08 Ch75 Airflow Control System

SECTION 8 - AIRFLOW CONTROL SYSTEM
(ATA Chapter 75)

© Rolls-Royce plc 2003
Trent 700 Line Maintenance Airflow Control System
Powerplant Electrical Connections
The diagram opposite details the electrical wiring diagram

for units located in and around the fan case of the engine.
The units identified are discussed in this section of the
course notes.
Units relative to this section
Units not relative to this section
Revision 6.0 Page 8- Electrical

3028VC
3804VC
3030VC 4069KS T/R DCU J23 J3
Pylon/EEC Suitcase (Channel B)
T/R 3rd lock TAI HP Channel A
suitcase Switch Dsicon. 3001VC
A
discon 4070KS 4072KS P/T20
A Nosecowl
PCU OPU Discon.
J4
J22 (Channel A)
A
4005KS
Start Air
Valve B A A 3002VC
3010VC
Fancase/core P/T20
Fancase/core Discon. Nosecowl
Discon. Discon.
A A
4166KS 3009VC
T/R Ground
Safety
Switch JA1 B 4117KS
JA2 JA5 A Isol.Valve
3010VC JA3 Press.SW
A
4041KS JA4
Main Oil
Filter - Diff EEC
JA7 JA6
Press.Switch 4000KS
JA8 3024VC
3026VC JA9 Junct.box
Junct.box JA10 Suitcase
A Suitcase Discon.
4060KS1 Discon.
Oil Press.
Xmitr 4060KS2 A
Oil Press. 3801VC 3029VC
Xmitr 3006VC
Pylon- T/R DCU
N1/N2 (T) 3 EEC suitcase
A Discon. Channel B Discon.
4071KS B
FMU
B J4
J2
J1 J3 A A B
4018KS2 A A
4073KS 4073KS 4042KS1
TFuel
AOHE AOHE Oil Temp 4043KS 4076KS 4075KS
LVDT Torque T/Couple Fuel 4050KS
A B Scav Oil Fuel Low
Motor Filter Oil Qty Filter - Press.
DPSwitch Xmitr Switch Switch
4010KS
4018KS1 4042KS2
Fuel Flow
TFuel Oil Temp
xmtr
T/Couple
Airflow Electrical Connections (1)

The diagram opposite details the electrical wiring connections

for the core of the engine.

4036KS 4088KS1-S 4008KS 3012VC

T25 N1-T1 TZone3 Zone2/3
T/Couple Discon. T/Couple Discon.
GC06 GC14 GC48

GC05
A 3005VC
EGT
T/C
GC03 GC04
A A
3009VC A A
Core/Fancase
Disconnect (A) 4000HA 4084KS
4081KS 4083KS
HP FWD Turbine
Regulator VSU Torque Rear Turbine
Cooling T/C
valve motor Cooling T/C
B B B B
GC07 GC08
3010VC B 3019VC
Core/Fancase EGT
Disconnect (B) T/C
GC25
GC18 GC09
4088KS2-S 3011VC 3004VC

N1(T) -2 Zone2/3 T30
Discon. Discon. T/C.

The diagram opposite details the electrical wiring connections

for the core of the engine that link between Zone 2 (area
under the core fairings) and Zone 3 (area underneath the
thrust reverser C Ducts).

4040KS1 3016VC - A
VSV N1(C) -1
Actuator N2(C) -1
LVDT
A A
3012VC
Zone2/3
Disconnect (A) 4079KS
4078KS
Bleed
valve TIC
Solenoid Solenoid
B B
3011VC
Zone2/3
Disconnect (B)
3017VC - A 4040KS2
N1(C) - 2 VSV
N2(C) - 2 Actuator
LVDT

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Revision 6.0 Page 8- 1

Section Objectives
On completion of this section, you should be able

to:-
• Define the methods of airflow control on
the engine.
• Evaluate the operation of all the systems.

Introduction
The engine compressor system is designed to

produce high pressure ratios at the higher R.P.M.
range in which the engine normally operates. In the
lower R.P.M. range the airflow through the I.P. and
H.P. compressor can become unstable during
acceleration or deceleration.
The I.P. and H.P. compressor airflow control system

has one stage of I.P. Variable Inlet Guide Vanes
(V.I.G.V's) and two stages of I.P. Variable Stator
Vanes (V.S.V's). The V.I.G.V's and V.S.V's control
the relative angle at which the airflow is supplied to
the first three rotor stages of the I.P. compressor.
The angle of the V.I.G.V's and V.S.V's is changed to
adapt to different conditions of compressor
operation. This helps prevent a stall or surge
condition in the I.P. and H.P. compressors.
The volume of airflow through the I.P. and H.P.

compressors is controlled by four I.P. stage 8 bleed
valves and three H.P. 3 bleed valves.
At lower engine speeds the bleed valves are open

bleeding some of the air into the by-pass casing to
prevent stall or surge conditions. The bleed valves
are closed at higher engine speeds to provide full
airflow through the I.P. and H.P. compressors and
maintain a fuel efficient operation.


Description
The V.I.G.V/V.S.V. system consists of the following

units:-
. V.I.G.V./V.S.V. Control Unit

. Two V.I.G.V/.V.S.V. Actuators
. V.I.G.V./V.S.V. Actuating Mechanism
The E.E.C. is constantly monitoring the speed and

synthesising the inlet temperature of the I.P.
compressor (T24), 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 V.I.G.V./V.S.V.
Linear Variable Differential Transducers (L.V.D.T.) in

each of the actuators send signals back to the
E.E.C. of V.I.G.V./V.S.V. position.


V.I.G.V./V.S.V. Operation
The V.I.G.V./V.S.V. control unit is fitted on the lower Energising one of the coils can move the flapper in
left hand side of the compressor intermediate case, two directions, the direction is dependent upon the
the unit consists of the following:- E.E.C. signal. When the flapper moves closer to one
nozzle and away from the other nozzle. This causes
. A Constant Pressure Valve an out of balance condition in the hydraulic circuit.
. A Torque Motor
. A Pressure Drop Regulator The flapper valve near to a nozzle decreases the
. A Control Servo Valve fuel flow from that nozzle to the L.P. return. This
increases the servo pressure at one end of the
The diagram below shows the actuators on the high control servo valve. Movement of the flapper valve
speed stops therefore V.I.G.V's/V.S.V's are fully away from the nozzle increases the flow of fuel from
open, there is no signal coming from the E.E.C. to that nozzle to L.P. return. This decreases the servo
the torque motor it remains in a neutral position. In pressure at one end of the servo control valve.
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.


V.I.G.V./V.S.V. Operation Continued
It can be seen from the diagram that movement of

the servo control valve piston in either direction will
supply H.P. regulated pressure to either side of the
actuator piston to:-
a) Retract the actuator and open the

V.I.G.V./V.S.V.
b) Extend the actuator and close the
V.I.G.V./V.S.V. A constant pressure drop is
maintained across the servo control valve by
the pressure drop regulator.
When the V.I.G.V./V.S.V. reach the required position

as determined by the E.E.C. 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.
Linear Variable Differential Transformers (L.V.D.T.)

send signals to the E.E.C. which give an indication
of the position of the piston, the E.E.C. uses this
indication to control piston movement. Both
L.V.D.T's are energised but only one is used for the
control of piston movement, this is the one sending a
signal to the EEC lane in control.

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Description
Purpose of diagram
To show the V.I.G.V./V.S.V. controller and its

location.


Prupose of Diagram
To show the location of the four I.P. 8 bleed valves

the three H.P. 3 bleed valves and the bleed valve
I.P./H.P. solenoid valve pack.


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 by-pass
casing.


H.P. 3 and I.P. 8 Bleed Valves
Operation
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'.


Operation Continued
H.P. 3 and I.P. 8 Bleed Valves
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.


Operation Continued
H.P. 3 and I.P. Bleed Valves
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 a

synthesised I.P. compressor air inlet temperature
(T24) signal to control the I.P. bleed valves.
The E.E.C. uses H.P. compressor shaft speed and a

synthesised T24 signal 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.


Maintenance Practices
VIGV/VSV Actuator Removal/Installation
Only the removal of the L.H. actuator is shown Installation of the L.H. and R.H. VIGV/VSV actuators
below. The removal of the R.H. actuator is the same is as follows:-
except that it is fitted in the upside down position
compared with the L.H. actuator. . Remove blanks/covers from all openings.
. Fit new sealing rings.
To gain access open the C-Ducts on the L.H. side, . Position actuator on front support bracket,
remove the left centre and top fairing on the R.H. connect up all fuel tube connectors.
side, remove the right centre and bottom fairing. . Put upper plate in position and fit dowels and
bolts.
. Disconnect the EEC lane electrical . Fit all bolts and torque load to the value
connectors. shown in the AMM.
. Disconnect fuel tube connectors using tool . Torque load all fuel tube connectors to the
UT630/1. value shown in the AMM
. Disconnect fuel drain tube connector. . Connect EEC electrical connectors.
. Ensure you have a container to catch the fuel. . Carry out a test for leaks.
. Disconnect and remove bolt from control rod . Replace fairings.
to actuator ram. . Close C-Ducts.
. Disconnect and remove bolts from rear
bracket and upper plate.
. Disconnect bolts and dowels that pass
through the actuator body.
. Remove upper plate.
. Remove actuator.
. Remove, cut and discard sealing rings.
. Fit blanks/covers to all openings.


Purpose of Diagram
To show a view of the rear support bracket, the

dowels and the bolts that secure the actuator body
to the front support bracket.


VSV Control Unit Removal/Installation
Removal Procedure
. Deactivate and open the thrust reverser 'C' . Close the 'C' ducts and activate the thrust
ducts. reverser.
. Remove left and right lower gas generator . Do leak check of the VSV control unit (AMM
fairings. Task 71-00-00-700-802).
. Place a clean container below the VSV
control unit to collect any fuel.
. Disconnect electrical connectors.
. Remove the fuel tubes using wrench UT 818
and allow the fuel to drain into the container.
. Hold the VSV control unit and remove the
four mounting bolts and washers.
. Remove the VSV control unit, discard the seal
rings and fit blanking caps where applicable.
Installation Procedure
. Install new seal rings.

. Hold the VSV control unit in position and
loosely install the fuel tubes.
. Install the clips and torque load the bolts
. Install the four mounting bolts and washers.
. Fully install the fuel tube connectors. Wirelock
the connectors.
. Make sure electrical connectors are clean
before connecting.
. Install left and right gas generator fairings.


IP/HP Valves Solenoid Removal/

Installation
. Open C-Ducts.
. Remove R.H. centre fairing.
. Remove lane 'A' and 'B' electrical connectors.
. Disconnect HP3 air supply tube connector.
. Disconnect the five outlet air tube connectors.
. Remove bolts.
. Remove solenoid valve assembly from the
engine.
. Remove blanks/covers from all electrical
connectors and air tube connectors.
Installation of IP/HP valve solenoids is as follows:-
. Remove all blanks/covers.

. Position valve assembly onto top bracket.
. Fit all bolts and torque.
. Fit HP3 air supply tube connector, torque load
and wire lock.
. Fit the other 5 air tube connectors and torque
load to 170 lbf/in (1,90 MdaN), wire lock.
. Connect up electrical connectors to solenoids
from lane 'A' and 'B'.
NOTE
The 5 air tube connectors are of different
sizes to prevent incorrect fitting.


End of Section

08 Ch75 Airflow Control System

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SECTION 8 - AIRFLOW CONTROL SYSTEM

(ATA Chapter 75)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring diagram

Units relative to this section

Units not relative to this section

Revision 6.0 Page 8- Electrical

Airflow Electrical Connections (1)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring connections

Revision 6.0 Page 8- Electrical

4036KS 4088KS1-S 4008KS 3012VC

GC06 GC14 GC48

4088KS2-S 3011VC 3004VC

Airflow Electrical Connections (2)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring connections

Revision 6.0 Page 8- Electrical

Airflow Electrical Connections (3)

This page left blank intentionally

Revision 6.0 Page 8- 1

On completion of this section, you should be able

Revision 6.0 Page 8- 2

The engine compressor system is designed to

The I.P. and H.P. compressor airflow control system

The volume of airflow through the I.P. and H.P.

At lower engine speeds the bleed valves are open

Revision 6.0 Page 8- 3

Revision 6.0 Page 8- 4

The V.I.G.V/V.S.V. system consists of the following

. V.I.G.V./V.S.V. Control Unit

The E.E.C. is constantly monitoring the speed and

The V.I.G.V/V.S.V. actuating mechanism changes

Linear Variable Differential Transducers (L.V.D.T.) in

Revision 6.0 Page 8- 5

Revision 6.0 Page 8- 6

The torque motor flapper valve controls the flow of

Revision 6.0 Page 8- 7

Revision 6.0 Page 8- 8

V.I.G.V./V.S.V. Operation Continued

It can be seen from the diagram that movement of

a) Retract the actuator and open the

When the V.I.G.V./V.S.V. reach the required position

Linear Variable Differential Transformers (L.V.D.T.)

Revision 6.0 Page 8- 9

This page left blank intentionally

Revision 6.0 Page 8- 10

To show the V.I.G.V./V.S.V. controller and its

Revision 6.0 Page 8- 11

Revision 6.0 Page 8- 12

To show the location of the four I.P. 8 bleed valves

Revision 6.0 Page 8- 13

Revision 6.0 Page 8- 14

The four I.P. compressor stage 8 and the three H.P.

Two solenoid valves operate the four I.P. bleed

H.P. compressor stage 3 air is supplied to each

Revision 6.0 Page 8- 15

Revision 6.0 Page 8- 16

H.P. 3 and I.P. 8 Bleed Valves

The I.P. and H.P. solenoid valves are attached

There is one pneumatic connector and two electrical

Revision 6.0 Page 8- 17

Revision 6.0 Page 8- 18

H.P. 3 and I.P. 8 Bleed Valves