAL

A 330
Trent 700

71-00

ATA 71- 80 ENGINE RR TRENT 700


GENERAL INFORMATION
RB 211 FAMILY
The Engine identification is built up from 6 basic blocks:
S RB 211 - The family designation
S TRENT - Is now used instead of a numerical designation e.g. 524 or 535
S 7
- Series
S 68
- Approximate thrust
S -A
- A letter coding indicating minor performance changes
S -60
- Indicates the aircraft the engine is fitted to

For Training Purposes Only

In the above examples the engine would be written as RB 211 TRENT


768-A-60
THRUST LEVELS
TRENT- 890
TRENT- 884
TRENT- 877
TRENT- 875
TRENT- 775
TRENT- 772
TRENT- 768
RB 211- 524H
RB 211- 524G
RB211- 524D4
RB211- 524C2
RB211- 524B4

FRA US-T TH NOV 99

90,000
84,400
77,000
74,600
75,150
71,100
67,500
60,600
58,000
53,000
51,500
50,000

Page: 2

A 330
Trent 700

71-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

Figure 1
FRA US-T TH NOV 99

The RB 211 Family


Page: 3

A 330
Trent 700

71-00
ENGINE LEFT HAND VIEW
The following diagram shows the left hand side of the engine.

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

FRA US-T TH NOV 99

Page: 4

A 330
Trent 700

71-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

Figure 2
FRA US-T TH NOV 99

Engine Left Hand View


Page: 5

A 330
Trent 700

71-00
ENGINE RIGHT HAND VIEW
The following diagram shows the right hand side of the engine.

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

FRA US-T TH NOV 99

Page: 6

A 330
Trent 700

71-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

Figure 3
FRA US-T TH NOV 99

Engine Right Hand View


Page: 7

Lufthansa Technical Training

ENGINE
GENERAL

71-00
ENGINE SPECIFIC DATA
LEADING PARTICULARS
Take off thrust
S (S.L. Static), Trent 768 67,500 lbs
Trent 772 71,100 lbs
L.P. System
S (N1 Indication) 4 Stage turbine, Single stage Fan
I.P. System
S (N2 Indication), 8 stage axial flow compressor, single
stage turbine
H.P. System
S (N3 Indication), 6 stage axial flow compressor, single
stage turbine
Flat rated Temperature
S ISA +150C
Bypass ratio
S Trent 768 4.9 : 1, Trent 772 4.66 : 1
Overall pressure at take off
S Trent 768 35.9 : 1, Trent 772 37.42 : 1

For Training Purposes Only

A 330
Trent 700

Overall length
S 221 inches / 5613mm
Fan diameter
S 97.4 inch / 2474mm
Powerplant weight
S 14350 lbs / 6500Kg

R.P.Ms
S 100 % N1 - 3900 RPM
S 100 % N2 - 7000 RPM
S 100 % N3 - 10611 RPM

ENGINE OPERATING LIMITS AND GUIDELINES


EGT Limits
S Starting
700_ C
S Take Off
920_ C
S Max Cont.
850_ C
Oil Pressure Limits
S Minimum Oil Pressure
25 PSI
Oil Temperature Limits
S Minimum Temp above Idle
50_ C
S Maximum Temp Steady State 170_C
S Maximum Temp Transient
190_ C
Starter Limits
S Cycle:
3 min...............3 min...............1 min
S Cooldown: ...........30 sec................30 sec
S Extended Cycle: 5 min then 30 min cooldown
Vibration Guidelines
S N1 Advisory
3.3 Units
S N2 Advisory
2.6 Units
S N3 Advisory
4.0 Units

Direction of rotation all shafts


S Anti clockwise viewed from the rear

FRA US-T TH NOV 99

Page: 8

A 330
Trent 700

71-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE
GENERAL

Figure 4
FRA US-T TH NOV 99

External Dimensions
Page: 9

Lufthansa Technical Training


For Training Purposes Only

ENGINE
GENERAL

A 330
Trent 700

71-00
GENERAL DESCRIPTION
MAINTENANCE PRACTICES
The Maintenance practices explained throughout these course notes may not
be a word for word copy of what is described in the maintenance manual, but
rather an understanding of the principles of a particular maintenance task.
It is therefore essential that these course notes are never used when working
on an engine.The official Maintenance Manual must be used at all times.
The maintenance manual will list all warnings and cautions at the beginning
of each task. In the course notes they will be listed at the beginning of each
maintenance section of each chapter. Take time to read these warnings and
cautions so that you become familiar with them.
Also listed at the end of each chapter is a list of precautions under the heading
of ETOPS AWARENESS. ETOPS stands for Extended Range Twin Engine
Operation. In the past the only aircraft with the capability of flying long range
operations were four engined or three engined. With the development of
more powerful turbo fan engines it became possible to operate twin engined
aircraft with equivalent long range capability. For the first time the regulatory
authorities and manufacturers
had to consider the airworthiness and safety implications of twinengined aircraft operating a long way from any enroute airfield.
Typically these routes are over water but there are some over land. The certification rules of all regulatory authorities prevent operations of twinengined
aircraft more than a specific distance (expressed as flying time) from an alternate airfield, enroute. In the early 1980s the design of twin engine aircraft
with long range capability and with reliable engines and systems demanded a
rational evaluation of the technical and operation factors involved.
It was deemed by the major certification authorities that a threshold of 60 minutes flying time at single engine cruise speed from a suitable alternate airfield
was acceptable.

FRA US-T TH NOV 99

PROPULSION SYSTEM OUTLINE


Engine power to operate the Airbus A330 is provided by two propulsion systems located through pylons to the underside of the wings.
Looking forward from the rear of the aircraft they are numbered one and two,
the left hand engine being number one.
The RollsRoyce Trent engine is a 3 shaft high bypass ratio turbo fan engine
with Low Pressure (L.P.), Intermediate Pressure (I.P.) and High Pressure
(H.P.) compressors driven by turbines through the coaxial shafts.
All the air entering the engine through the air intake cowl passes through the
L.P. Compressor (fan) and is then directed into two main flows by the splitter fairing, the cold airflow and the hot gas flow.
The cold airflow passes through the fan outlet guide vanes (O.G.Vs) into
the bypass casing and enters the common nozzle assembly (C.N.A.). The
air passing through the gas generator also enters the C.N.A. Both flows are
exhausted through the CNA to atmosphaere
Exhausting both flows through the C.N.A. results in a low velocity jet efflux producing high propulsive efficiency.
The L.P. system consists of a single stage wide chord hollow fan blade compressor driven by a 4 stage turbine.
The I.P. system consists of an 8 stage axial flow compressor driven by a single
stage turbine.
The H.P. system consists of a 6 stage axial flow compressor driven by a single
stage turbine.
The Combustion system is of annular construction incorporating spray nozzles
through which fuel is supplied from a fuel system in accordance with the setting of the engine throttle and aircraft operating conditions.

Page: 10

A 330
Trent 700

71-00

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ENGINE
GENERAL

Figure 5
FRA US-T TH NOV 99

Propulsion System Outline


Page: 11

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ENGINE
GENERAL

A 330
RR Trent 700

72-00

72-00

ENGINE PRESENTATION

MAJOR UNITS
The propulsion system comprises of the following items:
S
S
S
S
S
S

Air intake cowl


Right and left fan cowl doors
Engine, associated fairings, front and rear mounts
Common nozzle assembly (C.N.A.)
Pylon mounted, left and right hand
Thrust reverser halves (C ducts)

For Training Purposes Only

The left fan side is the so called dry side ( EEC, power control unit...) of the
engine.
The right fan side is the so called wet side ( Oil and Fuel components ) of the
engine.

FRA US-T TH NOV 99

Page: 12

A 330
RR Trent 700

72-00

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GENERAL

Figure 6
FRA US-T TH NOV 99

Engine Major Units


Page: 13

A 330
RR Trent 700

72-00
AIR INTAKE COWL
The air intake cowl provides a smooth airstream into the engine. On the upper
side is an access panel for the P2/T2 probe. There are several Pip Pin positions around the nose cowl for installing the engine cover.
S The intake cowl uses stage 3 HP air for anti icing purposes
S The NACA inlet provides ambient air to enter the fan case for venting
S EEC cooling is also supplied by air taken from the nose cowl

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A 330
RR Trent 700

72-00

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ENGINE
GENERAL

Figure 7
FRA US-T TH NOV 99

Engine Nose Cowl


Page: 15

A 330
RR Trent 700

72-00
REVERSER COWL ( C-DUCT )
DESCRIPTION
The function of the thrust reverser is to supply reverse thrust when the aircraft
has made a landing. Reverse thrust helps decrease the speed of the aircraft
after landing.
This is done by the movement of the pivot doors into the L.P. compressor outlet
duct, which seals off the duct and makes the L.P. compressor airflow go outboard and in a forward direction. The equal and opposite reaction to the air
moving forward creates the reverse thrust.
The thrust reverser is an assembly of primary parts, a left and right Cduct.
The Cducts are connected to the pylon by 5 hinges and are latched together
at the bottom by 7 latches.
When they are closed they make a cover over the core engine and an exit for
the L.P. compressor air.
The pivot doors are operated by hydraulic pressure from the engine driven
hydraulic pump. There are two actuators installed in the Cducts they allow the
Cducts to be opened for access to the engine. The actuators are operated
by hydraulic pressure. A hand operated pump (ground support equipment) is
used to supply pressure.
NOTE: The A330 uses aircraft hydraulic systems to operate the thrust reverser
pivoting doors. Engine No.1 uses the blue hydraulic system, Engine No.2 uses
the yellow hydraulic system of the aircraft.

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Page: 16

A 330
RR Trent 700

72-00

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GENERAL

Figure 8
FRA US-T TH NOV 99

Thrust Reverser Assembly


Page: 17

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
LEFT AND RIGHT HAND FAN COWL DOORS
DESCRIPTION
The fan cowl doors are manufactured from a lightweight composite material.
Each door is attached to the aircraft pylon by four hinges and are closed
around the LP compressor cases.They can be opened during ground maintenance to give access to the components installed on the cases and to enable
the thrust reverser halves (C Ducts) to be opened.
Each fan cowl door has a number of access doors and outlets as follows:
S Left Fan Cowl Door
Starter control valve and thrust reverser ground safety switch access
IDG oil fill, sight glass and reset lever access
IDG oil cooler air outlet

For Training Purposes Only

S Right Fan Cowl Door


Oil fill and sight glass access
Hydraulic filter contamination indicator and master MCD access
Air oil heat exchanger air outlet
Zone 1 airflow outlet
Engine breather outlet mast
Each fan cowl door has four hinges, four latches or latch keepers, one
deflection restraint and two hold open rods.

FRA US-T TH NOV 99

Page: 18

A 330
RR Trent 700

72-00

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GENERAL

Figure 9
FRA US-T TH NOV 99

Fan Cowl Doors


Page: 19

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
FAN COWL DOOR OPENING AND CLOSING
DESCRIPTION
The fan cowl doors are held together by 4 adjustable latches, and 2 deflection
restraints.
It is not permitted to open the fan cowl doors when the wind speed is more
than 60 mph.
The engine operation is also limited to idle power only with opened fan cowl
doors.
There are two deflection restraints which engage in a hole on the nose cowl.
OPENING SEQUENCE
S release the deflection restraints on the leading edge of the fan cowl doors
S release the four fan cowl latches in the sequence 1, 3, 2, 4 numbered from
the front
S get access to the hold open rods and attach them on support brackets on
the fan case

For Training Purposes Only

CLOSING PROCEDURE
S hold the fan cowl doors and disengage the hold open rods to stow them
back on the fan cowl door
S close the fan cowl doors and engage the four latches in the sequence 1, 3,
2, 4
S engage the deflection restraints

FRA US-T TH NOV 99

Page: 20

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ENGINE
GENERAL

A 330
RR Trent 700

72-00

For Training Purposes Only

DEFLECTION RESTRAINTS

Figure 10
FRA US-T TH NOV 99

Fan Cowl Door Latches and Rods


Page: 21

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
C - DUCT OPENING AND CLOSING
DESCRIPTION
The C - duct contains all the reverser pivoting doors and actuators and is
mounted on the pylon by 5 hinges.
The sleeves are hydraulicaly opened by two hydraulic actuators pressurized by
a handpump .
There are 7 reverser latches which are adjustable to keep both c - ducts together.
To keep the c-duct in the open position each c-duct has two hold open rods

S engage the take-up device and pull the c-duct together


S engage the pin latches 3 and 4 and remove the take-up deivice and stow it
back
S engage the hook latches in this sequence numbers 1, 2, 5, 6, 7,
S close the pressure relief door and remove the hand pump
S close the fan cowl doors

For Training Purposes Only

NOTE:
Prior opening and closing a Take - up Device has to be installed to take the
load from the latches.
The latches 1, 2, 5, 6, 7, are hook latches.
The latches 3 and 4 are pin latches and located underneath of a pressure relief
door which is also the access panel.
OPENING PROCEDURE
S open the fan cowl doors
S open the thrust reverser lacth access and overpressure relief door
S operate the take-up device to take the load off the latches
S release the hook latches in this sequence, numbers 7, 6, 5, 2, 1
NOTE: The hook latch 1 is operated by a remote lever
S then insert a speed brace into pin latch 3 and 4. Push up and turn to disengage the pin
S remove the take-up device
S connect the hand pump on the manifold and open the c-duct sleeve until
both hold open rods can be engaged
CLOSING PROCEDURE
S connect the hand pump to the manifold and take the load off the hold open
rods
S disengage the hold open rods and stow them back on the c-duct
S lower down the c-duct

FRA US-T TH NOV 99

Page: 22

A 330
RR Trent 700

72-00

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GENERAL

Figure 11
FRA US-T TH NOV 99

C - Duct Latches / Hydraulic Manifold / Open Rods


Page: 23

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
C-DUCT LATCH NO.1
DESCRIPTION
The c-duct latch No. 1 is operated by a remote handle and trigger.
To open the remote handle the trigger must be released first. The trigger is
spring loaded and must hold the handle in the latched position.
The force of the handle can be adjusted by use of a flat blade screwdriver to
turn the adjusting nut.

C-DUCT LATCH 3 AND 4

For Training Purposes Only

DESCRIPTION
The pin latches 3 and 4 can be operated by use of a 3/8 inch square .
To engage the pin into the keeper the direction is clockwise, to disengage the
pin counterclockwise is the direction of turn.

FRA US-T TH NOV 99

Page: 24

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ENGINE
GENERAL

A 330
RR Trent 700

72-00

LATCHES 3 AND 4

For Training Purposes Only

HOUSING
ASSEMBLY

LATCH 1

Figure 12
FRA US-T TH NOV 99

C - Duct Latches 1, 3 and 4


Page: 25

Lufthansa Technical Training


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ENGINE
GENERAL

A 330
RR Trent 700

72-00
ENGINE MOUNTS
DECRIPTION
The engine is attached to the aircraft pylon with two engine mounts. The front
mount is attached at the top of the intermediate case.The rear mount is attached at the top of the exhaust case.
The mounts support the weight of the engine and transmit loads to the aircraft
structure.
Spherical bearings in each mount permit thermal expansion and some movement between the engine and the aircraft pylon, the two mounts are made to
fail safe.
FRONT MOUNT
The engine front mount transmits engine thrust, side and vertical loads to
the aircraft pylon. The thrust and side loads are transmitted from the intermediate case through a split spherical bearing which is mounted on the intermediate case to the cylindrical trunnion.
These loads are now transmitted through the main attachment bracket to the
aircraft pylon.
The vertical loads are transmitted from the intermediate case through the vertical load links to the vertical load support beam.They are then transmitted
through the front horizontal trunnion to the main attachment bracket to the aircraft pylon.
The main attachment bracket is in two halves to give more than one route for
the thrust and side loads.
If there is a failure of a primary component that affects the vertical loading the
engine would drop and the fail safe catcher link would contact the rear trunnion
(on the main attachment bracket) and support the vertical loads.

FRA US-T TH NOV 99

Page: 26

A 330
RR Trent 700

72-00

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Figure 13
FRA US-T TH NOV 99

Front Mount
Page: 27

A 330
RR Trent 700

72-00
REAR ENGINE MOUNT
The engine rear mount transmits engine torque loads, vertical loads and side
loads to the aircraft pylon.
The torque loads and side loads are transmitted from the lug at the top of the
exhaust to the fail safe link. They are then transmitted through the left hand
inboard fork lugs (when viewed from the rear of the engine) to the intermediate
fitting to the aircraft pylon.
Vertical loads are transmitted through the engine mount links through the intermediate fitting to the aircraft pylon. If a failure of the fail safe link occurs, the
fail safe link pin will transmit torque and side loads. The fail safe pin is in a
clearance hole. Therefore the pin will only transmit loads if a failure occurs. If
there is a failure of the fail safe link where it attaches to the exhaust case, the
torque pads and shoulder pads engage and transmit side and torque loadings.
If there is a failure of an engine mount link the fail safe link will transmit side,
torque and vertical loads, the remaining engine mount link will transmit vertical and torque loads.

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GENERAL

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Page: 28

A 330
RR Trent 700

72-00

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GENERAL

Figure 14
FRA US-T TH NOV 99

Rear Mount
Page: 29

A 330
RR Trent 700

72-00
COMMON NOZZLE ASSEMBLY ( CNA )
DESCRIPTION
The CNA which is bolted to the engine exhaust case mixes the primary and the
secondary airstreams together. There are 4 different CNAs available from the
manufacturer.
Each of the four CNAs has slightly different airstreams through it. Therefore
the engine data plate shows a EPR trim value on it which results from those
manufacturer tolerances.

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Page: 30

A 330
RR Trent 700

72-00

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GENERAL

TRIM
PLATE

Figure 15
FRA US-T TH NOV 99

Common Nozzle Assembly


Page: 31

A 330
RR Trent 700

72-00
ACCESSIBILITY (LEFT SIDE)
DESCRIPTION
Detachable or hinged panels are provided in the propulsion system outer surfaces where necessary to allow for access to the following:
S Thermal antiicing air outlet
S Interphone socket
S Starter control valve and thrust reverser ground safety switch access door
S I.D.G. oil fill sight glass and reset lever access door
S I.D.G. oil cooler air outlet Thrust reverser pivot doors

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GENERAL

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Page: 32

A 330
RR Trent 700

72-00

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GENERAL

Figure 16
FRA US-T TH NOV 99

Left Side Accessibility


Page: 33

A 330
RR Trent 700

72-00
ACCESSIBILITY (RIGHT SIDE)
DESCRIPTION
Detachable or hinged panels are provided in the propulsion system outer surfaces where necessary to allow for access to the following:
S P20/T20 probe access panel
S Engine breather outlet
S Hydraulic filter contamination indicator and master M.C.D. access door
S Oil filter and sight glass access door
S Engine air oil heat exchanger (A.O.H.E.) air outlet
S Zone 1 airflow outlet
S Thrust reverser pivot doors

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GENERAL

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Page: 34

A 330
RR Trent 700

72-00

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GENERAL

Figure 17
FRA US-T TH NOV 99

Right Side Accessibility


Page: 35

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POWER PLANT
ENGINE DRAINS

A 330
RR Trent 700

71-70

71-70

ENGINE DRAINS

INTRODUCTION
The powerplant drains system is provided to fulfil the following functions:
S To collect fuel which has not been burned because of engine shut
down or failure to start.
S To remove and discard fuel and/or oil if a leak occurs across an internal seal
in certain primary components. This also provides the means of monitoring the condition of these seals.
S To remove unwanted liquids which can collect in the pylon, cowls
and fairings.
DESCRIPTION
If component seals are leaking stainless steel tubes convey the fluid to an
overboard drain (drains mast). Most of the tubes connect to specified primary
components as follows:
S Air Oil Heat Exchanger (A.O.H.E.)
S Hydraulic Pumps
S L.P./H.P. Fuel Pump
S Fuel Metering Unit (F.M.U.)
S Starter Motor
S Integrated Drive Generator (I.D.G.)
S (V.I.G.V./V.S.V.) Actuator
S Drains Collector Tank
S Oil Tank Filler Scupper
Other tubes in the drains system remove unwanted fluids from specified areas
of the powerplant and they are:
S The Pylon Primary Structure
S The Core Engine Fairings
S The L.P. Turbine Area
A small sump is installed in many of the components drain tubes. The sump
will hold some of the fluid if leaks occur from the components. This fluid in the
sumps can then be used to identify the defective component.

FRA US-T TH NOV 99

Page: 36

A 330
RR Trent 700

71-70

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ENGINE DRAINS

Figure 18
FRA US-T TH NOV 99

Drains System Simplified


Page: 37

A 330
RR Trent 700

71-70
OPERATION OF DRAINS TANK
DESCRIPTION
When the engine is shut down, or after failure to start fuel is drained from the
fuel manifold.
As fuel flows into the tank air is released through the outlet tube. After a number of failed starts, the tank can become full of drained fuel, this fuel is then
discharged through the outlet tube and to the drains mast.
During normal operation fuel in the drains tank lifts the float valve and moves it
to the open position. During engine starting L.P. fuel flows through the ejector,
this will lower the fuel pressure in the ejector to less than that in the tank and
the nonreturn valve opens, fuel is now removed from the tank to be routed to
the inlet side of the L.P. pump.
When the fuel falls to a certain level the float valve closes this prevents air
being introduced into the L.P. fuel supply.

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ENGINE DRAINS

FRA US-T TH NOV 99

Page: 38

A 330
RR Trent 700

71-70

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ENGINE DRAINS

Figure 19
FRA US-T TH NOV 99

Drains Tank
Page: 39

A 330
RR Trent 700

71-70
COMPONENT LOCATION
DRAINS TANK
The drains tank is attached to the front face of the external gearbox.
DRAINS MAST
The drains mast is located on a bracket and fitted to the front face of the
external gearbox. Provision is made for it to protrude out of the bottom of the
hinge side cowls.

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ENGINE DRAINS

FRA US-T TH NOV 99

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POWER PLANT
ENGINE DRAINS

A 330
RR Trent 700

71-70

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DRAINS TANK

DRAINS MAST

Figure 20
FRA US-T TH NOV 99

Drains Tank / Drains Mast


Page: 41

A 330
RR Trent 700

72-00

72-00

ENGINE PRESENTATION

MAIN ROTATING ASSEMBLIES


The three rotating assemblies comprise:
S Low Pressure (L.P.) compressor (Fan) connected by a shaft to a four
stage turbine.
S Intermediate pressure (I .P.) compressor connected by a shaft to a single
stage turbine.
S High Pressure (H.P.) compressor connected by a shaft to a single stage
turbine.
S Each shaft is supported by roller bearings and ball (location) bearings.
S The external gearbox is driven from the H.P. shaft through an internal gearbox and an intermediate (stepaside) gearbox.

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Page: 42

A 330
RR Trent 700

72-00

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GENERAL

Figure 21
FRA US-T TH NOV 99

Main Rotating Assemblies


Page: 43

A 330
RR Trent 700

72-00
ENGINE MAIN BEARING ARRANGEMENT
DESCRIPTION
The LP and IP rotor assemblies are each supported by three bearings. The HP
rotor is supported by two.
Two types of bearings are used in this engine:
deep seated ball bearings for shaft location
roller bearings providing shaft radial support whilst allowing axial thermal
movement
The location bearings for all three spools are positioned in the intercase (module 33 ) All 3 bearings are ball bearings which are used for thrust transmission.
They are located in line with the front engine mount.
The roller bearings are in the respective bearing housings i.e., the LP compressor and IP compressor shaft roller bearings are in the module 32 front
bearing housing, the HP turbine and IP turbine roller bearings are in the
module 05 bearings housing and the LP turbine roller bearing is in the module
51 tail bearing housing.

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Page: 44

A 330
RR Trent 700

72-00

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GENERAL

Figure 22
FRA US-T TH NOV 99

Engine Bearing Arrangement


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ENGINE
GENERAL

A 330
RR Trent 700

72-00
MODULE BREAKDOWN OF ENGINE
DESCRIPTION
The engine modules are corresponding to ATA chapters.
S Module 31
LP Fan Shaft and Rotor
S Module 32
IP Compressor
S Module 33
Intermediate Case
S Module 34
LP Compressor Case
S Module 41
HP system
S Module 51
IP Turbine
S Module 52
LP Turbine
S Module 61
External Gearbox

For Training Purposes Only

NOTE:
For Splitship transportation the module 32 front part has to detached from the
LP compressor case.

FRA US-T TH NOV 99

Page: 46

A 330
RR Trent 700

72-00

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GENERAL

Figure 23
FRA US-T TH NOV 99

Trent Modular Breakdown


Page: 47

A 330
RR Trent 700

72-00
L.P. COMPRESSOR MODULE
DESCRIPTION
The L.P. compressor is a one stage rotor with 26 wide chord fan blades which
engage in axial dovetail slots. Each blade is held in the disc with two shear
keys, radial movement is prevented by a slider assembly.
Installed between adjacent blades and held by the front support ring are annulus fillers to give smooth contour to prevent air turbulence.
The L.P. shaft is attached to the disc with a curvic coupling. Behind the curvic
coupling is a roller bearing and to the rear of the bearing is a machined phonic
wheel.
This is used with an electrical pickup to measure L.P. compressor speed.
Bolted to the front of the disc is a spinner which gives a smooth contour to the
air entering the L.P. compressor.
At the rear end of the L.P. compressor shaft there are internal splines which
engage the L.P. turbine shaft.
A coupling, a splined locking ring and a nut that can be adjusted for setting the
turbine blades, in relation to the turbine static assembly, connect the two
shafts together.
The rear of the L.P. compressor shaft is held in location by a ball bearing which
maintains it in the correct axial position.

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Page: 48

A 330
RR Trent 700

72-00

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GENERAL

Figure 24
FRA US-T TH NOV 99

LP Compressor Module
Page: 49

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
FAN BLADE, ANNULUS FILLER, SPINNER, FAIRING AND MAKEUP PIECE INSPECTION/CHECK
DESCRIPTION
S Examine blades for cracks, if cracks are found reject blade.
S Examine blade tips for blueing or heat discolouration, if found the maintenance manual explains the accept/reject standard.

S Examine the make up piece inner and outer surface for scores, the Maintenance Manual explains the accept/reject standard.
S If there are shank nuts with damaged threads reject.

S Examine blade surface for arc burns, if found reject blade.


S Examine blade for nicks and bends, if either are found the Maintenance
Manual explains the accept/reject standard. In some cases there are fly on
limits for a maximum of 125 hours or 25 flight cycles. The Maintenance
Manual splits the blade up into zones and in some cases it depends
which zone a nick or bend is in as to whether to accept or reject. In
the diagram below is a typical example.
S Examine the annulus filler, if cracks, bends or distortion are found reject
filler. If nicks, scores, dents, loss of surface protection are found the Maintenance Manual explains the accept/reject standard. If the airseals are
damaged or missing reject filler.
S Examine spinner rubber tip, if it is not there or there is not a good bond between tip and spinner reject spinner.

For Training Purposes Only

S If the filler is not all there but there is a good bond between tip and spinner
accept it.
S Examine the spinner for grooves, scores, cracks and delamination, see
Maintenance Manual for accept/reject standard.
S Examine fairing for cracks and bulges, if found reject fairing.
S If fairing P seal is damaged, loose, or not there reject fairing. Fly on
limits maximum of 125 hours or 25 flight cycles.

FRA US-T TH NOV 99

Page: 50

A 330
RR Trent 700

72-00

SHEAR KEYS

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GENERAL

Figure 25
FRA US-T TH NOV 99

Fan Blade, Spinner Fairing, Make-up Piece


Page: 51

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
AIR INTAKE FAIRING/SPINNER AND MAKEUP PIECE REMOVAL/INSTALLATION
DESCRIPTION
WARNING
Make sure CNA rear cover FK22421 is installed. Movement of air through
the engine can cause the LP compressor to turn very quickly and cause injury.
S Get access to air intake cowl.
S Install work mats in air intake.
Removal Procedure
S Mark a line from the annulus filler surface across the makeup piece, fairing and spinner using the OMat 262 marker.
S Remove fairing retaining bolts.
S Using extractor HU 29255 and adapter HU 35451 remove the fairing.
S Remove the spinner.
S Hold makeup piece and remove bolts.
NOTE : The makeup piece weighs 17 lbs (8 kgs).

For Training Purposes Only

Installation Procedure
S Position makeup piece on the support ring. Make sure it is correctly
aligned with the line on the annulus filler and fit bolts.
S Torque load the bolts to 285 lbf/in (3,22 mdaN).

FRA US-T TH NOV 99

Page: 52

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ENGINE
GENERAL

A 330
RR Trent 700

72-00

For Training Purposes Only

SUPPORT RING
ALIGNMENT PIN

Figure 26
FRA US-T TH NOV 99

Support Ring, Slider Assembly and Annulus Fillers


Page: 53

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ENGINE
GENERAL

A 330
RR Trent 700

72-00
LP COMPRESSOR (FAN)BLADE REMOVAL / INSTALLATION
NOTE: When handling the LP compressor blades use suitable gloves to
avoid injury from the edges of the blade.
Removal Procedure
S Remove air intake fairing/spinner and makeup piece.
S Hold support ring and remove bolts. Usea applicable bolts and install them
in the extractor bushes.Tighten bolts in increments until support ring is released
S Using the OMat 262 marker, mark the blade and the annulus fillers
either side of the blade to be removed. Correlate each annulus filler to
the disc for refit purpose
Pull annulus filler forward to disengage it from the disc and then turn the
annulus filler in the direction of its curve to clear the blade and remove it.
Make sure the blade to be removed is at the bottom
S Use extractor HU 29255 and adapter HU 37954 to remove the slider assembly.
S Hold the blade and lift it radially until the two shear keys disengage from
their safety slots: then pull the blade forward approximately lin (25mm)
and lower the blade back to the bottom of disc groove.

For Training Purposes Only

S Pull the blade slowly forward until the rear shear key engages in the front
safety slot.
S Hold the blade and lift it radially until the rear shear key disengages from
the front safety slot: then pull the blade forward approximately lin (25mm)
and lower the blade back to the bottom of the disc groove.
S Pull the blade forward and remove it.
S Make a note of the moment weight of the removed blade.

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Figure 27
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Fan Blade Replacement Sequence


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I.P. COMPRESSOR MODULE
DESCRIPTION
The I.P. compressor module is an eight stage axial assembly consisting four
main sections:
S Front bearing housing
S Variable stator vane case
S The I.P. compressor case
S The I.P. compressor rotor
FRONT BEARING HOUSING
The front bearing housing, most of which is made of titanium, includes a hub,
which locates the L.P. and I.P. compressor bearings and an oil sump, also
the L.P. and I.P. shaft speed probes. Connected to the hub are 58 titanium
engine section stator vanes. The vanes are welded together as one unit and
there are lugs on the outer ring. These lugs align with the titanium outlet guide
vanes at the torsion ring to make the FBH/OGV joint.
The mating parts of this joint are aligned with dowels and are connected with
bolts that pass through the dowels. This FBH/OGV joint holds the L.P. compressor case to the core engine. Two electrical cables pass internally
through two of the E.S.S. vanes to transmit signals from the shaft speed
probes. Six more vanes contain tubes to supply oil to and from the roller
bearings. Behind the E.S.S. vanes are 58 variable inlet guide vanes.

For Training Purposes Only

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I.P. COMPRESSOR ROTOR


The I.P. compressor rotor is an assembly of eight rotor discs made of titanium
and welded together to form a drum, in between the discs there are spacers
which have interstage seal fins. The discs at stages 1 to 6 have axial dovetail
slots into which the rotor blades are installed. Retaining plates and lock
plates keep the blades in position. At stages 7 and 8 the blades are installed
in circumferential dovetail slots. These blades are locked in position with nut
and screw lock assemblies.
The I.P. front stubshaft is attached to the stage 1 disc with bolts, the forward
end of the stubshaft has a phonic wheel.
The rear stubshaft is attached to the stage 6 disc with a curvic coupling.Splines in the stubshaft engage with splines on the I.P. turbine shaft.

VARIABLE STATOR VANE CASE


The I.P. compressor case can be divided into two cylindrical parts. The front
part which is made of titanium contains the first two stages of the compressor. This is the V.S.V. case which can be divided into two semicircular half
cases.
Stage 1 and 2 stator vanes, which are variable, are installed in these half
casings and are connected to the V.I.G.V. mechanism.
I.P. COMPRESSOR CASE
The I.P. compressor case is flanged and bolted to the rear of the V.S.V. case
and is made of steel and contains stages 3 to 8 of the compressor. It also
can be divided into two semicircular half cases. The stage 8 stator vanes,
also known as the I.P. compressor outlet guide vanes are contained in a case
which is flanged and bolted to the rear of the I.P. compressor case.
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Figure 28
FRA US-T TH NOV 99

IP Compressor Module
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INTERMEDIATE CASE MODULE
DESCRIPTION
The intermediate case is made from two titanium cylindrical casings which
are welded together. In the rear case there are ten vanes which support the
internal gearbox housing. These aerofoil shaped vanes are hollow and some
contain tubes which supply oil to and from the internal gearbox.
Other vanes will supply I.P. compressor air for cooling and sealing bearingchambers. The internal gearbox contains the three location bearings for the
three compressor shafts and provides the drive for the H.S. external gearbox
drive housing.
The front part of the casing has a strengthened top section to include the
front engine mount. Above and below the centre line are the positions for
the installation of the A frame struts. These struts connect to the inside of
the L.P. case.
The front part of the intermediate case is installed around the rear part of the
I.P. compressor case. The flange connecting to a flange at the rear of the
V.S.V. case.

For Training Purposes Only

The rear part of the intermediate case is installed around the H.P. compressor
case. The flange connecting to a flange of the combustion chamber outer case.

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A-FRAME
ATTACHMENT

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Figure 29
FRA US-T TH NOV 99

Intermediate Case Module


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COMPRESSOR FAIRINGS / A FRAME STRUTS
COMPRESSOR FAIRINGS
To ensure a smooth airflow over the parts of the gas generator not covered by
the inner fixed structure ( C-ducts ), 6 removable fairings are fitted around the
front part o fthe IP compressor case.
Each fairing is made of carbon fibre with a honeycomb core. the inner surface
has a fireproof protection.
At the front edge bolts attach the fairings to the LP compressor OGV torsion
ring with floating anchor nuts.
The rear edge is attached to mounting brackets on the rear support diaphragm
with bolts and floating anchor nuts.

For Training Purposes Only

A FRAME STRUTS
The A Frames make a connection between the intermediate case module and
the LP case inner side. There are two attachment positions on each side of the
intermediate case module just above and below the centre line. On the inner
side of the LP case there is one attachment position on each side ( 03:00 and
09:00 position ).
The struts are made of titanium and strengthen the connection between the LP
case and the intermediate case compressor.

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Figure 30
FRA US-T TH NOV 99

Compressor Fairings / A Frame Struts


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H.P. SYSTEM MODULE
DESCRIPTION
The system comprises:
S H.P. compressor
S Combustion chamber and outer case
S H.P. turbine

a stubshaft. On the front face of the disc there are two sets of seal fins
which control the flow of cooling air. The disc has fir tree roots into which fit
92 turbine blades.

For Training Purposes Only

H.P. COMPRESSOR
The H.P. compressor rotor is a six stage assembly of titanium discs welded
together to form one drum. The first stage blades are installed in axial dovetail
slots and are locked with retaining plates and lock plates. Stages 2 to 6 are
installed in circumferential dovetail slots and locked with nuts and screws.
The rotor blades 1 to 3 are made of titanium and the others of a heat resistant alloy. Welded to the rear of the stage 6 disc is a titanium cone which tapers
rearwards. At the rear of this cone is a mini disc to which the H.P. turbine is
connected.
The H.P. compressor case is an assembly of six flanged, cylindrical casings,
bolted together. The flanged joints are also the location for the rotor path
abradable linings. There are slots in this assembly for the installation of the stator vanes.The stage 6 stator vanes are also the H.P. compressor outlet guide
vanes (O.G.Vs).These are installed at the entrance of the combustion chamber inner case.

COMBUSTION CHAMBER AND OUTER CASE


The outer case is flanged and bolted to the rear of the intermediate case and to
the front of the I.P. turbine module. There are 24 openings through which
the fuel spray nozzles are installed. There are also two igniter plugs
installed through bosses in the combustion outer case. The combustion
chamber is fully annular and consists of a liner which is located inside the
combustion chamber inner case. At the front of the inner case are the H.P.
compressor O.G.Vs and at its rear are 40 H.P. turbine nozzle guide vanes
(N.G.Vs).
H.P. TURBINE
The H.P. turbine is a single stage disc connected to a mini disc to the rear of
the H.P. compressor drum. On the rear of the disc is a flange which attaches to
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Figure 31
FRA US-T TH NOV 99

HP System Module
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I.P. TURBINE MODULE
DESCRIPTION
The I.P. turbine is a single stage disc which has a flange on its rear face.
Attached to this with bolts are the flanges of two shafts which go forward
through the centre of the disc.
One of these is a stubshaft which is supported by the inner race of a roller
bearing to hold the I.P. turbine in position. The other shaft passes through the
stubshaft and the H.P. system and connects to the I.P. compressor shaft
with splines.
The disc has fir tree roots into which fit 126 turbine blades. In front of the I.P.
turbine blades are 26 hollow N.G.Vs. In 13 of these N.G.Vs is a strut which is
attached to the turbine case by a bolt. The inner end of each strut is connected
to the structure which holds the H.P./I.P. bearing support assembly.
Through some of the other N.G.Vs are tubes to supply oil to and from the
bearings and I.P. 8 cooling air to cool the housing. The I.P. turbine case is
flanged and bolted between the combustion chamber outer case at the front,
and the L.P. turbine case at the rear.
Adjacent to the rear flange is a turbine case cooling (T.C.C.) air manifold and
location bosses for eleven thermocouples. To the rear of the turbine blades are
the L.P. 1 N.G.Vs.

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11 EGT THERMOCOUPLES

Figure 32
FRA US-T TH NOV 99

IP Turbine Case
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L.P. TURBINE MODULE
DESCRIPTION
The L.P. turbine has four discs which are bolted together to form a drum. The
discs have fir tree roots into which fit the turbine blades.
In front of each stage of turbine blades there is a stage of N.G.Vs. The firststage of N.G.Vs, which are hollow, are installed as 3 vane sets in the outlet
from the I.P. turbine case. One vane in each set of eleven sets contains a
thermocouple and another set includes an overheat detector. Stages 2, 3
and 4 N.G.Vs which are solid are installed in the L.P. turbine case. At the inner ends of the N.G.Vs are honeycomb liners which touch the fins of the interstage seals between the rotor discs.
The stage 3 turbine disc has a flange on the front which is attached to the turbine shaft with a curvic coupling. This shaft goes forward through the centre
of the I.P. shaft and connects with the L.P. compressor shaft with
splines. Also connected to the rear of the stage 3 disc flange is a stubshaft.
This is connected to the inner race of the L.P. roller bearing to hold the
L.P. turbine in position at the rear.

For Training Purposes Only

The L.P. turbine case is a one piece cylinder flanged and bolted between
the I.P. turbine case at the front, and the tail bearing housing at the rear.
Around the case is a cooling duct through which cooling air flows. On the inner
surface between the N.G.V. locations there are seal segments which
touch the turbine blade shrouds.
The tail bearing housing support structure includes a hub which is held concentric in an outer case by twelve radial hollow vanes. Some of the vanes contain tubes which supply oil to and from the bearing housing. There is also a
supply of I.P. 8 air to cool and seal the bearings.
Five of the vanes have pressure inlets in the leading edge to measure L.P. turbine outlet pressure ( P50 ). These pressure values are used as part of the engine pressure ratio ( EPR ) system. The front flange of the case is attached
with bolts to the rear flange of the L.P., turbine case, and at the rear flange to
the common nozzle assembly (C.N.A.). Around the case are two flanges to
increase the strength. Attached to these flanges, at the top, is the rear mount.

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Figure 33
FRA US-T TH NOV 99

LP Turbine Module
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SPRING LOADED L.P. TURBINE BEARING
DESCRIPTION
It is possible when the engine is running within a certain power range that the
L.P. location bearing may suffer damage from skidding due to load cross
over. Load cross over is when the L.P. location bearing is not axially
loaded, either forwards or rearwards. It is known that ball bearing skidding can
be eliminated if the bearing is always loaded axially.

For Training Purposes Only

On the Trent 700 engine the L.P. turbine rear stubshaft has, in addition to a
roller bearing, a spring loaded ball bearing. The bearing is part of a spring
pack assembly housed within the tail bearing housing.This spring pack
loads the L.P. shaft in a rearwards direction, eliminating cross over under all
conditions.

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Figure 34
FRA US-T TH NOV 99

Spring Loaded LP Turbine Bearing


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H S GEARBOX MODULE
DESCRIPTION
The High Speed (H.S.) external gearbox is a one piece aluminium gearcase
and is mounted on the lower part of the L.P. compressor case. The H.S.
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 air starter motor to the engine.
The gearbox also provides a means of hand turning H.P. rotor system for maintenance purposes.
COMPONENTS MOUNTED ON THE FRONT FACE
S Air Starter Motor
S No2 Hydraulic Pump
S Centrifugal Breather
S Dedicated Alternator

For Training Purposes Only

COMPONENTS MOUNTED ON THE REAR FACE


S Nol Hydraulic Pump
S Integrated Drive Generator (I.D.G.)
S Oil Pumps
S L.P./H.P. Fuel Pumps

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Figure 35
FRA US-T TH NOV 99

External Gearbox Module


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L.P. COMPRESSOR CASE MODULE
DESCRIPTION
The L.P. compressor case is made up of two aluminium cases flanged and
bolted together. The front case contains the L.P. compressor and the rear case
includes the Outlet Guide Vanes (O.G.V.). The outside construction of the front
case is made up of 72 axial ribs equally spaced between the front and rear
flange, between these ribs are diagonal ribs that form a triangle, this type
of construction is known as isogrid.
Kevlar material which has great strength is wrapped around the front casing.
This is to contain any failed blade released from the disc. Opposite the
blade track there is an attrition lining and at each side of this there are
acoustic linings.
The rear case includes an O.G.V. outer ring to which are attached, with bolts,
58 hollow titanium O.G.Vs. The inner ends of the vanes are attached to a torsion ring.
The titanium blades and the two outer titanium supports (A frames) connect the case to the core engine.

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Figure 36
FRA US-T TH NOV 99

LP Compressor Case Module


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ENGINE BORESCOPING

BORESCOPE ACCESS PORTS


DESCRIPTION
IP COMPRESSOR
S There are 4 IP compressor access ports
HP COMPRESSOR
S There are 5 HP compressor access ports
COMBUSTION LINER
S There are 8 combustion liner borescope ports behind the fuel nozzles
HP TURBINE
S There is 1 borescope access port for the HP turbine
LP TURBINE
S There are 4 LP turbine access ports, one can also be used for HP turbine

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Figure 37
FRA US-T TH NOV 99

Borescope Access Ports


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IP HAND TURNING TOOL
TURNING THE INTERMEDIATE PRESSURE (IP) SYSTEM
The IP system is turned using tool (HU38122).
Note:The same warnings and cautions apply as for turning the LP system
Before the IP system turning tool can be used, it is necessary to open the
VIGVs as follows:
S Open the fan cowl doors
S Open thrust reverser C ducts
S Drain the HP fuel system into a clean container
S Get access to the VIGV actuators by removing the gas generator fairings
S Attach the correct spanner to the spanner flats on the VIGV bellcrank
and pull the actuator rams to the retracted position (VIGVs open)
S Remove spanner and replace gas generator fairings
NOTE : More fuel may drain as the actuator rams are retracted
Turning the IP system is as follows:
S Before installing the turning tool turn the clamp using the lever through 180
and lock the thumb nut
S Put the turning tool (HU38122) through the LP compressor blades, inlet
guide vanes and variable inlet guide vanes at approximately top dead centre
S Position the turning tool on the forward edge of the inlet guide vanes
(see diagram)
S Loosen thumb nut and turn the clamp back through 180_
S Ensure clamp is engaged on the trailing edge of the inlet guide vane and
tighten thumb nut
S Turn hand knob clockwise to turn the IP system
S On completion loosen thumb nut and turn clamp through 180 to disengage
clamp from trailing edge of inlet guide vane and remove turning tool
S Carry out fuel leak test lAW the MM

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Figure 38
FRA US-T TH NOV 99

IP Hand Turning Tool


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IP BORESCOPE PLUGS
There are 4 borescope plugs for the IP compressor these are:
S IP1S
S IP3S
S IP5S
S IP7S

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Figure 39
FRA US-T TH NOV 99

IP Borescope Plugs
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VIGV ACTUATOR
The VIGV actuator on the left hand side needs to be opened for IP borescoping.
The bellcrank has a opening lug to connect an opening tool. The movement of
the actuator opens the VIGVs and the VSVs .

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For Training Purposes Only

PULL HERE
TO OPEN

Figure 40
FRA US-T TH NOV 99

VIGV Actuator
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TURNING THE HIGH PRESSURE (H.P.) SYSTEM
As can be seen from the diagram below, hand turning the H.P. system is done
using a special tool installed through the breather housing. This position
can be used to turn the H.P. system clockwise or counterclockwise.
The procedure is as follows:
S Open the fan cowl doors.
S Remove the two bolts and remove breather cover.
S Remove and discard seal.
S Carefully install H.P. system turning tool E2J52189.
S Using breather cover bolts and washers secure turning tool to breather
housing.
S NOTE: The maximum torque to be applied to the tool is 70 lbf/ft
(9,49mdaN).
S When hand turning is completed remove the two bolts and washers and
carefully remove tool.
S Install new sealing ring to breather cover and fit breather cover to
breather housing.
S Torque load the bolts to 100 lbf/in (1,15m,daN).

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Figure 41
FRA US-T TH NOV 99

Hand Turning of the HP System


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HP BORESCOPING CONTINUED
The following grafic shows the borescope plugs used on the HP compressor.

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Figure 42
FRA US-T TH NOV 99

HP Borescope Plugs
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COMBUSTION LINER BORO PLUGS
There are 8 borescope plugs for the combustion liner and the Nozzle guide
vanes. They are located just behind the fuel nozzles.
NOTE: 3 of the 8 plugs are using the T30 thermocouples for their installation

HP-TURBINE BORO PLUGS

For Training Purposes Only

There is only one borescope plug for the high pressure turbine. The location is
about 05:00 position.

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Figure 43
FRA US-T TH NOV 99

Combustion Liner / HPT Boro Plugs


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HP AND IP TURBINE BORO PLUG
There is only one HP / IP turbine borescope plug which has a cover plate on it.
The location is about 02:00 position on the HP/IP turbine case.

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Figure 44
FRA US-T TH NOV 99

HP / IP Turbine Boro Plugs


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LP TURBINE BORO PLUG
There are 3 LP turbine borescope plugs in order to check the LP turbine. The
location is about 05:00 position.

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Figure 45
FRA US-T TH NOV 99

LP Turbine Boro Plugs


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ENGINE INDICATION PRESENTATION

ENGINE/WARNING DISPLAY
There are six identical full colour D.Us located in the flight deck as shown below.
Engine parameters are displayed on the two ECAM (Electronic Centralised
AircraftMonitoring) display units.
The engine and warning display is normally on the upper ECAM display unit
which isdivided into an upper and lower area.
The upper area displays the following primary engine parameters:
S Engine Pressure Ratio (E.P.R.)
S Exhaust Gas Temperature (E.G.T.)
S N1 Speed
S N3 Speed
S Fuel Flow Per Engine
S Condition of Ignition System
S Warning (Cautions and Memo Messages)

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Figure 46
FRA US-T TH NOV 99

Engine Primary Display


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SYSTEM DISPLAY
The following secondary engine parameters are displayed on the lower ECAM
display unit:
S N2 Speed
S Fuel Used Per Engine
S Oil Pressure, Temperature and Quantity
S Vibration Level N1, N2, N3
S Nacelle Temperature
S Starting Information
The lower D.U. also provides system pages, (aircraft and engine system
synoptic diagrams and data) text pages (aircraft status and maintenance messages).
The engine system parameters will be displayed when the engine system page
is called up either automatically or manually.

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Figure 47
FRA US-T TH NOV 99

Engine System Display


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PRESSURE AND TEMPERATURE STATIONS
The diagram shows the internal system of numbering of pressures and temperatures throughout the engine.
Station numbers are assigned to identify specific positions along the aerodynamic flowpath of an engine.
A station is a position at the engine, where thermodynamically changes
(Pressure, temperature or airspeed) starts or ends.

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Figure 48
FRA US-T TH NOV 99

Pressure and Temperature Stations


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SHAFT SPEED
INTRODUCTION
There are three primary compressor shafts in the engine. These are the Low
Pressure (L.P.) compressor shaft, the Intermediate Pressure (I.P.) compressor
shaft and the High Pressure (H.P.) compressor shaft. The speeds at which
the shafts turn are measured independently and shown as a percentage
equivalent (N1 and N3 rotor speeds) on the upper ECAM display unit, (N2 rotor
speed) on the lower ECAM display unit.

For Training Purposes Only

DESCRIPTION
The system uses speed probes together with phonic wheels to measure N1
and N2 shaft speeds. The dedicated alternator supplies the speed of the H.P.
shaft N3.
The outputs from the L.P. and I.P. speed probes are sent to the Overspeed
Protection Unit (O.P.U.). The O.P.U. uses two of these signals from each shaft
and transmits them to the E.E.C. The dedicated alternator supplies the speed
of the H.P. shaft to the E.E.C. via the Power Control Unit (PCU).

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Figure 49
FRA US-T TH NOV 99

Shaft Speed Components


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COMPONENT LOCATION
The following components are fitted in the system:
S The L.P. shaft phonic wheel
S The I.P. shaft phonic wheel
S Three L.P. speed probes
S Three I.P. speed probes
S The dedicated alternator
The L.P. shaft phonic wheel is at the rear of the L.P. compressor from the
rollerbearing innerrace assembly.
The I.P. shaft phonic wheel is on the I.P. compressor front stub shaft. The two
phonic wheels each have 60 teeth. There are three speed probes for each
phonic wheel.
Each speed probe has a magnet and a coil which when operational produces a
magnetic field.
During operation of the engine the shaft and hence the phonic wheels turn. As
the teeth of the phonic wheels pass through the magnetic field of the speed
probe, it causes an electrical pulse in that probe.
The frequency of the pulses is in proportion to the speed of the shaft. The
speed probes and the trim balance probe are attached to the support block inside the front bearing housing. Conduits carry wires from the probe assemblies
through the front bearing support case and through the fixed I.P. inlet guide
vanes to a junction block.
The dedicated alternator is installed on the front face of the external gearbox.

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Figure 50
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Shaft Speed Components


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N1 INDICATION
GENERAL
The N1 indication is displayed on the EWD in percent in analog and digital
forms. The N1 needle and the N1 digital indications are:
S in green colour in normal operation
S in red steady colour if the N1 actual exceeds the N1 RED LINE value.
The master warning light comes on together with the CRC and the ECAM message ENG N1 OVERLIMIT is displayed to the flight crew.
Degraded data are displayed in case of failure of the direct N1 measurement
system, in this case, the EEC computes a theoretical value through the other
engine parameters. The last digit is then displayed in amber dashes across.
N1 limit is displayed when EPR indication is lost and the engine has to be operated in the N1 reverionary mode ( N1MODE ).
The EPR limits are then replaced by the specific N1 limit indications in the
white box and the N1 MODE shows that the engines have to be controlled in
the N1 mode.
NOTE
The N1 exceedance must be erased by maintenace action on the MCDU or by
next engine start.

NOTE
The N2 exceedance must be erased by maintenance action on the MCDU or
by next engine start.

For Training Purposes Only

N2 INDICATION
GENERAL
The N2 indication is displayed in percent on the SD in digital form only.
Normally the N2 actual is displayed in green colour. When N2 actual exceeds
N2 red limit value ( 103,3% ):
S the indication changes from geen to red
S the red cross appears next to the digital indication to show the flight crew
and the maintenance that N2 exceedance occured
The master warning light comes on together with the CRC and the ECAM message ENG N2 OVERLIMIT.
Degraded data is displayed with two amber dashes acrossthe last digit.

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N1 INDICATION

N2 INDICATION

For Training Purposes Only

N2 ACTUAL
( NORMALLY GREEN )

DEGRADED
DATA ( AMBER )
N1 EXCEEDANCE ( RED )
N1 ACTUAL
( NORMALLY GREEN )

N2 EXCEEDANCE

N1 RED LINE ( RED )


DEGRADED DATA ( AMBER )

Figure 51
FRA US-T TH NOV 99

N1 Indication / N2 Indication
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N3 INDICATION
The N3 indication is displayed in percent on the EWD in digital form only.
Normally the N3 actual digital display is in green colour. When the N3 actual
exceeds N3 red limit value ( 100% ):
S the indication changes from green to red
S the the red cross appears next to the digital indication to show the flight
crew and the maintenance that an exceedance has occured
The master warning light comes on together with the CRC and the ECAM message ENG N3 OVERLIMIT.
Degraded data is displayed with two amber dashes across the last digit.
NOTE: The exceedance must be erased by the maintenance through the
MCDU or next engine start.

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N3 INDICATION

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N3 ACTUAL ( GREEN )

DEGRADED DATA
( AMBER )

N3 EXCEEDANCE ( RED )

Figure 52
FRA US-T TH NOV 99

N3 Indication
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POWER MEASUREMENT
INTRODUCTION
Actual thrust can only be measured in a test cell, therefore when the engine is
fitted to the aircraft some other method of measuring power that can equate
to thrust must be used.
The power measuring device used on the Trent is called the engine pressure
ratio (E.P.R.) system. The air intake pressure P20 and the turbine outlet pressure P50 are compared and expressed as a ratio therefore:
EPR = P50 : P20
E.P.R. is related to thrust and as a result can be used as a parameter for its
control. The E.P.R. indication is displayed in the flight deck.
The P20 accumulator collects the air intake flow from the P20T20 probe and
smoothly supplies the air to the EEC. The accumulator prevents sudden
changes of the P20 which can have an unsatisfactory effect on engine performance.
The accumulator is downstream of the P20T20 probe. You can find the accumulator in a position lower than the electronicunit protectionbox.

For Training Purposes Only

DESCRIPTION
The E.P.R. indicating system consists of three primary components:
S The L.P. turbine bearing housing support vanes pressure inlets
S The E.E.C.
S The P20/T20 probe
OPERATION
The E.E.C. collects values of P50 from the L.P. turbine bearing support vanes
and P20 from the P20/T20 probe. The E.E.C. compares these values to
form the actual E.P.R. and transmits the E.P.R. value to the electron centralised aircraft monitoring system (E.C.A.M.) for display on the upper screen
engine/warning display (E/WD). Each of the two E.E.C. channels perform this
operation independently.

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GENERAL

Figure 53
FRA US-T TH NOV 99

EPR System P20 / P50 Probes


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EPR INDICATION
EPR - ENGINE PRESSURE RATIO
EPR the primary parameter used to set the thrust, is the ratio of exhaust gas
total pressure to front compressor inlet pressure ( P50/P20 ).
The EPR system has
a combination P20/T20 probe to measure the front compressor inlet
pressure and temperature
five probes used to measure exhaust gas pressure
Front compressor inlet pressure and exhaust gas pressure are routed to the
EEC where transducers change the pneumatic pressures to electrical signals.
The signals are used to calculate the actual engine pessure ratio which is
transmitted to the flight deck for display.

EPR ACTUAl digital

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

REVERSE INDICATION
green indication when reverser is deployed
amber indication when at least one sleeve is unstowed
reverser failed stowed in flight amber indication flashes for 9 sec

green steady in normal operation


replaced by amber XX in the back-up mode

EPR ACTUAL analog


green steady in normal operation
disappears in back-up mode

For Training Purposes Only

EPR TREND
four green arcs indicate the EPR trend
only displayed if auto thrust is active
not displayed when reverse is active or engine is off

EPR THROTTLE
EPR throttle sysmbol ( small white circle )
not displayed in reverse mode or when the engine is off ( FADEC deenergized )

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EPR THROTTLE

3
For Training Purposes Only

EPR MAX

EPR TREND

ACTUAL ANALOG EPR

6
1

ACTUAL DIGITAL EPR

1.282

Figure 54
FRA US-T TH NOV 99

REVERSE INDICATION

1.282

EPR Indication
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POWER MEASUREMENT
E.P.R. TRIMMING
During pass off testing of an engine it is run at a designed thrust. However the
E.P.R. indication of different engines being run at the same thrust will be different.This is due to the manufacturing tolerances of the tail bearing housing.
Therefore to enable the E.P.R. indication for all engines to be the same, for a
given thrust, E.P.R. trimming is required.
This is done by entering any one of 32 different trims into the E.E.C. by means
of a data entry plug. Each entry is allocated a trim code which is etched on to a
data plate see FIG 1. This data plate is located on the right hand side of the tail
bearing housing. This code is also etched onto the main data slip plate (Fig 2).
The areas of the C.N.A. can also affect the E.P.R. indication for a given thrust.
The C.N.A. has been grouped into 4 bands depending on area and each band
is given a code. This code is etched onto the main data slip plate (Fig 2) and
onto the CNA.
The engine name plate and main data slip plate (Fig 2) are attached to the left
side of the rear fancase.
During engine repair or overhaul of the tail bearing housing or a complete
C.N.A. or core engine is replaced, then the main data slip plate must be
checked to ensure that the E.P.R. trim code is consistent with the ones for the
C.N.A. and tail bearing housing. If it is incorrect it must be changed for one
that has the correct code. A check must also be carried out to ensure that the
data entry details align with this data.

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FIG. 1

FIG. 2

Figure 55
FRA US-T TH NOV 99

EPR Trimming
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EXHAUST GAS TEMPERATURE
INTRODUCTION
Analog Electrical signals are sent from the 11 dual thermocouples in the
E.G.T.indicating system to the EEC.
The EEC transmits the signal to the E.C.A.M. to be displayed on the upper
screen E/WD. The voltage from each thermocouple is proportional to the temperature at its thermocouple.
ECAM INDICATION

EGT actual
digital and analog indication in green color

EGT amber line


is a variable value
700_ C for eng start
920_ C for take-off

EGT red line exceedance


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

For Training Purposes Only

EGT red line


is represented by an arc shaped red ribbon located at the end of the
scale beginning at the red limit value ( 920_ C )

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Figure 56
FRA US-T TH NOV 99

EGT Actual

720

Amber Line

Red Line Exceedance

Red Line Band

Simplified EGT Diagram / ECAM Indication


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DESCRIPTION
The E.G.T. indicating system uses 11 thermocouple assemblies to measure
E.G.T. The thermocouples are installed in the L.P. turbine stage 1 nozzle guide
vanes.
A thermocouple assembly consists of two thermocouples each contained in a
tube. Each tube has an inlet and an outlet hole. These holes align with inlet and
outlet holes in the L.P.1 N.G.V..
The two tubes are brazed together to make a rounded thermocouple probe.
Each thermocouple probe is installed in the L.P.1 N.G.V. An end plug at the
end of each probe helps it stay rigid and also gives it some wear protection.
Each thermocouple probe passes through a transfer tube assembly. The tube
assembly isolates the case from the hot gas in the thermocouple N.G.V. The
thermocouple assemblies are connected in parallel through two wires. One wire
is made of Nickel Chromium (Chromel) and the other is made of Nickel Aluminium (Alumel). A wire harness connects the, thermocouple set to the E.E.C.

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Figure 57
FRA US-T TH NOV 99

EGT Thermocouples
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EGT TRIMMMING
The following grafic shows the engine data plate which is located on the left
hand side of the engine.
The EGT trim factors the actual engine EGT to a lower value for display in the
cockpit.
The EGT trim is calculated from data obtained during the engine manufacturers
test to align approved EGT levels with the cockpit indications.
The EGT trim is calculated at three temperatures equivalent to the aircraft
cockpit ECAM limits for crew warnings
S max continuous
850
S max take-off
900
S max overtemperature
920

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Figure 58
FRA US-T TH NOV 99

EGT Trimming
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VIBRATION MONITORING
INTRODUCTION
The purpose of the engine vibration monitoring system is to provide the flight
crew with continuous indication of the state of balance of the engine main rotating assemblies during steady state running conditions.This information can
alert operators to existing or impending engine problems and assist in planning
module renewal, with minimum disruption to aircraft operation.
The transducer converts vibration signals into electrical signals which are sent
to the dual junction box. The signal is then amplified by the remote charge converter to be processed by the engine interface and vibration monitoring unit
(E.I.V.M.U.) and is displayed on the lower screen of the E.C.A.M.

3.3 UNITS
2.6 UNITS
4.0 UNITS

For Training Purposes Only

VIBRATION GUIDELINES
N1 ADVISORY
N2 ADVISORY
N3 ADVISORY

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Figure 59
FRA US-T TH NOV 99

Simplified Vibration Diagram


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ENGINE INTERFACE AND VIBRATION MONITORING SYSTEM
The system consists in a computer EIVMU and in a separate Remote Charge
Converter, RCC.
The EIVMU is installed in the avionic compartment, interfaces with the aircraft
computers and controls, and with the associated propulsion system to perform
the following functions:
Data concentration from the cockpit panels and various aircraft computers to the associated engine control
Engine to Engine segregation
Airframe electrical supplies to engine control
Internal processing of some engine related status signals needed by airframe systems
internal processing of some airframe status signals needed by the related engine control system
Engine vibrations signals processing and monitoring

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Figure 60
FRA US-T TH NOV 99

EIVM System Architecture


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VIBRATION MONITORING
DESCRIPTION
The engine vibration monitoring system contains three primary components:
S The vibration transducer
S The dual junction box
S The remote charge converter
The vibration transducer is a dual output accelerometer and is attached to
the intermediate case. It contains two piezoelectric crystal stack elements.
Each stack element is subjected to a mechanical load from an electrically insulated seismic mass. During operation of the engine, vibration causes the seismic mass to apply pressure to the crystal stack elements to generate electrical signals which are in proportion to the engine vibration frequency.
These signals are then sent to the dual junction box and on to the remotecharge converter this electronic unit amplifies the electrical signal to indicate
the vibration level on the lower screen of the E.C.A.M.

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Figure 61
FRA US-T TH NOV 99

Vibration Transducer
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REMOTE CHARGE CONVERTER
The RCC is located under the left hand fan cowl close to the starter air valve.
This RCC is an amplifier interfacing with the EIVMU and the engine mounted
dual accelerometer.

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Figure 62
FRA US-T TH NOV 99

Remote Charge Converter


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EIVMU
GENERAL
1 LAST LEG REPORT
The purpose of this item is to present in plain language the list of the class 1
and 2 internal and external faults detected by the EIVMU during the last flight.

7 TEST
This item enables the initiation of the EIVMU test from the MCDU.

8 GROUND REPORT
2 PREVIOUS LEGS REPORT
The purpose of this item is to present in plain language the list of the class 1
and 2 internal and external faults detected by the EIVMU during the last 63
flights ( exluding the last flight ).

The purpose of this item is to present in plain language the list of the internal
faults detected by the EIVMU and which occured after landing.
This item enables access to the TROUBLE SHOOTING DATA fault by fault.

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

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

For Training Purposes Only

5 TROUBLE SHOOTING DATA


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

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

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3
4

For Training Purposes Only

Figure 63
FRA US-T TH NOV 99

EIVMU System Tests


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EIVMU CONTINUED
1

SPECIFIC DATA

This item can only be activated on the ground.


The specific data is composed of:

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Figure 64
FRA US-T TH NOV 99

EIVMU Specific Data


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FAN UNBALANCE
Acquisition ot 8 sets of points.
Acquisition ot phase and displacement in stabilized flight conditions allows to
rebalance the engine when aircraft is on the ground.
8 N1 speeds shall be selected through the MCDU in the following speed
ranges:
16 50 percent
50 65 percent
65 75 percent
75 80 percent
80 85 percent
85 90 percent
90 95 percent
95 99 percent
These selected speeds are memorized in NVM until next change on the
MCDU.
Default values are: 50, 60, 67, 76, 84, 88, 92 and 96 percent rpm.
Corresponding to these speeds, 8 sets of points shall be stored for each of the
Iast two flights with the conditiones here under.
Flight phase 6
N1 speed range
N1 speed accuracy ( variation allowed  2 percent )
Stabilization time 15 seconds
A set is defined as:
N1 phase
N1 vibration
N2 vibration
N3 vibration
N1 speed
N2 speed
N3 Speed
Date and UTC
Engine S/N
FRA US-T TH NOV 99

Acquisition during ground run


This menu allows to acquire vibration data set updated every 3 seconds

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Figure 65
FRA US-T TH NOV 99

EIVMU Fan Unbalance


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MAX FLIGHT VIBRATION DISPLAY
Max flight vibration acquisition
The EIVMU shall store for each of the Iast 8 flights for N1, N2 and N3 vibrationes, and for each accelerometer the max vibration Ievel reached.
For each flight these max Ievels shall be processed during the whole flight
phase 6 and shall be stored in NVM with the following data sampled at the
same time:
associated N1, N2 and N3 speeds
N1, N2 and N3 vibrationes from the accelerometer
N1 phase angle from the accelerometer
broadband vibrationes from accelerometer
engine S/N
date and UTC

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Figure 66
FRA US-T TH NOV 99

EIVMU Max Flight Vibration Display


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

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Figure 67
FRA US-T TH NOV 99

Frequency Analysis Readout


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

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Figure 68
FRA US-T TH NOV 99

Discrete Inputs
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DISCRETE OUTPUTS
This page gives the state of each EIVMU discrete outputs. These discrete outputs are the result of some EIVMU Iogics.
The discretes are updated every 3 seconds.

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Figure 69
FRA US-T TH NOV 99

Discrete Outputs
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ENGINE CONDITION MONITORING
DESCRIPTION
Ground based Engine Health Monitoring (EHM) computer programmes are
used to analyse data generated by the engine and aircraft during revenue operation.
The engine condition monitoring programme must be able to predict when an
engine is no longer capable of providing, within certified limits, the maximum thrust required for single engine diversion.
The basic instrumentation and full gas path instrumentation are compulsory for Extended Twin Engine Operations (ETOPS) and airlines must use
the data output by this instrumentation.
Provision is made in the basic engine design for instrumentation and
EEC software to facilitate health monitoring and gas path performance analysis
down to component level.
The Airplane Condition Monitoring System (ACMS) is used to record, process and store airplane system data for report generation. The reports generated by the ACMS are then used by ground analysis programmes to monitor engine and other airplane systems for performance and trend analysis.
Engine Health Monitoring ground based software programmes such as
COMPASS Condition Monitoring and Performance Analysis, analyse
data generated by the engine during operation, parameters are selected
from those already processed for engine control and output on the data bus by
the EEC, others are obtained by installing additional tappings/sensors on
the engine with some parameters transmitted via the EEC and others hardwired direct from the sensor to the aircraft ACMS.

flameout is prevented during bad weather conditions (such as heavy rain and/or
hail).

IP Compressor Exit Thermocouple ( T25 )


S The T25 probe is a single thermocouple which is used for Engine Condition
Monitoring
HP Compressor Exit Thermocouple ( T30 )
S The 3 thermocouples are located behind the fuel nozzles and viewed from
the rear in 1:00, 4:00 and 8:00 oclock position. They are also used for combuster borescoping
The EEC monitors the temperature of the air supplied to the combustion chamber
(through the engine compressors) with three HP compressor exit thermocouples
The temperature (T30) is used as a control parameter to make sure an engine
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T30 THERMOCOUPLE

T25 THERMOCOUPLE

Figure 70
FRA US-T TH NOV 99

Thermocouples ( T30 / T25 )


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ENGINE FUEL AND CONTROL


CONTROLLING

A330
RR Trent 700

73-20

ATA 73

ENGINE FUEL AND CONTROL

73-20

FADEC

GENERAL
A Full Authority Digital Engine Control system (FADEC) controls the
RB211Trent engine.
The FADEC system is made of subsystems working together to form a closed
loop control system, maintaining efficient engine operation at a selected condition ranging from engine start through the takeoff flight/landing operation envelope to engine shutdown.
NOTE: Shutdown is effected by the H.P. fuel shutoff valve torque motor
(see Fuel System), which is hardwired directly from the cockpit, giving the pilot
the ability to operate the shutoff valve at any time. This function has priority
over any automatic H.P. fuel shutoff valve command.
The subsystems are:
S Power generation and conditioning control.
Dedicated Alternator
Power Control Unit
S Engine Control
Electronic Engine Control Unit ( EEC )
Discrete Sensors
Torque Motor Devices
Solenoids
S Rotor Integrity Protection.
Overspeed Protection Unit (OPU)
Turbine Overspeed Protection

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Figure 71
FRA US-T TH NOV 99

FADEC Overview
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DEDICATED ALTERNATOR
The Dedicated Alternator supplies primary power to the FADEC system and
provides a speed reference signal of the H.P. shaft speed (N3).
The unit is mounted on the external gearbox and driven by direct drive from
the H.P. shaft N3.
The Alternator consists of two separate three phase stator windings and two
separate single phase stator windings. The associated rotor magnets are connected to a common cantilever shaft. (The shaft does not require bearings).
The three phase circuits provide power to the E.E.C. in the speed range 8% to
125% N3. One of the phase windings in each three phase circuit provides the
E.E.C. with referencing to the H.P. shaft rotational speed.
The two separate single phase circuits provide power to the overspeed protection unit. For This power supply only one single phase is used and the other is
unused.
NOTE:
A swapover can be initiated by the maintenance in case of OPU power supply
problems.

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PCU CHANNEL A SUPPLY

OPU POWER SUPPLY


OPU SPARE SUPPLY
PCU CHANNEL B SUPPLY

Figure 72
FRA US-T TH NOV 99

Dedicated Alternator
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POWER CONTROL UNIT
GENERAL
The P.C.U. is a dual channel unit, it rectifies, filters and regulates power supply
to the respective channel of the Electronic Engine Control Unit to 22V DC and
also conditions power supply to the P20/T20 probe heater, the high energy
ignition circuits and cabin air bleed H.P.V.
The primary source of FADEC power is provided by the Dedicated Alternator.
A secondary backup electrical supply is provided by two aircraft 115V supplies.
The backup supply provides electrical power:
during engine start up
system failure
during ground test
The FADEC power supply is fed into the Power Control Unit (P.C.U.). The Dedicated Alternator power or aircraft power as appropriate is conditioned by the
P.C.U.
The unit is mounted on the fan case inside the suitcase.

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Figure 73
FRA US-T TH NOV 99

FADEC Electrical Power Configuration


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POWER CONTROL UNIT CONTINUED
The PCU is a digital unit which has two Channels of operation. The two Channels are identified as Channel A and Channel B.
You can find the PCU installed in an electronicunit protectionbox.
This box is for the protection of the electronic units in the FADEC system.
The PCU outer cover is made of metal and is specially prepared with a layer of
high emissivity paint. This type of paint gives better heat radiation to help keep
the unit cool.
Convection and radiation of heat from the internal power supply modules is
also helped by external fins on the case surfaces.
The PCU contains internal temperature sensors which are continuously monitored by the EEC. If the internal temperature increases more than a specified
limit, the EEC transmits a status message to the cockpit. On the front face of
the outer cover are six electrical receptacles.
The top row of three receptacles are for the Channel A inputs/outputs.
The bottom row of three receptacles are for the channel B inputs/outputs. The
mating electrical connectors for each row of receptacles connect their related
PCU Channel to:
S The EEC
S The EEC Dedicated Alternator
S The aircraft power interfaces.

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Figure 74
FRA US-T TH NOV 99

Power Control Unit


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ELECTRONIC ENGINE CONTROL
DESCRIPTION
The Electronic Engine Control unit is the heart of the FADEC system. It is located on the fancase and is shielded and grounded as protection against (E .
M. I.) Electromagnetic Interference
The E.E.C. unit is a dual channel digital unit.The channels are identified as
channel A and channel B with a communication link between each.
Each channel uses the high integrity computer (H.I.C.) concept to perform
software instructions and utilises dual interfaces to provide a high degree of
fault tolerance.
In normal operation only one channel controls, in the event of certain failurescontrol is transferred to the alternative channel.
The E.E.C. also transmits engine performance data and system test data to the
aircraft which is used in flight deck display, thrust management and condition
monitoring systems.
The E.E.C. automatically exercises full control of the engine to achieve or
maintain a command signal, it automatically controls :
S Engine Starting (Ground & Flight)
S Relighting following flameout detection
S Control of fuel flow (thrust) in both forward and reverse thrust
S V.I.G.V./V.S.V. position
S The Airflow Handling Bleed Valves
S The engine oil/fuel Heat Management System
S Internal gearbox cooling airflow
S I.P. Turbine case cooling airflow
S Aircraft cabin air H.P. valve control
S
S P20/T20 probe heater control
S The F.M.U. in the event of L.P. shaft breakage
S The thrust reverser
S I.P. turbine overheat data

FRA US-T TH NOV 99

EEC Air Pressure Module


The EEC air pressure module contains a number of cylinder pressure transducers
which give
S An AC signal of frequency that is in proportion to the air pressure
S A DC temperature diode signal for air temperature correction.
Each air connector on the EEC front face is identified to show its related air
pressure input. These inputs are:
S PO, which is measured from engine Zone 1
S P20, LP compressor inlet pressure
S P25, IP compressor outlet pressure
S P30, HP compressor outlet pressure
S P50, LP turbine outlet pressure
S P160, LP compressor outlet pressure.
The PO air is supplied and filtered through a special cap on the protectionbox
external connection. The other air pressures are supplied to the protectionbox
external connections by rigid tubes which have routings from the different air
sources.

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Figure 75
FRA US-T TH NOV 99

Electronic Engine Controller


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EEc DESCRIPTION CONTINUED
The EEC had been designed as a single unit, mounted using antivibration
mountings high on the left hand side of the engine fan case with, and alongside
the PCU and OPU. All three units are contained within a hinged cover
screw sealed box unit.
The two electronic circuits or channels of the EEC are almost the same, each
channel contains circuit boards or cards which match the cards in the other
channel. Each card has a specific function related to it.
The cards within an individual channel are interconnected by a mother board,
each mother board is connected by electronic wiring to the engine and the aircraft.
A wiring loom within the EEC unit connects Channel A to Channel B. Also
within the EEC unit is a pressure module which contains a number of pressure transducers and transducer interface circuits. Each transducer is connected to pressure signal pipes from the engine.
On the side of the EEC unit is a connector for a Data Entry Plug (see
732112) which is attached when the EEC is installed on an engine. The EEC
computer reads the data and applies it to adjust the engine operation characteristics.
An external test socket is incorporated in the EEC. To allow discrete external
test signals to communicate with the EEC computers.
EEC input data is received from the aircraft and engine sensors. All input
data including signals from pressure transducers is checked and conditioned
on entry into the EEC ie. all inputs are multiplexed and therefore, as necessary, converted to digital format. The inputs are also subject to radio frequency interference (RFI) filtering and lightning strike voltage protection.
Temperature System
S The EEC monitors the temperature of the air supplied to the combustion
chamber (through the engine compressors) with three HP compressor exit
thermocouples.The temperature (T30) is used as a control parameter to
make sure an engine flameout is prevented during bad weather conditions
(such as heavy rain and/or hail).
S The EEC monitors the temperature of the air around the IP turbine disk with
IP turbine overheat thermocouples. If the air used to keep the disk cool becomes too hot (forward or rearward of the disk) the EEC transmits a warning for display at the cockpit.

FRA US-T TH NOV 99

S The EEC monitors the temperature of the fuel downstream of the FMU with
two fuel temperature thermocouples. The fuel temperature and the engine
oil temperature are used as the primary control parameters in the control
and removal of unwanted heat from the engine
S The EEC monitors the fuel flow to the combustion system with a fuel flow
transmitter and calculates the fuel used. Fuel flow and fuel used data is then
transmitted for display at the cockpit.
S The EEC monitors the fuel pressure downstream the LP fuel pump with a
fuel low pressure switch installed adjacent to the fuel outlet connection.
When fuel low pressure is detected a maintenance message is sent by EEC
to the CMS.
Air Data Selection
The EEC initially does a check that each engine or aircraft air data input (P20,
T20 and P0) is correct before it is included in the selection procedure.
Allowance is made for the effects of probe heater operation in relation to the
P20 and the T20 inputs. The selection procedure is then as follows:
Condition 1
If the engine and ADIRU 1 parameters agree then the ADIRU 1 parameter will
be used to calculate the engine ratings. If they do not agree but the engine and
ADIRU 2 parameters agree then the ADIRU 2 parameters will be used.
Condition 2
If the engine and aircraft parameters are at almost the same values then the
aircraft air data parameter will be used (as in condition 1).
Condition 3
If the engine and aircraft parameters are at different values (but their difference
is satisfactory) then a value between these parameters will be used.
Condition 4
If the engine and aircraft parameters are at different values (but their difference
is unsatisfactory) then the engine air data is used. In this condition the EPR
control (in forward thrust) will be continued in relation to the engine P0 and T20
values. But the engine P20 value will have the effect that follows:
S If engine P20 is more than aircraft P20 the EEC will stay in EPR control
S If engine P20 is less than aircraft P20 the EEC will change to N1 reversionary control (rated).

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Figure 76
FRA US-T TH NOV 99

EEC Suitcase
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E.E.C. INTEGRITY
DESCRIPTION
The EEC utilises advanced computer technology features. The dual
channels, both interfacing with the aircraft provide a high level of fault tolerance.
Each channel of the EEC contains a High Integrity Computer (HIC). This consists of a control computer and a monitor computer.
Both control and monitor computers access memory, internal data and input
data from the airframe and engine sensors. Both computers process the
data independently and should produce identical output. Output from both
computers is fed into a comparator (parity memory) which is also within the
HIC, any discrepancy results in a request for a channel change and a reset of
the faulty channel. The channel change is achieved without interruption to engine control.
The EEC as a computer, has multiprogrammes of engine model logic. Aircraft engine input data is continuously fed into these programmes for comparison.
Disagreements are processed to generate corrective output signals which are
fed to engine mounted units which control engine operation.
Contingency programmes are built into the EEC to cater for channel failure.
In addition the EEC is programmed with logic to synthesise any primary control
signal loss from available data.
The FADEC system has been designed to provide a high level of fault tolerance ie. following a signal failure, loss of redundancy occurs rather than
loss of function. This provides a system which is safe and reliable and secondly allows tolerance of faults for a limited period of time. This is achieved
by using duplicated engine hardware, and EEC dual channel software.

FRA US-T TH NOV 99

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Figure 77
FRA US-T TH NOV 99

High Integrity Computer Schematic


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ENGINE DATA PLUG
The E.E.C. has been designed to control all possible configurations of the engine regardless of individual characteristics.
To provide interchangeability of the unit, specific engine information must be
made available to the E.E.C. i.e.:
S Engine Serial Number
S Thrust Rating
S E.P.R./Thrust Trim Relationship
S Turbine Gas Temperature Trim
S Engine Standard
S Intermix/Retrofit
S Engine Health Monitoring
S Idle Trim
This is achieved by a device known as the Data Entry Plug which plugs into
the E.E.C.
The plug is a dual channel memory device which is programmed with relevant
engine data which is used by the E.E.C. to enable correct engine operation
control.
The Data plug remains with the engine throughout its operational life not with
the E.E.C.

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Figure 78
FRA US-T TH NOV 99

Data Entry Plug


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DEP PROGRAMMING UNIT
DESCRIPTION
The purpose of the Programming Unit is the reprogramming of the DEP. Both
EEC channels must be programmed.
The following diagram shows an example of those four charts which can partially be seen on the CMS readout as well.

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Figure 79
FRA US-T TH NOV 99

DEP Programming Unit and Printouts


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OVERSPEED PROTECTION SYSTEM (OPU)
SYSTEM DESCRIPTION
The OPU is an independent system to the E.E.C.
It is designed to prevent severe L.P. and I.P. shaft overspeed in the event
of severe malscheduling V.S.Vs and/or fuel upward runaway due to fuel metering valve failing open.
In the event of overspeed the unit indirectly signals the fuel shutoff valve
to close.
The primary function of the OPU is to give protection from an N1 or N2 overspeed. These engine shaft speeds are usuallykept in safe limits by redline
limiters in the EEC. But if a failure occurs such that these limiters can not prevent a shaft overspeed the OPU will shut down the engine independently of the
EEC.
The OPU also makes the selection of two satisfactory N1 and N2 compressor
speed signals (from the three available N1 and N2 speed signals) and supplies
the same satisfactory speed signals for each EEC Channel. You can find the
OPU installed to the rear face of the PCU.
The OPU is a two channel digital control unit. It has interfaces with:
S Three speed probes for N1 speed
S Three speed probes for N2 speed
S The EEC for operation of BITE and to transmit N1 and N2 speeds
S The overspeed valve in the FMU.
The OPU outer cover is made of metal. On the front face of the outer cover are
four electrical receptacles. These are used to electrically connect the OPU to:
S The EEC dedicated alternator
S The speed probes
S Each channel of the EEC
S The FMU overspeed torque motor.
The OPU contains a power supplies circuit board, signal conditioning circuit
board and BITE. The power supplies board is used to change the onephase
AC input from the alternator to DC supplies for the OPU. The signal conditioning board is used for the OPU functions and contains two Channels (A and B)
of logic.
The BITE does the selection of two satisfactory N1 and N2 speed signals from
the three available N1 and N2 speed signals. And will transmit data to the EEC
FRA US-T TH NOV 99

for failures of the speed probes, overspeed valve torque motor and OPU circuits.
Signal Conditioning / Overspeed Detection
The speed probe inputs to the OPU are initially sent through probe selection
circuits. BITE controlled relays in these circuits independently supply an N1
and N2 signal to each OPU Channel: but only if they are found to be satisfactory.
The satisfactory signals are also isolated and then transmitted to the EEC for
usual engine control.
Each OPU Channel changes its N1 and N2 analog signal input to a digital signal. These signals are then read by an ASIC which continuously monitors their
values and uses logic to find an overspeed condition.
If an ASIC finds an overspeed condition it will energize its output circuit. If the
ASIC in the other Channel also energizes its output circuit, at the same time,
then the condition is read as TRUE. An electrical signal is then sent to energize the FMU overspeed torque motor. This causes:
S The overspeed valve to operate and close the FMU PRSOV
S The engine to shutdown independently of the usual shutdown control selections.
If one ASIC energizes its output circuit and it reads that the other has not, then
the OPU is automatically disabled. And a failure indication is transmitted
(through the EEC) to the cockpit.

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Figure 80
FRA US-T TH NOV 99

Overspeed Protection Logic


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OPU continued
The OPU is made cool by convection and radiation to the air in the protectionbox. Air flows through the box when the LP compressor turns.
The OPU is attached with six bolts to the rear face of the PCU. A bonding strap
is permanently installed to the OPU and connects to one of the PCU mount
brackets.
Thus the OPU is grounded through the PCU.
A unit label and modification label are on the top of the unit. An electrostatic
sensitivedevice warninglabel and an insulationtest warning label are also on
the unit.

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Figure 81
FRA US-T TH NOV 99

Overspeed Protection Unit


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TURBINE OVERSPEED PROTECTION SYSTEM
DESCRIPTION
The EEC monitors the LP shaft breakage. The LP TOS (Low Pressure Turbine
OverSpeed) system is designed to accommodate turbine overspeed due to
shaft breakage.
A shaft breakage is detected by a comparison between the speed measured by
the compressor speed probes mounted in the front compressor bearing housing and the turbine speed probes, mounted in the turbine bearing housing.
For LP shaft breakage at any power:
S the fuel flow is automatically shut off via the HPSOV overspeed torque motor.

If one logic lane A or B becomes defective the turbine overspeed circuit


is disarmed. This prevents incorrect operation of the system.

L P SHAFT BREAKAGE
Three L.P. compressor speed probes send signals of shaft speed to the overspeed protection unit (O.P.U.). This unit makes a selection of two satisfactory
N1 signals and transmits them to the Electronic Engine Controller (E.E.C.).
One N1 signal is supplied to each of the logic lanes A and B on the turbine
overspeed circuit board in the E.E.C. lane A.
Three L.P. turbine speed probes send signals directly to the L.P. Turbine
Overspeed (L.P.T.O.S.) circuit board of the E.E.C. lane A.
Each logic lane is supplied with one N1 signal. If one of these signals is not
satisfactory then the applicable logic lane makes the selection of the alternative signal.
When the L.P. rotor system reaches a speed higher than 1000 R.P.M. the
turbine overspeed protection system is armed. Each logic lane compares the
L.P. compressor speed with its L.P. turbine speed.
If the two logic lanes detect a speed difference between L.P. compressor
and L.P. turbine in a specified time limit it is accepted as a true failure condition. If an L.P. shaft failure is accepted as true the system will signal a closure of the Pressure Raising and Shutoff Valve (P.R.S.O.V.). The engine is
immediately shut down.
Once the fuel flow has been shut off the P.R.S.O.V. is latched in the fuel off
position. If inadvertent shut down occurs the pilot has a reset facility in the
flight deck. If there is a failure of a compressor speed signal, which shows that
overspeed of the turbine is not possible, the related overspeed protection circuits are disarmed.
FRA US-T TH NOV 99

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Figure 82
FRA US-T TH NOV 99

Overspeed Pretection Simplified Diagram


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Turbine Overspeed BITE
The E.E.C. does a test of the L.P. turbine overspeed function during each
ground start pre light up.The B.I.T.E. provides the necessary turbine speed
difference to the turbine overspeed protection circuits to momentarily shut off
the fuel during start sequences. Movement of the P.R.S.O.V. in the F.M.U. to
the closed position is monitored by the E.E.C. Almost immediatel the E.E.C.
cancels the B.I.T.E. test signal to cause the P.R.S.O.V. to become open
again. Therefore the engine start sequence is not stopped by the test. Defects
found during the B.I.T.E. test are stored in the E.E.C. The defects are subsequently transmitted to the Central Maintenance Computer (C.M.C.).

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EEC

N1C
N1T
N1T

OVERSPEED

SERVO

LOGIC A

VALVE

PRSOV
TO

PROBE
DRIVE

SELECT

N1T

OVERSPEED

ENGINE

TORQUE
OVERSPEED

N1C

MOTOR

LOGIC B

FMU

TURBINE EXHAUST
CASE

LPTOS COVER
PLATE
LP TURBINE BEARING
HOUSING COVER

TERMINAL UPPER
SPEED PROBE

For Training Purposes Only

TERMINAL CENTER
SPEED PROBE

TERMINAL LOWER
SPEED PROBE
LP TURBINE OVERSPEED
ELECTRICAL HARNESS

Figure 83
FRA US-T TH NOV 99

Turbine Overspeed Protection


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P20 / T20 PROBE
DESCRIPTION
The P20/T20 probe is mounted inside the air intake cowl at 15_ to right of top
dead centre when viewed from rear. The probe measures both engine intake
pressure and temperature.
Temperature is measured by two independent platinum resistance elements. A
small amount of air passes over the elements, whilst the rest of the air passes
straight through the probe.
The pressure signal offtake is just above where the main airstream flows
through the probe. A pipe passes through the body to the pressure connector
on the base plate.
P20 / T20 PROBE HEATER CONTROL
The EEC autimatically makes the selection of the T20 / P20 probe heater elements to prevent ice on the probe air inlets.
The elements are set to ON when the engine speed is higher than 10% N1.
And OFF when the engine speed is lower than 10% N1 ( or aircraft is on
ground and the engine speed is lower than 45% N3)
The EEC software allows to perform a probe heater test via the CMC on the
MCDU. This is a active test where the power supply and the temperature increment is checked.

For Training Purposes Only

WARNING
If you remove the inner row of nuts the probe will fall into the engine air intake. This can cause injury and/or damage.

FRA US-T TH NOV 99

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Figure 84
FRA US-T TH NOV 99

P20 / T20 Sensor


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POWER MANAGEMENT
DESCRIPTION
A Full Authority Digital Engine Control System (FADEC) controls the
RB211Trent engine.The FADEC system is described further in the FADEC
Section.
The FADEC schematic outlines:
S Subsystems
For specific system refer to respective section, i.e. Airflow Control,
Fuel Control, Propulsion System.
S E.E.C. input and output signals
S The interface with the aircraft systems

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Figure 85
FRA US-T TH NOV 99

FADEC Schematic
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THROTTLE CONTROL LEVER MECHANISM
DESCRIPTION
Movement of the flight deck throttle control lever generates a command signal
for the Electronic Engine Control (E.E.C.) unit, which converts the signal to an
E.P.R. value or N1 value. (see FADEC section).
Each throttle lever is mechanically connected to two throttle resolvers which
convert Throttle Lever Angle (T.L.A.) into a Throttle Resolver Angle (T.R.A.)
command signal.
The resolvers are independent but produce the same output signal. Each resolver is dedicated to one channel of the E.E.C.
The throttle control lever moves a total arc path of approximately 55 degrees.
Forward thrust is selected by moving the lever through an arc > 4.5 degrees.
Reverse thrust is selected by moving the reverse thrust lever through an arc
of 96 degrees.

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Figure 86
FRA US-T TH NOV 99

Thrust Control
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THROTTLE CONTROL LEVER MECHANISM
S Forward thrust
Three detents are provided in the forward thrust range i.e.:
maximum climb (MCLB) at 30 degrees
maximum continuous (MCT) at 42 degrees
maximum take off (TOGA) at 55 degrees
S Reverse thrust
Lifting the reverse thrust lever allows the throttle to operate in the reverse
thrust range. Maximum reverse power TLA at 96 degrees.

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Figure 87
FRA US-T TH NOV 99

Combined TRA Relationship


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BASIC CONTROL LOOPSTEADY STATE
DESCRIPTION
The Electronic Engine Control (E.E.C.) receives a command signal from the
flight deck Throttle Resolver (T.R.A.) which is converted by the E.E.C. into an
Engine Pressure Ratio (E.P.R.) or N1 demand.
Alternatively the E.E.C. receives a F.M.G.E.C./autothrust computed E.P.R.signal. The E.E.C. also receives signals from engine mounted and aircraft (air
data) sensors.
The command signal and other relevant input signals are processed
within the E.E.C. Output control signals are transmitted to engine accessory
mounted control units.
The primary engine control unit being the Fuel Metering Unit (F.M.U.). Insidethe F.M.U., a torque motor receives the E.E.C. output signal.The torque motor
modulates fuel servo pressur to move the Fuel Metering Valve (F.M.V.) which is
integral of the F.M.U.
Indirectly the F.M.V. is adjusted to control fuel flow to match an E.P.R./thrust
demand signal.
Once operating, many of the engine accessories feed status signals back to
the E.E.C. e.g. movement of the F.M.V. is sensed by a double resolver which
feeds back a position signal to the E.E.C.
The E.E.C. uses these feedback signals to make comparisons with software
logic and as a consequence of any disagreement, process output signals to
engine control units as necessary i.e. adjust fuel schedule accordingly.

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FRA US-T TH NOV 99

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CONTROLLING

Figure 88
FRA US-T TH NOV 99

Power Setting - Basic Control Loop


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ENGINE FUEL AND CONTROL


CONTROLLING

A330
RR Trent 700

73-20
THRUST MODES
Manual Mode
When in manual mode the flight deck throttle levers are used exclusively to
control engine thrust.
Automatic Thrust Control
The auto thrust function provides automatic computation of the thrust level
to be set in order to achieve the desired aircraft flight characteristics.
NOTE: During takeoff the automatic thrust control is not active.
The automatic thrust control function is part of the auto flight system: i.e. the
auto thrust system interfaces with the aircraft flight management guidance
envelope computers which receive and provide output signals to control the
aircraft flight services via the electronic flight controls system (E.F.C.S.) and to
the engines via the FADEC.
When the auto thrust function is active, moving the throttle lever (T.L.A.) into
idle, climb or maximum continuous detents, command the auto thrust function
accordingly

For Training Purposes Only

Memo Mode
This is a transitive mode of thrust control between the autothrust mode and
manual mode of the autothrust function.
When the autothrust mode is deactivated and the throttle levers are set on the
max continuous or max climb detent points, the E.E.C. will enter the memo
thrust mode.
In this mode the thrust demand is locked by the E.E.C prior to exiting autothrust mode.This is to prevent potential thrust step changes which may occur
when reverting from autothrust to manual mode.

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CONTROLLING

Figure 89
FRA US-T TH NOV 99

Forward Thrust - Throttle Legend


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ENGINE FUEL AND CONTROL


CONTROLLING

73-20
THRUST SETTING
E.P.R. Control
The E.E.C. controls the engine to an E.P.R. schedule during manual operating conditions.
If the autothrust function is active then the E.E.C. controls the engine to an
E.P.R. target supplied by the F.M.G.E.C.
N1 Reverse Thrust Control
The E.E.C. controls the engine to an N1 reverse schedule if the T.R.A. indicates that the pilot has selected the reverse thrust lever.
N1 Reversionary Control
The E.E.C. controls the engine to an N1 reversionary schedule e.g. as a result
of pilot command or loss of actual E.P.R. parameters.
There are 2 forms of N1 reversionary control :
S Rated N1 Reversionary Mode
The E.E.C. calculates an E.P.R. command as in the E.P.R. control mode.
The E.E.C. then converts this E.P.R. command into an N1 command using a
simple lookup table and the engine is controlled using this N1 command.
S Unrated N1 reversionary Mode
The E.E.C. sets the forward idle detent position equal to idle N1 and the max
takeoff detent position equal to redline N1.
The E.E.C. then interpolates between the two N1 speeds so as to maintain an
approximately linear thrust vs T.R.A. relationship between the two detent positions.
The engine is then controlled using this N1 command.

For Training Purposes Only

A330
RR Trent 700

Idle Control
At idle the EEC controls the engine so to prevent the engine being operated
below certain minimum operating limits.
The limits are:
S minimum P30 limiter
minimum P30 pressure demand necessary to maintain nacelle, wing and
ECS bleed air requirements
S minimum N1 limiter
minimum N1 shaft speed to prevent icing of the spinner
FRA US-T TH NOV 99

S minimum N3 limiter
minimum N3 shaft speed necessary to maintain aircraft services and
allow acceleration to go-around thrust setting mode within a predefined
time limit
S minimum fuel flow limiter
minimum fuel flow limiter to maintain combustion integrity
S minimum T30
minimum T30 necessary to protect against adverse weather conditions

ENGINE RATING
To cater for FADEC E.E.C .interchangeability, the E.E.Cs memories stored
with rating information to cater for up to ten possible different rated engines.
The rating information is stored in the form of tables. The table to be used by
the E.E.C. is selected using rating index data stored within the Data Entry
Plug (D.E.P.).
Basic E.P.R. Rating
The E.E.C. calculates the E.P.R. value corresponding to:
S Maximum Takeoff/GoAround
S Flexible Takeoff
S Maximum Continuous
S Maximum Climb
S Maximum Takeoff/GoAround
This is the maximum thrust which the engine can give for takeoff under the
ambient conditions.
Flexible Takeoff/Derated Takeoff
The Trent engine is flatrated i.e. thrust versus ambient temperature/pressure
relationship up to a kinkpoint temperature. After this kinkpoint the thrust that
the engine can produce decreases due to T.E.T. limitations.
The flexible takeoff system allows the pilot (or by derate selection) to specify
a modified ambient temperature greater than the maximum takeoff kink point
temperature which reduces the engine thrust output as a factor of aircraftweight.

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CONTROLLING

A330
RR Trent 700

73-20

For Training Purposes Only

ISA + 15

Figure 90
FRA US-T TH NOV 99

Flat Rating
Page: 181

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ENGINE FUEL AND CONTROL


CONTROLLING

A330
RR Trent 700

73-20
CMS EEC INTERACTIVE TESTS
GROUND SCANNING
The purpose of this item is to analyze on the ground only the failts that occured
during the last flight.
All the faults detected while using this function are shown in real time on the
MCDU and are not memorozed in non-volatile memory.
CLASS 3 REPORT
This function shows the internal or external class 3 faults detected by the EEC
during the last flight.

For Training Purposes Only

GROUND REPORT
This function gives access to the internal faults detected by the EEC which are
occured after landing.

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Figure 91
FRA US-T TH NOV 99

Ground Scanning / Class 3 Faults / Ground Report


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RR Trent 700

73-20

EEC SYSTEM TEST


This function enables the maintenance the initiation of the EEC test from the
MCDU.
Upon selection of this function the EEC performs a power up test plus 20 sec
of ground scanning.

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FRA US-T TH NOV 99

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RR Trent 700

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CONTROLLING

Figure 92
FRA US-T TH NOV 99

EEC System Test


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RR Trent 700

73-20
CMS PROBE HEATER TEST
This function gives the ability for the maintenance to perform an active
P20/T20 probe heater test.
CAUTION: P20/T20 probe will get hot during test!

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RR Trent 700

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CONTROLLING

Figure 93
FRA US-T TH NOV 99

EEC Probe Heater Test


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RR Trent 700

73-20
ENGINE RUNNING TEST
When selecting ENGINE RUNNING TEST the maintenance has the ability to
simulate the engine running relay switch closure in engine running condition for
the aircraft systems.

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RR Trent 700

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Figure 94
FRA US-T TH NOV 99

CMS Engine Runningn Test


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RR Trent 700

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SPECIFIC DATA READOUT
S EEC CONFIGURATION
This readout is used to compare or readout the programmed engine
EEC data from the Data Plug and the engine Name Plate.
S EEC EXCEEDANCE
This function gives the readout of the exceedance values from N1, N2,
N3 and EGT which are memorized since last engine operation.

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RR Trent 700

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Figure 95
FRA US-T TH NOV 99

Specific Data Readout


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POWER PLANT
OIL SYSTEM

79-00

ATA 79

OIL

79-00

OIL SYSTEM

SYSTEM DESCRIPTION
The oil system is a full flow recirculatory system and its function is to supply
oil to the engine internal drives, gears and bearings.The oil is used to lubricate
these locations and remove unwanted heat throughout all operating conditions.
Components within the system must ensure that the oil supplied to these
drives, gears and bearings is in the correct condition with regard to cleanliness,
pressure, temperature and quantity.
The complete system is divided into three main areas:
S Feed Oil, lubrication and cooling (pressure side)
S Return oil (Scavenge side)
S Breather system (Vent)

For Training Purposes Only

A 330
RR Trent 700

Vane type pumps are used to move the oil around the system, a total of 8
vane elements are assembled on to two rotors:
S Pressure Pump Element
S L.P. Turbine Bearing Chamber Scavenge Element
S H.P./I.P. Turbine Bearing Chamber Scavenge Element
S Internal Gearbox Scavenge Element
S Front Bearing Chamber Scavenge Element
S Intermediate Gearbox and Gearbox Input Drive Assembly Scavenge Element
S External Gearbox Scavenge Element
S Centrifugal Breather Scavenge Element

essary filtration. Location for magnetic chip detectors (M.C.Ds) are provided
in the scavenge lines.
The system is vented through a centrifugal breather, located in a housing on
the front of the external gearbox.
A self contained oil tank is mounted on the right hand side of the fan case. It
incorporates a quantity sight glass and provision is made for pressure and
gravity oil filling.
The following indications are provided on the flight deck:
S Oil quantity in the tank
S Oil temperature
S Oil pressure
S Pressure Filter Impending Blockage
S Scavenge Filter Impending Bypass

Two oil coolers are used in the system, a fuel cooled oil cooler (F.C.O.C.) and
an air oil heat exchanger (A.O.H.E.).
A pressure filter, scavenge filter and line filters (last chance) provide the nec-

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RR Trent 700

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OIL SYSTEM

Figure 96
FRA US-T TH NOV 99

Oil System Schematic


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POWER PLANT
OIL SYSTEM

79-00
FEED OIL, LUBRICATION AND COOLING
General
Feed oil is circulated by a single pressure pump which draws oil from the oil
tank through a gauze strainer.
The oil system is protected against pressures exceeding 635 psi by a pump
relief valve which relives excess pressure back to the pump inlet. Excessive
pressure may be due to very cold oil or system blockage.
Feed oil is cleaned by a 125 micron filter. A differential pressure switch monitors filter condition and provides a flight deck indication that the filter is becoming clogged, this switch is set to operat at a differential pressure of 13 psi.
The A.O.H.E. combined with the F.C.O.C. will keep the oil and fuel temperatures within specified limits. Fan air (cool) is supplied to the A.O.H.E. to decrease the oil temperature when significant oil cooling is required. The fan
air is shutoff when the F.C.O.C. can control the oil/fuel temperature on its
own.
From the A.O.H.E. the oil is supplied to the F.C.O.C., this component has
two functions. The primary function is to decrease the temperature of the oil.
The secondary function is to increase the temperature of the fuel. This will prevent the water content in the fuel from forming into ice particles and blocking
the filter.
The fuel filter is fitted in the bottom of the F.C.O.C.

For Training Purposes Only

A 330
RR Trent 700

The F.C.O.C. has two bypass valves. One is the oil pressure bypass to
give protection to the cooler core. The other is fuel filter bypass which operates when the filter becomes clogged. An antisyphon tube prevents oil suction from the F.C.O.C. during engine shut down.

Oil is returned from each of the six primary lubricated locations of the engine
and the breather ( air / oil separator )
The lubrication locations are as follows:
S The front bearing chamber
S The internal gearbox
S The HP / IP bearing chamber
S The LP bearing chamber
S The intermediate gearbox assembly
S The external gearbox
Oil from each location is drawn by its own vane type scavenge element, fitted
in the oil pump assembly. Provision is made for magnetic chip detectors to be
fitted in each of the oil return lines for trouble shooting.
Oil outlet from the scavange pumps join to form a combined scavange return
flow and is sampled by a master MCD before passing through a 30 micron filter. The filter has a bypass valve that will function at 20 PSI pressure differential. Filter condition is monitored by a pressure differential switch set at 13 PSI
to provide flight deck indication of impending bypass.
Temperature sensors are located in the scavenge return line between the scavenge filter and the tank to provide flight deck indication of oil temperature.
The oil returned to the tank is discharged over a deaerator tray to release the
entrained air prior to circulation.

From the F.C.O.C. the feed oil is supplied through external tubes to the main
engine bearings, gears and drives.

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OIL SYSTEM

Figure 97
FRA US-T TH NOV 99

Oil System Diagram


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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
VENTING SYSTEM
General
Oil loss from the main bearing chambers is prevented by the use of grooved
labyrinth seals pressurised by air. To contain the oil within the bearing chambers air enters the annular space between the stationary and rotating parts of
the seal. The airflow inwards across the seal opposes any escaping oil and
carries it back into the bearing chambers.
To maintain the pressure drop across the seals, the bearing chambers with
the exception of the L.P. turbine bearing chamber are vented by external
tubes to the centrifugal breather. The pressure drop across the seals is
controlled by restrictors in the vent return tubes. For the L.P. bearing housing
the scavenge pump is able to maintain the pressure drop.
The centrifugal breather separates the air and oil before directing the air to
atmosphere, the oil is scavenged from the breather housing back to the oil
tank.

For Training Purposes Only

The remaining sealing air which is returned to the oil tank with the scavenge oil is separated from the oil by the deaerator cone in the oil tank.
The separated air is vented by an external tube to the centrifugal breather.

FRA US-T TH NOV 99

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OIL SYSTEM

Figure 98
FRA US-T TH NOV 99

Oil System Diagram


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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
OIL TANK
DESCRIPTION
The oil tank is attached to the front flange of the L.P. compressor case on
the right hand side.
The tank is a magnesium casting to which other components attach to make up
the oiltank assembly. These components are as follows:
S Oil quantity transmitter
S Sight glass
S Pressure fill and overflow connection
S Oil filler assembly
S Scavenge filter assembly
S Outlet tube
S Vent tube
To help release the air from the scavenge oil returning to the tank there is a
deaerator fitted inside the tank, the released air passing out of the vent tube.
There is also a filter in the tank to prevent contamination of the oil pressure
system supply.

For Training Purposes Only

The oil filler assembly has a quick release cap. Internally the filler has a valve
to prevent opposite flow if the cap was inadvertently left off.

FRA US-T TH NOV 99

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OIL SYSTEM

Figure 99
FRA US-T TH NOV 99

Engine Oil Tank


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RR Trent 700

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SCAVANGE FILTER ASSEMBLY
The diagram below shows the positions of the:
S Scavenge filter assembly
S Master M.C.D.
S Scavenge filter differential pressure switch
S Oil temperature sensors
S Scavenge filter bypass valve

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OIL SYSTEM

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OIL SYSTEM

Figure 100
FRA US-T TH NOV 99

Scavenge Filter Assembly


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RR Trent 700

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OIL PUMP / SCAVENGE FILTER
The diagram below shows the positions of the:
S Oil pump
S Pressure filter housing
S M.C.D.
S Scavenge filter housing Master M.C.D.

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RR Trent 700

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OIL SYSTEM

Figure 101
FRA US-T TH NOV 99

Oil Pump and Scavenge Filter


Page: 203

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
OIL PUMP / MCD HOUSINGS
The folowing diagram shows the provision made for fitting the M.C.D. into the
six scavenge line positions.

For Training Purposes Only

Normally the M.C.D. probes and housings are not fitted and blanks cover
the aperture. M.C.D. and housing can be fitted for trouble shooting individual
scavenge lines, this would occur if the master M.C.D. was found to be
loaded.

FRA US-T TH NOV 99

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RR Trent 700

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OIL SYSTEM

Figure 102
FRA US-T TH NOV 99

Oil Pump / MCD Housings


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A 330
RR Trent 700

79-00
CENTRIFUGAL BREATHER
DESCRIPTION
The centrifugal breather has a rotor that contains retimet segments and is
driven by the external gearbox.
Aerated oil from the bearing chamber vent system and the oil tank deaerator
tray is delivered to the centrifugal breather. The aerated oil tries to pass
through the retimet segments but is centrifuged out. The air can pass
through the retimet segments into the hollow rotor and is vented overboard.
The centrifuged oil is scavenged back to the oil tank by its own scavenge pump
element.

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OIL SYSTEM

FRA US-T TH NOV 99

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RR Trent 700

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OIL SYSTEM

Figure 103
FRA US-T TH NOV 99

Centrifugal Breather
Page: 207

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
HEAT MANAGEMENT SYSTEM
DESCRIPTION
The function of the heat management system is to keep the engine oil and
fuel temperature within specified limits to contribute to achieving the best
engine performance. To do this an Air Oil Heat Exchanger (A.O.H.E.) and a
Fuel Cooled Oil Cooler (F.C.O.C.) are used.

For Training Purposes Only

A.O.H.E.
The A.O.H.E. is fitted on the right hand side of the L.P. compressor case and
consists of two main components:
S Heat Exchanger Assembly
S Air Modulating Valve
The operation of the A.O.H.E. is controlled by the E.E.C. The E.E.C. uses data
collected from oil temperature sensors and fuel thermocouples to control the
A.O.H.E.
The E.E.C. monitors these temperatures and makes sure they remain within
limits. If they are not then the E.E.C. will send a signal to the torque motor in
the servo valve. Signals from the E.E.C. move the torque motor which causes
the spool valve to move. As the spool valve moves it allows servo fuel to
the applicable side of the piston and moves it. The movement of the piston will,
through a linkage, turn the air modulating valve to give the best airflow necessary through the heat exchanger.

FRA US-T TH NOV 99

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RR Trent 700

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OIL SYSTEM

Figure 104
FRA US-T TH NOV 99

Heat Management System


Page: 209

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
HEAT MANAGEMENT CONTINUED
The A.O.H.E. has two modes.
Mode 1
S Air modulating valve fully closed. This mode is for usual conditions. No airflow through the heat exchanger. Temperature of oil and fuel can be controlled by the F.C.O.C. operation only.

For Training Purposes Only

Mode 2
S Air modulating valve turns to L.P. compressor airflow open position. This
mode is used when cool air is required to lower the temperature of the oil.
S In mode two the air modulating valve is fully adjustable between its minimum and maximum open position.The position of the valve is controlled by
the E.E.C .adjusting the valve to the best position.This position is when sufficient cool air is used for the A.O.H.E. to function, with minimum decrease
in engine performance. An oil spring attached to the pinion gear will move
the valve to mode two, if there is a system failure.

FRA US-T TH NOV 99

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00

MODE 1

For Training Purposes Only

MODE 2

Figure 105
FRA US-T TH NOV 99

AOHE Air Modulating Valve


Page: 211

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RR Trent 700

79-00
FUEL COOLED OIL COOLER
DESCRIPTION
The F.C.O.C. has two functions:
The primary function is to reduce the temperature of the oil and the secondary function is to increase the temperature of the fuel, this will prevent the
water content in the fuel from turning to ice.
The oil flow through the core is made slower by many baffle plates around the
steel tubes. The slower oil enhances the exchange of heat. If the oil pressure in
the F.C.O.C. becomes more than a specified limit a bypass valve will open
and relieve the pressure back to the oil inlet. An antisyphon hole connects the
inlet to the outlet to prevent oil suction from the F.C.O.C. during engine shut
down. The fuel filter is fitted in the bottom of the F.C.O.C. this filter has a by
pass valve which will operate if the filter becomes clogged.

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OIL SYSTEM

Figure 106
FRA US-T TH NOV 99

Fuel Cooled Oil cooler


Page: 213

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
AIR OIL HEAT EXCHANGER DEACTIVATION
The following diagram shows the air / oil heat exchanger which is located on
the right hand side of the fan case.
AIR / OIL HEAT EXCHANGER
The MEL deactivation procedure requires a locked open valve.
This makes sure that under all circumstances a maximum cooling is provided
to keep the engine oil cool for safe engine operation.

For Training Purposes Only

PROCEDURE
S open the right hand fan cowl door
S turn the manual turning device in clockwise direction until the valve indicates
fully open
S remove the cotter pin from the lockpin
S remove the lockpin from the heat exchanger
S remove the lockpin spacer which is part of the lockpin and store it for later
installation
S install the lockpin less spacer into the heat exchangerunit
S install the cotter pin into the lockpin
S release the exchanger air valve manual turning device
S close the fan cowl door

FRA US-T TH NOV 99

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OIL SYSTEM

Figure 107
FRA US-T TH NOV 99

Air / Oil Heat Exchanger


Page: 215

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POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
I.D.G. OIL COOLING
INTRODUCTION
The Integrated Drive Generator (I.D.G.) is the primary source of A.C. electrical power supply to the aircraft. Each engine has an I.D.G. mounted on the
left hand side rear face of the external gearbox. An oil system which is an integral part of the I.D.G., lubricates the I.D.G. bearings and keeps it cool. The
system is connected to an external Air Cooled Oil Cooler (A.C.O.C.) to keep
the oil temperature at a satisfactory level.

For Training Purposes Only

DESCRIPTION
The I.D.G. includes a Constant Speed Drive (C.S.D.) and an A.C. generator
installed in the one housing.
The C.S.D. maintainsa constant output speed of 24,000 R.P.M., thus the
generator turns at a constant speed of 24,000 R.P.M.
The I.D.G. has an oil system which lubricates the generator bearings and
keeps it cool. The I.D.G. has a pressure filling point, a drain point and an oil
level sight glass. In the scavenge part of the oil system there is a filter that can
be removed. A popout button gives visual indication that the filter is clogged.
But when the oil is cold a bimetal element prevents this function.

FRA US-T TH NOV 99

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Figure 108
FRA US-T TH NOV 99

Integrated Drive Generator


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RR Trent 700

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AIR COOLED OIL COOLER
DESCRIPTION
The A.C.O.C. i a simple air oil heat exchanger, mounted on the lower L.H. side
of the L.P. compressor case. Hot oil from the I.D.G. flows through the matrix,
where it is cooled by L.P. compressor air, before returning to the I.D.G. There
is a pressure relief valve (bypass) between the oil inlet and outlet connections. If the oil is cold it will not flow easily through the matrix therefore thevalve will open and the oil bypasses the A.C.O.C.

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POWER PLANT
OIL SYSTEM

Figure 109
FRA US-T TH NOV 99

Air cooled Oil Cooler


Page: 219

Lufthansa Technical Training

POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
FILLING THE ENGINE OIL SYSTEM
WARNING
You must not remove the oil tank filler cap for five minutes after the engine
stops. This will let the pressure in the oil tank decrease.
NOTE
Only oils approved by RollsRoyce can be used in the Trent engine. The
following is a list of approved oils:
S AeroShell Turbine Oil 500 (Royco Turbine Oil 500).
S AeroShell Turbine Oil 555 (Royco Turbine Oil 555).
S AeroShell Turbine Oil 560 (Royco Turbine Oil 560).
S Mobil Jet Oil II.
S Mobil Jet Oil 254.
It is desirable to keep to one brand of oil but approved brands may be mixed if
operationally essential.

For Training Purposes Only

GRAVITY FILLING
S Open access panel on the right hand fan door.
S Check oil level on sight glass.
S If low, remove filler cap from oil tank.
S Add the approved oil to the oil tank.
S Replace filler cap.
S Record amount of oil used.
PRESSURE FILLING
S Remove wire locking and blanking caps from pressure fill and overflow.
S Fit the drain hose to the overflow coupling.
S Fit the pressure filling hose to the pressure fill coupling.
S Using the pressure filling equipment add the approved oil until a small quantity of oil is seen to come out of the overflow coupling.
S Remove pressure filling equipment.
S Replace blanking caps and wirelock.
S Record amount of oil used.

FRA US-T TH NOV 99

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POWER PLANT
OIL SYSTEM

Figure 110
FRA US-T TH NOV 99

Engine Oil Servicing


Page: 221

Lufthansa Technical Training

POWER PLANT
OIL SYSTEM

A 330
RR Trent 700

79-00
M.C.D. REMOVAL, INSPECTION AND REPLACEMENT
Examine the M.C.D. as follows:
S Gently wash in clean Kerosene to remove all oil, the Kerosene must be in a
clean container which is not made of metal.
S Examine M.C.D. probe in a good light for contamination. Use a magnifying
glass which will show contamination at least 5 times larger than its correct
size.
S The Maintenance Manual will explain the accept/reject standard.
If there is contamination which can not be easily identified, it must be sent to a
laboratory for analysis. It is also helpful to the engine shop if you send the
contamination which has caused the engine rejection with the engine. You must
also identify the M.C.D. position.
Open access door on the right hand fan cowl door.
Cut locking wire securing M.C.D.
Turn and release M.C.D. with suitable wrench.
Cut and discard seal ring.

For Training Purposes Only

INSTALLATION OF M.C.D.
S Fit new seal ring.
S Fit M.C.D. into its housing tighten with suitable wrench torque loading
to between 60 and 120 lbf/in (0,68 and 1,35 MdaN).
S Make safe with wire locking.
S Close access door.
NOTE: For leak check perform an Engine Idle Run.

FRA US-T TH NOV 99

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RR Trent 700

79-00

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT
OIL SYSTEM

Figure 111
FRA US-T TH NOV 99

Master MCD
Page: 223

A 330
RR Trent 700

79-00
PRESSURE OIL FILTER
DESCRIPTION
The oil pressure filter is screwed into the oil pump housing.It is required to remove the filter element with the filter housing. If the filter element is not removed at the same time it can fall and be damaged.
When turning counter-clockwise a check valve closes to prevent oil drainage.
NOTE: The filter is a cleanable element and can be used provided it is not
damaged.

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT
OIL SYSTEM

FRA US-T TH NOV 99

Page: 224

A 330
RR Trent 700

79-00

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT
OIL SYSTEM

Figure 112
FRA US-T TH NOV 99

Oil Pressure Filter


Page: 225

Lufthansa Technical Training

OIL SYSTEM
INDICATING

A330
RR Trent 700

79-30

79-30

OIL INDICATING SYSTEM

GENERAL
DESCRIPTION
The oil system has a number of comonents that are used for indication. These
components monitor the oil temperature, pressure and quantity.
The components send signals which permit the flight crew to monitor the status
of the oil system and alert them to possible problems.

For Training Purposes Only

OIL QUANTITY TRANSMITTER


The quantity transmitter sends a signal to the EEC that is in proportion to the
oil level in the tank. The quantity is shown on the ENGINE SYSTEM PAGE

FRA US-T TH NOV 99

Page: 226

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 113
FRA US-T TH NOV 99

Oil Quantity Transmitter


Page: 227

A330
RR Trent 700

79-30
OIL TEMPERATURE SENSORS
There are two oil temperature sensors located in the scavenge return line.
They send their signals to both EEC-channels where it is further transmitted to
the ENGINE SYSTEM PAGE

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

FRA US-T TH NOV 99

Page: 228

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 114
FRA US-T TH NOV 99

Oil Temperature Sensors


Page: 229

A330
RR Trent 700

79-30
OIL PRESSURE TRANSMITTERS
There are two oil pressure transmitters located on the lubrication unit. They
send their signal to both EEC-channels to indicate the supply pressure on the
ENGINE SYSTEM PAGE

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

FRA US-T TH NOV 99

Page: 230

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 115
FRA US-T TH NOV 99

Oil Pressure Transmitters


Page: 231

A330
RR Trent 700

79-30
LOW OIL PRESSURE SWITCH
The low oil pressure switch closes if the oil pressure decreases to 35 PSI. The
signal is transmitted to the FWC and to the flight deck

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

FRA US-T TH NOV 99

Page: 232

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 116
FRA US-T TH NOV 99

Low Oil Pressure Switch


Page: 233

A330
RR Trent 700

79-30
OIL PRESSURE FILTER DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch located on the lubrication unit sends a signal to
the EEC if the differential pressure increases to 13 PSI

For Training Purposes Only

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OIL SYSTEM
INDICATING

FRA US-T TH NOV 99

Page: 234

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 117
FRA US-T TH NOV 99

Oil Pressure Filter Differential Pressure Switch


Page: 235

A330
RR Trent 700

79-30
OIL SCAVENGE FILTER DIFFERENTIAL PRESSURE SWITCH
The differential pressure switch located close to the oil tank sends a signal to
the EEC if the differential pressure increases to 13 PSI

For Training Purposes Only

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OIL SYSTEM
INDICATING

FRA US-T TH NOV 99

Page: 236

A330
RR Trent 700

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM
INDICATING

Figure 118
FRA US-T TH NOV 99

Oil Scavenge Filter Differential Pressure Switch


Page: 237

Lufthansa Technical Training


For Training Purposes Only

ENGINE FUEL AND CONTROL


GENERAL

A 330
RR Trent 700

73-00

ATA 73

ENGINE FUEL AND CONTROL

73-00

FUEL SYSTEM PRESENTATION

INTRODUCTION
The function of the system is to receive fuel from the aircraft tanks and deliver
conditioned metered fuel into the combustion chamber for ignition.
The fuel system is divided into
S Fuel Control
S Fuel Supply
Fuel control is achieved electromechanically by the FADEC system or
E.E.C., interfacing with the Fuel Metering unit which is integral with the fuel
supply system.
Note: FADEC control principles is covered in FADEC section.
The fuel supply system is required to:
S Uplift the fuel delivery pressure sufficient to cater for system pressure drop
and fuel metering.
S To heat the fuel in cold conditions.
S To filter the fuel.
S To meter the fuel delivery to satisfy engine thrust requirement.
S To finely atomise the fuel and air mix during injection into the combustor.
S Incorporate independent devices to shutoff fuel delivery to the combustor,
in the event of severe shaft overspeed conditions and extremely unlikely
shaft failures.
S Incorporate a flight deck manually operated fuel shutoff valve.

FRA US-T TH NOV 99

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A 330
RR Trent 700

73-00

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 119
FRA US-T TH NOV 99

Fuel System Schematic


Page: 239

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

A 330
RR Trent 700

73-00
FUEL COMPONENTS
Low Pressure Pump (L.P.P.)
The pump receives fuel from the aircraft system and ensures satisfactory pressure to the High Pressure Pump (H.P.P.). The pump has a single stage
centrifugal impeller.
Low Pressure Fuel Cooled Oil Cooler
Fuel from the L.P.P. passes through the cooler to act as an oil cooling medium, and conversely for the oil to heat the fuel.
Low Pressure Filter
The low pressure filter is a 40 micron noncleanable element housed in a casing separate but common with the Low Pressure Fuel Cooled Oil Cooler
unit. The filter provides fuel filtration before the fuel enters the High
Pressure system.
A pressure differential switch is incorporated across the filter working at
5 psid and giving a flight deck warning. The bypass operates at 25 psid.

For Training Purposes Only

Low Pressure Fuel Pressure Switch


This monitors the fuel pressure downstream of the element giving an
indication to the flight deck if the fuel pressure falls below 70 psig.

FRA US-T TH NOV 99

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RR Trent 700

73-00

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ENGINE FUEL AND CONTROL


GENERAL

Figure 120
FRA US-T TH NOV 99

FCOC and Filter


Page: 241

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

A 330
RR Trent 700

73-00
FUEL COMPONENTS
High Pressure Pump (H.P.P.)
The High Pressure Pump is a spurgear type pump. It feeds fuel to the
F.M.U. and provides servo pressure to the engine control unit actuators.
Both the H.P. pump and the L.P. pump are housed in a common housing
mounted and driven from the High Speed Gearbox.
The H.P.P. is protected by a pressure relief valve which opens at 1600 psid.
if a restriction occurs downstream of the pump.
The valve returns H.P. fuel back to the H.P. pump inlet.

For Training Purposes Only

Fuel Flow Transmitter


This unit provides a signal of engine fuel flow to the flight deck. It is a displacement type unit which eliminates density variations due to temperature
changes in the fuel.

FRA US-T TH NOV 99

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RR Trent 700

73-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 121
FRA US-T TH NOV 99

Fuel Pump Assembly


Page: 243

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RR Trent 700

73-00
Fuel Metering Unit (F.M.U.)
This unit interfaces with the E.E.C. Unit.
It fastens directly onto the L.P./H.P. fuel pump housing.
The F.M.U. receives electrical signals from the E.E.C., to indirectly control
fuel flow into the combustor. The signal controls the position of the Fuel Metering Valve.
A spill valve incorporated within the F.M.U. maintains a constant pressure
drop across the Fuel Metering Valve.
Incorporated within the F.M.U. is a turbine overspeed valve and fuel shutoff
valve.
The shutoff valve can be operated by an electrical signal from the Pilots fuel
control switch.

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ENGINE FUEL AND CONTROL


GENERAL

FRA US-T TH NOV 99

Page: 244

A 330
RR Trent 700

73-00

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 122
FRA US-T TH NOV 99

Fuel Metering Unit


Page: 245

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

A 330
RR Trent 700

73-00
FUEL COMPONENTS
H.P. Fuel Filter
The filter is a 250 micron element housed in a case attached to the inlet of
the fuel manifold. The filter can be removed, cleaned and reused.
The function of the filter is to prevent blockage of the fuel spray nozzles

HP Fuel Filter

For Training Purposes Only

Fuel Manifold
The primary fuel manifold is assembled in 2 halves and fits around the combustion outer case.
The main fuel delivery line and filter connects to the manifold to the right of
B.D.C. of the engine.
Fuel is distributed to each of the 24 fuel spray nozzles through12 off equally
spaced secondary manifolds.
Each secondary manifold delivers fuel to 2 off fuel spray nozzles.

FRA US-T TH NOV 99

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RR Trent 700

73-00

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 123
FRA US-T TH NOV 99

Fuel Spray Nozzle and Manifold


Page: 247

A 330
RR Trent 700

73-00
FUEL SPRAY NOZZLES
24 off fuel spray nozzles (F.S.Ns) are used on the Trent engine. They are cast
body fabrications of simplex air spray design. Fuel is delivered to the F.S.N.
then through the body (feed arm) to the swirl chamber head for atomisation
and air mix before entry into the combustor.
A weight type distributor valve is fitted inside the feed arm used to control the
individual fuel delivery pressure, to match all the F.S.Ns output during low
flow conditions i.e. engine start, and decent.
The fuel enters the swirl chamber and is partially atomised and centrifuged by
the tangential entry ports, H.P. delivery air passes into the rear of the swirl
chamber mixing with the fuel, the air/fuel is swirled by a series of vanes before
exiting the swirl chamber.

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ENGINE FUEL AND CONTROL


GENERAL

FRA US-T TH NOV 99

Page: 248

A 330
RR Trent 700

73-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 124
FRA US-T TH NOV 99

Fuel Spray Nozzle


Page: 249

A 330
RR Trent 700

73-00
FUEL SPRAY NOZZLE REMOVAL/INSTALLATION
If a fuel spray nozzle has to be changed use the distributer weight from the
nozzle removed.
Fit new distributer seal to the distributer weight and put it into the position in the
fuel nozzle.
If the same nozzle is being replaced make sure the C-seal is visually satisfactory.
NOTE:
After nozzle change ensure the proper location by borescoping the combustion
chamber.

For Training Purposes Only

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ENGINE FUEL AND CONTROL


GENERAL

FRA US-T TH NOV 99

Page: 250

A 330
RR Trent 700

73-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 125
FRA US-T TH NOV 99

Fuel Spray Nozzle Removal / Installation


Page: 251

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

A 330
RR Trent 700

73-00
Fuel Temperature Thermocouples
Two thermocouples are installed in the flow pipe between F.M.U. and fuel
flow transmitter, supplying temperature input to the E.E.C. i.e. Lane A and
Lane B.
The fuel temperature thermocouples are installled in the tube that is connected to
the outlet of the FMU.

For Training Purposes Only

They are attached to a tube adapter with bolts and are electrically connected
through engine electrical harnesses to the EEC. One thermocouple supplies a
temperature input for Channel A of the EEC. The other supplies a temperature input for Channel B of the EEC. Each thermocouple has a stainless steel case which
contains a temperature sensitive element.

FRA US-T TH NOV 99

Page: 252

A 330
RR Trent 700

73-00

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 126
FRA US-T TH NOV 99

Fuel Temperature Thermocouples


Page: 253

A 330
RR Trent 700

73-00
L.P. FUEL FILTER REMOVAL / INSTALLATION
CAUTION
You must prevent the movement of the drain plug adapter when you remove
the drain plug. If you do not do this you can loosen the adapter and cause fuel
leaks.
S Position a container under the drain plug and remove drain plug.
S Remove, cut and discard used sealing ring.
S With the container still in position remove the 3 bolts holding end cap in
position, allow fuel to drain.
S Remove cut and discard sealing ring.
S Remove and discard filter element.
S Fit blank over the hole.
Installation is as follows:
S Fit new element,make sure filters bonded seal goes into its location in its
housing.
S Fit new sealing ring to cap assembly.
S Fit cap to housing ensuring filter bonded seal goes into its location in the
cap assembly.
S Fit bolts and torque load to 200 to 220 lbf/in (2,25 to 2,48 MdaN).
S Fit new seal to drain plug, fit plug, torque load to 110 to 120 lbf/in (1,24 to
1,35 MdaN) and wire lock plug.
S Carry out test shown in the MM for leaks.

For Training Purposes Only

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ENGINE FUEL AND CONTROL


GENERAL

FRA US-T TH NOV 99

Page: 254

A 330
RR Trent 700

73-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 127
FRA US-T TH NOV 99

LP Fuel Filter
Page: 255

A 330
RR Trent 700

73-00
H.P. FUEL FILTER REMOVAL/INSTALLATION
CAUTION
You must make sure the retaining bolt is correctly installed in the filter element.
If the bolt becomes disconnected from the element it can cause blockage in
the fuel supply.
S Open Cducts.
S Position a containe runder the drain shown in the diagram below.
S Remove drain plug.
S Remove, cut and discard sealing ring.
S Fit new sealing ring and refit drain plug torque load to 44 lbf/in (0,5 MdaN)
and wire lock plug.
S Remove bolts from inlet and outlet connectors.
S Remove filter body, cut and discard seals.
S Release bolt and remove filter element from filter body.
S Fit blanks/covers to all openings.
Installation is as follows:
S Make sure retaining ring is fitted correctly to hold retaining bolt to the
filter element.
S Fit element into filter body tighten retaining bolt and torque load to 100
lbf/in (1,13 MdaN
S Fitnew sealing rings to inlet and outlet connectors.
S Position filter body between the two connectors.
S Fit bolt and torque load to 100 lbf/in (1,13 MdaN).
S Carry out test shown in MM for leaks.

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

FRA US-T TH NOV 99

Page: 256

A 330
RR Trent 700

73-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL


GENERAL

Figure 128
FRA US-T TH NOV 99

HP Fuel Filter
Page: 257

Lufthansa Technical Training

AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

ATA 75

AIR

75-33

IP/HP COMPRESSOR AIRFLOW


CONTROL

A 330
RR Trent 700

75-00

For Training Purposes Only

GENERAL
The function of the IP and HP compressor airftow control system is to keep a
smooth airftow through the IP and HP compressor. It also controls the votume
of airftow through the IP and HP compressors. The system makes sure of the
correct operation of the compressors durlng all ranges of operation. The IP and
HP compressor airftow control system has one stage of Variable Inlet Guide
Vanes (VIGVs) and two stages of IP compressor Variable Stator Vanes
(VSVs). The VIGVs and VSVs control the angle at whlch the alrflow ls supplied
to the first three stages of the IP compressor. The angle of the VIGVs and
VSVs is changed to adapt to different conditions of compressor operation. This
helps to prevent a statl /surge condition in the IP and HP compressors. The
volume of airflow through the IP and HP compressors is controlled by four IP
and three HP bleed vatves. At lower engine speeds the bleed valves bleed air
from the IP and HP compressors to prevent a stall /surge condition. The bleed
valves are closed at higher engine speeds to provide full airflow through the IP
and HP compressors.
The IP and HP compressor airflow control system includes:
S a VSV control unit
S two VSV actuators
S a VIGV/VSV actuating mechanism
S a bleed valve controller
S four IP bleed valves
S three HP bleed valves

FRA US-T TH NOV 99

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RR Trent 700

75-00

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Lufthansa Technical Training

AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

Figure 129
FRA US-T TH NOV 99

VIGV / VSV Actuator


Page: 259

Lufthansa Technical Training

AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

A 330
RR Trent 700

75-00

VIGV / VSV SYSTEM


DESCRIPTION
The VIGVs and VSVs are adjusted during acceleration, deceleration and
surge conditions. This makes sure of correct operation of the IP and HP compressors. The EEC uses N2 speed signals and IP compressor temperature
signals to control the position of the VIGVs and VSVs. If these signals are not
available the EEC uses signals based on a pressure ratio to control the VIGVs
and VSVs.
The VIGV / VSV system consists of the following units:
S VIGV / VSV Control Unit
S Two VIGV / VSV Actuators
S VIGV / VSV Actuating Mechanism
The E.E.C. is constantly monitoring the speed and the inlet pressure of the I.P.
compressor when these conditions change during acceleration and deceleration the E.E.C. will send a signal to the V.I.G.V./V.S.V. control unit. The control
unit responds by directing H.P. fuel to the actuators to either retract or extend
the rams.
The V.I.G.V/V.S.V. actuating mechanism changes the linear movement of
each of the actuator rams to a movement that turns the VIGV / VSV.
Linear Variable Differential Transducers (L.V.D.T.) send signals back to the
E.E.C. of V.I.G.V./V.S.V. angle. The left actuator LVDT feedback is send to
EEC channel A, the right actuator LVDT feedback is send to EEC channel B.

For Training Purposes Only

STARTING
During an engine start the VIGVs and VSVs are held in the closed position
until 8% N3.
ENGINE ACCELERATION
As the engine speed increases the VIGVs and VSVs start to move to their
open position.
ENGINE DECELERATION
As the engine speed decreases the VIGVs and VSVs start to move to their
closed position.

FRA US-T TH NOV 99

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RR Trent 700

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

Figure 130
FRA US-T TH NOV 99

VIGV / VSV System Schematic


Page: 261

Lufthansa Technical Training


For Training Purposes Only

AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

A 330
RR Trent 700

75-00

V.I.G.V./V.S.V. OPERATION
DESCRIPTION
The V.I.G.V./V.S.V. control unit is fitted on the lower left hand side of the
compressor intermediate case, the unit consists of the following:
S A Constant Pressure Valve
S A Torque Motor
S A Pressure Drop Regulator
S A Control Servo Valve
The diagram below shows the actuators on the high speed stops therefore
V.I.G.Vs/V.S.Vs are fully open, there is no signal coming from the E.E.C. to
the torque motor it remains in a neutral position. In this position it can be seen
that the control servo valve is covering the outlet ports to the actuators and
there is a hydraulic lock across the piston. Fuel from the fuel pumps passes
through a constant pressure valve which maintains the supply pressure to
the torque motor and the return pressure from the torque motor at a constant
pressure drop.
The torque motor flapper valve controls the flow of servo pressure (extend
and retract pressure) to the control servo valve. The torque motor flapper
valve is controlled by electrical signals from the E.E.C. There are two signals
from the E.E.C. to two coils, only one signal is used at any one time.
Energising one of the coils can move the flapper in two directions, the direction
is dependent upon the E.E.C. signal. When the flapper moves closer to one
nozzle and away from the other nozzle. This causes an out of balance condition in the hydraulic circuit.
The flapper valve near to a nozzle decreases the fuel flow from that nozzle to
the L.P. return.This increases the servo pressure at one end of the control
servo valve. Movement of the flapper valve away from the nozzle increases the
flow of fuel from that nozzle to L.P. return. This decreases the servo pressure
at one end of the servo control valve.

FRA US-T TH NOV 99

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RR Trent 700

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

Figure 131
FRA US-T TH NOV 99

VIGV / VSV Actuation Schematic


Page: 263

A 330
RR Trent 700

75-00

VIGC /VSV OPERATION CONTINUED


It can be seen from the diagram that movement of the servo control valve piston in either direction will supply HP regulated pressure to either side of the
actuator piston to:
S retract the actuator and open the VIGV / VSV
S extend the actuator ans close the VIGV / VSV. A constant pressure drop is
maintained across the servo control valve by the pressure drop regulator
When the VIGV / VSV reach the required position as determined by the EEC it
will send a signal to the torque motor to move the flapper valve to its neutral
position. This provides the same pressure to each end of the servo control
valve. The springs then put the piston into a neutral position where both outlet
ports to the actuator are closed and hydraulically lock both actuators in position.
LVDTs send signals to the EEC which gives an indication of the position of the
piston. The EEC uses this indication to control piston movement. Both LVDTs
are energised but only one is used for the control of piston movement.

For Training Purposes Only

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

FRA US-T TH NOV 99

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RR Trent 700

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

Figure 132
FRA US-T TH NOV 99

VSV Control Unit


Page: 265

A 330
RR Trent 700

75-00

CMS VARIABLE STATOR VANE TEST


This test carried out by EEC and done through the MCDU enables the maintenance to perform a active VSV test.
Therefore perform all necessary safety precautions prior engine motoring.
The EEC performs a full travel check from the VIGV / VSV Actuator and
checks the given feedback signals from the system while the engine is nmotored.

For Training Purposes Only

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

FRA US-T TH NOV 99

Page: 266

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

Figure 133
FRA US-T TH NOV 99

CMS VSV Test


Page: 267

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AIR
COMPRESSOR AIRFLOW CONTROL SYSTEM

A 330
RR Trent 700

75-00

COMPRESSOR BLEED CONTROL SYSTEM


GENERAL
The compressor bleed control system ensures that adequate surge margin are
maintained in the intermediate and high pressure compressors when the engine is operating at lower rpm ranges.
To maintain a stable airflow during certain transient and steady state running
conditions a percentage of air is vented from the IP and HP compressors. This
is accomplished with 7 bleed valves.There are three bleed valves located on
the HP3 stage, and four valves on the IP8 stage. All valves discharge to the
fan discharge ducting.
The EEC controls the bleed valves by means of a solenoid pack.

For Training Purposes Only

OPERATION
The EEC uses IP compressor shaft speed ( N2 ) signals and IP compressor
temperature signals to control the IP bleed valves. These signals control the
open/closed position of the IP bleed valves.
The EEC uses HP compressor shaft speed ( N3 ) and HP compressor temperature signals to control the HP bleed valves. These signals control the open/
closed position of the HP bleed valves.
If these signals are not available the EEC uses signals based on a pressure
ratio. The EEC can also use signals from the throttle resolver position angle to
set each bleed valve.

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Figure 134
FRA US-T TH NOV 99

IP and HP Bleed Valves


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COMPRESSOR BLEED VALVES


IP BLEED VALVES
The 4 IP Bleed valves are installed on and around the compressor intermediate
case.
These bleed valves are aligned with stage 8 of the IP Compressor. They operate to bleed a amount of stage 8 air into the LP Compressor airflow at low engine speeds and during an engine surge or stall.
Each IP bleed valve has a body, piston and a spring. The piston and spring are
installed in the body. Movement of the piston opens and closes the bleed valve.
When the engine is not in operation the spring pressure holds the valve in the
open position. This gives the correct airflow through the IP compressor for engine start.
HP BLEED VALVES
The 3 HP Bleed valves are installed near to the front of the combustion outer
case.
Two HP Bleed valves are installed at the top right and bottom right of the case.
The other HP Bleed valve is installed at the bottom left of the case.
The bleed valves are aligned with stage 3 of the HP compressor. They operate
to bleed a amount of HP stage 3 air into the LP Compressor airflow at low engine speeds and during an engine surge or stall.
Each HP bleed valve has a body, two springs, piston, stem and valve. The piston stem and valve are assembled together to make a valve assembly. This
valve assembly is sealed against the valve body with two seal assemblies.
Movement of the valve assembly opens ore closes the bleed valve. When the
engine is not in operation the spring pressure holds the valve assembly in the
open position. This gives the correct airflow through the HP compressor for
engine start condition.

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IP BLEED VALVES

HP BLEED VALVES

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IP and HP Bleed Valves


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DESCRIPTION CONTINUED
The four I.P. compressor stage 8 and the three H.P. compressor stage 3 bleed
valves are controlled by five solenoid valves contained in one unit.
Two solenoid valves operate the four I.P. bleed valves in pairs. One of the solenoid valves operates the I.P.bleed valves fitted at the top right and bottom left
of the I.P. compressor intermediate case. The remaining three solenoid valves
each operate one of the three H.P. bleed valves fitted to the combustion
chamber outer case.
H.P. compressor stage 3 air is supplied to each solenoid valve when the solenoid valve is energised by the E.E.C. it vents H.P. 3 air servo pressure, which
is keeping the bleed valve open, to atmosphere. This allows bleed air from the
compressor to close the bleed valve(s). When the solenoid is not energised
H.P. 3 air servo pressure is supplied from the solenoid valve(s). This H.P. 3
servo pressure combined with a spring in the bleed valve(s) holds the valve in
the open position and I.P. and H.P. compressor air flows into the bypass casing.

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Figure 136
FRA US-T TH NOV 99

Bleed Valve System


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SOLENOID PACK
The I.P. and H.P. solenoid valves are attached together to form one unit
(Pack). This pack is mounted on the rear flange of the I.P. compressor V.S.V.
case, it is on the right hand side above the horizontal centre line of the engine.
There is one pneumatic connector and two electrical connectors, these supply
electrical power and air to the five solenoids. Each solenoid has two coils, one
coil is connected to the E.E.C. lane A. The other coil is connected to lane B.

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Figure 137
FRA US-T TH NOV 99

Bleed Valve Solenoid Pack


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H.P. 3 AND I.P. 8 BLEED VALVES


S Bleed Valve open
The schematic diagram below shows one of the H.P. 3 bleed valves in the
open position. When the coils in the solenoid valve are not energised springs
move the vent valve to close vent A. This allows H.P. 3 air into chamber A
moving the piston to the right. The piston moves the inlet valve against the
spring. The piston has also closed vent B and opened the inlet valve. H.P. 3
air can now flow through the opened inlet valve into the H.P. 3 servo air tube
to the bleed valve servo chamber. In this condition the valve is open.
Although the diagram shows an H.P. bleed valve the solenoid control for opening the I.P. bleed valve is the same.

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Figure 138
FRA US-T TH NOV 99

Bleed Valve Open


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H.P. 3 AND I.P. BLEED VALVES


S Bleed Valve closed
When the coils in the solenoid are energised the vent valve moves to the left.
This action allows H.P. 3 air in chamber A to vent through vent A.
H.P. 3 air inlet pressure combined with spring pressure in chamber B moves
the piston to the left. H.P. 3 servo air then vents through vent B. This causes
a reduction in pressure in the bleed valve servo chamber. It is the air that is
being bleed from the compressors that closes the bleed valve.
The E.E.C. uses I.P. compressor shaft speed and air inlet temperature signals
to control the I.P. bleed valves.
The E.E.C. uses H.P. compressor shaft speed and air inlet temperature signals to control the H.P. bleed valves. If these signals are not available the
E.E.C. uses signals based on pressure ratio. The E.E.C. can also use signals
from the throttle resolver angle (T.R.A.) to set each bleed valve.
If electrical failure occurs the bleed valves are moved to the open position.

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Figure 139
FRA US-T TH NOV 99

Bleed Valve Closed


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TURBINE CASE COOLING

INTRODUCTION
GENERAL
The system improvesengine performance by decreasing the I.P. turbine blade
tip clearance in the stable cruise mode. At all other flight conditions the system
allows the I.P. turbine blade tip clearance to increase. A secondary function is
to keep the I.P. / L.P. turbine casing temperatures within satisfactory limits.
This is achieved by directing a controlled flow of cooling to the outside of the
I.P. turbine casing allowing the casing to contract decreassing the blade tip
clearance, however by shutting off the air supply the casing will expand increasing blade tip clearance.

NOTE: When the valve is closed there is a small clearance, this allows a minimum supply of air to the I.P. / L.P. casing for satifactory cooling.

OPERATION
The diagram below shows the main components in the TCC system:
S TCC manifold
S TCC actuator
S TCC air manifold
S TCC liner assembly
The diagram shows the valve in the fuuly open position which is the mode in
stable cruise conditions where it is necessary to decrease the tip clearance of
the I.P. turbine blades.
When specified flight conditions occur the EEC transmits a signal to the solenoid, this allows HP3 air to go through and enter the actuator and the piston
extends to open the butterfly valve. A much larger quantity of L.P. compressor
air will flow through the valve and around the manifold.
The air flows through two rows of holes onto the I.P. turbine casing, this causes
a decrease in casing temperature and a subsequent decrease in I.P. tip clearance.
The air also flows through the L.P. turbine casing cooling liner assembly to decrease the temperature of the L.P. turbine casing.
At all other flight conditions the EEC de-energises the solenoid and cuts off the
supply of H.P. 3 air to the actuator. The actuator spring now causes the piston
to retract and close the butterfly valve. The flow of cooling air in the manifold is
now greatly reduced and thus the I.P. turbine tip clearance now increases.
If there is an electrical failure the spring closes the butterfly valve.
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Figure 140
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Turbine Case Cooling Schematic


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TCC ACTUATOR AND VALVE


GENERAL
The actuator is located on a bracket to the right of the H.P. / I.P. turbine casing
near the engines horizontal centre line. A flexible air tube connects to the actuator to provide the flow of H.P. 3 air.
The link assembly is adjustable therefore its lenght can be adjusted to make
sure the valve operates correctly.

TCC COOLING SOLENOID

For Training Purposes Only

GENERAL
The solenoid is located at the bottom of the intermediate casing. When the solenoid is commanded closed by either of the EEC lanes, air in the actuator is
vented to atmosphere through the outlet hole.

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TCC ACTUATOR / VALVE

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TCC COOLING SOLENOID

Figure 141
FRA US-T TH NOV 99

TCC Actuator / Valve and Solenoid


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TCC MANIFOLD AND COOLING LINER


GENERAL
The manifold assembly is in the shape of a box section. It is an assembly of
three parts as shown in the diagram.
Two rows of holes are drilled at equal distance around the inner surface of the
manifold. The cooling air will flow through these holes directly onto the I.P. turbine casing.
A rearward projection of the manifold inner surface forms the L.P. casing cooling liner.
The liner assembly is in four parts, bolted to brackets on the L.P. turbine casing. There are seals between each section and the front edge is sealed to the
manifold shroud.
The contours of this shroud provide locations for the EGT thermocouples and
overheat detector switches. The bolts that hold the thermocouples to the turbine casing also hold the manifold assembly in position.

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Figure 142
FRA US-T TH NOV 99

TCC Manifold and Cooling Liner


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ENGINE COOLING AND SEALING SYSTEM


GENERAL
The engine is internally cooled with air supplied by the I.P. and H.P. compressors.This air is also used to seal bearing chambers to prevent internal leakage
of oil.
S Air which is supplied by the I.P. compressor is bled off at stages IP 5 and IP
8
S Air which is supplied by the H.P. compressor is bled off at stages H.P. 3
and H.P. 6.
Parts of the engine which are at different pressures are isolated from each
other by labyrinth seals. The temperature of the cooling air around the I.P. turbine disc is monitored by the turbine overheat detection system.
The bearing compartment of the internal gearbox is usually kept cool by I.P.
compressor air. But during hot day takeoff conditions this is not sufficient to
keep the gear box at a satisfactory temperature.
More cool air is required and this is supplied by a different source, the bearing
compartment cooling system. Stage 3 air is taken from the H.P. compressor
and made cool by L.P. air in a heat exchanger.
This air is supplied to the internal gearbox. Internal gearbox temperature is
monitored by the E.E.C. and the system operates automatically.

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Figure 143
FRA US-T TH NOV 99

Cooling and Sealing Airflows


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BEARING COMPARTMENT COOLING SYSTEM


This system is contained in an Air Cooled Air Cooler (A.C.A.C.) which includes
the following component parts:
S Heat exchanger
S A rotary valve assembly
S A solenoid valve
S An actuator
The A.C.A.C. is mounted on the right hand side of the core engine between the
H.P. bleed valves.

For Training Purposes Only

HOT DAY CONDITIONS


During hot day take off and climb conditions it is necessary to supply more cool
air to the internal gearbox.
When such conditions occur the E.E.C. will send a signal to deenergise the
solenoid. This stops H.P.3 air supply to the piston head of the actuator by closing a ball valve and opening a vent from the actuator. H.P.3 air can now
move the piston which in turn opens the rotary valve.
This allows L.P. compressor air to flow through the heat exchanger where the
H.P.3 air is made cool. The cool H.P.3 air flowing through the rotary valve
passes to the internal gearbox.
When the rotary valve is fully open cams move to operate micro switches. This
transmits a signal to the E.E.C. to tell it the rotary valve is open.

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Figure 144
FRA US-T TH NOV 99

ACAC Open Position


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BEARING COMPARTMENT COOLING SYSTEM


Cold day conditions
When conditions monitored by the E.E.C. are such that additional cooling air is
not required the solenoid is automatically energised. This closes the actuator
vent and also lets the H.P.3 air supply pass through the ball valve to the head
of the actuator piston.
This being the larger surface area than the ram side there is a greater force
which moves the piston to close the rotary valve. This action will stop the flow
of H.P.3 air to the internal gearbox and L.P. compressor air through the heat
exchanger.
The cams move away from the micro switches and give the E.E.C. an indication that the rotary valve is closed. In the event of an electrical failure the
solenoid will be in a deenergised condition. Therefore more cool air will be
supplied to the internal gearbox during all conditions.
To keep the solenoid cool throughout all operating conditions there is a
constant cooling flow around the solenoid.

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Figure 145
FRA US-T TH NOV 99

ACAC Closed Position


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COMPONENT DESCRIPTION AND LOCATION


A.C.A.C.
This diagram shows the location of the A.C.A.C. and its component parts. The
H.P. 3 air in tube is installed between the combustion outer case and the inlet
to the heat exchanger. The H.P.3 air tube is connected to a 4 way connector
block. From this block 3 different tubes go to three intermediate case vanes to
supply air to the internal gearbox.
The L.P. compressor air in duct aligns with an opening in the inner structure of
the C duct.
The L.P. air out duct takes the used air to the lower bifurcation and is
dumped overboard.

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Figure 146
FRA US-T TH NOV 99

Air Cooled Air Cooler


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TURBINE OVERHEAT DETECTION SYSTEM


GENERAL
The Turbine overheat detection system is used to monitor the IP-turbine for
overheat. The IP turbine could soften causing blade root weakening and uncontained multiple blade release.
This system provides an ECAM warning message in case of IP turbine overheat and forces the flight crew to shut down the engine.
DESCRIPTION
The system consists of two thermocouple assemblies, each thermocouple assembly is a dual unit. One thermocouple of each unit is wired to the EEC channel A, and the other thermocouples of each unit is wired to the EEC channel B.
In the event that both front and rear thermocouples sense an overheat, the
EEC outputs a signal to the aircraft via an ARINC 429 output bus.

For Training Purposes Only

OPERATIOIN
There are two alert levels based on time:
S Front thermocouple
60 sec alert - 677_ C
5 sec alert - 802_ C
S Rear thermocouple
60 sec alert - 662_ C
5 sec alert - 802_ C
If both thermocouples in an assembly become unserviceable then the warning
system will operate.

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Figure 147
FRA US-T TH NOV 99

Turbine Overheat Detection Probes


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ACCESSORY COOLING

GENERAL
I NTRODUCT I ON
The powerplant is divided into three primary fireresistant zones isolated from
each other by fireproof bulkheads and seals.
Calibrated airf lows are supplied to the zones to keep the temperature around
the powerplant to an acceptable level.These airflows also provide a ventilation
function to prevent the accumulation of hazardous vapours.
An equally important fire resistant zone is the electronic unit protection box and
it protects the following items:
S Engine electronic controller (E.E.C.)
S Power control unit (P.C.U.)
S Overspeed protection unit (O.P.U.)

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Figure 148
FRA US-T TH NOV 99

Fireproof Bulkheads
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ACCESSORY COOLING

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SYSTEM DESCRIPTION
ZONE 1
Zone 1 is the annular space between the low pressure (L.P.) compressor case
and the fan cowl doors. The zone runs longitudinally from a fireproof bulkhead
at the rear of the nose cowl and the firewall. This zone houses most of the fuel
and oil accessories and is ventilated by ram air ducted through the air intake
cowl and is exhausted through an opening in the lower part of the right hand
hinge cowl.
If the zone pressure exceeds a predetermined value then a pressure relief
door will open. This door is located in the lower part of the left hand hinge cowl.

also two pressure relief doors, in the event of air pressure increasing above a
predetermined value.

For Training Purposes Only

ZONE 2
Zone 2 is the annular space between the intermediate pressure (I .P.) compressor and the gas generator fairings. There are six of these fairings which
are removable. This zone contains the actuators for the variable inlet guidevanes (V.I.G.Vs) and variable stator vanes (V.S.Vs) and related fuel supply
tubes. It also includes oil supply and scavenge tubes. Air enters the zone
through two holes at the top rear of the zone. It flows around the zone to decrease the temperature of the components, and to prevent the collection of
fumes in the area.
The air exhausts into the bypass casing through four holes in the front of the
gas generator fairings. The holes are big enough to ensure a satisfactory
flow of air through the zone.
ZONE 3
Zone 3 is the annular space between the gas generator and the inner surface
of the thrust reverser C ducts. The inner surface of the zone includes the
combustion and turbine cases.
Separation of zone 1 and 3 air is catered for by seals on the C duct mating
surfaces.
Zone 3 is known as the hot zone which contains some of the hydraulic components which operate the thrust reverser pivot doors. It also contains oil supply
and scavenge tubes, fuel manifold and drain tubes.
The airflow comes from the L.P. compressor entering the zone through ducts
in the inner surface of the C ducts. It flows through the zone to decrease the
temperature of the components and prevent the collection of fumes in the area.
In the bottom of the C duct longitudinal beam is an exit for the air, there is

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Figure 149
FRA US-T TH NOV 99

Accessory cooling Zones


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NACELLE TEMPERATURE INDICATION
GENERAL
Attached to the bottom of the engine at 06:00 position there is a thermocouple
probe which monitors the nacelle air temperature. If there is a sudden incrase
of this temperature there will be an electrical input to the EEC channel A. The
EEC then transmit an indication to the cockpit.
DESCRIPTION
S The temperature indication system includes a thermocouple probe and an
electrical harness which connects it to the EEC. The probe body has a
flange to install the unit, and an receptacle for connection of the harness. To
the rear the probe extends from the body as a longer sensor tube. This unit
is a assembly and cannot disassembled.
S At the bottom of the core engine on the front flange of the combustion outer
case there is a bracket. The probe is attached to this bracket by two nuts
and bolts, and the sensor extends rearwards across the zone.This part is
held in position by two clamps. The electrical harness is connected at the
receptacle and it goes forward to the EEC.

For Training Purposes Only

INTERFACE
The analog signal from the nacelle temperature thermocouple is received by
the EEC, trimmed down by a coefficient of 0,788 and digitalized by the EEC
and sent as EEC ARINC output to the DMC for display on the SD, and to the
FWC for warning activation.
CONTROL AND INDICATION
The nacelle temperature is indicated
in green colour in normal operation
in green pulsing colour if the temperature exceeds 260_ C ( advisory )
The indication above is replaced by the starter valve indication on engine start
selection.

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NACELLE ADVISORY
LIMIT

WHITE

GREY

GREEN

WHITE

SCALE MINIMUM VALUE

Figure 150
FRA US-T TH NOV 99

CYAN

SCALE MAXIMUM VALUE

Zone 3 Thermocouple
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C-DUCT SEALS
The following diagram shows the location of the c-duct seals which seperate
the zone 1 from the zone 3.

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Figure 151
FRA US-T TH NOV 99

Fire Seals
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ELECTRONIC UNIT PROTECTION BOX
This is a rectangular box which is positioned in zone 1. It contains the E.E.C.
the power control unit (P.C.U.) andthe overspeed protection unit (O.P.U.) and
protects these units from heat and flame.
The box has a curve which aligns with the contour of the engine case and the
hinged cowl.The box is made of titanium.
When the lid is opened more than 75 _ it will automatically lock.The lid is held
closed by 26 quick release fasteners.
The routing of all electrical cables to the components is through fire/fume seals.
The box is kept externally cool by the zone 1 airflow.
Intake air also enters a tube which takes the air into the box as far as the
O.P.U. This cooling air passes through the box and out through a tube in the
lower wall. The tube goes down and forward across the L.P. compressor case
and lets the air bleed back into the air intake through different outlets.

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Figure 152
FRA US-T TH NOV 99

EEC Unit Cooling


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ENGINE
ENGINE CONTROLS

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ATA 76

ENGINE CONTROLS

76-00

GENERAL

The power control system consists of:


one throttle control system for thrust setting
two ENG / MASTER switches which control the HP and the LP fuel shutoff valves

THROTTLE CONTROL
The throttle control system is fully electrical . It includes seperate throttlel control lever assemblies, one for each engine.
Each throttle control lever drives one throttle control unit which indicates the
Throttle Resolver Angle ( TRA ). The Throttle Control Unit is located under the
pedestal.

For Training Purposes Only

ENGINE MASTER SWITCH


The engine master switch controls:
the energization of the pressure raising and shutoff valve
the energization of the Lp fuel shutoff valve, which can also be controlled
by the associated ENG FIRE pushbutton switch
the reset of the EEC channel A and B

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ENGINE
ENGINE CONTROLS

A330
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THROTTLE CONTROL
LEVER
AUTOTHRUST INSTICTIVE
DISCONNECT PUSHBUTTON

3
UPPER MECHANICAL RODS

0
0

0 IDLE STOP
1 MAX CLIMB ( MCL )
2 MAX CONTINUOUS / FLEX T.O. / DERATED T.O.

For Training Purposes Only

3 MAX T.O. STOP ( MTO )


4 REVERSE IDLE
5 MAX REVERSE STOP
ARTIFICIAL FEEL UNIT

LOWER MECHANICAL RODS

RESOLVER

Figure 153
FRA US-T TH NOV 99

Throttle Control System


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ENGINE
ENGINE CONTROLS

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76-00
HP FUEL SHUTOFF VALVE
The high pressure fuel shutoff valve is electrically controlled by a torque motor
in the FMU
It opens with fuel pressure coming from the fuel metering valve provided the
torque motor is enrgized
There is a second torque motor, overspeed torque motor, which can be activated by the OPU or LPTOS in case of engine overspeed.
Note that the command from the master switch takes priority over the EEC.

LP FUEL SHUTOFF VALVE

For Training Purposes Only

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

FRA US-T TH NOV 99

Page: 308

A330
RR TRENT 700

76-00

For Training Purposes Only

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ENGINE
ENGINE CONTROLS

Figure 154
FRA US-T TH NOV 99

HP and LP Fuel Shutoff Valve


Page: 309

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ENGINE
ENGINE CONTROLS

A330
RR TRENT 700

76-00
ARTIFICIAL FEEL UNIT
The throttle control artificial feel unit is a friction system which provides a load
feedback to the throttle control levers.

TRA

DEFINITION
MAX REVERSE STOP
HIGH END OF MAX REV STOP

THROTTLE CONTROL UNIT


The throttle control unit transforms a mechanical movement into electrical signals.
Dual thrust lever resolvers send thrust lever position to each EEC channel.These analog signals are used by the EEC for thrust commands.

TLA

MANUAL MODE
A/THR NOT ACTIVE

LOW END OF REVERSE IDLE FLAT


REVERSE IDLE DETENT POINT
HIGH END OF REVERSE IDLE FLAT
IDLE STOP
HIGH END OF IDLE FLAT

AUTOMATIC MODE
A/THR ACTIVE

LOW EN D OF MCL FLAT


MAX CLIMB DETENT POINT
HIGH END OF MCL FLAT

LOW END OF MCT FLAT


MAX CONT DETENT POINT
HIGH END OF MCT FLAT

For Training Purposes Only

MANUAL MODE
A/THR NOT ACTIVE

LOW END OF TAKE OFF FLAT


TAKE OFF DETENT POINT

FRA US-T TH NOV 99

Page: 310

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ENGINE
ENGINE CONTROLS

A330
RR TRENT 700

76-00

CRANK

CASING

INPUT

ROD

ROCKER

LEVER
ELECTRICAL
CONNECTORS

THROTTLE
RESOLVER

COMPRESSION

CAM GEAR

SCREW

ADJUSTABLE
FRICTION

FRICTION

ASSEMBLY

ADJUSTMENT

For Training Purposes Only

SCEW

PTS
0

POS
IDLE STOP

MAX CLIMB

MAX CONTS

MAX T.O.

REV IDLE

MAX REV

POTIS

POTIS

ELECTRICAL
CONNECTORS

RESOLVER

Figure 155
FRA US-T TH NOV 99

PINION

Throttle Control / Artificial Feel Unit


Page: 311

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

A 330
RR Trent 700

30-20

ATA 30

ICE AND RAIN PROTECTION

30-20

ENGINE AIR INTAKE ICE PROTECTION

GENERAL
Ice may form on the leading edge of the nose cowl when the engine is operating in conditions of low temperature and high humidity.
Ice build up in, and on the inlet cowl could affect engine performance and could
cause compressor damage from ice ingestion. To prevent ice formation antiicing protection is provided in the following areas:
S The Nose Cowl leading edge (Thermal)
S The P20/T20 Probe (Thermal)
S The Spinner (Dynamic)
NOSE COWL ANTIICING
This is achieved by ducting hot air from the 3rd stage of the H.P. compressor to
a spray ring fitted in a D shaped chamber formed in the front of the nose cowl.
Fitted in the ducting is a pressure regulating and shut off valve (P.R.S.O.V.).
Used hot air is vented overboard through an exhaust grill located in the nose
cowl outer skin lower left hand side.

For Training Purposes Only

SPINNER ANTIICING
The spinner is protected from ice build up by a solid rubber nose tip which vibrates naturally to break up and dislodge the ice immediately it starts to form.

FRA US-F PT MAY 96

Page: 312

A 330
RR Trent 700

30-20

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

Figure 156
FRA US-F PT MAY 96

Anti Icing System


Page: 313

Lufthansa Technical Training


For Training Purposes Only

ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

A 330
RR Trent 700

30-20
ANTIICING SYSTEM OPERATION
DESCRIPTION
Air is taken from the third stage of the engine H.P. compressor. On selection of
the antiicing switch light to ON the P.R.S.O.V. opens and air passes through
ducting to the spray ring.
The discharge of air onto the lip skin is through 4 staggered rows of holes in
the spray ring.
The supply duct inside the nose cowl is completely enclosed by the exhaust
duct. This design ensures that if the supply duct in the nose cowl or spray
ring was to burst the airflow from the burst would discharge overboard with no
adverse structural affect.
Where the supply duct enters the nose cowl there is a venturi which acts as a
flow restrictor during system operation.
High and low pressure switches are provided downstream of the P.R.S.O.V.
to indicate system malfunction.
Selection of antiicing is by pushing the ENGINE ANTIICE switch light located on the flight deck overhead panel.
When the system is selected a white ON light is shown on the switch light
and a green ENGAICE message is displayed on the upper E.C.A.M. screen
If the low pressure switch operation does not agree wIth the switch light selected position the FAULT warning and MASTER CAUT comes on, the failure
is also shown on the upper E.C.A.M. screen as an amber warning.
There is also an aural warning. The FAULT warning light comes o during
valve transit from on to off and vice versa.
If pressure downstream of the P.R.S.O.V. becomes excessive the high pressure switch will function, this operation gives indication to the flight deck and
produces a maintenance message.
The complete system has been designed to permit aircraft despatch locked
fully closed or fully open.

FRA US-F PT MAY 96

Page: 314

A 330
RR Trent 700

30-20

For Training Purposes Only

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

Figure 157
FRA US-F PT MAY 96

Anti Icing Diagram


Page: 315

Lufthansa Technical Training


For Training Purposes Only

ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

A 330
RR Trent 700

30-20
OPERATION
The antiicing valve P.R.S.O.V. is of the butterfly type and has two functions.
It acts as the system ON/OFF valve and when selected ON controls the maximum outlet pressure to 75 PSI.
The schematic drawing of the valve shown below comprises:
S Butterfly valve
S A double headed diaphragm type piston
S A pilot regulator valve to control system pressure
S High and low pressure switches
S A filter
S ON/OFF solenoid
The valve is shown in the open position, this would be the position when anti
icing is selected ON by the flight crew. The solenoid is deenergised and a
spring has opened the vent from the upper chamber.
Pressure upstream of the butterfly valve passes through the filter to the upper
and middle chambers.
It can be seen the middle chamber pressure combined with the spring has a
greater force than the upper chamber, therefore the vale is open.
During operation if the pressure downstream of the butterfly valve exceeds the
design system maximum pressure, that pressure acts on the piston of the pilot
regulating valve. The piston moves to the right overcoming the spring force
(this has a value set to control downstream maximum pressure) and increases the size of the variable restrictor orifice. This has the effect of reducing
the pressure in the middle chamber, the force in the upper chamber is now
greater than the combined middle chamber and spring force and the piston
moves down closing the butterfly valve which reduces downstream pressure
within the design limits.
Before start up with no airflow in the system the butterfly valve remains open
by the action of the spring. As soon as a start is initiated the solenoid is energised and closes the vent. Air pressure in the upper chamber now has a force
greater than the combined spring and middle chamber force, therefore the
valve closes and will remain closed until selected ON by the flight crew, when
the solenoid will be deenergised to open and vent the upper chamber.
In the event of a power failure to the solenoid the butterfly valve will open.

FRA US-F PT MAY 96

Page: 316

A 330
RR Trent 700

30-20

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

Figure 158
FRA US-F PT MAY 96

Anti Ice Valve Schematic


Page: 317

A 330
RR Trent 700

30-20
P.R.S.O.V. MANUAL OVERRIDE
To prevent aircraft delays due to nonoperation of the antiicing valve, the
valve can be locked in the fully open position or fully closed position.
This is done by cutting the locking wire securing the locking pin, removing it
and manually wrenching the hexagon selector to the closed or open position.
Refit the locking pin and replace the wire locking.

For Training Purposes Only

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

FRA US-F PT MAY 96

Page: 318

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ICE AND RAIN PROTECTION


ENGINE AIR INTAKE ICE PROTECTION

A 330
RR Trent 700

30-20

For Training Purposes Only

LOCKING SCREW

Figure 159
FRA US-F PT MAY 96

Anti Ice Valve


Page: 319

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ENGINE
EXHAUST

A330
RR Trent 700

78-00

ATA 78

EXHAUST

78-00

THRUST REVERSER

INTRODUCTION

For Training Purposes Only

The thrust reverser assists the wheel brakes in decelerating the aircraft
quickly and safely on landing.
The thrust reverser is an integral part of the fan stream duct and comprises of
two C shaped ducts hinged at the top to the aircraft pylon. The C ducts
can be opened to provide access to the core engine. Actuation of the thrust
reverser movements is initiated when the pilot has his throttle lever in the idle
detent, and the thrust reverser lever which is mounted on the pilots throttle lever (piggy back) is moved to reverse thrust (deploy select) or vice versa (stow
select).
The thrust reverser pivot doors are operated hydraulically utilising the aircraft
hydraulic system pressure. The E.E.C. controls the actuation of the thrust reverser doors via two control valves, the Isolation Valve (I.v.) and the Directional
Control Valve (D.C.V.). Ground/air sensors ensure that the thrust reverser can
only be operated on the ground.
There is a stow switch and a Rotary Variable Transducer (R.V.T.) for each door
to indicate to the E.E.C. the position of each pivot door.
These signals are used for thrust reverser control and thrust scheduling purposes. The thrust reverser can be locked out in forward thrust position to allow aircraft despatch with an inoperative thrust reverser.
THRUST REVERSER SYSTEM
The picture below is showing a cross section of the C ducts showing the pivot
doors in the forward and reverse thrust position. When the pivot doors are in
reverse thrust position a moveable plate has moved to expose a deflector
plate (kicker plate).
These plates control the efflux of fan airflow while in reverser thrust. When the
pivot door is in the stowed position the moveable plate aligns flush with the inner duct.

FRA US/T TH NOV 99

Page: 320

A330
RR Trent 700

78-00

For Training Purposes Only

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ENGINE
EXHAUST

Figure 160
FRA US/T TH NOV 99

Thrust Reverser Assembly


Page: 321

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ENGINE
EXHAUST

A330
RR Trent 700

78-00
THRUST REVERSER INDICATION
The thrust reverser status indications for the stow and deploy are received by
the EEC from switches, and transmitted via the EEC ARINC output bus to the
DMC for display on the EWD and to the FWC for warning activation.
Thrust Reverser Unlocked
When reverse thrust is set the door locks are released in sequence:
S tertiary locks
S primary locks
S secondary locks
Release of the locks plus the subsequent movement of the pivoting doors operate the sotw switches. This signal to the cockpit is seen on the EWD when an
amber REV indication is indicated.

For Training Purposes Only

Thrust Reverser Deployed


When the pivoting doors are at 90 % of their fully deployed position, the
RVDTs give a signal to the cockpit.
This is seen on the EWD when the amber REV indication changes to green
indication.
Thrust Reverser Stowed
When forward thrust is set the actuators retract and this turns the pivoting
doors to the stowed position. This RVDT moving is seen on the EWD when the
green REV indication changes to amber indication.
When the pivoting doors are in their fully stowed position, the primary, secon
dary and tertiary locks engage. This operates the stow switches and the amber
REV indication disapperars on the EWD.
Thus when all pivoting doors are correctly stowed no visual indications are displayed to the flight crew.

FRA US/T TH NOV 99

Page: 322

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ENGINE
EXHAUST

A330
RR Trent 700

78-00
ISOLATION INHIBITION
SYSTEM
ISOLATION CONTROL

THRUST REVERSER

UNIT

REV

EEC
CH A

FWC 1

REV

EEC
CH B

DMC 1

FWC 2

DMC 2
DMC 3

For Training Purposes Only

REV

EPR

1.282

REV
GREEN INDICATION WHEN REVERSER IS FULL DEPLOYED
AMBER INDICATION WHEN AT LEAST ONE PIVOTING DOOR IS UNLOCKED
AMBER INDICATION FLASHES FOR 9SEC IN FLIGHT AND UNSTOWED CONDITION

Figure 161
FRA US/T TH NOV 99

Thrust Reverser Control Indication


Page: 323

Lufthansa Technical Training


For Training Purposes Only

ENGINE
EXHAUST

A330
RR Trent 700

78-00
SYSTEM OPERATION
SELECTING REVERSE THRUST (DEPLOY)
When the thrust reverser is selected a signal is sent to the E.E.C. The E.E.C.
will have monitored the condition of the system, if satisfied it will send a signal
to the Isolation Solenoid Valve (I.S.V.). On receipt of this signal the I.S.V. will
open a valve to allow hydraulic pressure to pass to the Directional Control
Valve (D.C.V.) where pressure will be directed to the stow side of the actuators to overstow, this enables the locks to be released when selected.
When the throttle is at idle and the aircraft is on the ground and the E.E.C.
has monitored the release of the electrically controlled locks (third locks) the
deploy solenoid is energised and hydraulic pressure is directed to release the
primary door locks. The primary locks are released in sequence and when the
last lock is released hydraulic pressure is directed to the actuators via the
D.C.V.
This pressure releases the secondary locks inside the actuators to extend
the rams and comence opening the pivot doors.
Stow switches will function and send a signal to the E.E.C. to give an indication
in the flight deck that the doors are not stowed.
Rotary Variable Transformers (R.V.T.) detect movement of the doors towards
full deployment and will send position signals to the E.E.C. If the doors do not
deploy correctly the E.E.C. will signal the D.C.V. to auto restow. When the
pivot doors reach the fully deployed position the R.V.T. via the E.E.C. will give
visual indication in the flight deck that all four pivot doors have fully deployed.
If the reverser will not deploy or auto restow the E.E.C. will not let the engine
power go above reverse idle.

The stow switches send electrical signals to the E.E.C. to give an indication in
the flight deck that the pivot doors are stowed.

CANCELLING REVERSE THRUST (STOW)


When reverse thrust is cancelled a signal is sent to the E.E.C. The E.E.C. will
have monitored the condition of the locking and actuating systems. If satisfactory it will send a signal to the I.S.V. opening a valve allowing hydraulic pressure to pass to the D.C.V. and be directed to retract the actuators and co~ence
closing of the pivot doors. When the doors reach the stowed position the
primary, secondary and third locks engage.
During the engagement of the locks the doors will have been in an overstow
condition and will remain there until the E.E.C. removes the electrical signal to
the I.S.V. shutting off hydraulic pressure to the actuators. The pivot doors will
now return to their normal stow position.
FRA US/T TH NOV 99

Page: 324

A330
RR Trent 700

78-00

For Training Purposes Only

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EXHAUST

Figure 162
FRA US/T TH NOV 99

Thrust Reverser Actuation Diagram


Page: 325

A330
RR Trent 700

78-00
HYDRAULIC CONTROL
OPERATION
The hydraulic control system consists of two Line Replacement Units
(L.R.U.s). The I.S.V., fitted in the aircraft pylon, which isolates the thrust reverser hydraulic system from the aircraft supply when the thrust reverser is not
in use i.e. aircraft in normal flight.
The D.C.V., fitted on the C duct front frame, which directs pressure to the
actuators to deploy or stow the pivot doors. The diagram below shows the
system in the forward thrust position (Stow). I.S.V. deenergises shutting off
the hydraulic supply to the D.C.V. The D.C.V. deenergises to the stow position.
The actuator piston head and rod ends connected to return. Pivot door locks
mechanically locked and vented to return.
There is no pressure to the pressure switch therefore no flight deck indication.

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FRA US/T TH NOV 99

Page: 326

A330
RR Trent 700

78-00

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EXHAUST

Figure 163
FRA US/T TH NOV 99

Hydraulic Control Fwd Thrust Position


Page: 327

A330
RR Trent 700

78-00
HYDRAULIC OPERATION
DEPLOY SELECTED
When a deploy selection has been made in the flight deck and all the deploy
conditions are met as previously explained, the I.S.V. and D.C.V. solenoids are
energised.
Hydraulic pressure is passed to the D.C.V. and is directed to the actuator piston rod end to overstow and to the pivot door locks to release the primary
locks, the third locks are also released electrically. The pressure switch functions when hydraulic pressure has passed through the isolation valve and provides a signal to both channels of the E.E.C. The purpose of the switch is to
assist in fault diagnosis. There will only be an indication in the flight deck when
the isolation valves commanded position and the pressure switch position do
not agree. At this point in the sequencing the actuator piston head end is still
connected to return.

For Training Purposes Only

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EXHAUST

FRA US/T TH NOV 99

Page: 328

A330
RR Trent 700

78-00

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EXHAUST

Figure 164
FRA US/T TH NOV 99

Hydraulic Control Commanding Deploy


Page: 329

A330
RR Trent 700

78-00
DEPLOY SEOUENCE CONTINUED
When the last of the four pivot door locks is released pressure is directed to the
D.C.V. control valve chamber. As the pressure builds up it moves the
D.C.V. control valve to the deploy position closing off the actuator piston
head end to return and connecting it to pressure. This pressure releases the
secondary locks inside the actuators and all four pivot doors move to the
deployed position.
Note: It can be seen from the diagram below that both head end and rod end
are open up to pressure. However, the head end of the piston has the greater
surface area which extends the actuators. The displaced oil from the rod end
joins the pressure to the actuator head end.

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FRA US/T TH NOV 99

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A330
RR Trent 700

78-00

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EXHAUST

Figure 165
FRA US/T TH NOV 99

Hydraulic Control Deploy Position


Page: 331

A330
RR Trent 700

78-00
PRIMARY LOCKS
When the I.S.V. and D.C.V. solenoids are energised, hydraulic pressure is directed to the lock in port of one of the primary locks.
This pressure moves the release plunger which moves the latch lever and
roller away from the lock hooks. Movement of the release piston movesa valve
to allow pressure to the lock out port to release the next lock in the sequence, when pressure reaches the fourth lock pressure from its lock out port
is sent to the D.C.V. and directed to the four actuators to deploy the pivot
doors. As the pivot doors move the door pin mechanically moves the hook out
of the way. The hook spring will keep the hook in the released position and
also keep the latch lever and roller in the unlocked position even in the absence
of pressure on the release piston.
When a stow selection is made the D.C.V. solenoid is deenergised and removes the pressure from the lock in port the piston spring moves the release
plunger out of the way. The action of the pivot doors closing, mechanically
moves the hook into the locked position, the latch spring moves the latch lever
and roller into a position to keep the hook locked.

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FRA US/T TH NOV 99

Page: 332

A330
RR Trent 700

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EXHAUST

Figure 166
FRA US/T TH NOV 99

Primary Lock Mechanism


Page: 333

A330
RR Trent 700

78-00
ACTUATORS AND SECONDARY LOCKS
OPERATION
The actuators contain the secondary locks which consist of a tine lock attached
to the piston head, a lock release sleeve, a spring and a manual lock release.
The diagram below shows the secondary lock engaged by the spring keeping
the release sleeve in a position preventing the tine lock releasing.
When the thrust reverser is selected to deploy the D.C.V. sequences hydraulic pressure to piston rod end of the actuator, first this moves the actuator to
overstow which will assist in releasing the tine lock. The next part of the sequencing is tha the D.C.V. directs hydraulic pressure to the piston head end of
the actuator and moves the lock release sleeve this allows disengagement of
the tine lock and hydraulic pressure extends the actuator deploying the pivot
doors.
At 95% of deployment snubbing takes place to slow the actuator down to prevent internal damage. When the thrust reverser is selected to stow the D.C.V.
directs pressure to the piston rod end of the actuator, just before the stow
position is reached the tine lock mechanically moves the lock release sleeve
against its spring allowing the tine lock to latch into its locked position. The
spring now moves the release sleeve back to prevent the tine locks moving
from their locked position.
A manual release is provided for manually opening the doors during maintenance.

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EXHAUST

FRA US/T TH NOV 99

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A330
RR Trent 700

78-00

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EXHAUST

Figure 167
FRA US/T TH NOV 99

TR Actuator Commanding Extending


Page: 335

A330
RR Trent 700

78-00
THRUST REVERSER SYSTEM
PURPOSE OF DIAGRAM
To show the interaction between the thrust reverser major components during
deploy and stow.

For Training Purposes Only

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EXHAUST

FRA US/T TH NOV 99

Page: 336

A330
RR Trent 700

78-00

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EXHAUST

Figure 168
FRA US/T TH NOV 99

TR Actuation System Schematic


Page: 337

A330
RR Trent 700

78-00
MAINTENANCE PRACTICES
THRUST REVERSER DEACTIVATION/ACTIVATION
This task explains the procedure for deactivating and activating the thrust reverser by inhibiting the isolation valve by the use of the manual inhibit lever.
Refer back to the description and operation of this chapter to remind you of the
system.
The procedure is quite straight forward and is as follows:
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove the quick release pin.
S Move lever to inhibited position.
NOTE:
By referring back to the diagram of the isolation valve in the description and
operation section of this chapter it can be seen that the isolation valve is now
mechanically held in the deactivation position and that an indication of the position of the lever is sent to both channels of the E.E.C.
Activation is carried out as follows:
S Open right hand fan cowl door.
S Get access to the isolation control valve unit.
S Remove quick release pin.
S Move lever to normal position.
S Put quick release pin back into the isolation control unit to keep the
inhibit lever in the normal (activated) position.

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FRA US/T TH NOV 99

Page: 338

A330
RR Trent 700

78-00

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EXHAUST

Figure 169
FRA US/T TH NOV 99

TR Activation/ DeActivation
Page: 339

Lufthansa Technical Training


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ENGINE
EXHAUST

A330
RR Trent 700

78-00
MAINTENANCE PRACTICES
THRUST REVERSER DEACTIVATION FOR FLIGHT
This procedure allows you to fly with an unserviceable thrust reverser, local
regulatory authorities may have to be consulted as to when this procedure can
be used.
WARNING:
You must deactivate the thrust reverser before you do work on or around it. If
you do not, the thrust reverser can operate accidentally and cause an injury
and/or damage.
S Open fan cowl doors.
S Remove inhibition bolt attachment covers (5) from pivot doors.
S Remove the 4 inhibition bolts from the keep position by removing the
clamps and lock plates.
S Fit bolts through the holes in each pivot door and into the inhibition bolt
holes in the front frame.
NOTE:
The longest bolts are fitted into the lower pivot doors.
S Tighten bolt until the doors are the same level as the structure around them.
S Make the bolts safe, fitting the lock plates and screws.
S Torque load the screws to lOO lbf/in (1,13 MdaN).
S Fit the inhibition bolt attachment covers (5) to the bracket (19) with
screws.
S Close the clamps and lock them with the screws.
The inhibition bolt heads are painted red for ease of identification.
NOTE:
This procedure must never be used to lock out one defective pivot door only.

FRA US/T TH NOV 99

Page: 340

A330
RR Trent 700

78-00

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EXHAUST

Figure 170
FRA US/T TH NOV 99

TR InFlight Lock Out


Page: 341

A330
RR Trent 700

78-00
MANUAL OPENING OF THE PIVOT DOORS
S Deactivate the thrust reverser.
S Remove the tertiary lock access panel.
S Use a standard O.3125 in. spanner to release the lock mechanisms.
S Hold the primary and tertiary locks in the unlock position.
S Open the pivot door using hand pressure on the front and rear edges of the
door. Release the primary and tertiary locks.
S Install the collar HU87114 on the actuator.

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FRA US/T TH NOV 99

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A330
RR Trent 700

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Figure 171
FRA US/T TH NOV 99

Primary, Secondary and Tertiary Locks Release Mechanism


Page: 343

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ENGINE
EXHAUST

A330
RR Trent 700

78-00
RVT REMOVAL/ INSTALLATION
Removal Procedure
S Deactivate the thrust reverser.
S Remove the RVT access panel.
S Disconnect the electrical connectors and fit blanking caps.
S Remove the four screws and washers and remove the RVT.

For Training Purposes Only

Installation Procedure
CAUTION:
If you have installed a replacement RVT mounting plate, you must adjust it
before you install the RVT
S Install the RVT on the dowel and the mounting plate.
S Lift the shaft lock then install the screws and washers and torque load to
35 lbf/in (0,4 mdaN).
S Make sure the electrical connectors are clean before connecting.
S Fit the access panel.
S Activate the thrust reverser.

FRA US/T TH NOV 99

Page: 344

A330
RR Trent 700

78-00

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EXHAUST

Figure 172
FRA US/T TH NOV 99

Pivoting Door RVDT


Page: 345

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RR Trent 700

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THRUST REVERSER STOW SWITCH
There are 4 stow switches installed, one for each pivoting door. They are
mounted on the front frame of each reverser cowl door. The stow switches are
the microswitch type.
Each switch has got two identical electrical circuits that give the same signal at
the same time.
The switches are connected to a junction box. The junction box is connected to
the EEC. When the pivoting doors are in the stowed position the switch lever is
pushed in by the stop of the door. As the pivoting door turns to deployed position the lever is released.

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EXHAUST

FRA US/T TH NOV 99

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RR Trent 700

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EXHAUST

Figure 173
FRA US/T TH NOV 99

Pvoting Door Stow Switch


Page: 347

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ENGINE
EXHAUST

A330
RR Trent 700

78-00
TERTIARY LOCK REMOVAL/ REPLACEMENT
Note: The procedure is the same for all four pivot doors.
S Deactivate the thrust reverser.
S The pivot door may be in the closed or open position.
CAUTION:
When you remove the shoot bolts from the solenoid assembly you must
keep the shoot bolt with the thrust reverser.

For Training Purposes Only

Removal Procedure Pivot Door Closed


S Remove the front access panel.
S Disconnect the electrical connectors and fit blanking caps.
S Remove the four nuts and disengage the solenoid assembly from its four
studs on the fitting.
S Pull the solenoid out until the shoot bolt is disengaged from its housing in
the fitting.
S Disengage the shoot bolt from the solenoid plunger.
Removal Procedure Pivot Door Open
S Remove the front access panel
S Disconnect the electrical connectors and fit blanking caps.
S Turn the unlock shaft counterclockwise with a square wrench to unload
the solenoid. Hold the unlock shaft in this position and remove the four nuts.
S Disengage the solenoid assembly from its four studs and release the unlock
shaft.
S Pull the solenoid out until the shoot bolt is disengaged from its housing in
the fitting.
S Disengage the shoot bolt from the solenoid plunger.
POWER CONDITIONING MODULE
The Power Conditioning Module changes 115VAC supply from the aircraft electrical system to a 104 VDC supply for the solenoids of the tertiary lock system.

FRA US/T TH NOV 99

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RR Trent 700

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EXHAUST

Figure 174
FRA US/T TH NOV 99

Tertiary Lock/ Power Conditioning Module


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ENGINE
EXHAUST

A330
RR Trent 700

78-00
TERTIARY LOCK REMOVAL/INSTALLATION
Installation Procedure Pivot Door Closed
CAUTION:
You must make sure the shoot bolt is engaged with the plunger before you
install the solenoid assembly.
S Engage the shoot bolt with the plunger and position the solenoid assembly
over the four studs and engage the shoot bolt in its housing in the fitting.
S Engage the solenoid assembly on its four studs and install and torque load
the nuts to l00lbf/in (1,13 mdaN).
S Make sure electrical connectors are clean before connecting.

For Training Purposes Only

Installation Procedure Pivot Door Open


S Engage the shoot bolt with the plunger and position the solenoid assembly
over the four studs and engage the shoot bolt in its housing in the fitting.
S Turn the unlock shaft counterclockwise to unload the solenoid. Hold the unlock shaft in this position and engage the solenoid assembly on its four
studs install the nuts and torque load to l00 lbf/in (1,13 mdaN).
S Release the unlock shaft.
S Make sure electrical connectors are clean before connecting.
S Install the front access panel and torque load the screws to 30 lbf/in
(0,35 mdaN).
S Close the pivot door.
S Activate the thrust reverser

FRA US/T TH NOV 99

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RR Trent 700

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EXHAUST

Figure 175
FRA US/T TH NOV 99

Tertiary Lock
Page: 351

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RR Trent 700

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THRUST REVERSER CMS TEST
During this test, hydraulic pressure is supplied to the Thrust Reverser System.
The Thrust Reverser is deployed and stowed byy moving the throttle in the reverse and forward positions.
The inhibition circuits and EIVMU relays are checked.

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The test can be aborted by selecting the return line select key. The test not
completed screen appears when the operator does not follow the instructions in
time.

THRUST REVERSER SAFETY SWITCH

FRA US/T TH NOV 99

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RR Trent 700

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EXHAUST

Figure 176
FRA US/T TH NOV 99

CMS Thrust Reverser Test 1


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A330
RR Trent 700

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EXHAUST

Figure 177
FRA US/T TH NOV 99

CMS Thrust Reverser Test 2


Page: 354

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RR Trent 700

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EXHAUST

Figure 178
FRA US/T TH NOV 99

CMS Thrust Reverser Test 3


Page: 355

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ENGINE
IGNITION SYSTEM

A330
RR Trent 700

74-00

ATA 74

IGNITION SYSTEM

7400

IGNITION SYSTEM

INTRODUCTION
The ignition distribution system is in two parts, each part has an ignition unit,
an ignition lead and an igniter plug.
The ignition units are mounted on bracket assemblies on the lower left hand
side of the L.P. compressor case. The leads span the bypass casing inside
the lower bifurcation to the igniter plugs. The igniter plugs are adjacent
numbers l0 and 16 fuel spray nozzles.

For Training Purposes Only

IGNITION UNITS
Each unit has a case assembly and an ignition exciter. An input of 115
volts 400 Hz A.C. power is supplied by the aircraft electrical system. This
supply is transmitted to a relay in the Power Control Unit (P.C.U.) which is
controlled by the E.E.C.
The exciter is a capacitive discharge circuit. The exciter changes the input voltage to an output voltage of 2.7 to 2.9 K volts. Energy is stored in the
ignition unit at 8 to 11.3 joules. This energy is released by the exciter at the rate
of 60 to 135 sparks per minute.

FRA US-T TH NOV 99

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IGNITION SYSTEM

A330
RR Trent 700

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1 Emergency Bus

For Training Purposes Only

2 Normal Bus

Figure 179
FRA US-T TH NOV 99

Ignition System Components


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ENGINE
IGNITION SYSTEM

A330
RR Trent 700

74-00
IGNITER PLUGS
The igniter plug is a surface discharge type. It has a body and a ground
electrode, it also has a centre wire with a centre electrode at the tip. The centre
wire is sealed with glass and has insulation along its length.
The space between the centre electrode and the ground electrode is filled
with a semiconductive material. The igniter plug has a contact button which
touches the contact button in the ignition lead.

For Training Purposes Only

OPERATION
When the ignition system is energised an electrical current flows through the
centre wire and the centre electrode of the igniter plug. The current flows
through the semi conductor to the ground electrode. This current produces
a magnetic field which ionises gas near the igniter tip. This gives a low resistance path for the energy from the ignition unit and a pulse of energy occurs.
The energy pulse gives a high energy spark from the
centre electrode to the outer electrode. The electrical current flows through the
igniter plug body and to the outer conductor of the ignition lead and on to
the ignition unit case.

FRA US-T TH NOV 99

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RR Trent 700

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IGNITION SYSTEM

Figure 180
FRA US-T TH NOV 99

Igniter Plug
Page: 359

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ENGINE
IGNITION SYSTEM

A330
RR Trent 700

74-00
IGNITER PLUG REMOVAL/INSTALLATION
Before installation of the igniter plug use the protrusion gauge HU38434 as
follows:
Move the locking collar, locating plate and body up against the indicator and
install the protrusion gauge in the applicable igniter plug hole. Make sure
indicator notch points to rear of engine.
Carefully move the indicator until probe foot touches igniter sleeve. Use the
probe foot to feel if the igniter sleeve is in the correct position and has not become loose.
If the igniter sleeve is not in the correct position or has become loose reject the engine.
CAUTION:
Remove protrusion gauge carefully to prevent damage to combustion chamber
coating.
Installation of the igniter plug is straight forward but remember the following points:
S Apply dry film lubricant to the threads of the igniter plug (OMat 4/20).
S If the same igniter plug is being fitted in the same position, fit the same
adjusting washers.
S Use correct socket wrench UT1152 and torque load to between 200
and 300 lbf/in (2,26 to 3,39 MdaN).
S Clean ignition lead contact button with OMat 5/43 emery paper, remove dust
with a clean lint free cloth.
S Connect the ignition lead and torque load to between 140 and 150 lbf/in
(1,58 and 1,69 MdaN). Safety the ignition lead with OMat 238 lockwire.
S If a different igniter plug is being installed then a depth of immersion
check is required as follows:

Install protrusion gauge carefully to prevent damage to the combustion liner.


S Move the locking collar, the locating plate and the body up against the
indicator.
S Install protrusion gauge into the applicable igniter plug location hole.
Ensure indicator notch points to the rear of the engine.
S Ensure the arrow on the locating plate points to the front of the engine and
the locating plate aligns with one of the three bolts.
S Turn indicator until the notch points to the front of the engine.
S Carefully pull the indicator up until the probe foot touches the combustion
liner.
S Lightly tighten the locking collar. Measure dimension X again (Step 3)
take the initial dimension X from the new dimension X. The result is the
thickness of adjustment washer(s) necessary to get the correct igniter
immersion.
S Fit the minimum number of adjustment washers to give a thickness of between 0.265 and 0.280 in. (6,72 and 7,12 mm).
S c.Remove the protrusion gauge:
S Loosen the locking collar and push the indicator down, turn the indicator
until the notch points to the rear of the engine and remove the protrusion
gauge.
S Install the igniter plug with the adjustment washers in the applicable
igniter plug hole (see removal/ installation procedure).
Note: You must always use the 0.13in (3,20mm) washer in the adjustment.

IGNITER PLUG DEPTH OF IMMERSION CHECK


a.Set protrusion gauge HU38434 to the igniter plug depth (Step 1) as follows :
S Remove any adjustment washers.
S Put the igniter plug against protrusion gauge (Step 1) and measure dimension x with a depth gauge.
b.Install protrusion gauge HU38434 to engine (Step 2) as follows:
CAUTION:
FRA US-T TH NOV 99

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RR Trent 700

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IGNITION SYSTEM

Figure 181
FRA US-T TH NOV 99

Igniter Plug Depth of Immersion Check


Page: 361

A330
RR Trent 700

74-00
CMS IGNITION TEST
The engine ignition test is performed through the CMS in the cockpit. In order
to perform the active ignition test consult the AMM for safety precautiones.
The operational test is selected by the maintenance through the MCDU and
carried out by the EEC.
NOTE: Audibly verify if both ignitor plugs spark on the test sequence!

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IGNITION SYSTEM

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RR Trent 700

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IGNITION SYSTEM

Figure 182
FRA US-T TH NOV 99

CMS Ignition Test


Page: 363

Lufthansa Technical Training


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ENGINE
STARTING SYSTEM

A330
RR Trent 700

80-00

ATA 80

STARTING

80-00

STARTING

STARTING SYSTEM INTRODUCTION


The engine starting system provides the power which turns the H.P. rotor to
a speed at which an engine start can occur.
The system comprises:
S An air starter motor
S A start control valve
S Air ducting
S Dual ignition system
S Start control panels in the flight deck
Air is used to turn a turbine in the starter motor which provides the torgue at
the starter output shaft. The starter motor being fitted to the front face of the
external gearbox turns the gears, and drives a drive shaft which spans the
bypass casing to the gas generator which will turn the H.P. rotor.
To start the engine it is necessary to:
S Rotate the engine to induce an airflow through the H.P. section.
S Provide the correct quantity of fuel to the combustion chamber.
S Ignite the resultant air/fuel mixture.
Air to operate the air starter motor comes from:
S A ground air supply.
S The auxiliary power unit (A.P.U.).
S The other running engine.

FRA US-T TH NOV 99

Ignition is provided by two ignition plugs which can be operated together or


independently. The operation of one igniter plug is called single ignition,
the operation of both igniters is called dual ignition. Single ignition is used for
ground starts. Dual ignition is used for manualstarts, inflight starts, auto
relight, and for continuous ignition.
The E.E.C. controls the opening and closing of the start control valve and
the electrical supply to the ignition units.

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RR Trent 700

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STARTING SYSTEM

Figure 183
FRA US-T TH NOV 99

Starting System Overview


Page: 365

A330
RR Trent 700

80-00
STARTER DUCT
The starter air duct flanges are connected together by v band coupling
clamps. Air leakage is prevented by the E type seals that are located between the mating flanges. There are two flexible joints which let the engine
move, in relation to the aircraft pylon, without damage to the ducts. These
flexible joints also help align the pylon duct with the aircraft duct.

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STARTING SYSTEM

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RR Trent 700

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STARTING SYSTEM

Figure 184
FRA US-T TH NOV 99

Starter Motor and Air Duct


Page: 367

A330
RR Trent 700

80-00
AIR STARTER MOTOR
The air starter motors primary components consist of:
S A turbine rotor
S A reduction gear configuration
S A clutch mechanism
S An output drive shaft
These components are contained in a case which includes a containment ring,
an air intake and an exhaust. The containment ring is made to contain a failure of the turbine rotor. The air starter motor also has an oil filler plug, an oil
level sight glass and drain plug. The drain plug has a magnetic chip detector
(M.C.D.).
Air entering the air inlet will turn the turbine rotor at high speed with low
torque, the reduction gears reduce the speed to the output drive shaft.
This reduction in speed produces high torque to the output drive shaft. The
torque is transmitted through the ratchet gear on the ring gear carrier to the
clutch mechanism. The clutch mechanism has pawls which engage with the
ratchet gear to turn
the output shaft. When the engine has reached self sustaining R.P.M. the
output drive shaft is turning faster than the ring gear carrier and centrifugal
force disengages the clutch pawls from the ratchet gear.

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RR Trent 700

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STARTING SYSTEM

Figure 185
FRA US-T TH NOV 99

Air Starter Motor


Page: 369

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RR Trent 700

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START CONTROL VALVE
The start control valve controls the flow of air to the air starter motor. The
solenoid contains a double coil assembly which is controlled by electrical signals from the E.E.C. One coil is connected to lane A of the E.E.C., the other to
lane B.
The valve also contains a butterfly valve operated through linkage by two air
operated pistons. An extension of the butterfly shaft has a visual control
valve position indicator. The control valve position indicator operates two
micro switches one is connected to lane A the other to lane B to give indication to the E.E.C. of the valve position. Also the extension is a square socket
to permit manual operation of the butterfly valve.

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RR Trent 700

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STARTING SYSTEM

Figure 186
FRA US-T TH NOV 99

Air Start Control Valve


Page: 371

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RR Trent 700

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START CONTROL VALVE CLOSED
The valve will remain closed when electrical power is removed from the
solenoid, the ball valve is closed by a spring and the air pressure on piston B
is released through vent C.
The air pressure acting on piston A and actuator spring force acting on piston
B keeps the butterfly valve closed. The actuating spring will also close
the butterfly valve if there is a decrease in air pressure upstream of the butterfly valve during starting.
Any loss of the electrical supply to the solenoid, the butterfly valve will remain
closed or go to closed if it was in the open position.

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RR Trent 700

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STARTING SYSTEM

Figure 187
FRA US-T TH NOV 99

Air Start Valve: Closed Position


Page: 373

A330
RR Trent 700

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START CONTROL VALVE OPEN
When the valve is commanded by the E.E.C. to open the solenoid is energised,
this moves the ball valve to close off vent C and also allow upstream air pressure to get to piston B. The force acting on piston B is greater than the
combined force of the spring and piston A therefore, piston B will
move.This movement is transmitted through linkage to open the butterfly valve.

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STARTING SYSTEM

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RR Trent 700

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STARTING SYSTEM

Figure 188
FRA US-T TH NOV 99

Air Start Valve: Open Position


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ENGINE
STARTING SYSTEM

80-00
ENGINE START CONTROL AND INDICATION
FLIGHT DECK CONTROLS
The start controls consist of the following:
S Two master switches (levers)
S A rotary selector
S Manual start push buttons
The MAN START button incorporates a blue ON legend and is normally in
the released position with ON legend off. Pressing the switch will open the
start control valve and illuminate the ON legend.The amberFAULT warning
light will illuminate when a disagreement occurs between the start control valve
position and that commanded by the E.E.C. in the AUTO mode.
MASTER SWITCH
This switch is for the pilot to use as a master ON/OFF switch for the engine.
S OFF POSITION
P.R.S.O.V. commanded closed. F.A.D.E.C. system will behave as it
would in the depowered state.
S ON POSITION
The E.E.C. will be able to control the P.R.S.O.V. position, and the
F.A.D.E.C. system will perform engine control functions.

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RR Trent 700

ROTARY SELECTOR/MODE SELECTOR


The rotary selector valve can be used in conjunction with the master switch
and manual start push button to perform:
S engine dry cranking
S wet cranking
S Pilot control starting sequence
S automatic starting and continuous ignition

FLIGHT DECK INDICATION


During the starting sequence, the ignition and starting parameters are displayed. During the start sequence the nacelle temperature indications are
replaced by the following:
S Ignition (A, B or AB).
S Start control valve position.
S Air pressure to the starter.
ENGINE INTERFACE VIBRATION MONITORING UNIT (E.I.V.M.U.)
This unit is located in the aircraft avionics bay. It receives discrete electrical signals from the flight deck.These signals are digitised and transmitted to
the E.E.C.
The unit also sends discrete signals to close the air conditioning pack flow
valves and to accelerate the auxiliary power unit (A.P.U.) if required.
ENGINE ELECTRONIC CONTROLLER (E.E.C.)
Generates starter control valve opening and closing signals from information received from the rotary selector, master switch, manual start push button
and N3 signal.
The E.E.C. also generates warning and caution messages for display in the
flight deck through the Electronic Centralised Aircraft Monitoring System
(E.C.A.M.)

MANUAL START PUSH BUTTON


Selection of the manual start push button enables the pilot to perform alternative engine starting i.e. manual start.

FRA US-T TH NOV 99

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STARTING SYSTEM

Figure 189
FRA US-T TH NOV 99

Engine Start Control and Indications


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ENGINE
STARTING SYSTEM

A330
RR Trent 700

80-00
START PROCEDURES
PRESTART
S Thrust Lever Idle
S Master Switch Off
S Rotary Selector Norm
S Manual Start Push Button Off
S Aircraft Booster Pumps On
AUTO START
S Rotary Switch Ign Start
S Master Switch On
S After Successful Start
S Rotary Switch Norm

For Training Purposes Only

DRY CRANKING (ROTATION)


S Rotary Switch Crank
S Manual Start Button On
S Engine Accelerates to Maximum Motoring Speed
During dry crank the starter motor operates but the P.R.S.O.V. and both
ignition systems remain inoperative.

FRA US-T TH NOV 99

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ENGINE
STARTING SYSTEM

A330
RR Trent 700

80-00

N3

25%

For Training Purposes Only

N3 IS AT 50%

Figure 190
FRA US-T TH NOV 99

Auto Start Procedure


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ENGINE
STARTING SYSTEM

A330
RR Trent 700

80-00
MANUAL START
S Rotary Switch Ign Start
S Manual Start Push Button On
S When N3 reaches a predetermined speed pilot put master switch to On
S After successful start
S Rotary Switch Norm
S Manual Start Push Button Off
Note: During auto start the E.E.C. monitors engine speed and E.G.T. if
hung or hot starts are detected, the P.R.S.O.V., start control valve,
and ignition are automatically shut off.
This control is not available during manual start and conventional pilot
monitoring is required. Start abort in both modes can be made by placing
master switch to the OFF position.

AUTOMATIC RELIGHT
The F.A.D.E.C. system detects flame out conditions by low combustion
chamber pressure and a change in H.P. shaft speed. The E.E.C. will select
dual ignition while conditions last and for lO seconds afterwards.
Automatic start following flame out will never be automatically initiated by the
E.E.C., but will be commanded by the pilot.
The pilot has to:
S switch OFF then ON the master switch
S for 10 sec are A+B ignition available when N3 > 50%
or
S master switch OFF / ON until 30 sec
S N3 < 10%
S P.R.S.O.V (fuel) ON and start relight is initiated with both ignitors ON

For Training Purposes Only

WET CRANKING (MOTORING)


S Rotary Selector Crank
S Manual Start Switch On
S Master Switch On
During wet crank the selection of the master switch opens the P.R.S.O.V.
but because crank is selected ignition is inoperative.
INFLIGHT RELIGHTING
Both automatic and alternative starting is available for inflight relighting. The
selection of switches is the same as on the ground.
When alternative start is selected the
E.E.C. will always command starter assistance.
When automatic start is selected the E.E.C. will determine, based on
flight envelope and engine parameters, whether a starter assisted start or a
windmilling start is required.
The E.E.C. will receive a signal from the E.I.V.M.U. as to flight/ground status.
The
E.I.V.M.U. receives its signal from the Landing Gear Control Interface Unit
(L.G.C. I .U.).
CONTINUOUS IGNITION
Move rotary switch NORM to IGN START.

FRA US-T TH NOV 99

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STARTING SYSTEM

A330
RR Trent 700

80-00

N3

For Training Purposes Only

N3
AT ABOUT
50%

N3

Figure 191
FRA US-T TH NOV 99

Manual Start Procedure


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