Cfm56-5b - Engine Systems

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TRAINING MANUAL

CFM56-5B

ENGINE SYSTEMS

JANUARY 2003

CTC-201 Level 4

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EFFECTIVITY ALL CFM56-5B ENGINES FOR A319-A320-A321

CFMI PROPRIETARY INFORMATION

TRAINING MANUALCFM56-5B

GENERAL

Page 1Dec 02

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CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de l’Après-Vente Civile

MELUN-MONTEREAUAérodrome de Villaroche B.P. 1936

77019 - MELUN-MONTEREAU Cedex FRANCE

CFMI Customer Training ServicesGE Aircraft Engines

Customer Technical Education Center123 Merchant Street

Mail Drop Y2Cincinnati, Ohio 45246

USA

ENGINE SYSTEMS

Published by CFMI






GENERAL

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THIS PAGE INTENTIONALLY LEFT BLANK






GENERAL

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This CFMI publication is for Training Purposes Only. The information is accurate at the time of compilation; however, noupdate service will be furnished to maintain accuracy. For authorized maintenance practices and specifications, consultpertinent maintenance publications.

The information (including technical data) contained in this document is the property of CFM International (GE andSNECMA). It is disclosed in confidence, and the technical data therein is exported under a U.S. Government license.Therefore, None of the information may be disclosed to other than the recipient.

In addition, the technical data therein and the direct product of those data, may not be diverted, transferred, re-exportedor disclosed in any manner not provided for by the license without prior written approval of both the U.S. Governmentand CFM International.

COPYRIGHT 1998 CFM INTERNATIONAL






GENERAL

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CONTENTSENGINE SYSTEMS

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TABLE OF CONTENTS







Page 2Jan 03

E F GChapter Section Page

Table of contents 1 to 4

Lexis 1 to 10

Intro 1 to 12

ECU 73-21-60 Electronic control unit 1 to 28

Sensors 1 to 42

Harnesses 73-21-50 Engine wiring harnesses 1 to 10

Starting & ignition 80-00-00 Starting system 1 to 12 80-11-20 Starter air valve 1 to 12 80-11-10 Pneumatic starter 1 to 8 74-00-00 Ignition 1 to 14 Power management & fuel control 1 to 14







Page 3Jan 03


Fuel 73-11-00 Fuel distribution 1 to 8 73-11-10 Fuel pump 1 to 22 79-21-20 Main oil / fuel heat exchanger 1 to 6 73-11-20 Servo fuel heater 1 to 4 73-21-18 Hydromechanical unit 1 to 50 73-30-11 Fuel flow transmitter 1 to 8 73-11-45 Fuel nozzle filter 1 to 4 73-11-70 Burner staging valve 1 to 14 73-11-40 Fuel nozzle 1 to 12 73-11-64 IDG oil cooler 1 to 8 73-11-50 Fuel return valve 1 to 18 Geometry control 75-30-00 Variable geometry control system 1 to 4 75-31-00 Variable bleed valve 1 to 18 75-32-00 Variable stator vane 1 to 12

Clearance control 75-26-00 Transient bleed valve 1 to 12 75-21-00 High pressure turbine clearance control 1 to 10 75-22-00 Low pressure turbine clearance control 1 to 10







Page 4Jan 03


Oil

79-00-00 Oil general 1 to 14 79-11-00 Oil tank 1 to 6 79-20-00 Anti-siphon 1 to 4 79-21-10 Lubrication unit 1 to 16 79-21-50 Master chip detector 1 to 6 79-21-60 Magnetic contamination indicator 1 to 6 79-30-00 Oil indicating components 1 to 4 79-31-00 Oil quantity transmitter 1 to 4 79-32-00 Oil temperature sensor 1 to 4 79-33-00 Oil pressure transmitter and oil low

pressure switch 1 to 6 Powerplant Drains 71-70-00 Powerplant Drains 1 to 8

Thrust reverser 78-30-00 Thrust reverser 1 to 12

Vibration sensing 77-31-00 Vibration sensing 1 to 12






LEXIS Page 1Nov 02

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LEXIS

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A

A/C AIRCRAFT AC ALTERNATING CURRENT ACARS AIRCRAFT COMMUNICATION ADRESSING

and REPORTING SYSTEM ACMS AIRCRAFT CONDITION MONITORINGSYSTEM

ACS AIRCRAFT CONTROL SYSTEM ADC AIR DATA COMPUTER ADEPT AIRLINE DATA ENGINE PERFORMANCE

TREND ADIRS AIR DATA AND INERTIAL REFERENCE

SYSTEM ADIRU AIR DATA AND INERTIAL REFERENCE

UNIT AGB ACCESSORY GEARBOX AIDS AIRCRAFT INTEGRATED DATA SYSTEM ALF AFT LOOKING FORWARD ALT ALTITUDE ALTN ALTERNATE AMB AMBIENT AMM AIRCRAFT MAINTENANCE MANUAL AOG AIRCRAFT ON GROUND A/P AIR PLANE

APU AUXILIARY POWER UNIT ARINC AERONAUTICAL RADIO, INC.

(SPECIFICATION) ASM AUTOTHROTTLE SERVO MECHANISM A/T AUTOTHROTTLE ATA AIR TRANSPORT ASSOCIATION

ATC AUTOTHROTTLE COMPUTER ATHR AUTO THRUST ATO ABORTED TAKE OFF AVM AIRCRAFT VIBRATION MONITORING

B

BITE BUILT IN TEST EQUIPMENTBMC BLEED MANAGEMENT COMPUTERBPRV BLEED PRESSURE REGULATING VALVEBSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVE (SAC)BSV BURNER SELECTION VALVE (DAC)BVCS BLEED VALVE CONTROL SOLENOID

CC CELSIUS or CENTIGRADECAS CALIBRATED AIR SPEEDCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINK CCFG COMPACT CONSTANT FREQUENCY

GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

PRESSURECDS COMMON DISPLAY SYSTEMCDU CONTROL DISPLAY UNITCFDIU CENTRALIZED FAULT DISPLAY INTERFACE

UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEM

EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-320-321CFMI PROPRIETARY INFORMATION


LEXIS Page 2Nov 02

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CFMI JOINT GE/SNECMA COMPANY (CFMINTERNATIONAL)

CG CENTER OF GRAVITYCh A channel ACh B channel BCHATV CHANNEL ACTIVECIP(HP) COMPRESSOR INLET PRESSURECIT(HP) COMPRESSOR INLET TEMPERATUREcm.g CENTIMETER X GRAMSCMC CENTRALIZED MAINTENANCE

COMPUTERCMM COMPONENT MAINTENANCE MANUALCMS CENTRALIZED MAINTENANCE SYSTEMCMS CENTRAL MAINTENANCE SYSTEMCODEP HIGH TEMPERATURE COATINGCONT CONTINUOUSCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEW

CTAI COWL THERMAL ANTI-ICINGCTEC CUSTOMER TECHNICAL EDUCATION

CENTERCTL CONTROLCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

D

DAC DOUBLE ANNULAR COMBUSTOR

DAMV DOUBLE ANNULAR MODULATED VALVEDAR DIGITAL ACMS RECORDER

DC DIRECT CURRENTDCU DATA CONVERSION UNITDCV DIRECTIONAL CONTROL VALVE BOEINGDEU DISPLAY ELECTRONIC UNITDFCS DIGITAL FLIGHT CONTROL SYSTEMDFDAU DIGITAL FLIGHT DATA ACQUISITION UNITDFDRS DIGITAL FLIGHT DATA RECORDING

SYSTEMDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MANAGEMENT COMPUTERDMD DEMANDDMS DEBRIS MONITORING SYSTEMDMU DATA MANAGEMENT UNITDOD DOMESTIC OBJECT DAMAGEDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

E

EAU ENGINE ACCESSORY UNITEBU ENGINE BUILDUP UNITECA ELECTRICAL CHASSIS ASSEMBLYECAM ELECTRONIC CENTRALIZED AIRCRAFT

MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNITEE ELECTRONIC EQUIPMENTEEC ELECTRONIC ENGINE CONTROL




LEXIS Page 3Nov 02

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EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

SYSTEMEGT EXHAUST GAS TEMPERATURE

EHSV ELECTRO-HYDRAULIC SERVO VALVEEICAS ENGINE INDICATING AND CREW ALERTING SYSTEM

EIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEIVMU ENGINE INTERFACE AND VIBRATION

MONITORING UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNIT

EPROM ERASABLE PROGRAMMABLE READ ONLYMEMORY

(E)EPROM (ELECTRICALLY) ERASABLEPROGRAMMABLE READ ONLY MEMORY

ESN ENGINE SERIAL NUMBERETOPS EXTENDED TWIN OPERATION SYSTEMSEWD/SD ENGINE WARNING DISPLAY / SYSTEM

DISPLAY

F

F FARENHEITFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

CONTROLFAR FUEL/AIR RATIOFCC FLIGHT CONTROL COMPUTER

FCU FLIGHT CONTROL UNITFDAMS FLIGHT DATA ACQUISITION &

MANAGEMENT SYSTEMFDIU FLIGHT DATA INTERFACE UNIT

FDRS FLIGHT DATA RECORDING SYSTEMFDU FIRE DETECTION UNITFEIM FIELD ENGINEERING INVESTIGATION

MEMOFF FUEL FLOW (see Wf) -7BFFCCV FAN FRAME/COMPRESSOR CASE

VERTICAL (VIBRATION SENSOR)FI FLIGHT IDLE (F/I)FIM FAULT ISOLATION MANUALFIN FUNCTIONAL ITEM NUMBER

FIT FAN INLET TEMPERATUREFLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMC FLIGHT MANAGEMENT COMPUTERFMCS FLIGHT MANAGEMENT COMPUTER

SYSTEMFMGC FLIGHT MANAGEMENT AND GUIDANCE

COMPUTERFMGEC FLIGHT MANAGEMENT AND GUIDANCE

ENVELOPE COMPUTER

FMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFQIS FUEL QUANTITY INDICATING SYSTEM

EFFECTIVITY



LEXIS Page 4Nov 02

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FRV FUEL RETURN VALVEFWC FAULT WARNING COMPUTER

FWD FORWARD

G

g.in GRAM X INCHESGE GENERAL ELECTRICGEAE GENERAL ELECTRIC AIRCRAFT ENGINESGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)GMM GROUND MAINTENANCE MODEGMT GREENWICH MEAN TIMEGND GROUNDGPH GALLON PER HOURGPU GROUND POWER UNITGSE GROUND SUPPORT EQUIPMENT

H

HCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFT

HMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTORHPRV HIGH PRESSURE REGULATING VALVEHPSOV HIGH PRESSURE SHUT-OFF VALVEHPT HIGH PRESSURE TURBINEHPT(A)CC HIGH PRESSURE TURBINE (ACTIVE)

CLEARANCE CONTROL

HPTC HIGH PRESSURE TURBINE CLEARANCEHPTCCV HIGH PRESSURE TURBINE CLEARANCE

CONTROL VALVEHPTN HIGH PRESSURE TURBINE NOZZLEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

I

I/O INPUT/OUTPUTIAS INDICATED AIR SPEEDID INSIDE DIAMETERID PLUG IDENTIFICATION PLUGIDG INTEGRATED DRIVE GENERATORIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHIOM INPUT OUTPUT MODULEIPB ILLUSTRATED PARTS BREAKDOWNIPC ILLUSTRATED PARTS CATALOG

IPCV INTERMEDIATE PRESSURE CHECK VALVEIPS INCHES PER SECONDIR INFRA RED

K

°K KELVINk X 1000KIAS INDICATED AIR SPEED IN KNOTSkV KILOVOLTS




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Kph KILOGRAMS PER HOUR

L

L LEFT

L/H LEFT HANDlbs. POUNDS, WEIGHTLCD LIQUID CRYSTAL DISPLAYLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGELGCIU LANDING GEAR CONTROL INTERFACE

UNITLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINE

LPT(A)CC LOW PRESSURE TURBINE (ACTIVE)CLEARANCE CONTROL

LPTC LOW PRESSURE TURBINE CLEARANCELPTN LOW PRESSURE TURBINE NOZZLELPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

TRANSFORMER

M

mA MILLIAMPERES (CURRENT)MCD MAGNETIC CHIP DETECTORMCDU MULTIPURPOSE CONTROL AND DISPLAY

UNITMCL MAXIMUM CLIMBMCR MAXIMUM CRUISE

MCT MAXIMUM CONTINUOUSMDDU MULTIPURPOSE DISK DRIVE UNITMEC MAIN ENGINE CONTROLmilsD.A. Mils DOUBLE AMPLITUDE

mm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMO AIRCRAFT SPEED MACH NUMBERMPA MAXIMUM POWER ASSURANCEMPH MILES PER HOURMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALSmV MILLIVOLTSMvdc MILLIVOLTS DIRECT CURRENT

NN1 (NL) LOW PRESSURE ROTOR ROTATIONAL

SPEEDN1* DESIRED N1N1ACT ACTUAL N1N1CMD COMMANDED N1N1DMD DEMANDED N1N1K CORRECTED FAN SPEEDN1TARGET TARGETED FAN SPEEDN2 (NH) HIGH PRESSURE ROTOR ROTATIONAL

SPEEDN2* DESIRED N2N2ACT ACTUAL N2N2K CORRECTED CORE SPEEDN/C NORMALLY CLOSEDN/O NORMALLY OPEN

EFFECTIVITY



LEXIS Page 6Nov 02

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NAC NACELLENVM NON VOLATILE MEMORY

O

OAT OUTSIDE AIR TEMPERATUREOD OUTLET DIAMETEROGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOROVBD OVERBOARDOVHT OVERHEAT P

Pb BYPASS PRESSUREPc REGULATED SERVO PRESSUREPcr CASE REGULATED PRESSUREPf HEATED SERVO PRESSUREP/T25 HP COMPRESSOR INLET TOTAL AIR

PRESSURE/TEMPERATUREP/N PART NUMBERP0 AMBIENT STATIC PRESSUREP25 HP COMPRESSOR INLET TOTAL AIR

TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPPH POUNDS PER HOURPRSOV PRESSURE REGULATING SERVO VALVEPs PUMP SUPPLY PRESSUREPS12 FAN INLET STATIC AIR PRESSURE

PS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

PRESSURE (CDP)PSI POUNDS PER SQUARE INCHPSIA POUNDS PER SQUARE INCH ABSOLUTEPSID POUNDS PER SQUARE INCH

DIFFERENTIALpsig POUNDS PER SQUARE INCH GAGEPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

(PRIMARY FLOW)PT25 HPC TOTAL INLET PRESSURE

Q

QAD QUICK ATTACH DETACHQEC QUICK ENGINE CHANGEQTY QUANTITYQWR QUICK WINDMILL RELIGHT

R

R/H RIGHT HANDRAC/SB ROTOR ACTIVE CLEARANCE/START

BLEEDRACC ROTOR ACTIVE CLEARANCE CONTROLRAM RANDOM ACCESS MEMORYRCC REMOTE CHARGE CONVERTERRDS RADIAL DRIVE SHAFT




LEXIS Page 7Nov 02

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RPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTO REFUSED TAKE OFFRTV ROOM TEMPERATURE VULCANIZING

(MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

TRANSFORMER

S

S/N SERIAL NUMBERS/R SERVICE REQUESTS/V SHOP VISITSAC SINGLE ANNULAR COMBUSTORSAR SMART ACMS RECORDER

SAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSDAC SYSTEM DATA ACQUISITION

CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER (BITS)

(CF ARINC SPEC)SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTION

SFCC SLAT FLAP CONTROL COMPUTERSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD (CONDITIONS :

29.92 in.Hg / 59°F)SLSD SEA LEVEL STANDARD DAY (CONDITIONS

: 29.92 in.Hg / 59°F)

SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANSN SERIAL NUMBERSNECMA SOCIETE NATIONALE D’ETUDE ET DE

CONSTRUCTION DE MOTEURSD’AVIATION

SOL SOLENOIDSOV SHUT-OFF VALVESTP STANDARD TEMPERATURE AND

PRESSURESVR SHOP VISIT RATESW SWITCH BOEINGSYS SYSTEM

TT oil OIL TEMPERATURET/C THERMOCOUPLET/E TRAILING EDGET/O TAKE OFFT/R THRUST REVERSERT12 FAN INLET TOTAL AIR TEMPERATURET25 HP COMPRESSOR INLET AIR

TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LOW PRESSURE TURBINE DISCHARGE

TOTAL AIR TEMPERATURETAI THERMAL ANTI ICETAT TOTAL AIR TEMPERATURE

EFFECTIVITY



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TBC THERMAL BARRIER COATINGTBD TO BE DETERMINED

TBO TIME BETWEEN OVERHAULTBV TRANSIENT BLEED VALVETC(TCase) HP TURBINE CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCCV TURBINE CLEARANCE CONTROL VALVETCJ TEMPERATURE COLD JUNCTIONT/E TRAILING EDGETECU ELECTRONIC CONTROL UNIT INTERNAL

TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THROTTLE LEVER ANGLE AIRBUSTLA THRUST LEVER ANGLE BOEINGTM TORQUE MOTORTMC TORQUE MOTOR CURRENTT/O TAKE OFFTO/GA TAKE OFF/GO AROUNDT/P TEMPERATURE/PRESSURE SENSOR

TPU TRANSIENT PROTECTION UNITTR TRANSFORMER RECTIFIERTRA THROTTLE RESOLVER ANGLE AIRBUSTRA THRUST RESOLVER ANGLE BOEINGTRDV THRUST REVERSER DIRECTIONAL VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

VALVETSI TIME SINCE INSTALLATION (HOURS)

TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

U

UER UNSCHEDULED ENGINE REMOVALUTC UNIVERSAL TIME CONSTANT

V

VAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVIB VIBRATIONVLV VALVEVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

W

WDM WATCHDOG MONITORWf WEIGHT OF FUEL OR FUEL FLOWWFM WEIGHT OF FUEL METERED

WOW WEIGHT ON WHEELSWTAI WING THERMAL ANTI-ICING




LEXIS Page 9Nov 02

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EFFECTIVITY



LEXIS Page 10Nov 02

E F GIMPERIAL / METRIC CONVERSIONS

1 mile = 1,609 km1 ft = 30,48 cm1 in. = 25,4 mm1 mil. = 25,4 µ

1 sq.in. = 6,4516 cm²

1 USG = 3,785 l (dm³)1 cu.in. = 16.39 cm³

1 lb. = 0.454 kg

1 psi. = 6.890 kPa

°F = 1.8 x °C + 32

METRIC / IMPERIAL CONVERSIONS

1 km = 0.621 mile1 m = 3.281 ft. or 39.37 in.1 cm = 0.3937 in.1 mm = 39.37 mils.

1 m² = 10.76 sq. ft.1 cm² = 0.155 sq.in.

1 m³ = 35.31 cu. ft.1 dm³ = 0.264 USA gallon1 cm³ = 0.061 cu.in.

1 kg = 2.205 lbs

1 Pa = 1.45 10-4 psi.1 kPa = 0.145 psi1 bar = 14.5 psi

°C = ( °F - 32 ) /1.8

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INTROENGINE SYSTEMS

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FADEC SYSTEM INTRODUCTION

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INTROENGINE SYSTEMS

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E F GFADEC SYSTEM INTRODUCTION

FADEC purpose.

The CFM56-5B operates through a system known asFADEC (Full Authority Digital Engine Control).

It takes complete control of engine systems in responseto command inputs from the aircraft. It also providesinformation to the aircraft for flight deck indications,engine condition monitoring, maintenance reporting andtroubleshooting.

- It performs fuel control and provides limit protectionsfor N1 and N2.

- It controls the engine start sequence and preventsthe engine from exceeding starting EGT limits(aircraft on ground).

- It manages the thrust according to 2 modes: manualand autothrust.

- It provides optimal engine operation by controllingcompressor airflow and turbine clearances.

- It completly supervises the thrust reverser operation.

- Finally, it controls IDG cooling fuel recirculation to theaircraft tank.

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INTROENGINE SYSTEMS

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INTROENGINE SYSTEMS

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FADEC components.

The FADEC system consists of :

- An Engine Control Unit (ECU) containing twoidentical computers, designated channel A andchannel B. The ECU electronically performs enginecontrol calculations and monitors the engine’scondition.

- A Hydro-Mechanical Unit (HMU), which converts

electrical signals from the ECU into hydraulicpressures to drive the engine’s valves andactuators.

- Peripheral components such as valves, actuatorsand sensors used for control and monitoring.

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INTROENGINE SYSTEMS

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FADEC COMPONENTSCTC-201-002-02

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INTROENGINE SYSTEMS

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FADEC interfaces.

To perform all its tasks, the FADEC system communicateswith the aircraft computers through the ECU.

The ECU receives operational commands from theEngine Interface Unit (EIU), which is an interface betweenthe ECU and aircraft systems.

It also receives:

- Air data parameters (altitude, total air temperature,total pressure and mach number) for thrustcalculation, from 2 Air Data and Inertial ReferenceUnits (ADIRU), connected to both ECU channels.

- The position of the Thrust Lever Angle (TLA).

The ECU also interfaces with other aircraft systems,either directly, or through the EIU.

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INTROENGINE SYSTEMS

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INTROENGINE SYSTEMS

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FADEC design.

The FADEC system is a Built In Test Equipment (BITE)system. This means it is able to detect its own internalfaults and also external faults.

The system is fully redundant and built around the two-channel ECU. All control inputs are dual, and the valves and actuatorsare fitted with dual sensors to provide the ECU withfeedback signals.

Some indicating parameters are shared, and allmonitoring parameters are single.

CCDL:To enhance system reliability, all inputs to one channelare made available to the other, through a Cross ChannelData Link (CCDL). This allows both channels to remainoperational even if important inputs to one of them fail.

Active / Stand-by:

The two channels, A and B, are identical and permanentlyoperational, but they operate independently from eachother. Both channels always receive inputs and processthem, but only the channel in control, called the Activechannel, delivers output commands. The other is calledthe Stand-by channel.

Channel selection and fault strategy: Active and Stand-by channel selection is performed atECU power-up and during operation.

The BITE system detects and isolates failures, orcombinations of failures, in order to determine the healthstatus of the channels and to transmit maintenance datato the aircraft.

Active and Stand-by selection is based upon the health ofthe channels and each channel determines its own health

status. The healthiest is selected as the Active channel.

When both channels have an equal health status, Active / Stand-by channel selection alternates with everyengine start, as soon as N2 is greater than 11000 RPM.

Failsafe control:If a channel is faulty and the Active channel is unable toensure an engine control function, this function is movedto a position which protects the engine, and is known as

the failsafe position.

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INTROENGINE SYSTEMS

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INTROENGINE SYSTEMS

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Closed loop control operation.

In order to properly control the various engine systems,the ECU uses an operation known as closed loop control.

The ECU calculates a position for a system component :- The Command.

The ECU then compares the Command with the actualposition of the component (feedback) and calculates aposition difference :

- The Demand.

The ECU, through the HMU, sends a signal to acomponent (valve, actuator) which causes it to move.

With the movement of the system valve or actuator, theECU is provided with a feedback of the component’sposition.

The process is repeated until there is no longer a position

difference.

The result completes the loop and enables the ECU toprecisely control a system component on the engine.

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INTROENGINE SYSTEMS

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INTROENGINE SYSTEMS

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73-21-60ENGINE SYSTEMS

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ELECTRONIC CONTROL UNIT

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Page 2Jan 03

E F GELECTRONIC CONTROL UNIT

ECU Location.

The ECU is a dual channel computer housed in analuminium chassis, which is secured on the right handside of the fan inlet case.

Four mounting bolts, with shock absorbers, provideisolation from shocks and vibrations.

Two metal straps ensure ground connection.

ECU Cooling System.

To operate correctly, the ECU requires cooling to maintaininternal temperatures within acceptable limits.

Ambient air is picked up by an air scoop, located on theright hand side of the fan inlet cowl. This cooling air isrouted up to the ECU internal chamber, around channel A and B compartments, and then exits through an outletport in the fan compartment.

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ECU architecture.

The ECU has three compartments :

- The main compartment houses channel A andchannel B circuit boards and a physical partitionseparates them. The motherboard, accessedthrough the front panel, accomodates :

- Electrical connectors.

- Ignition relays.

- Hardwired lightning protection assemblies.

- Two pressure subsystem compartments housepressure transducers. One subsystem is dedicatedto channel A, the other to channel B.

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Front Panel Electrical Connectors.

There are 15 threaded electrical connectors located onthe front panel.

Each connector features a unique key pattern which onlyaccepts the correct corresponding cable plug.

The connectors are identified through numbers from J1to J15 marked on the panel.

All engine input and command output signals are routedto and from channels A and B, through separate cablesand connectors.

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Engine Rating / Identification Plug.

The engine rating/identification plug provides the ECUwith engine configuration information for proper engineoperation.

It is plugged into connector J14 and attached to the fancase by a metal strap. It remains with the engine evenafter ECU replacement.

The plug includes a coding circuit, soldered to the plug

connector pins. It is equipped with fuse and push-pulllinks which either ensure, or prohibit connections betweenthe different plug connector pins.

The ECU stores schedules, in its Non-Volatile Memory(NVM), for all available engine configurations.During initialization, it reads the plug by looking forvoltages on certain pins. Depending on the location andvoltage present at specific pins, the ECU will select aspecific schedule.

In the case of a missing, or invalid ID plug, the ECUuses the value stored in the NVM for the previous plugconfiguration.

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Coding Circuit.

The ID plug is equipped with fuse and push-pull links.

Fuse links :Fuse links provide the ECU with thrust information atpower up.They are made by metallization of an area between twocontacts of the coding circuit.Closed by design, these links can only be openedby burning them out, thus their reconfiguration is not

possible.

Certified thrust ratings :By design, all 5B engines can produce a take-off thrustof 32000 lbs.Specific contacts within the identification plug enablevarious thrust ratings, which are :

- B1 : 30000 lbs A321.- B2 : 31000 lbs A321.- B3 : 33000 lbs A321.

- B4 : 27000 lbs A320.- B5 : 22000 lbs A319.- B6 : 23500 lbs A319.

Bump selection :Bump is an option provided to achieve power levels

greater than the normal take-off levels within specificlimitations.Specific bump rating capabilities may be set by theengine identification plug. A bump rating, when installed, may be selected, orde-selected, by actuating a push-button on the throttlelever.The bump rating does not influence power levels whichare at, or below Max Continuous Thrust (MCT).

For any available bump, the redline values (N1, N2, EGT)remain identical to the baseline rating.

Plug type :5A / 5B differentiation : 5A and 5B ECU’s are identical.

Previous, or new connector :Only the new type allows serial number programmingthrough the MCDU.

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Coding circuit.

Push-pull links :Push-pull links provide the ECU with configurationinformation.They consist of switch mechanisms located between 2 contacts and can be manually opened, or closed,according to customer requests.

5B and 5B/P Differentiation :‘/P’ stands for Performance package and /P models

feature some hardware improvements, such as :- 3D design HPC blades and vanes.- Transient Bleed Valve (TBV), deletion of the HPC

clearance control function (RAC).- 3D design HPT blades and nozzles.- HPT shroud support modified to improve flow path

sealing.- 3D design LPT blades and vanes.

Engine type :5B engines are equipped either with Single Annular

Combustor (SAC), or Double Annular Combustor (DAC).

DAC technology focuses on a new compact combustordesign with the objective of lowering the combustion gastemperature and residence times, both of which affectNOx levels.

The design incorporates two annular combustorchambers each with 20 domes (20 pilot, 20 main).

By distributing fuel to the most appropriate dome ringwithin the combustor, minimum NOx levels are obtainedat all power settings during a typical flight cycle (idle, takeoff, climb, cruise, descent, landing, reverse).

Note: Various DAC type combustion chambers areavailable in terms of hardware and fuel distribution logic.

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Coding circuit.

N1 trim level :Engine built-up tolerances create thrust differencesbetween engines operating at the same N1.

The ECU uses the N1 discrete modifier to reduce thethrust differences between individual engines.

The N1 command is reduced within the ECU, and thisreduces the N1 actual speed by a certain percentage.Since N1 speed equals thrust, different thrust outputs canbe matched.

The N1 modifier level that reduces N1, does not affect thevalue sent to the flight deck for display, and so, the flightdeck N1 indication remains unaffected.

N1 trim levels (or modifiers) are determined during thetest cell run and the N1 trim is only active beyond MCTsetting.

PMUX (engine condition monitoring) : An optional monitoring kit is available upon customer

request and comprises: PS13, P25 and T5.

Tool :When pulled, this link enables the engine serial numberto be loaded into the ECU’s NVM, through test connectorJ15.This operation requires the CFM ENGINE SERIALNUMBER PROGRAMMER.

Note: with a new type plug, programming of the serialnumber is now possible through a flight deck MCDU.

EGT monitoring :This option provides thorough EGT monitoring.Class 2 or class 1 messages are displayed, according tovarious EGT thresholds stored in the ECU’s NVM.

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Pressure Sub-system.

Five pneumatic pressure signals are supplied to the ECUpressure sub-system.

Transducers inside the pressure sub-system convertthese pneumatic signals into electrical signals.

The three pressures used for engine control (P0, PS12,PS3) are supplied to both channels.

The two optional monitoring pressures are supplied to asingle channel :

- PS13 is dedicated to channel A.- P25 is dedicated to channel B.

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Pressure sub-system interfaces.

The shear plate serves as an interface between thepneumatic lines and the ECU pressure sub-system.

The three control pressures are divided into channel Aand channel B signals by passages inside the shearplate, which is bolted on the ECU chassis.

Individual pressure lines are attached to connectors onthe shear plate. The last few inches of the pressure linesare flexible to facilitate ECU removal and installation.

The shear plate is never removed during linemaintenance tasks.

When the optional monitoring kit (PMUX) is not required,P25 and PS13 ports are blanked off, and the twodedicated transducers are not installed in the ECU.

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ECU power supply.

The ECU is provided with redundant power sources toensure an uninterrupted and failsafe power supply.

A logic circuit within the ECU, automatically selects thecorrect power source in the event of a failure.

The power sources are the aircraft 28 VDC normal andemergency busses.

The two aircraft power sources are routed through theEIU and connected to the ECU.

- The A/C normal bus is hardwired to channel B.- The A/C emergency bus is hardwired to channel A.

Control Alternator.

The control alternator provides two separate powersources from two independent windings.

One is hardwired to channel A, the other to channel B.

The alternator is capable of supplying the necessarypower above an engine speed of approximately 10% N2.

GSE test equipment provides 28 VDC power to the ECUduring bench testing and it is connected to connector J15.

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ECU Power Supply Logic.

Power supply when N2 < 12%.Each channel is supplied by the A/C 28 VDC, through theEIU. This enables:

- Automatic ground checks of the ECU before enginerunning.

- Engine starting.- Supply of power to the ECU until the engine speed

reaches 12% N2.

Power supply when N2 > 12% :- At 12% N2, the control alternator directly supplies

the ECU.- Above 15% N2, the ECU logic automatically switches

off the A/C power source, through the EIU powerdown function.

Note : In case of total alternator failure, the ECU willreceive, as a back-up, the 28 VDC power from the A/Cnetwork. If the failure only affects the active channel, the

ECU switches engine control to the other channel.The ENGine FIRE pushbutton cuts off the A/C 28 VDC.

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Auto Power Down.

The ECU is automatically powered down on the ground,through the EIU, five minutes after engine shutdown. Thisallows printing of the post-flight report.

The ECU is also powered down, on the ground, fiveminutes after A/C power up, unless MCDU menus areused.

Fadec Ground Power Panel.

For maintenance purposes, the engine FADEC groundpower panel enables FADEC supply to be restored on theground, with engine shut down.When the corresponding ENGine FADEC GND POWERpushbutton is pressed “ON”, the ECU is supplied.

Caution : In this case, there is no automatic power downfunction. As long as the pushbutton is pressed “ON”, theECU is supplied. ECU overtemperature may occur after

a while.

Note : Both engines ECU’s are re-powered as soon asIGN/START is selected with the rotary selector.With master lever selected ON, the corresponding ECUis supplied.

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ECU Control Alternator.

The control alternator supplies electrical power directlyto the ECU and is installed on the front face of the Accessory GearBox (AGB).

It is located between the Integrated Drive Generator(IDG) and the hydraulic pump and consists of :

- A stator housing, secured on the attachment pad bymeans of three bolts.

- Two electrical connectors, one for each ECUchannel.

- A rotor, secured on the AGB gearshaft by a nut.

This control alternator is a “wet” type alternator, lubricatedwith AGB engine oil.

Functional Description.

The control alternator consists of a rotor and statorenclosing two sets of windings.

The rotor contains permanent magnets, and is securedon a stub shaft extending from the drive pad of the AGB. Itis seated in position through 3 flats and a securing nut.

The windings are integrated with the housing structure,and surround the rotor when the housing is mated to thedrive pad mounting boss.

Each set of windings supplies a three-phase power signalto each ECU connector on the forward face of thehousing.

Each power signal is rated between 14.2 and 311 VACdepending on core speed and load conditions.

The alternator continues to meet all electrical power

requirements at core speed above 45%, even if onephase in either set, or one phase in both sets of windingsfails.

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ENGINE SENSORS

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E F GENGINE SENSORS

Aerodynamic stations.

The ECU requires information on the engine gas pathand operational parameters in order to control the engineduring all flight phases.

Sensors are installed at aerodynamic stations andvarious engine locations, to measure engine parametersand provide them to the ECU subsystems.

Sensors located at aerodynamic stations have the samenumber as the station. e.g. T25.

Sensors placed at other engine locations have aparticular name. e.g. T case sensor.

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E F GENGINE SENSORS

Speed sensors.

LP rotating system speed, N1.HP rotating system speed, N2.

Resistive Thermal Device (RTD sensors).

Fan inlet temperature, T12.High Pressure Compressor inlet temperature, T25.

Thermocouples.

Compressor discharge temperature, T3.Exhaust Gas Temperature, EGT or T49.5.LPT discharge temperature, T5 (optional monitoring kit).HPT shroud support temperature, T Case.Engine Oil Temperature, TEO.

Pressures.

Ambient static pressure, P0.HPC discharge static pressure, PS3 or CDP.Engine inlet static pressure, PS12.Fan discharge static pressure, PS13 (optional).HPC inlet total pressure, P25 (optional).

The pressures are measured through transducers (quartzcapacitive pressure sensors) located in the ECU.

Vibration sensors.

There are two vibration sensors, which are installedon the engine and connected to the Engine VibrationMonitoring Unit (EVMU).

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E F GENGINE SENSORS

Speed sensor design.

The speed sensors provide the ECU channels A andB with signals that are representative of the rotationalspeeds, N1 and N2.

On each sensor, a third connector allows signals to besent to the EVMU for vibration analysis, in conjunctionwith data from the vibration sensors.

Both N1 and N2 speed sensors operate on the sameprinciple.

They are induction type tachometers, which provideelectrical output signals.

These outputs are Alternating Current (AC) signals, andthe frequency is directly proportional to the rotationalspeed of the dedicated rotor.

The sensing element is an electrical winding with a core

made up of a permanent magnet. Both sensors featurethree independent sensing elements insulated from eachother, thus there is one output signal per connector.

The passage of a sensor tooth ring modifies the magneticfield around the core of the winding and causes a

magnetic flux variation in the coil.Each tooth induces a pulse into the coil, and therefore,the number of pulses is proportional to the sensor ringspeed.

Note : N1 sensor ring features 30 teeth.N2 sensor ring features 71 teeth.

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E F GENGINE SENSORS

N1 speed sensor.

The N1 speed sensor is mounted through the 5 o’clockfan frame strut.The sensor body has a flange to attachthe complete sensor to the fan frame and once securedon the engine with 2 bolts, only the body and thereceptacle are visible.

The receptacle has three electrical connectors.Two connectors provide the ECU with output signals.The third is connected to the EVMU.

The N1 sensor ring has one tooth which is thicker thanthe others and this generates a stronger pulse in thesensor and is used as a phase reference in enginevibration analysis.

Internally, a spring keeps correct installation of the sensorprobe, regardless of any dimensional changes due tothermal effects.

Externally, there are two damping rings to isolate theprobe from vibration.

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E F GENGINE SENSORS

N2 speed sensor.

The N2 speed sensor is installed on the rear face of the AGB at 6 o’clock and secured with 2 bolts.

The housing has three connectors :

- ECU channel A.- ECU channel B.- EVMU.

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E GENGINE SENSORS

RTD type sensors.

Resistive Thermal Devices (RTD) are installed on theengine at aerodynamic stations 12 and 25.

They operate in the same manner. The ECU determinesthe air temperature by monitoring the electrical resistancevalue of the sensing element.

The sensing element is located in the probe housing,which is inserted in the airstream and is made of aceramic core wrapped with a platinum wire.

As the airflow heats the element, the electrical resistanceof the element varies. If the air temperature increases, theresistance of the element increases and vice versa.

The ECU determines the resistance by sending anelectrical excitation signal through the element andmeasuring the voltage drop that results.

A unique voltage drop is developed for every possible airtemperature within the operational range of the sensor.

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E ENGINE SENSORS

T12 sensor.

The T12 temperature sensor measures the fan inlettemperature and is installed through the fan inlet case, atthe 1 o’clock position. The portion that protrudes into the airflow encloses twoidentical sensing elements.

One sensing element is dedicated to the ECU channel A,the other to channel B.

The mounting plate is equipped with elastomer dampersfor protection against vibrations.

The sensor is secured on the fan inlet case with fourbolts, and a stud ensures correct ground connection.

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E ENGINE SENSORS

T 25 sensor.

The T25 temperature sensor measures the High PressureCompressor inlet temperature, and is installed in the fanframe mid-box structure, at approximately the 5 o’clockposition.

The sensor is composed of :

- A probe, which encloses two sensing elementsprotruding into the airflow.

- A mounting flange, with four captive screws and alocating pin.

- Two electrical connectors, one per sensing element.

- Two holes are drilled, opposite the probe airflow inlet,to let dust out.

The locating pin on the mounting flange prevents thesensor from being mis-installed.

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E ENGINE SENSORS

Thermocouple type sensors.

Thermocouple sensors are designed to convert hightemperatures into signals compatible with the ECU .

Thermocouple operation is based on the followingprinciple :

- Two dissimilar metals, chromel (+) and alumel(-), connected to a complete circuit, generate anelectromotive force, proportional to the differenceof temperature between a known reference (cold

junction) and a sensing junction at a temperatureto be measured (hot junction).

The hot junction is incorporated into the sensor and thecold junction is installed in the ECU.

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E ENGINE SENSORS

Compressor discharge temperature T3.

The T3 temperature sensor is installed at the 12 o’clockposition on the combustion case, just behind the fuelnozzles.

Two probes, enclosed in the same housing, sense the airtemperature at the HPC outlet.

The signals from both probes are directed through arigid lead to a connector box, which accomodates twoconnectors, one per ECU channel.

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E ENGINE SENSORS

Exhaust Gas Temperature.

The Exhaust Gas Temperature (EGT) sensing system islocated at aerodynamic station 49.5.

This EGT value is used to monitor the engine’s condition.

The system includes nine probes, secured on the LowPressure Turbine (LPT) case and the sensing elementsare immersed in the LPT nozzle stage 2.

Each thermocouple produces an electrical output signal

proportional to the temperature. They are connectedtogether through a wiring harness.

The EGT wiring harness consists of :

- Three thermocouple lead assemblies with twoprobes in each. Each thermocouple carries

2 measurements to a parallel junction box.

- One thermocouple lead assembly with three probes.This assembly carries 3 measurements to aparallel junction box.

- One main junction box assembly where all thethermocouple lead assemblies are connected. The

main junction box averages the nine input signals,and, through a connector and lead assembly,sends one output signal to both channels of theECU, where the signal is subject to validationchecks.

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E ENGINE SENSORS

LPT discharge temperature T5.

The T5 temperature sensor is located at the 4 o’clockposition, on the turbine rear frame .

This sensor is part of the optional monitoring kit, availableupon customer request.

It consists of a metal body, which has two thermocoupleprobes and a flange for attachment to the engine.

A rigid lead carries the signal from the probe to a main

junction box with a connector that allows connection witha harness.

The two thermocouples are parallel-wired in the box anda single signal is sent to the ECU channel A.

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E ENGINE SENSORS

T case.

The T case sensor measures the High Pressure Turbine(HPT) shroud support temperature.

The temperature value is used by the ECU in the HPTClearance Control system logic.

The sensor is installed on the combustion case at the 3o’clock position, and consists of :

- A housing, which provides a mounting flange and an

electrical connector.

- A sensing element, fitted inside the housing and incontact with the shroud support.

Note : The probe is spring-loaded to ensure permanentcontact with the shroud support.

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ENGINE SENSORS

Engine oil temperature.

The engine is equipped with 2 oil temperature sensors.

One of the sensors, the TEO sensor, providesa temperature value used for the Integrated DriveGenerator (IDG) oil cooling system and the FRV.

The TEO sensor is installed on the oil supply line to theforward sump, at the 9 o’clock position, above the oil tank.

It has a captive nut in order to secure it to the supply

line.

The TEO provides two identical electrical outputsproportional to the supply oil temperature. A singleelectrical connector routes the outputs to the ECU. The second sensor is installed on the lube unit, and isdescribed in the oil system section.

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ENGINE SENSORS

Pressure signals.

Various pressures, picked-up at specific aerodynamicstations, provide the ECU with information for enginecontrol, or monitoring.

Air pressures are sent to the shear plate of the ECU bypressure lines, which are drained at their lowest part byweep holes.

The shear plate routes the pressures to the channel A and B transducers, which compute the actual

pressures.

The transducers are quartz capacitive types and thevibration frequency of the quartz element varies with thestress induced into the element by the air pressure.

The computation of this frequency with temperaturecompensation, determines the corrected pressure value.

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ENGINE SENSORS

Fan discharge static pressure PS13.

PS13 is part of the optional monitoring kit, available uponcustomer request.

If the kit is not installed, the PS13 port is blanked off onthe ECU shear plate.

The PS13 pick-up is located at approximately 1 o’clock,downstream from the fan Outlet Guide Vanes (OGV).

This signal is processed by channel A only.

The lower part of the line is drained through a weep hole.

HPC inlet total pressure P25.

P25 is part of the optional monitoring kit, available uponcustomer request. If the kit is not installed, the P25 port is blanked off onthe ECU shear plate.

The P25 probe is installed in the fan frame mid-boxstructure, at the 5 o’clock position.

The pressure line exits the fan frame on its rear wall

through a nipple.

The signal is processed by channel B only.

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ENGINE SENSORS

Vibration sensors.

The engine is equipped with two accelerometers, whichare able to sense and measure vertical displacement.

Both sensors are piezo-electric type, which have a stackof piezo-electric discs that are placed between a massand a base.

When the accelerometer is subjected to a vibration, themass exerts a load on the discs. This load generates aqyantity of current directly proportional to G load.

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ENGINE SENSORS

#1 bearing vibration sensor assembly.

The assembly is made up of a vibration sensor, whichis secured at the 9 o’clock position on the #1 bearingsupport front flange.

It is a 100 pC/g piezo-electric sensor.

A semi-rigid cable, routed in the engine fan frame, linksthe vibration sensor to an electrical output connector,located at the 3 o’clock position on the fan frame outerbarrel.

The cable is protected by the installation of shockabsorbers which damp out any parasite vibration.

The #1 bearing vibration sensor permanently monitorsthe engine vibration and due to its position, is moresensitive to fan and booster vibration. However, thissensor also reads N2 and LPT vibrations.

The data is used to perform fan trim balance. This sensor

is not a Line Replaceable Unit (LRU). In case of failure,the TRF sensor must be selected, through the CFDS inmaintenance mode, in order to continue engine vibrationmonitoring.

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ENGINE SENSORS

TRF vibration sensor.

The TRF vibration sensor is secured at the 12 o’clockposition on the turbine rear frame.

It is a 50 pC/g piezo-electric sensor.

A semi-rigid cable is routed from the vibration sensor toan electrical connector, which is secured on a bracket onthe core engine at the 10 o’clock position.

The TRF vibration sensor monitors the vertical

acceleration of the rotors and sends the analogue signalsto the EVMU for vibration analysis processing.

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ENGINE WIRING HARNESSES

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Two types of harnesses are used, depending on wherethey are installed on the engine.

Fan section.

Harnesses that run on the fan inlet case and the fanframe, have a conventional design.

Cold section harnesses are designated :- HJ7, HJ8, HJ9, HJ10, HJ11, HJ12, HJ13, DPM.

DPM is the harness routed from the Master Chip Detector

(MCD) to the visual contamination indicator.

Core engine section.

Harnesses routed along the core engine section have aspecial design that can withstand high temperatures.

Hot section harnesses are designated :- HCJ11L, HCJ11R, HCJ12L, HCJ12R, HCJ13.

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The electrical harnesses ensure the connections betweenthe various electrical, electronic and electro-mechanicalcomponents, mounted on the engine.

All the harnesses converge to the 6 o’clock junction box,which provides an interface between the two types.

They are all screened against high frequency electricalinterferences, and each individual cable within a harnessis screened against low frequency electrical interferences.

They are also constructed with fireproof materials and

sealed to avoid any fluid penetration.

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Fan section wiring harnesses.

The low temperature wiring harness consists of screened

and sealed cables with several cores.

The cores are enclosed in a polyamide braid for isolationand protection against shielding braid rubbing.

High frequency shielding is provided by a tinned copperbraid surrounded by a heat-shrink sleeve. This sleeveprotects the copper braid and ensures wire sealing.

In the engine fan section, stainless steel, fluid-proofconnectors are used.

There are two types of connectors, depending on thenumber of wires the harness contains.

If there is a single wire, the high frequency shielding braidis clamped directly on the connector adaptor.

If there are several wires, the high frequency shieldingbraids are first crimped together with a main highfrequency braid and then, clamped on the connectoradaptor.

The adaptor is bolted on the electrical plug, and the

junction is protected by a heat-shrink sleeve, glued andclamped on the connector adaptor.

A filling port allows the injection of a sealing compoundinside the connector sleeve.

The junctions between the harnesses are protected withheat-shrink sleeves.

The connectors are identified by ring-sleeves that have

the connection printed on them.

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High temperature wiring harnesses

The high temperature wiring harness consists ofscreened and sealed cables, with several cores.

The cores are enclosed in a convoluted teflon conduit, forisolation and protection against shielding braid rubbing.

High frequency shielding is provided by a stainless steelbraid.

The steel braid is surrounded by a polyamide braid, which

is coated with Viton for protection against the barbs ofthe steel braid.

The polyamide braid is not used when the harness runsclose to a very hot part of the engine (e.g. Combustionchamber).

On these harnesses, the connector adaptor has twoclamping lands.

The external polyamide braid and the teflon conduit areclamped on the first land and the stainless steel shieldingbraid is clamped on the second.

The connector adaptor is bolted on the electrical plug,and sealing is achieved by the teflon conduit clamping.

The harnesses on hot parts are connected through a junction box.

High temperature wiring harness connectors have theiridentification etched on them.

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STARTING SYSTEM

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The FADEC is able to control engine starting, crankingand ignition, using aircraft control data.

Starting can be performed either in Manual Mode, or Automatic Mode.

For this purpose, the ECU is able to command :

- Opening and closing of the Starter Air Valve (SAV),- Positioning of the Fuel Metering Valve (FMV),- Energizing of the igniters.

It also detects abnormal operation and delivers specificmessages.

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Page 4Jan 03

Starting is initiated from the following cockpit controlpanels :

- The engine control panel on the central pedestal,which has a single Rotary Mode Selector for bothengines and two Master Levers, one for eachengine.

- The engine man start panel on the overhead panel,which has two switches, one for each engine.

- The Engine Warning Display (EWD) and the System

Display (SD) on the upper and lower ECAM’s,where starting data and messages are displayed .

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EFG



EFFECTIVITY


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EFFECTIVITY



Page 6Jan 03

There are two starting procedures which correspond totwo starting laws in the ECU logic :

1. -The automatic starting process, under the full

authority of the FADEC system.2. -The manual starting process, with limited

authority of the FADEC system.

1) Automatic start.

During an automatic start, the ECU includes engineprotection and provides limits for N1, N2 and EGT, withthe necessary indications in the cockpit.

The automatic starting procedure is :

- Rotate mode selector to IGN/START.Both ECU’s are powered up.

- Switch the MASTER LEVER to ‘ON’.The SAV opens and :

- At 16% N2 speed, one igniter is energized.- At 22% N2 speed, fuel is delivered to the combustor.

- At 50% N2 speed, the SAV is closed and the igniterde-energized.

In case of no ignition, the engines are dry motored and asecond starting procedure initiated on both igniters.

2) Manual start.

During a manual start, the ECU provides limited engine

protection and limitation on EGT only.

The manual starting procedure is :

- Rotate mode selector to IGN/START.Both ECU’s are powered up.

- Press the MAN/START push button.The SAV opens and :

- when N2 speed > 20%, switch the MASTER LEVERto ‘ON’.- the two igniters are energized and fuel is delivered

to the combustor.- at 50% N2 speed, the SAV is closed and the igniters

automatically de-energized.

When the engines are started (manual, or automatic), themode selector must be switched back to the NORMALposition.

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EFG



EFFECTIVITY


Page 7Jan 03

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EFFECTIVITY



Page 8Jan 03

The starting system provides torque to accelerate theengine to a speed such that it can light off and continueto run unassisted.

The starting system is located underneath the right handside engine cowlings, and consists of :

- One Starter Air Valve (SAV).- Two air ducts.- One pneumatic starter.

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EFG



EFFECTIVITY



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EFFECTIVITY



Page 10Jan 03

When the starter air valve is energized, it opens and airpressure is delivered to the pneumatic starter.

The pneumatic starter provides the necessary torque todrive the HP rotor, through the AGB, TGB and IGB.

The necessary air pressure for the starter comes from :

- The APU.- The other engine, through the cross bleed system.- A ground power unit (25 to 55 psi).

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EFFECTIVITY



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EFFECTIVITY



Page 12Jan 03


TOC


EFG



EFFECTIVITY



Page 1Jan 03

E

STARTER AIR VALVE

TOC


E F GSTARTER AIR VALVE






Page 2Jan 03

The Starter Air Valve (SAV) controls the pressurized airflow to the engine pneumatic starter.

The SAV is secured on the air starter duct, just belowthe 3 o’clock position and is accessible through an accessdoor provided on the right hand side fan cowl.

The valve is connected to two air ducts. The upper duct(from the pylon to the valve), and the lower duct (from thevalve to the air starter).

Two electrical connections transfer electrical signals to

the ECU.

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EFFECTIVITY



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Page 4Jan 03

The SAV is normally closed.

An electrical signal, sent by the ECU, changes the valve

status to the open position.

The valve can be manually operated in case of electricalcommand failure. The wrench button has to be pressedbefore moving the SAV handle and air pressure must bepresent, to avoid internal damage.

Gloves must be worn, to avoid injury from hot parts.

Position switches provide the valve status to the ECU.

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EFFECTIVITY



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Page 6Jan 03

The SAV has three main operations which are :

- Opening operation.

- Closing operation.- Manual override operation.

Opening operation.

The valve is normally closed, and is opened by energizingeither of the two solenoid coils.

Energization drives the solenoid ball down.

The pressure in chamber A is blocked by the solenoidball, and the pressure in chamber B is vented to ambient,through an open rating orifice.

With chamber B vented, the pressure in chamber Aapplies greater force on diaphragm B. The valve will actuate the butterfly to the open position,when the inlet pressure in chamber A is sufficient

to overcome the force of the closing torsion spring.

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Page 8Jan 03

Closing operation.

The butterfly valve remains closed when the solenoid is

de-energized.

Inlet air pressure is routed through a downstream facingprobe and regulating orifice to chamber A. The probeprevents contaminants entering the valve.

The pressure is then routed across the solenoid pilotvalve, now in the open position, to chamber B.

Since the pressure on both sides of diaphragm B is equal,no force remains. The pressure in chamber A exerts aforce on diaphragm A, and this force, combined with theforce of the closing torsion spring, closes the butterflyvalve.

To prevent the possibility of valve malfunction due tofreezing of the solenoid pilot valve, the unit incorporatesa small permanent pneumatic bleed flow to heat thesolenoid control valve.

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EFFECTIVITY



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Page 10Jan 03

Manual override operation.

The valve is manually opened by first pushing the wrench

button and then, rotating the manual override lever.

Pushing the wrench button vents chamber A and Bpast the manual override vent ball. Because the manualoverride vent is larger than the regulating orifice, thepressures in chambers A and B decrease to ambientpressure.

Since there is no longer any diaphragm force on theactuator, the handle can be rotated against the closingtorsion spring to open the butterfly.

When the handle is released, the torsion spring turns thebutterfly valve to the closed position, and the button isreturned to the closed position by the action of the ventball spring.

The override handle aligns with markings on the valveto provide an external indication of the butterfly valve

position.

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EFFECTIVITY



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Jan 03

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Page 12Jan 03


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EFFECTIVITY



Page 1

Jan 03

PNEUMATIC STARTER

TOC


E F GPNEUMATIC STARTER



EFFECTIVITY



Page 2Jan 03

The pneumatic starter is connected to an air starter ductand converts the pressurized airflow from the aircraft airsystem into a high torque rotary movement.

This movement is transmitted to the engine HighPressure (HP) rotor, through the accessory drive system.

An internal centrifugal clutch automatically disconnectsthe starter from the engine shaft.

The pneumatic starter is secured on the aft right handside of the AGB.

The pneumatic starter works with engine oil and hasthree ports :

- A filling port- An overflow port- A drain port.

The drain port features a plug made in two parts :

- An inner part, which is a magnetic plug used to trapany magnetic particles contaminating the oil.

- An outer part, which is the drain plug, receivesthe magnetic plug. This part has a check valve toprevent any oil spillage when the magnetic plug isremoved for maintenance checks.

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EFFECTIVITY



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EFFECTIVITY



Page 4Jan 03

The pneumatic starter has an air inlet and a statorhousing assembly, which contains the following mainelements :

- A turbine wheel stator and rotor.- A gear set.- A clutch assembly.- An output shaft.

Pressurized air enters the air starter and reaches theturbine section, which transforms the air’s kinetic energyinto mechanical power.

This high speed power output is transformed into lowspeed and high torque motion, through a reduction gearset.

A clutch system, installed between the gear set and theoutput shaft, ensures transmission of the turbine wheelpower to the output shaft during engine starting, anddisconnection when the output shaft speed reaches 50%of N2.

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EFFECTIVITY



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EFFECTIVITY



Page 6Jan 03

The inlet housing assembly (1) ducts the flow ofcompressed air to the stator assembly (2) which directsthe airflow to the turbine wheel blades (3).

This rotation produces high speed and low torque.

The turbine exhaust gasses are discharged through theexhaust housing (4)and the exhaust screen (5).

The turbine shaft drives a pinion gear (6) which powersthree matched planetary gears (12). The planetary gearsdrive an internal ring gear (11). In this device, the highspeed/low torque is converted into low speed/high torque.The torque is then transmitted by a hub gear (7) to a hubratchet (10) in the clutch device.

The drive shaft assembly (8) rotates at the output shaft(9)speed connected to the AGB.

During the starting sequence, pawls, installed in the driveshaft, transfer the starter torque from the hub ratchet tothe drive shaft.

When the engine speed reaches the pawl liftoff speed(4300 to 4500 rpm), the pawls disengage from the hubratchet, due to centrifugal force, thus disconnecting theturbine wheel and gear set.

When the air supply is stopped, the turbine wheel andgear set coast down.

The rotating assembly incorporates a cutter ring(13) which has 12 cutter pins. In case of bearingfailure, the turbine wheel moves axially, comes intocontact with the cutter ring and then stops rotating.

A containment ring (14) provides retention of any rotatingpart within the starter housing.

The lubrication of the starter is a wet sump splashsystem.

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EFFECTIVITY



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Jan 03

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EFFECTIVITY



Page 8Jan 03


TOC


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Page 1

Jan 03

IGNITION

TOC


E F GIGNITION GENERAL






Page 2Jan 03

The purpose of the ignition system is to ignite the air/fuelmixture within the combustion chamber.

The engine is equipped with a dual ignition system,located on the right-hand side of the fan case and bothsides of the cores.

The ignition system has two independent circuitsconsisting of :

- 2 high energy ignition exciters.- 2 ignition lead assemblies.- 2 spark igniters.

A current is supplied to the ignition exciters andtransformed into high voltage pulses. These pulses aresent, through ignition leads, to the tip of the igniter plugs,producing sparks.

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Jan 03

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E F GIGNITION EXCITERS






Page 4Jan 03

The ignition exciters, which are capacitor discharge type,use 115 VAC to produce high voltage pulses to energizethe spark igniters .

The ignition exciters transform this low voltage input intorepeated 20 KV high voltage output pulses.

The 2 ignition exciters are installed on the fan case,between the 3 and 4 o’clock positions.

A stainless steel protective housing, mounted on shockabsorbers and grounded, encloses the electrical excitercomponents.

The housing is hermetically sealed, ensuring properoperation, whatever the environmental conditions.

The components are secured mechanically, or with siliconcement, for protection against engine vibration.

The ignition exciter electrical circuit consists of :- An input circuit.- A rectifier and storage circuit.

- A discharge circuit.

The A/C alternating input voltage is first rectified and thenstored in capacitors.

In the discharge circuit, a spark gap is set to breakdown when the capacitors are charged, delivering a highvoltage pulse at a regular rate.

Input voltage: 105-122 VAC (115Vnominal).

380-420Hz (400 Hz nominal).

Output voltage: 15-20KV at the end of theignition lead.

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E F GIGNITION DISTRIBUTION SYSTEM






Page 6Jan 03

The purpose of the distribution system is to transmitthe electrical energy delivered by the ignition exciters toproduce sparks inside the combustion chamber.

The main elements of distribution are :

- 2 ignition lead assemblies, from the exciters to thecombustor case, at each spark igniter location.

- 2 spark igniters, located on the combustor case at 4 and 8 o’clock.

The two ignition lead assemblies are identical andinterchangeable, and each connects one ignition exciter

to one spark igniter.

A single coaxial electrical conductor carries the hightension electrical pulses to the igniter plug.

The portion of the lead assembly along the core, as wellas the outer portion of the igniter, is cooled by boosterdischarge air.

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Page 8Jan 03

The ignition lead assembly consists of an elbow, anair inlet adapter, an air outlet and terminals that areinterconnected with a flexible conduit assembly.

The flexible conduit consists of an inner copper braid, aconvoluted conduit, and a nickel outer braid.Within this metal sleeve is a stranded, silicon-insulatedwire.

Booster air is introduced at the air adapter assembly,into the cooled section of the conduit, and exits at theconnection with the igniter.

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Jan 03

IGNITION LEADCTC-201-176-01

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I i l Th d h f h k i i i ll d b h






Page 10Jan 03

Igniter plug.

The igniter plug is a recessed gap igniter, which has :

- An input terminal contact,- A shell seal.- A retained insulator.- An installation flange gasket.- A spark gap.

The igniter plug operates in conjunction with the capacitordischarge-type ignition exciter.

An electrical potential is applied across the gap betweenthe center electrode and the shell.

As the potential across the electrode and shell increases,a spark is emitted, igniting the fuel/air mixture.

The connection between the igniter plug and the ignitionlead is surrounded by a shroud, which ducts the ignitionlead cooling air around the igniter plug.

The depth of the spark igniter is controlled by theigniter bushing and igniter plug gasket(s). Each gasket is0.38mm in thickness.

Before installing the spark igniter, a small amount ofgraphite grease should be applied to the threads thatconnect with the igniter bushing in the combustion caseboss.

Note : Do not apply grease or any lubricant to the threadsof the connector on the ignition lead as this will causedamage to the igniter and lead.

If the igniter has been removed for maintenance or repair,the white chamfered silicone seal must be replaced.

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E F GIGNITION SYSTEM

P S l E h ECU h l h ft t d i iti






Page 12Jan 03

Power Supply

The ignition system receives its electrical power from the

aircraft.

115 VAC/400 Hz is provided to systems A and B of theECU, through 2 separate power supplies:

- System A from the A/C emergency bus.- System B from the A/C normal bus.

Each supply is dedicated to one input, one providingpower for ignition exciter No 1, and the other for ignition

exciter No 2.

The A/C power supply will be automatically disconnectedby the Engine Interface Unit (EIU) if :

- The master lever is selected OFF.- In case of fire emergency procedure.

The A/C ignition power supply is failsafed to ON in caseof a failed EIU.

Each ECU channel has a software-operated ignitionon/off switch to operate one exciter/igniter. Each channelcan control the operation of both switches.

A software monitor in each system keeps both ECUchannels informed of the power supply status.

In normal automatic start, on the ground, switchingoccurs every other start (A-A-B-B-A-A etc…), assumingthat N2 speed reaches 50%.

If the ground automatic start attempt fails, a secondattempt is performed, energizing both igniters.

The two igniters are selected “ON” during :

- An automatic start in flight.- Manual start, either in flight or, on the ground.- Continuous ignition.

System A, located on the right hand side, is connected toupper ignition box #1.System B, located on the left hand side, is connected tolower ignition box #2.

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PWR MANENGINE SYSTEMS

Page 1

Jan 03

POWER MANAGEMENT & FUEL CONTROL

TOC


E F GPOWER MANAGEMENT

The power management function computes the fan speed






Page 2Jan 03

The power management function computes the fan speed(N1) necessary to achieve a desired thrust.

The FADEC manages power, according to two thrustmodes :

- Manual mode, depending on the Thrust Lever Angle.

- Autothrust mode, according to the autothrustfunction generated by the autoflight system.

Power management uses N1 as the thrust settingparameter.

It is calculated for the appropriate engine ratings (codedin the identification plug) and based upon ambientconditions, Mach number (ADIRU’s) and engine bleeds(ECS).

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For the current flight conditions the FADEC calculates the






Page 4Jan 03

For the current flight conditions, the FADEC calculates thepower setting for each of the different ratings defined interms of N1. When the throttle is set between detents,

the FADEC interpolates between them to set the power.

The different thrust levels are :

- Idle.- Maximum Climb (MCL).- Maximum Continuous (MCT).- Flexible Take-off (FLX TO).- Derated Take-off (DRT TO).

- Maximum Take-off or Go-Around (TO/GA).- Maximum Reverse (REV).

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Jan 03

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E F GPOWER MANAGEMENT & FUEL CONTROL

Each N1 is calculated according to the following flight






Page 6Jan 03

Each N1 is calculated according to the following flightconditions :

- Temperature : the thrust delivered depends on outsideair temperature (OAT). By design, the engine providesa constant thrust up to a pre-determined OAT value,known as “corner point”, after which the thrust decreasesproportionally to maintain a constant EGT value.

- Pressure : with an increase in altitude, thrust willdecrease when operating at a constant RPM due to thereduction in air density, which reduces the mass flow andfuel flow requirements.

- Mach : when mach number increases, the velocity ofair entering the engine changes, decreasing thrust. Todetermine the fan speed, the ECU calculates M0 from thestatic pressure, the total pressure and the TAT values.

- Bleed : ECS bleed and anti-ice bleed are taken intoaccount in order to maintain the same EGT level with andwithout bleeds.

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PWR MAN

ENGINE SYSTEMS

Page 7

Jan 03

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E F GPOWER MANAGEMENT AND FUEL CONTROL

Engine build-up tolerances create thrust differences






Page 8Jan 03

g pbetween engines operating at the same N1.

The ECU uses the N1 discrete modifier to reduce thethrust differences between individual engines.

The N1 command is reduced within the ECU, and thisreduces the N1 actual speed by a certain percentage.Since N1 speed equals thrust, different thrust outputs canbe matched.

The N1 modifier level that reduces N1, does not affect thevalue sent to the flight deck for display, and so, the flight

deck N1 indication remains unaffected.

N1 trim levels (or modifiers) are determined during thetest cell run and the N1 trim is only active beyond MCTsetting.

In certain flight conditions, the ECU washes out thecomputed trim when N1 reaches the red line.

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PWR MAN

ENGINE SYSTEMS

Page 9

Jan 03

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Flex Take-off. Derated Take-off.






Page 10Jan 03

The Flex Take-off function enables the pilot to select a

take-off thrust, lower than the maximum take-off poweravailable for the current ambient conditions.

Temperatures for the flexible take-off function arecalculated according to the ‘assumed temperature’method.

This means setting the ambient temperature to anassumed value, which is higher than the real ambienttemperature. The assumed ambient temperature (99°C

max) is set in the cockpit, using the MCDU.

The flexible mode is only set if the engine is running andthe aircraft is on the ground.

However, the power level, which is set by the FADECin the flexible mode, may be displayed on the ECAM byinput of a flexible temperature value, through the MCDU,and setting the TRA to the flex position, before the engineis started.

Derated take-off is provided to achieve take-off power

levels below the maximum level.

When the aircraft derated take-off is installed, the FADECunit sets a derated take-off level depending on a value of1 to 6 entered through the MCDU.

The six different levels correspond to a delta N1:

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PWR MAN

ENGINE SYSTEMS

Page 11

Jan 03

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E F GENGINE FUEL AND CONTROL

Fuel control Idle control.






Page 12Jan 03

The fuel control function computes the Fuel Metering

Valve (FMV) demand signal, depending on the enginecontrol laws and operating conditions.

Fuel flow is regulated to control N1 and N2 speed :

- During engine starting and idle power, N2 speed iscontrolled.

- During high power operations, requiring thrust, N1speed is controlled and N2 is driven betweenminimum and maximum limits.

The limits depend on :

- Core speed.- Compressor discharge pressure (PS3).- Fuel / air ratio (WF/PS3).- Fan & core speed rates (accel and decel).

The FADEC system controls the idle speed:

- Minimum Idle will set the minimum fuel flowrequested to ensure the correct aircraft ECSpressurization.

- Approach Idle is set at an engine power whichwill allow the engine to achieve the specifiedGo-Around acceleration time.

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PWR MAN

ENGINE SYSTEMS

Page 13

Jan 03

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Page 14Jan 03


TOC


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EFFECTIVITY

ALL CFM56-5B ENGINES FOR A319-A320-A321



Page 1

Jan 03

FUEL DISTRIBUTION

TOC


E F GFUEL DISTRIBUTION

The purpose of the fuel distribution system is :



EFFECTIVITY



Page 2Jan 03

- To deliver fuel to the engine combustion chamber.

- To supply clean and ice-free fuel to various servo-mechanisms of the fuel system.

- To cool down engine oil and Integrated DriveGenerator (IDG) oil.

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EFFECTIVITY




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Jan 03

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The fuel distribution components consist of :



EFFECTIVITY



Page 4Jan 03

- Fuel supply and return lines (not shown).

- A fuel pump and filter assembly.- A main oil/fuel heat exchanger- A servo fuel heater.- A Hydro-Mechanical Unit (HMU).- A fuel flow transmitter- A fuel nozzle filter- A Burner Staging Valve (BSV).- Two fuel manifolds.- Twenty fuel nozzles.- An IDG oil cooler.

- A Fuel Return Valve (FRV).

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EFFECTIVITY




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Jan 03

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Fuel from the A/C tank enters the engine fuel pump,through a fuel supply line

The other fuel flow goes to the servo fuel heater, whichwarms up the fuel to prevent any ice particles entering



EFFECTIVITY



Page 6Jan 03

through a fuel supply line.

After passing through the pump, the pressurized fuelgoes to the main oil/fuel heat exchanger in order to cooldown the engine scavenge oil.

It then goes back to the fuel pump, where it is filtered,pressurized and split into two fuel flows.

The main fuel flow goes through the HMU meteringsystem, the fuel flow transmitter and fuel nozzle filter andis then directed to the fuel nozzles and the BSV.

warms up the fuel to prevent any ice particles enteringsensitive servo systems.

The heated fuel flow enters the HMU servo-mechanismand is then directed to the various fuel-actuatedcomponents.

A line brings unused fuel, from the HMU, back to theinlet of the main oil/fuel heat exchanger, through the IDGoil cooler.

A Fuel Return Valve (FRV), also installed on this line, may

redirect some of this returning fuel back to the A/C tank. Before returning to the A/C tank, the hot fuel is mixedwith cold fuel from the outlet of the LP stage of the fuelpump.

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EFFECTIVITY




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Page 8Jan 03


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Page 1

Jan 03

FUEL PUMP

TOC


E F GFUEL PUMP

The purpose of the engine fuel pump is :






Page 2Jan 03

- To increase the pressure of the fuel from the A/Cfuel tanks, and to deliver this fuel in two differentflows.

- To deliver pressurized fuel to the main oil/fuel heatexchanger.

- To filter the fuel before it is delivered to the fuelcontrol system.

- To drive the HMU.

The engine fuel pump is located on the accessorygearbox aft face, on the left hand side of the horizontal

drive shaft housing.

The fuel supply line is routed from a hydraulic junctionbox, attached to the left hand side of the fan inlet case,down to the fuel pump inlet.

The fuel return line is routed from the Fuel Return Valve(FRV), along the left hand side of the fan case, and backup to the hydraulic junction box.

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Jan 03

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E F GFUEL PUMP

The engine fuel pump is a two stage fuel lubricated pumpand filter assembly.

A pressure relief valve is installed, in parallel with thegear pump, to protect the downstream circuit from over






Page 4Jan 03

y

First, the fuel passes through the boost stage, where itis pressurized.

At the outlet of the boost stage, it is directed to the mainoil/fuel heat exchanger, and the FRV.

The fuel then goes back into the fuel pump, and passesthrough a disposable main fuel filter.

The clogging condition of the main fuel filter is monitored

and displayed on an ECAM, through a differentialpressure switch.

A by-pass valve is installed, in parallel with the filter, toby-pass the fuel in case of filter clogging.

At the filter outlet, the fuel passes through the HP stagepump.

g p p, ppressure.

At the gear stage outlet, the fuel passes through a washfilter, where it is split into two different fuel flows.

The main fuel flow, unfiltered, goes to the HMU. The otherfuel flow, which is filtered, goes to the servo fuel heaterand the FRV.

A by-pass valve is installed, in parallel with the filter, toby-pass the fuel in case of filter clogging.

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E F GFUEL PUMP

Fuel pump housing. On the housing, fuel ports and covers are provided whichare :






Page 6Jan 03

The fuel pump housing encloses the fuel pump drivesystem, the LP and HP stages, the fuel filter, and thewash filter.

The fuel pump housing is secured onto the accessorygearbox with a Quick Attach/Detach (QAD) ring. Themounting flange is equipped with a locating pin tofacilitate the installation of the fuel pump onto the AGB.

- Main filter by-pass valve cover.- Supply to main heat exchanger.- Return from main heat exchanger.- Filter drain port.- Upstream and downstream filter pressure taps.- HP stage pressure relief valve cover.- Fuel inlet port.- Discharge port to HMU.- Supply to FRV.- Supply to servo fuel heater.- LP stage discharge pressure tap.

- HP stage discharge pressure tap.

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Jan 03

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E F GFUEL PUMP

Fuel pump drive system.






Page 8Jan 03

The fuel pump is fuel lubricated, and the necessaryrotative motion is provided by a drive system consistingof concentric shafts :

The main drive shaft is driven by the AGB, and drives theHP stage drive spur gear through splines.

The HP stage drive spur gear, through splines, drives theLP stage driveshaft, which in turn drives :

- The HMU, through the HMU drive shaft.

- The LP stage, through the hollow shaft.

The fuel pump drive system is equipped with shear necksections to provide :

- Protection of the AGB against any excessive torquecreated within the fuel pump assembly.

- Assurance of the HMU drive operation, even in caseof total failure of the LP stage pump.

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Page 9

Jan 03

CTC-201-090-02

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E F GFUEL PUMP

Fuel pump Low Pressure (LP) stage.






Page 10Jan 03

The LP stage is a centrifugal type pump, which deliversboost pressure to the HP stage to avoid pump cavitation.

The fuel pump LP stage consists of :

- A swirl inducer, with helical grooves and a scroll.

- An impeller, provided with swirl ramps, supported bytwo plain bearings.

The cavity for the impeller/inducer cluster is provided by

the pump cover.

The front and rear bearings, the LP pump drive shaftsplines, and the HMU drive shaft splines are lubricatedwith fuel tapped from the scroll at the fuel pump LP stagefuel discharge.

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Page 11

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E F GFUEL PUMP

Fuel pump High Pressure (HP) stage.

Th f l HP t i iti di l t






Page 12Jan 03

The fuel pump HP stage is a positive displacement geartype pump.

For a given rotational speed input (RPM), the pumpdelivers a constant fuel flow, regardless of the dischargedpressure.

The HP fuel pump consists of two gearshafts, the driveand the driven gears.

The drive gear is driven, through splines, by the main

drive shaft connected to the AGB.

Each gearshaft is supported by two plain bearings.

The fuel used to lubricate the LP stage equipment, isalso used to lubricate the HP stage bearings and thelubricating fuel then flows back to the fuel filter inlet.

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Page 13Jan 03

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High pressure relief valve.

The high pressure relief valve is installed in parallel with






Page 14Jan 03

The high pressure relief valve is installed in parallel withthe gear stage pump, and consists of :

- A relief valve housing.- A relief valve piston.- A spring.- An adjusting cap.

When the differential fuel pressure between the inlet andthe outlet of the gear stage reaches 1030 to 1070 psi,the valve opens. The relief valve recovery point is set

between 990 and 1010 psid.

The relief valve housing is threaded within the pumpcase.

The relief valve piston is in contact with the housingthrough the spring force and the fuel pressure coming outof the filter.

On the other side of the piston, the fuel pressure from the

HP stage is applied to the end of the piston.

The fuel goes back to the HP pump inlet when the reliefvalve is open.

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Page 15Jan 03

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E F GFUEL PUMP

The wash filter.

The wash filter located at the fuel pump HP stage






Page 16Jan 03

The wash filter, located at the fuel pump HP stagedischarge, catches particles remaining in the fuel directedto the servo fuel heater.

The foreign particles, retained by the filter, are removedby the main fuel flow supplying the HMU.

The wash filter is incorporated with the fuel pumphousing, and consists of a filtering element and a by-passvalve.

The by-pass valve opens if the filter becomes clogged.

The cartridge has a filtering capability of 65 microns.

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Page 17Jan 03

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E F GFUEL PUMP

Fuel filter

The fuel filter protects the downstream circuit from

Maintenance practices

Fuel filter removal/installation and check






Page 18Jan 03

The fuel filter protects the downstream circuit fromparticles in the fuel.

It consists of a filter cartridge and a by-pass valve.

The filter cartridge is installed in a cavity in the fuel pumpbody. The fuel circulates from the outside to the inside ofthe filter cartridge.

In case of a clogged filter, the by-pass valve opens toallow fuel to pass to the fuel pump HP stage.

Tappings on the filter housing enable the installation ofa differential pressure switch that transmits filter cloggingconditions to the A/C monitoring system.

The cartridge has a filtering capability of 38 micronsabsolute.

Fuel filter removal/installation and check.

The filter must be removed and visually inspected afterany ECAM “Fuel filter clogged” warning messages, orwhen significant contamination is found at the bottom ofthe filter cover. This inspection can help to determine anycontamination of aircraft, or engine fuel systems.

Re-install the fuel filter cover with the bolts, washers andnuts provided, carefully following the torquing sequence.

Perform a wet motoring check for leakage.

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Page 19Jan 03

VISUAL INSPECTION OF THE FUEL FILTER CARTRIDGECTC-201-094-01

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E F GFUEL PUMP


Visual inspection of impeller rotation.






Page 20Jan 03

Visual inspection of impeller rotation.

This inspection must be done during troubleshootingwhen the procedure calls for it, or when a broken shaftis suspected and the rotation of the LP impeller has tobe checked.

The plug is removed, and the engine is cranked throughthe handcranking pad.

If the impeller turns, the check is positive.

If the impeller does not turn, replace the fuel pump andcontinue the troubleshooting procedure to determine ifthere is any further engine damage.

After fuel pump replacement, perform an idle leak checkand FADEC ground test with motoring.

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Page 21Jan 03

VISUAL INSPECTION OF IMPELLERCTC-201-095-01

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Page 22Jan 03


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Page 1Jan 03

MAIN OIL/FUEL HEAT EXCHANGER

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E F GMAIN OIL/FUEL HEAT EXCHANGER

The purpose of the main oil/fuel heat exchanger is tocool the scavenged oil with cold fuel, through conductionand convection, inside the exchanger where both fluids






Page 2Jan 03

, gcirculate.

The exchanger is installed at the 7 o’clock position, on thefuel pump housing.

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Page 3Jan 03

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E F GMAIN OIL FUEL HEAT EXCHANGER

The connections with the other systems are:

- An oil IN port from the servo fuel heater.

Heat exchanger housing.

The housing encloses the core, and the following itemsare located on its outer portion :

- An oil pressure relief valve, which by-passes the






Page 4Jan 03

- An oil OUT tube to the oil tank.

- Two fuel ports connected with the fuel pump.- A fuel return line from the HMU, through the IDG

oil cooler.

The mechanical interfaces are the mating flanges with thefuel pump, the servo fuel heater, plus one other with afuel tube.

Heat exchanger core.

The heat exchanger is a tubular design consisting of aremoveable core, a housing and a cover.

The core has two end plates, fuel tubes and two baffles.

The fuel tubes are attached to the end plates and thebaffles inside lengthen the oil circulation path around thefuel inlet tubes.

Sealing rings installed on the core provide insulationbetween the oil and fuel areas.

oil when the differential pressure across the oil

portion of the exchanger is too high.- A fuel pressure relief valve, which by-passes the

fuel when the differential pressure across the fuelportion of the exchanger is too high.

- A drain port, for fuel leak collection from inter-sealcavities, that prevent oil cavity contamination.

- An optional fuel-out temperature probe port.- Two attachment flanges; one with the fuel pump

which also provides fuel IN and OUT passages,

and one with the servo fuel heater which alsoprovides oil IN and OUT tubes.- One fuel IN port for fuel from the HMU, via the IDG

oil cooler.


If there is fuel contamination in the oil, both the servo fuelheater and main oil/fuel exchanger must be replaced.

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Page 5Jan 03

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Page 6Jan 03


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Page 1Jan 03

SERVO FUEL HEATER

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E F GSERVO FUEL HEATER

The servo fuel heater is a heat exchanger which usesengine scavenge oil as the heat source to warm up fuelin the fuel control system. This prevents ice particles

i i i h i

Oil from the lubrication unit enters the case, is filtered,and then passes into the matrix where it circulates aroundthe fuel tubes.






Page 2Jan 03

entering sensitive servo mechanisms.

Heat exchange between oil and fuel is by conduction andconvection inside the unit, which consists of :

- A case, enclosing the exchanger core andsupporting the unit and oil lines.

- The exchanger core, or matrix, where heat istransferred.

- The cover, which supports the fuel lines.- A screen, which catches particles in suspension in

the oil circuit.

Fuel from the pump wash filter enters the unit and passesthrough aluminium alloy, ‘U’-shaped tubes immersed inthe oil flow. The tubes are mechanically bonded to a tubeplate, which is profiled to the housing and end coverflanges. The fuel then exits the unit and is directed to theHMU servo mechanism area.

At the matrix outlet, the oil is directed to the main oil/fuelheat exchanger. If the filter is clogged, or if the differentialpressure across the filter is too great, a by-pass valve,installed in the main oil/fuel heat exchanger, will open.

Oil will then be directed to the main oil/fuel heat exhangeroil outlet port, pass through the servo fuel heater and goback to the engine oil tank.

Servo fuel heater casing.

At the flanged end of the case, facing outward, there aretwo square oil inlet/outlet mounting pads.

The flange has threaded inserts to allow the installation ofthe cover attachment screws.The mounting flange is partof the housing casting, and has 6 holes to accommodatethe main oil/fuel heat exchanger securing studs.

A side port chamber is provided to run the oil by-passflow from the main oil/fuel heat exchanger to the oil outletline connected to the engine oil tank.

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Page 3Jan 03

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Page 1Jan 03

HYDROMECHANICAL UNIT

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E F GHYDROMECHANICAL UNIT

The Hydro-Mechanical Unit (HMU) transforms electricalsignals sent from the ECU into hydraulic pressures inorder to actuate various actuators used in engine control.






Page 2Jan 03

It is installed on the aft side of the accessory gearboxat the 7 o’ clock position and mounts directly onto thefuel pump.

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Page 3Jan 03

HYDROMECHANICAL UNIT LOCATIONCTC-201-018-00

HMU

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The HMU has different functions :

- It provides internal calibration of fuel pressures.- It meters the fuel flow for combustion






Page 4Jan 03

- It meters the fuel flow for combustion.

- It provides the fuel shut-off and fuel manifoldminimum pressurization levels.

- It by-passes unused fuel.- It provides mechanical N2 overspeed protection.- It delivers the correct hydraulic power source to

various engine fuel equipment.

The HMU has :

- Two electrical connectors to ECU channels A and B.- An electrical connection between the shut-off

solenoid and the A/C.

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Page 5Jan 03

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To manage and control the engine systems andequipment, the HMU houses two different internalsubsystems, which are :






Page 6Jan 03

- The fuel metering system, including the fuel meteringvalve, the delta P valve, the pressurization valve,the by-pass valve, and the overspeed governorsystem.

- The servo-mechanism area, including the pressureregulation system, the servo flow regulationsystem, solenoid valves and torque motors tosupply fuel to the various valves and actuators ofthe engine.

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Page 7Jan 03

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General description.

To achieve all the different engine functions, the HMU isfitted with:






Page 8Jan 03

fitted with:

6 torque motors (TM) for the control of :- FMV.- VSV.- VBV.- TBV.- HPTCC- LPTCC.

2 solenoids (S) for :-BSV controls.-A/C shut-off valve signal generation. (this solenoid is not controlled by the ECU, but by the

A/C Master Lever).

1 resolver (R), to track the FMV position.

2 sets of switches (one set for the overspeed governor,one for the pressurizing valve).

Note : The resolver and the switches are dual devices.i.e. their feedback indication is provided to both ECUchannels.

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Page 9Jan 03

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The general schematic shows all the components thatmake up the HMU FMV section.

The main items are :






Page 10Jan 03

- The pressure regulators.- The FMV.- The delta P valve.- The by-pass valve.- The overspeed governor.- The pressurizing and shut-off valve.

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Page 11Jan 03

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The HMU is supplied by two fuel pressures, Ps and Psf,that come from the fuel pump HP stage discharge.

Under certain operating conditions, some of the fuel






Page 12Jan 03

pressure may be by-passed, and is known as Pb.

Ps pressure.

From HP pump discharge stage to the FMV system :This is the fuel for the combustor.Max Ps = 1250 psig.

Psf pressure.

From HP pump discharge stage to the HMU servoapplication, through the servo fuel heater :This is used to generate the working pressures for theactuators .Max Psf = 1250 psig.

Pb pressure.

By-passed fuel flow is excess fuel not used in combustion

and the servo mechanisms :It is returned to the main oil/fuel heat exchanger, throughthe IDG oil cooler.Max Pb = 235 psig.

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Page 13Jan 03

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Pc: Control pressure.

(Pc = Pb + 300 psi.)






Page 14Jan 03

Pc pressure is regulated at a constant value of 300 psiabove Pb.

The regulator controls the Psf supply in order to maintaina constant pressure differential throughout the rangeof flows required downstream. It also compensates forvarying Pb pressures.

A spring in the pressure regulator provides a pre-loadedforce that is calibrated to 300 psid.

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Pcr: Control return pressure.

(Pcr = Pb + 150 psi.)






Page 16Jan 03

Pcr pressure is regulated at a constant value of 150 psiabove Pb.

The Pcr regulator functions identically to the Pc regulator,however, the pre-loaded spring is calibrated to 150 psid.

Pcr relief valve.

The Pcr relief valve prevents the HMU case pressure frombuilding up to Psf, in case the Pcr regulator goes to a

higher than normal pressure, due to a malfunction.

The cracking pressure is set to 20 psi above Pcr.

Over-pressure in the Pcr cavity is by-passed into the Pbcavity.

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Page 17Jan 03

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Fuel Metering System.

The fuel metering system controls fuel flow to the enginefuel nozzles, through the FMV servo and torque motor,

Through the FMV control system, the ECU orders theFMV to rotate to modify the metered fuel flow.

The FMV resolver provides the ECU with an electrical






Page 18Jan 03

according to commands from the ECU.

The fuel metering system consists of :

- FMV Control System (ECU logic).- FMV torque motor.- FMV.- FMV Resolver.- Delta P Regulating System.- By-pass System.

feedback signal, proportional to the FMV position, toachieve closed loop control.

The Delta P and by-pass valves ensure that the meteredfuel flow is proportional to the FMV area, by maintaining aconstant pressure drop of 36 psid across the valve.

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Page 19Jan 03

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Fuel metering valve control.

The FMV control system positions the FMV, according toan electrical command signal from the ECU.

The resulting axial movement of the piston causesrotation of the FMV, through a pushrod and bellcrankassembly.






Page 20Jan 03

The control system consists of :

- FMV torque motor.- Servo fuel pilot valve.- FMV.- Resolver.

The FMV torque motor receives electrical commandsfrom the ECU and converts them into an axial movement

of the servo fuel pilot valve.

The servo fuel pilot valve controls a modulated pressure(Pz), that is ported to, or from, the FMV. The pilot valvehas an axial rotation to reduce hysteresis.

The FMV servo piston is subjected to Pz, on one side,and to Pcr backpressure, on the other side.

Maximum and minimum stops, in the valve assembly, setthe rotational limits of the FMV.

The resolver provides the ECU with electrical feedback ofthe FMV position.

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Page 21Jan 03

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Delta P and bypass regulating system.

The Delta P valve and by-pass valves regulate a constantpressure drop across the FMV to ensure that the metered

At the stable position, the by-pass valve control signal isa constant value.

When changes occur in the Delta P across the FMV, the






Page 22Jan 03

fuel flow is proportional to the FMV position.

The system consists of :

- A delta pressure detector.- A by-pass valve.

The delta pressure detector senses the differentialpressure across the FMV.

Ps pressure (P1) acts on one side of the piston.

FMV output pressure (P2), plus force from a pre-loadedspring, act on the other side of the piston.

P1 - (P2 + spring load) = the stable position.

The pre-loaded spring is calibrated to 36 psi.

piston becomes unbalanced and moves axially.

This will either increase, or decrease, the by-pass valvecontrol pressure. The by-pass valve piston will move toa more open, or closed position, thus increasing, ordecreasing the by-passed fuel pressure.

This, in turn, will decrease or, increase the Ps flow (P1),and restore the Delta P to 36 psid.

Buffer.

There is a buffer, located between the Delta P valve andthe by-pass valve.

This provides the necessary compensation to preventspeed overshoot and instability that could occur duringoverspeed limiter conditions.

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Page 23Jan 03

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Overspeed governor system.

The overspeed governor system limits the core enginespeed (N2) to a maximum of 106%, in the event of a

Overspeed governor test.

At each engine start, N2 increases and the flyweightdevice applies an upward force on the bottom of the






Page 24Jan 03

malfunction that could drive the engine into an overspeedcondition.

The OSG, which is hydro-mechanical and independent ofthe ECU, is installed on-line with the Delta P valve andconsists of :

- A flyweight device, which is an N2 detectorconsisting of flyweights, pivot pins, bearings, anda ball head gear. It produces a force on a

governor pilot valve proportional to the square ofthe flyweight speed.

- A governor pilot valve, which ports either Psf, orPb, to the Delta P valve in order to modulate theby-pass valve. The pilot valve translation dependson the flyweight force, versus a pre-loaded springforce.

- A pre-loaded spring, which opposes the forceproduced by the flyweights, and is calibrated to theoverspeed setting.

governor pilot valve.

As the governor pilot valve continues to move up,Psf pressure is ported to one side of a piston, whichis connected to a micro-switch dedicated to the ECUstarting logic.

The micro-switch informs the ECU that the governorsystem is in operation.

Below 38-45% N2 speed, the micro-switch is open.

Above 45% N2, the switch closes, confirming that theoverspeed governor system is in operation.

The switch remains closed until N2 drops below 45%.

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Page 25Jan 03

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Overspeed Governor System in-speed condition.

During regular engine operation, the force of the flyweightdevice is not strong enough to overcome the force of the

l d d i






Page 26Jan 03

pre-loaded spring.

In this in-speed condition, the pilot valve continues tosend Psf and Pb fuel pressures to the Delta P pilotvalve in order to modulate the by-pass valve for normaloperations.

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Page 27Jan 03

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Overspeed Governor System in an overspeedcondition.

When N2 reaches 98%, the flyweight force equals the

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Page 28Jan 03

spring force.

As speed continues to increase, the pilot valve moves up,slightly restricting Psf flow to the Delta P regulator.

When speed reaches the overspeed value of 106%, thePsf supply to the Delta P valve is reduced to Pb and thiscauses the by-pass valve to stroke further open.

More fuel is by-passed, decreasing fuel flow to the FMV

and, therefore, less fuel is available for combustion.

As a result, N2 decreases until it is below the overspeedvalue.

When N2 returns to the normal range, the preloadedspring can now oppose the force of the flyweights, so thepilot valve moves back down and the pressure ported tothe Delta P regulator is returned to Psf.

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Page 29Jan 03

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Pressurizing and shut-off valve.

During engine start, the pressurizing and shut-off valveestablishes a minimum Psf pressure to ensure proper

operation of the regulators and piston force margins

FMV downstream pressure is applied on the top of thepiston.

A minimum FMV downstream pressure is required to

displace the valve piston far enough to open a port






Page 30Jan 03

operation of the regulators, and piston force margins.

During engine shut-down, the pressurizing and shut-offvalve closes to stop fuel flow to the engine fuel nozzles.

The pressurizing and shut-off valve is composed of :

- A piston.- A pre-loaded spring.- Two position switches.

Under normal operation, Pcr, or Pc pressure, combinedwith a pre-loaded spring force, is applied to thepressurization valve rod compartment.

The pre-loaded spring force guarantees enough Psf tooperate the Pc, Pcr and Delta P regulator systems,and provides adequate force margins for all pistons andactuators.

displace the valve piston far enough to open a port.

Under engine shut-down conditions, the shut-off systemexchanges Pcr, or Pc, for Psf pressure, resulting in aclosed valve position. The fuel supply to the nozzles isstopped, and the engine shuts down.

The pressurizing valve is provided with switches, whichinform the ECU that the valve is in the shut-off position.

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Fuel shut-off system.

The fuel shut-off system ensures engine shut-down andfuel pump unloading.

FMV shut-off shuttle valve.

According to its position, the FMV shut-off shuttle valveroutes either Pb, or Psf pressure to the A/C shut-off

solenoid valve in order to hydraulically reset the solenoid






Page 32Jan 03

The system is composed of :

- An FMV shut-off shuttle valve.- The A/C shut-off solenoid.- A shut-off shuttle valve.- The pressurizing and shut-off valve.

During a shut-down order, the ECU control logicgenerates a hydraulic Shut-Off Valve (SOV) signal.

The SOV signal activates a shut-off shuttle valve which :

- Closes the pressurizing and shut-off valve to stopfuel nozzles supply.

- Opens a by-pass valve to avoid fuel pump loadingand prevent over-pressure inside the HMU.

The pilot is able to generate a shut-down order, throughthe Master Lever in the cockpit.

solenoid valve, in order to hydraulically reset the solenoidand also generate an SOV signal to shut down theengine.

A/C shut-off solenoid.

The A/C shut-off solenoid is a magnetic latching solenoid,which provides an independent path through which theengine can be shut down, by actuating the Master Lever.The output of the A/C shut-off solenoid forms the SOV

signal.

Shut-off shuttle valve.

The shut-off shuttle valve is a non-rotating spool valve,actuated by the SOV hydraulic signal. It controls theporting of pressure to the pressurizing and shut-off valveand to the by-pass valve, through the OSG and theDelta P regulator system.

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Page 33Jan 03

CTC-201-033-02

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Engine run condition.

When the FMV is in the run condition, the SOV signalsupplied through the FMV shut-off shuttle valve is Pb.






Page 34Jan 03

The A/C shut-off solenoid plunger is de-energized andheld in the ‘down’ position by magnetic latches.

In this position, the SOV pressure signal (Pb) suppliedby the FMV shuttle valve, is able to pass through to thebottom of the shut-off shuttle valve.

Pcr pressure is supplied to the top of the shut-off shuttlevalve and, because of the differential pressure (Pcr, Pb)

across it, the valve is pushed down, allowing normaloperation of the Delta P regulator and of the pressurizingand shut-off valve.

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Page 35Jan 03

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Engine shut-down by cockpit order.

The cockpit shut-down order is activated by the pilot whomoves the Master lever to the “OFF” position.

Thi i th A/C h t ff l id il d th






Page 36Jan 03

This energizes the A/C shut-off solenoid coil and themagnetic latch force is overcome. Consequently theplunger moves up and ports Psf to the SOV line.

Because of the differential pressure (Psf, Pcr), the shut-off shuttle valve moves up to ensure pressurizing andshut-off valve closure and pump unloading (by-pass valveopen).

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Page 37Jan 03

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ECU automatic engine shutdown during startingsequence on the ground.

In the event of an abnormal starting sequence on the

ground, the ECU determines a need to shut down theengine and triggers a shutdown function

The A/C shut-off solenoid valve is still de-energized(“ON” position) and so, Psf pressure is ported to theSOV line. Because of the differential pressure (Psf, Pcr),the shut-off shuttle valve piston moves up porting Psf

pressure to the pressurizing and shut-off valve, thusinterrupting fuel flow to the fuel nozzles and resulting in






Page 38Jan 03

ground, the ECU determines a need to shut down theengine and triggers a shutdown function.

The shutdown function commands the FMV servo pistontowards the minimum stop.

At an FMV angle of approximately 10 degrees, the FMVservo piston’s minimum stop screw contacts the plungerof the FMV shut-off shuttle valve.

As the metering valve modulated pressure (Pz) is lowenough, the servo overcomes the force of Psf pressureexerted on the other side of the FMV shut-off shuttle valveplunger, and continues to move towards the minimumstop position.

At an FMV angle of approximately 7 or 8 degrees, theFMV shut-off shuttle valve plunger moves far enough toswitch output pressure (SOV signal) from Pb to Psf.

The FMV continues moving until the metering valve servocontacts the minimum stop (FMV angle of 5 degrees).

pressure to the pressurizing and shut off valve, thusinterrupting fuel flow to the fuel nozzles and resulting inan engine shutdown.

The process is reversed when the ECU commands theFMV servo to an angle greater than approximately8 degrees.

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Reset function.

If the A/C solenoid was used to initiate engine shut-down,(Pilot action - Master Lever OFF), the ECU must still

command the FMV below 8 degrees in order to port Psfand hydraulically reset the solenoid back to a run state






Page 40Jan 03

g pand hydraulically reset the solenoid back to a run state.

During the starting sequence, the master lever is “ON”,therefore the A/C solenoid coil is de-energized.

The ECU control logic sends an electrical signal to theFMV torque motor, which positions the FMV and FMVshut-off shuttle valve to port Psf pressure to the top of the A/C shut-off solenoid valve plunger.

This Psf pressure, applied to the top of the solenoidplunger, is only opposed by Pb at the bottom and so, theplunger moves down, hydraulically resetting the valve.

The ECU reset function then stops and the FMV ispositioned to deliver fuel.

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Servo flow regulation system.

The servo flow regulator system regulates the flow of fuelto actuators.

The system is composed of six flow regulators :






Page 42Jan 03

The system is composed of six flow regulators :

- Fuel Metering Servo Valve (already described).- Variable Stator Vane (VSV).- Variable Bleed Valve (VBV).- Transient Bleed Valve (TBV).- High Pressure Turbine Clearance Control (HPTCC).- Low Pressure Turbine Clearance Control (LPTCC).

The regulators use three and four-way pilot valves toproduce a defined pressure versus flow schedule.

There are also 2 solenoid valves:

- The Burner Staging Valve (BSV).- The A/C shut-off solenoid (already described).

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Variable Stator Vane (VSV) and Variable Bleed Valve(VBV) flow regulators.

The VSV and VBV flow regulators are identical.

Each regulator contains a servo valve torque motor, a first

VSV and VBV flow control valve operation.

The pilot valve is supplied with Pc and Pb pressures. The

pilot valve’s regulated output pressure (Pz) is applied tothe upper end of the flow control valve and is opposed by






Page 44Jan 03

Each regulator contains a servo valve torque motor, a firststage pilot valve and a second stage flow control valve.

The torque motor can be driven by energizing eitherof two electrically isolated, independent coils that areattached to it.

The pilot valve is a three-way spool valve, directly coupledto the torque motor and cannot rotate due to an anti-

rotation arm. The pilot valve is inside the flow controlvalve and is positioned depending on torque motorcurrent.

The pilot valve has 2 control ports located in the flowcontrol valve. The control valve rotates and is hydraulicallycoupled to the pilot valve.

Any changes in the position of the pilot valve due tothe position of the torque motor, result in changes in the

output pressure (Pz), which modifies the position of theflow control valve.

the upper end of the flow control valve and is opposed byPcr pressure applied to the lower end.

Increasing torque motor current displaces the pilot valvedownward and ports Pc to Pz. Pz then becomes greaterthan Pcr and the flow control valve moves downward.

Psf and Pb are supplied to the flow control valve. The twooutputs are connected to the VSV head and rod ports or

to the VBV open and close ports.

Downward movement of the flow control valve ports Psfpressure to the head end of the VSV actuator whichcloses the VSV’s, and to the VBV gear motor whichcloses the VBV’s.

The flow control valve rotates constantly to reducehysteresis, thus increasing the flow regulators positioningaccuracy.

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Page 45Jan 03

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Clearance control servo flow regulators system.

The flow regulators system consists of :- High Pressure Turbine Active Clearance Control

(HPTACC)- Low Pressure Turbine Active Clearance Control

Changes in the position of the bleed valve, due to theposition of the torque motor, modulates the Pc pressuresupplied to the Pz cavity and the bottom of the flowcontrol valve.

Pz is opposed by Pb, plus the spring force, and the






Page 46Jan 03

(LPTACC)- Transient Bleed Valve (TBV).

These three regulators are identical.

Unlike the VSV and VBV flow regulators, the clearancecontrol regulators contain non-rotating pilot valveplungers. Each regulator contains a servo valve torque

motor, a first stage bleed valve, and a second stage flowcontrol valve.

The bleed valve is suspended from spring blades anddirectly coupled to the torque motor. The seat of the bleedvalve is in the flow control valve.

The flow control valve is a three-way spool valve, with apreloaded spring, and is supplied by Pc and Pb.

pp y , p p g ,control valve moves up or down to compensate forpressure changes.

Clearance control regulators operation.

An increase in torque motor current moves the bleedvalve down, decreasing the amount of Pc supplied to thePz cavity. A bleed orifice, between the Pz cavity and the

Pb line allows Pz to decrease, causing the flow controlvalve to move downward and port Pc to the output port.

A decrease in torque motor current moves the bleed valveup, increasing the amount of Pc supplied to the Pz cavitycausing Pz to increase. This increase causes the flowcontrol valve to move upward and port Pb to the outputport.

The output port is connected to one side of the clearance

control actuator and the other side of the actuator isalways submitted to Pcr pressure.

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Page 47Jan 03

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Burner staging valve solenoid operation.

Controlled by the ECU, the output of the Burner StagingValve (BSV) is used to turn off half of the 20 fuel nozzles

during certain flight conditions.






Page 48Jan 03

The BSV is a three-way solenoid valve containing a singleball and two valve seats.

Pc and Pcr pressures are supplied to the input ofthe valve and one of these inputs supplies the outputpressure sent to the BSV port on the HMU.

The solenoid can be energized by applying an electrical

current to either of two electrically isolated independentcoils.

When the solenoid is de-energized, Pcr is supplied to theBSV. The BSV is open and all 20 nozzles are on.

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Page 49Jan 03

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Page 1Jan 03

FUEL FLOW TRANSMITTER

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E F GFUEL FLOW TRANSMITTER

The purpose of the fuel flow transmitter is to providethe ECU with information, for indicating purposes, on theweight of fuel used for combustion.

Located in the fuel flow path, between the HMU meteredfuel discharge port and the fuel nozzle filter, it is installed

There are two types of fuel flow transmitter available.

The first type consists of an aluminium body with acylindrical bore.

An electrical connector is installed on the outside of a



EFFECTIVITY



Page 2Jan 03

on supporting brackets on the aft section of the HMU.

The interfaces are:

- A fuel supply hose, connected from the HMU.

- A fuel discharge tube, connected to the fuel nozzlefilter.

- An electrical wiring harness, connected to the ECU.

rectangular electronics compartment.

The fuel flow transmitter consists of:

- A driver assembly.

- A flow straightener.

- A measurement assembly.

- 2 pickoff coils.

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Page 3Jan 03

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The driver assembly, flow straightener and measurementassembly are put on a shaft and installed in the bore.

The transmitter driver assembly is made up of a shroudedturbine, petal valves and a valve support cone.

F l t th t bi d fl t th h l d d i

The impeller is installed on the shaft, on bearings. It isattached to the drum through a spring assembly and isturned only by the spring. This permits impeller movementwith respect to the attached parts.

As the spring assembly tries to turn the impeller, thei ll i t t i t t t th f l fl d th



EFFECTIVITY



Page 4Jan 03

Fuel enters the turbine and flows out through angled driveholes and this causes the driver to rotate, thus turning themeasurement assembly which is installed on the sameshaft.

Bypass holes, covered by petal valves, control driverspeed at high fuel flow rates, limiting the transmitterrotational speed.

After the fuel leaves the driver assembly, it goes througha flow straightener, which is stationary and not attachedto the shaft. The straightener removes all swirl and otherdisturbances in the fuel flow.

The measurement assembly consists of an impeller and adrum. The drum is on the same shaft as the driver and so,turns at the same rate.

impeller, in turn, tries to rotate the fuel flow and thespring that drives the impeller deflects, permitting arotational deflection between the drum and impeller. Thedeflection angle between the drum and impeller providesa measurement of fuel flow mass.

The drum and impeller each have 2 magnets installed inthem, on opposite sides (180° apart). As the drum and

impeller turn, the magnets generate an electrical pulsein the pickoff coils as they pass. The time between drumpulse and impeller pulse defines the deflection and isproportional to the fuel flow.

The pulses are supplied to the fuel flow indicator wherethey are changed to a mass flow measurement.

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The second type of fuel flow transmitter consists of ahousing containing a swirl generator, a free-spinning rotorand a turbine, which is restrained by a spring attachedto the housing.

Two permanent magnets are fixed, 180 degrees apart, atthe for ard and aft end of the rotor

When the fuel starts flowing, the rotor spins at a speedthat is proportional to the fuel flow and the signal bladeon the turbine, restrained by the spring, begins to deflectalong the path of rotation.

The stop pulses now begin to occur after the start pulses.



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Page 6Jan 03

the forward and aft end of the rotor.

With each complete revolution of the rotor, the forwardend magnet induces an electrical pulse in a small coilmounted on the outer wall of the housing. This is knownas the ‘start’ pulse.

The aft end magnet aligns with a signal blade fixed on the

turbine. As the magnet passes the signal blade, anotherpulse is induced into a second, larger coil, which is alsoon the outer wall of the housing. This is known as the‘stop’ pulse.

One ‘start’ pulse and one ‘stop’ pulse are generatedthrough the coils at each revolution of the rotor.

If the rotor could spin without fuel flow, the start and stoppulses would occur simultaneously.

As the mass flow (weight) of fuel through the transmitterincreases, the turbine deflects further and further, andthe time difference between the start and stop pulsesincreases proportionally.

It is this time difference which is measured by the ECU,and converted to Fuel Flow and Fuel Used values, which

are then made available to the A/C for cockpit indication.

The operating range of the fuel flow transmitter output isfrom 0 to 170 milliseconds, which corresponds to a fuelflow range of 0 to 27000 lbs/hr.

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Page 1Jan 03

FUEL NOZZLE FILTER

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E F GFUEL NOZZLE FILTER

The fuel nozzle filter is installed near the servo fuel heaterat 8 o’clock and attached to the fuel flow transmitter.

The fuel nozzle filter collects any contaminants that maystill be left in the fuel before it goes to the fuel nozzle

supply manifold.



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Page 2Jan 03

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Page 1Jan 03

BURNER STAGING VALVE

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E F GBURNER STAGING VALVE

The purpose of the Burner Staging Valve (BSV) is toclose the fuel supply to the staged manifold.

In this condition, only ten fuel nozzles are supplied withfuel.

The BSV is installed on a support bracket on the core






Page 2Jan 03

The BSV is installed on a support bracket on the coreengine at the 6 o’clock position.

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Page 3Jan 03

BURNER STAGING VALVECTC-201-103-01

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The BSV is used in decel to keep the fuel flow above thelean flame-out limit.

To safely work close to this limit, the ECU cuts 10 of the20 engine fuel nozzles.

The effect is that the same amount of fuel is provided in

Two fuel supply manifolds, staged and unstaged, areinstalled on the fuel supply system.

Within the BSV support, the metered fuel is split into twoflows, which are then delivered to the nozzles, throughthe two manifolds.






Page 4Jan 03

pthe combustion chamber, but on 10 fuel nozzles only. Inthis condition, the lean flame-out is well above the flame-out limit and it is impossible to extinguish combustion.

The diagram indicates the switch limits between 20 and10 fuel nozzles.

The unstaged manifold always supplies 10 fuel nozzles,and the staged manifold supplies the 10 remaining fuelnozzles, depending on the BSV position.

At the outlet of the BSV, each fuel supply manifold isconnected to a “Y” shaped supply tube at approximatelythe 5 and 6 o’clock positions.

Each supply manifold is made up of two halves, whichare mechanically coupled, and include 5 provisions toconnect the fuel nozzles.

To improve the rigidity in between the manifold halves,connecting nuts are installed at the 6 and 12 o’ clockpositions.

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The BSV is a normally open, fuel shut-off valve that iscontrolled by the ECU, and fuel operated by the HMU.

The valve shuts off every other fuel nozzle in certainengine operations, to provide a better spray pattern andimprove the engine flame-out margin.

Twenty fuel nozzle operation.

A three-way dual solenoid, located in the HMU, isde-energized and low fuel pressure (Pcr) is applied toboth ends of the poppet valve.

A spring keeps the poppet valve in the BSV open,






Page 6Jan 03

The valve has dual redundant signal switches, which areopen when the valve is open.

All open ports terminate in the mounting surface ofthe valve body and when the valve is installed on themounting bracket, the ports are automatically connected.No external hydraulic or pneumatic lines are required.

The valve encloses:

- A poppet valve, which allows metered fuel delivery tothe staged manifold.

- A servo valve, to override and/or hold the poppetvalve open.

allowing fuel to flow from the inlet port to the outlet port.

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Page 7Jan 03

20 FUEL NOZZLES OPERATIONCTC-201-106-01

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10 fuel nozzle operation.

To close the poppet valve, an electrical signal is applied tothe dual solenoid valve in the HMU.

This allows high pressure fuel (Pc) to be directed to thetop of the valve, to close the poppet.






Page 8Jan 03

In the closed position, the differential pressure moves thevalve down.

A bleed orifice in the poppet keeps the pressure in thespring cavity at Pcr pressure.

There are two position switches located on the valve, onefor ECU channel A and one for channel B. The switchesclick closed when the poppet valve is about to close.

A calibrated orifice allows a small amount of fuel to passto the nozzles to avoid fuel nozzle tip coking.

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Page 9Jan 03

10 FUEL NOZZLES OPERATIONCTC-201-107-01

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Failsafe Operation.

The BSV is equipped with a servo valve installed inparallel with the fuel supply inlet port.

When the inlet pressure reaches 250 psi, the servo valvemoves down, thus restricting and blocking the Pcr port.






Page 10Jan 03

The bleed orifice in the poppet enables the pressure to bebalanced in the top and bottom cavities.

The poppet valve cavity is now ported to Pc fuel pressure,and the spring lifts the poppet valve.

Metered fuel passes through the valve and is deliveredto the fuel nozzles.

The two position switches click open just as the poppetvalve begins to open.

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Page 11Jan 03

FAILSAFE OPERATIONCTC-201-108-02

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Burner staging valve control.

The control laws logic in the ECU calculates the BSVposition demand.

The process has four parts:

BSV t t






Page 12Jan 03

- BSV status.

- Fuel/air ratio calculations.

- BSV inhibition logic.

- BSV position demand logic.

The BSV status is provided through the two positionswitches, located on the valve itself.

The fuel/air ratio calculation uses PS3 and T3parameters.

The BSV inhibition logic uses different parameters:Engine speed N2, valve position unknown, A/C flight/ ground position.

The BSV position demand logic uses the Fuel MeteringValve (FMV) position feedback signal.

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Page 1Jan 03

FUEL NOZZLE

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E F GFUEL NOZZLE

The fuel nozzles spray fuel into the combustion chamberand ensure good light-off capability and efficient burningat all engine power settings.

There are twenty fuel nozzles, which are installed all

around the combustion case area, in the forward section.



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Page 2Jan 03

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E F GFUEL NOZZLE

Basically, all fuel nozzle models are similar, provide thesame operational performances, and are mounted andconnected to the engine in an identical manner.

However, four nozzles located in the pilot burning area

in the combustion chamber, on either side of the sparkplugs, have a wider primary spray angle.



EFFECTIVITY



Page 4Jan 03

The wider spray angle is incorporated to improve altitudere-light capability.

To facilitate identification of the nozzle type, a colour bandis installed on the nozzle body. The colours are alsoengraved on the band.

- Blue colour band on the 16 regular fuel nozzles.

- Natural colour band on the 4 wider spray fuelnozzles.

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E F GFUEL NOZZLE

The fuel nozzle is a welded assembly which delivers fuelthrough two independent flows, and consists of:

- A cover, where the nozzle fuel inlet connector islocated.

- A cartridge assembly, which encloses a check valveand a metering valve.



EFFECTIVITY



Page 6Jan 03

and a metering valve.

- A support, used to secure the fuel nozzle onto thecombustion case.

- A metering set, to calibrate primary and secondaryfuel flow sprays.

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E F GFUEL NOZZLE

Some makes of fuel nozzle have a removeable inletstrainer, which is secured onto the inlet cover with aretaining ring.

Fuel passes through the strainer, enters the main body

and reaches a spring-loaded check valve.

When the fuel pressure reaches 15 psig, the spring is

When the fuel pressure is higher than 120 psig, the mainspring is compressed, and the cartridge valve assemblymoves down.

Fuel still passes through the primary path, and through

the restricted orifice, where it enters the secondary flowchamber.



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Page 8Jan 03

p p g, p gcompressed and the valve moves down.

Fuel is ported from the inner tube of the support to theprimary body of the metering set.

Fuel then passes around the primary plug, and flows inbetween the plug and the convergent end of the primarybody.

Fuel is then delivered, through a calibrated orifice, intothe combustion chamber, at a set angle of 64° for regularnozzles, and 89° for wider spray nozzles.

It then goes into the outer tube of the support to thesecondary body of the metering set.

It passes around, and in between, the primary body andthe secondary body.

Fuel is then delivered, through a Venturi type orifice, intothe combustion chamber at an angle of 125°.

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Page 9Jan 03

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E F GFUEL NOZZLEFUEL NOZZLE

From the nozzle inlet, fuel passes through the inlet filterand accumulates within the cartridge assembly.

At 15 psig, the fuel opens the check valve. It is sent to thecentral area of the metering set which calibrates the spray

pattern of the primary fuel flow (narrow angle).

When the fuel pressure reaches 120 psig, it opens the



EFFECTIVITY



Page 10Jan 03

p p g pflow divider metering valve and the fuel goes through theouter tube of the support to another port in the meteringset.

This port calibrates the spray pattern of the secondaryfuel flow (wider angle of 125 °).

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Page 1Jan 03

IDG OIL COOLER

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E F GIDG OIL COOLER

The Integrated Drive Generator (IDG) oil cooler uses theHMU by-pass fuel flow to cool down the oil used in theIDG mechanical area.

The IDG oil cooler is located on the fan case, just

above the engine oil tank, between the 9 and 10 o’clockpositions.



EFFECTIVITY



Page 2Jan 03

The interfaces are:

- The fuel supply and return lines.

- The oil supply and return lines.

After the heat exchange, the fuel returns to the inlet ofthe main oil/fuel heat exchanger, and the oil goes backto the IDG.

The unit consists of a matrix providing the heat exchangeoperation, a housing, and a cover enclosing a pressurerelief valve.

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Page 3Jan 03

IDG OIL COOLER DESIGNCTC-201-139-02

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E F GIDG OIL COOLER

There are two different flows within the unit, the fuel flow,and the oil flow.

The fuel flows inside a tube bundle and the oil circulatesaround the tube bundle to transfer heat to the fuel.

If the pressure drop is greater than 24 psid inside thematrix, a valve opens and by-passes the matrix.



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Page 4Jan 03

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Page 5Jan 03

�CTC-201-138-02

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E F GIDG OIL COOLER

The matrix consists of a tube plate, 7 baffles andaluminum alloy fuel tubes (U-shaped). The fuel tubesare attached to the plate, and the baffles provide 8 oilcirculation paths.

The housing encloses the oil supply port, the oil out port,and the oil drain port.

The cover encloses the fuel supply port the fuel out port



EFFECTIVITY



Page 6Jan 03

The cover encloses the fuel supply port, the fuel out port,and the bypass valve. This valve is installed in parallelwith the fuel inlet and outlet ports, and by-passes thefuel directly towards the heat exchanger, if the differentialpressure reaches 24 psi.

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Page 1Jan 03

FUEL RETURN VALVE

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E F GFUEL RETURN VALVE

The Fuel Return Valve (FRV) returns part of the fuel,flowing through the IDG oil cooler, back to the A/C fueltank for recirculation.

The FRV is mounted on a bracket on the left hand side

of the fan inlet case, at the 10 o’clock position, above theIDG oil cooler.

The interfaces are:






Page 2Jan 03

The interfaces are:

- The fuel return line to the A/C.

- The fuel drain tube.

- The Pb return tube.

- The fuel pump HP tube.

- The fuel pump LP tube (cold fuel).

- The IDG cooler inlet tube (hot fuel).

- Two electrical connectors linked to the ECU.

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The FRV assembly consists of:

- Solenoid valve, V1, to open the fuel shut-off valve.

- Solenoid valve, V2, to select the returning fuel flow

levels.

The FRV has a metering system which includes:






Page 4Jan 03

- A flow control valve, to meter the fuel flows.

- A compensating valve, to make the metering systeminsensitive to pressure differences between coldand warm fuel flows.

- A mixing chamber, to mix cold and warm fuel flows.

- A shut-off valve, to isolate the engine fuel circuit fromthe A/C fuel tank return circuit.

- Switches, to provide the ECU with the position of theshut-off valve.

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Inside the FRV, cold fuel from the fuel pump LP stageoutlet is mixed with the warm fuel returning from the IDGoil cooler. This is to limit the temperature of the fuel goingback to the A/C tank.

A shut-off system is provided to isolate the engine fuelcircuit from the A/C fuel tank return circuit.

The FRV is fuel operated and electrically controlled

The engine oil temperature thresholds depend on thefuel inner tank temperature, and A/C ground or flightconditions.

On ground, if the engine oil temp reaches 90°C, only the

LOW return fuel flow is redirected to the A/C, until the oiltemperature drops to 78°C.

In flight conditions, LOW return fuel flow may be selected






Page 6Jan 03

p ythrough the ECU control logic.

The control logic of the FRV is dependent on the engineoil temperature.

Above a certain engine oil temperature, the ECU

commands a LOW return fuel flow to the A/C.

If the engine oil temperature continues to increase, theECU commands a HIGH return fuel flow to the A/C.

g , yat the same engine oil temperature as on ground.

Following LOW, HIGH return fuel flow is selected, if theengine oil temperature reaches 95°C.

It is deselected when the temperature drops below 85°C.

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The FRV selects three levels of returning fuel flow,depending on the engine oil temperature (TEO).

- Zero flow.

- Low flow.

- High flow.

Hot fuel from the IDG oil cooler goes to:

- The spring-loaded pilot valve, where it stops.

- The mixing chamber, to be mixed with cold fuel from

the low pressure stage of the engine fuel pump.

- The compensating valve, which changes the fuel flowoutlet, depending on the hot/cold fuel differential






Page 8Jan 03

In case of failure of the TEO sensor, FRV positioningcannot be calculated based on the sensor. In this case,a default value for the oil is set ( 178°C) and the FRVopens.

Zero flow condition.

De-energized, solenoid valve V1, which is spring-loadedin the closed position, closes the high pressure supplyline (PSF) to the shut-off valve.

Solenoid valve V2, spring-loaded in the closed position,closes the high pressure supply line (PSF) to the pilotvalve.

p gpressure,

The mixed flow then enters into the flow control valve.

The cold fuel pressure is applied to the valve head side,which is pushed against the spring. In this position, the

valve partially closes the outlet port.

Fuel then goes to the shut-off valve, which is closedthrough the pressure of the spring force.

Since there is no way for the fuel to exit to the A/C circuit,the fuel is returned to the main oil/fuel heat exchanger.

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Page 9Jan 03

NO RETURN FUEL FLOWCTC-201-132-01

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Low return flow operation.

When the engine oil temperature reaches 90°C, the ECUenergizes the V1 solenoid.

The V1 solenoid opens the valve, allowing Psf fuelpressure to the shut-off valve.

Psf pressure pushes the shut-off valve against the spring,






Page 10Jan 03

opening the fuel return flow to the A/C circuit.

The shut-off valve position switches send (open) positioninformation to the ECU.

The compensating valve adjusts the flow of the return fuel

to a constant value of:

- 440 pph (200 kg/h) cold flow.- 661 pph (300 kg/h) hot flow.

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Page 11Jan 03

LOW RETURN FUEL FLOWCTC-201-134-02

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High return flow operation.

If the engine oil temperature continues to increase, andreaches 95°C, the ECU energizes the V2 solenoid.

The ECU continues to send an electrical signal to theV1 solenoid, which maintains the shut-off valve open,through Psf fuel pressure.






Page 12Jan 03

The V2 solenoid opens the valve, allowing Psf pressure tothe top of the pilot valve’s piston, which now moves left.

The hot fuel from the IDG oil cooler now passes throughthe pilot valve, and is directed to the flow control valvespring side.

The flow control valve moves to the left, completelyopening the orifice connected to the A/C fuel returncircuit.

The compensating valve adjusts the flow of the return fuelto a constant value of:

- 880 pph (400 kg/h) cold flow.

- 1322 pph (600 kg/h) hot flow.

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Page 13Jan 03

HIGH RETURN FUEL FLOWCTC-201-135-01

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Modulated idle.

The High return fuel flow may, in some cases, not beenough to cool down the engine oil temperature.

Therefore, the engine minimum idle speed may beincreased to create a higher fuel flow, resulting in moreeffective oil cooling in the main oil/fuel heat exchanger.

Th d l t d idl ti d d th il






Page 14Jan 03

The modulated idle operation depends upon the oiltemperature and the A/C ground or flight condition.

On ground, no IDG modulated idle is required.

In flight, the modulated idle operation is set when the oil

temperature reaches 106.2°C.

N2 speed then accelerates, according to a linearschedule, up to a maximum of 11731 rpm, whichcorresponds to an oil temperature of 128°C.

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Recirculation to the tank is inhibited, (FRV closed), in anyof the following cases:

- When N2 speed is below 50% during engine start.

- When the metered fuel flow is greater than 5520 pph.(T/O power).

- With engine shut-down.






Page 16Jan 03

- When the aircraft management system sends aninhibit signal (fuel temp high + fuel tank full).

- When flight / ground status is not available.

The FRV is opened to the second level (HIGH):

- During a FADEC ground motoring test.

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Page 1Jan 03

VARIABLE GEOMETRY CONTROL SYSTEM

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E F G VARIABLE GEOMETRY CONTROL SYSTEM

The variable geometry control system is designed tomaintain satisfactory compressor performance over awide range of operation conditions.

The system consists of:

- A Variable Bleed Valve (VBV) system, locateddownstream from the booster.

- A Variable Stator Vane (VSV) system located within

At low speed, the LP compressor supplies a flow of airgreater than the HP compressor can accept.

To establish a more suitable air flow, VBV’s are installedon the contour of the primary airflow stream, between the

booster and the HPC.

At low speed, they are fully open and reject part ofthe booster discharge air into the secondary airflow,preventing the LPC from stalling



EFFECTIVITY



Page 2Jan 03

- A Variable Stator Vane (VSV) system, located withinthe first stages of the HPC.

The compressor control system is commanded by theECU and operated through HMU hydraulic signals.

preventing the LPC from stalling.

At high speed, the VBV’s are closed. The HPC is equipped with one Inlet Guide Vane (IGV)stage and three VSV stages.

An actuation system changes the orientation of the vanesto provide the correct angle of incidence to the air streamat the blades leading edge, improving HPC stall margins.

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Page 1Jan 03

VARIABLE BLEED VALVE

TOC


E F G VARIABLE BLEED VALVE

The purpose of the Variable Bleed Valve (VBV) system isto regulate the amount of air discharged from the boosterinto the inlet of the HPC.

To eliminate the risk of booster stall during low power

conditions, the VBV system by-passes air from theprimary airflow into the secondary.

It is located within the fan frame mid-box structure andconsists of:






Page 2Jan 03

consists of:

- A fuel gear motor.

- A stop mechanism.

- A master bleed valve.

- Eleven variable bleed valves.

- Flexible shafts.

- A feedback sensor (RVDT).

The ECU calculates the VBV position and the HMUprovides the necessary fuel pressure to drive a fuel gearmotor, through a dedicated servo valve.

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Page 3Jan 03

VBV SYSTEMCTC-201-143-01

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Fuel gear motor.

The fuel gear motor transforms high pressure fuel flowinto rotary driving power to position the master bleedvalve, through a screw in the stop mechanism.

The fuel gear motor is a positive displacement gear motorsecured on the stop mechanism rear flange.

It has 2 internal spur gears, supported by needle






Page 4Jan 03

p g , pp ybearings.

Sealing of the drive gear shaft is provided by carbonseals.

A secondary lip seal is installed on the output shaft and adrain collects any internal fuel leaks which could occur.

The fuel flow sent to the gear motor is constantlycontrolled by the ECU, via the fuel control valve of theHMU.

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Page 5Jan 03

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Stop mechanism.

The stop mechanism limits the number of revolutionsof the gear motor to the exact number required for acomplete cycle (opening and closing) of the VBV doors.

This function supplies the reference closed position toinstall and adjust the VBV system.

The stop mechanism is located between the gear motor






Page 6Jan 03

and the master ball screw actuator.

Its main components are:

- A flexible drive shaft, which connects the gear motor

to the master ballscrew actuator.- A follower nut, which translates along a screw and

stops the rotation of the gear motor when it comesinto contact with «dog stops», installed on bothends of the screw.

A location is provided on its aft end for installation of aposition sensor.

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Page 7Jan 03

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Master bleed valve.

The master bleed valve and ballscrew actuator assemblyis the unit which transmits the driving input from the gearmotor to the 11 remaining variable bleed valves.

It is located between struts 10 and 11 in the fan framemid-box structure.

Its main components are:






Page 8Jan 03

- A speed reduction gearbox.

- A ballscrew actuator, linked to a hinged door.

Speed is reduced through 1 pair of spur gears and by 2pairs of bevel gears. The bevel gears drive the ballscrew.

Axial displacement of the ballscrew’s translating nut istransmitted to the door by 2 links.

A lever, integral with the hinged door, is connected to afeedback rod which transmits the angular position of thedoor to a sensor (RVDT).

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Page 9Jan 03

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TOC



Variable Bleed valves.

The 11 variable bleed valves are located in the fan framemid-box structure in between the fan frame struts.

They feature the same internal design as the masterballscrew assembly, but have only one reduction gearinstead of two.

They operate in synchronization with the masterb ll hi h id h i h h

Flexible shafts.

The flexible shafts are installed between the variablebleed valves and are unshielded power cores, which havea hexagonal fitting on one end and a double square fitting

on the other.

A spring is attached to the hexagonal end, to hold theshaft assembly in position during operation, and also helpshaft removal and installation.






Page 10Jan 03

ballscrew actuator, which provides the input through aflexible drive shaft linkage.

Main drive shaft.

The main drive shaft is a flexible and unshielded powercore which has a hexagonal fitting on one end and asplined end fitting on the other.

A spring is attached to the splined end, to hold theshaft assembly in position during operation, and also helpremoval and installation of the shaft.

It is installed between the gear rotor, which drives it, andthe master bleed valve.

Ferrules are installed in the struts of the engine fan frameto guide and support the flexible shafts during operation.

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Page 11Jan 03

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Bleed valve position sensor.

The bleed valve position sensor transmits the angularposition of the VBV doors to the ECU by an electricalfeedback signal.

It is a Rotary Variable Differential Transducer (RVDT), andis mounted onto the stop mechanism.

It has two marks which should be aligned when thet i dj t d t th f l d iti






Page 12Jan 03

system is adjusted to the reference closed position.

The adjustment is made through the feedback rodconnecting the master bleed valve to the transducer’sfeedback lever.

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Page 13Jan 03

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TOC



Using engine parameters, the ECU calculates the VBVposition, according to internal control laws.

An electrical signal is sent to the HMU torque motor toposition a servo valve, which adjusts the fuel pressure

necessary to drive the gear motor.

The gear motor transforms the fuel pressure into rotarytorque to actuate the master bleed valve.

The stop mechanism mechanically limits the opening and






Page 14Jan 03

The stop mechanism mechanically limits the opening andclosing of the master bleed valve.

The master bleed valve drives the 11 variable bleedvalves, through a series of flexible shafts.

The flexible shafts ensure that the VBV’s remain fullysynchronized throughout their complete stroke.

A feedback rod is attached between the master bleedvalve and the feedback transducer, which transformsthe angular position of the master bleed valve into an

electrical signal for the ECU.

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Page 15Jan 03

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VBV system logic.

The ECU calculates the VBV demand-signal.

This calculation uses:

- A corrected fan speed (N1K).

- A corrected core speed (N2K).

- An N2-trim signal from the VSV






Page 16Jan 03

- An N2-trim signal from the VSV.

- A Throttle Resolver Angle (TRA).

The ECU calculates a basic VBV position, depending on

N2 speed and the position of the VSV.

This position is then finely adjusted, according to thedifference between the actual N1 speed and a calculatedvalue.

An adder, corresponding to the TRA position, is alsoadded in the open direction when the engine is runningin reverse mode.

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Page 17Jan 03

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Page 18Jan 03


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Page 1Jan 03

VARIABLE STATOR VANE

TOC


E F G VARIABLE STATOR VANE

The Variable Stator Vane (VSV) system positions theHPC stator vanes to the appropriate angle to optimizeHPC efficiency. It also improves the stall margin duringtransient engine operations.

The VSV position is calculated by the ECU using variousengine parameters, and the necessary fuel pressure isdelivered by the HMU dedicated servo valve.

The VSV system is located at the front of the HPcompressor.

The system consists of:

A series of actuators and bellcrank assemblies, on bothsides of the HPC case:

- Two hydraulic actuators.

- Two feedback sensors, installed in the actuators.

- Two bellcrank assemblies.






Page 2Jan 03

compressor.- Four actuation rings (made in 2 halves).

Variable stator stages, located inside the HPC case:

- Inlet Guide Vane (IGV).

- Variable Stator Vane (VSV) stages1-2-3.

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Page 3Jan 03

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VSV actuators.

The actuators, located at the 2 and 8 o’clock positions onthe HPC case, provide an output force and motion to theVSV system, in response to fuel pressure.

They are single ended, uncushioned, hydraulic cylinders,able to apply force in both directions.

Piston stroke is controlled by internal stops.






Page 4Jan 03

The piston incorporates a capped, preformed packing toprevent cross-piston leakage and a wiper is provided toensure the piston rod is dirt free.

The rod end features a dual-stage seal with a drain portand, at the end of the piston, there is an extension, whichhouses a bearing seat.

For cooling purposes, the head end of the piston has anorifice that allows the passage of fuel.

The VSV actuator is self-purging.

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Page 5Jan 03

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VSV linkage system.

Each VSV actuator is connected through a clevis link anda bellcrank assembly to a master rod.

The vane actuation rings are linked to the master rod inthe bellcrank assembly, through slave rods.

The actuation ring halves, which are connected at thesplitline of the compressor casing, rotate circumferentiallyabout the horizontal axis of the compressor.






Page 6Jan 03

Movement of the rings is transmitted to the individualvanes, through vane actuating levers.

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According to sensor signals, the ECU computes theappropriate VSV position.

The two actuators move the 4 actuation rings to changethe angular position of the vanes.

Two electrical feedback sensors (LVDT), one per actuator,transmit the VSV position to the ECU to close the controlloop.

The right handside feedback sensor is connected to

VSV position transducer.

The position sensors are Linear Variable DifferentialTransducers (LVDT) and consist of two windings, onestationary, one moveable.

The moveable winding translates with the actuator rod,and the resulting voltage is a function of actuator stroke/ VSV position.

Excitation is provided by the ECU.






Page 8Jan 03

channel A and the left handside feedback sensor tochannel B.

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Page 9Jan 03

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VSV system control.

The ECU calculates the VSV demand signal using:

- Corrected N2 speed (N2K).- Ambient pressure (P0) for Altitude.- Throttle Resolver Angle (TRA).- Fan speed (N1).- Total Air Temperature (TAT).

It schedules the VSV position depending on corrected N2d d l i d






Page 10Jan 03

speed and altitude.

Adjustments are applied, depending on the following:

- The bodie condition (rapid accel/decel).- The steady state condition.- The transient condition (slow accel/decel).- Environmental icing condition.- N1 and/or N2 overspeed condition.

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Page 11Jan 03

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Page 12Jan 03


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EFFECTIVITY



Page 1Jan 03

TRANSIENT BLEED VALVE

TOC


E F GTRANSIENT BLEED VALVE

The Transient Bleed Valve (TBV) system improves theHPC stall margin during engine starting and rapidacceleration.

Using engine input parameters, the ECU logic calculateswhen to open or close the TBV to duct HPC 9th stagebleed air, in order to give optimum stability for transientmode operations.

The 9th stage bleed air is ducted to the LPT stage 1nozzle, providing an efficient start stall margin.



EFFECTIVITY



Page 2Jan 03

The ECU, working through the HMU, controls the TBVposition.

The TBV system consists of:

- The TBV, located on the HPC case, between the 7and 8 o’clock positions.

- The 9th stage air IN and OUT pipes.

TOC


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EFFECTIVITY



Page 3Jan 03

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TBV actuator.

The TBV includes a linear actuator linked to a butterflyvalve.

The actuator is attached to a fuel port pad that has three

holes:

- Fuel drain.

- Pcr to Rod end.



EFFECTIVITY



Page 4Jan 03

- Pc, or Pb, to Head end.

Two electrical connectors are directly fitted on the TBV

actuator, next to the fuel supply plate.

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EFFECTIVITY



Page 5Jan 03

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The TBV is a single actuator, butterfly-type shut-off valve,that has two positions, OPEN or CLOSED. The valve isnormally closed.

The fuel supply pressure to the the opening chamber isheld constant through port Pcr.

With the pressure in the opening chamber held constant,a variation of the fuel pressure (Pc, or Pb) in the closingchamber, determines the valve position.

The butterfly valve shuts off the airflow when fuel

The valve position is monitored by the ECU, througha dual channel LVDT connected to the actuator. TheLVDT supplies a feedback signal which corresponds tothe butterfly position.

In the failsafe position, the piston goes to the open

position.



EFFECTIVITY



Page 6Jan 03

The butterfly valve shuts off the airflow when fuelpressure increases in the closing chamber.

As the fuel supply pressure reduces in the closing

chamber, the actuator piston strokes toward the openposition.

The piston incorporates an orifice for cross piston fuelflow, providing actuator cooling.

A drain port is provided to route any fluid leakage past theshaft seal to the drain mast.

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EFFECTIVITY



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According to a schedule, the ECU sends a valve positiondemand to the HMU.

The dedicated servo valve within the HMU changes theelectrical information into fuel pressure and sends it tothe TBV.

The dual channel LVDT sends the valve position to theECU, as feedback information, to be compared with theposition demand.

If the valve position does not match the demand, the



EFFECTIVITY



Page 8Jan 03

If the valve position does not match the demand, theECU sends a signal, through the HMU, to change thevalve state until both terms are equal.

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EFFECTIVITY



Page 9Jan 03

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The TBV function is set during 2 modes:

- Starting.

- Transient.

Through its internal logic, the ECU uses the output of thetransient and start bleed blocks to command the valve toan open or closed position.

These blocks also command the HPTCC valve open,during the start sequence.



EFFECTIVITY



Page 10Jan 03

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The following engine parameters are taken into account:

- N2 Accel. during transient conditions.

- N2 Act. during starting conditions.

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EFFECTIVITY



Page 12Jan 03


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EFFECTIVITY



Page 1Jan 03

HIGH PRESSURE TURBINE CLEARANCE CONTROL

TOC


E F GHIGH PRESSURE TURBINE CLEARANCE CONTROL

The HPTCC system optimizes HPT efficiency throughactive clearance control between the turbine rotor andshroud and reduces compressor load during starting andtransient engine conditions.

The HPTCC system uses bleed air from the 4th and 9th

stages to cool down the HPT shroud support structurein order to:

- Maximize turbine efficiency during cruise.

- Minimize the peak EGT during throttle burst.

A thermocouple, located on the right hand side of theHPT shroud support structure, provides the ECU withtemperature information.

To control the temperature of the shroud at the desiredlevel, the ECU calculates a valve position schedule.

This valve position is then sent by the ECU active channelas torque motor current to the HPTCC servo valve, withinthe HMU.

The servo valve modulates the fuel pressure sent to



EFFECTIVITY



Page 2Jan 03

The HPTCC valve is located on the engine core sectionat the 3 o’clock position.

This is a closed loop system, using the valve positionstatus as feedback.

The ECU uses various engine and aircraft sensorinformation to take into account the engine operatingrange and establish a schedule.

command the HPTCC valve.

Two sensors (LVDT), connected to the actuator, providethe ECU with position feedback signals and the ECUchanges the valve position until the feedback matches theschedule demand.

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EFFECTIVITY



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The HPTCC valve has integrated dual butterfly valves,driven by a single actuator which receives the fuelpressure from the HMU servo valve.

Each butterfly valve controls its own dedicatedcompressor stage air pick-up.

The two airflows are mixed downstream of the valve andsent through a thermally insulated manifold to the HPTshroud support, at the 6 and 12 o’clock positions.

The actuator position is sensed by a dual LVDT and sent



EFFECTIVITY



Page 4Jan 03

to both channels of the ECU.

The fuel pressure command from the HMU, Pc, entersthe valve at the Turbine Clearance Control (TCC) supplyport.

An intermediate pressure, Pcr, is applied on the oppositeside of the valve actuator.

There is a drain port on the valve to direct any fuel leakstowards the draining system.

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EFFECTIVITY



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From various parameters, such as N2, TC, TAT, the ECUcalculates the HPTCC valve position and sends electricalsignals to the torque motor, within the HMU, to move thevalve.

The valves main modes depend on the valve actuator

stroke and four air configurations:

- No air, where both butterflies are closed (failsafeposition).

- Ninth, where only the 9th stage air butterfly is openi hi h fl iti (idl t k ff t t bl d)



EFFECTIVITY



Page 6Jan 03

in a high flow position (idle, take-off, start bleed).

- Mixed, where both butterflies are open and theactuator stroke determines the amount of eachairflow (climb).

- Full 4th, where only the 4th stage air butterfly isopened to the maximum position (cruise).

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EFFECTIVITY



Page 7Jan 03

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The ECU calculates the HPTC demand, using:

- N2 (core aerothermo-dynamics and speed).

- TC (case temperature).

- TAT (Total Air Temperature).

- P0 (ambient pressure).

- T3 (CDP temperature).

T25 (Compressor Inlet Temperature)



EFFECTIVITY



Page 8Jan 03

- T25 (Compressor Inlet Temperature).

- Engine off time (Time between Master Lever OFFand Master Lever ON).

The ECU determines the thermal state of the HP rotorand the air available in the primary flow, using N2, TAT.

It sets a theoretical demand and clearance adjustment forthermal expansion according to P0, N2, T3.

It establishes the valve position using N2, T3, T25, TCand engine off time.

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EFFECTIVITY



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EFFECTIVITY



Page 10Jan 03


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Page 1Jan 03

LOW PRESSURE TURBINE CLEARANCE CONTROL

TOC


E F GLOW PRESSURE TURBINE CLEARANCE CONTROL

The LPTCC system uses fan discharge air to cool theLPT case during engine operation, in order to control theLPT rotor to stator clearances.

It also protects the turbine case from over-temperature bymonitoring the EGT.

This ensures the best performance of the LPT at allengine ratings.

The LPTCC system is a closed loop system, whichregulates the cooling airflow sent to the LPT case,through a valve and a manifold






Page 2Jan 03

through a valve and a manifold.

The LPTCC valve is located on the engine core sectionbetween the 4 and 5 o’clock positions.

The LPTCC system consists of:

- An air scoop.

- The LPTCC valve.

- An air distribution manifold.

- Six LPT case cooling tubes.

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Page 3Jan 03

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LPTCC valve.

The LPTCC valve includes a linear actuator with a gearsection, which rotates a butterfly valve shaft.

The actuator is attached to a control plate, which has

three holes.

Two of these holes are used for valve actuation:- One hole ports modulated pressure from the servo

valve to one side of the actuator.- The second hole ports Pcr pressure to the other side

of the actuator






Page 4Jan 03

of the actuator.

The modulated pressure is either greater, or smaller, thanPcr and determines the direction of the actuator motion.

The third hole is a drain port designed to collect leakagefrom the actuator and direct it to the draining system.

A dual RVDT sensor is fitted at one end of the butterflyvalve shaft and supplies electrical signals proportional tothe valve position.

In the failsafe position, a built-in spring return system

moves the valve to a mechanical stop. In this case, thevalve is open at 30 degrees.

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Page 5Jan 03

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According to a schedule from the ECU, an electricalorder, proportional to the valve position demand, is firstsent to the dedicated servo valve within the HMU.

The servo valve changes the electrical information intofuel pressure and sends it to the LPTCC valve.

Within the LPTCC valve, the actuator drives the butterfly,installed in the airflow.

The butterfly valve position determines the amount offan discharge air entering the manifold and cooling tubeassembly.






Page 6Jan 03

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The built-in RVDT sensor sends the valve position tothe ECU as feedback, to be compared with the positiondemand.

If the valve position does not match the demand, the ECUsends an order, through the HMU, to change thevalve state until both terms are equal.

TOC


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Page 7Jan 03

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TOC



Control logic.

In the ECU, the LPTCC calculation block establishes thevalve position demand.

The airflow demand calculation is based on various

parameters such as:

- P0 (ambient pressure).

- PT2 (total pressure).

- N1 state (fan aerothermo-dynamics and speed).






Page 8Jan 03

( y p )

- TAT (Total Air Temperature).

- EGT( Exhaust Gas Temperature).

From these parameters, the ECU calculates the requiredairflow and valve position for clearance control andprotects the turbine case from over temperature bymonitoring the EGT.

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OIL GENERAL






Page 1Jan 03

OIL GENERAL

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E F GOIL GENERAL

Sump philosophy.

The engine has 2 sumps; the forward and aft.

The forward sump is located in the cavity provided bythe fan frame and the aft sump is located in the cavity

provided by the turbine frame.

The sumps are sealed with labyrinth type oil seals, whichmust be pressurized in order to ensure that the oil isretained within the oil circuit and, therefore, minimize oilconsumption.






Page 2Jan 03

Pressurization air is extracted from the primary airflow(booster discharge) and injected between the twolabyrinth seals. The air, looking for the path with the least

resistance, flows across the oil seal, thus preventing oilfrom escaping.

Any oil that might cross the oil seal is collected in a cavitybetween the two seals and routed to drain pipes.

Once inside the oil sump cavity, the pressurization airbecomes vent air and is directed to an air/oil rotatingseparator and then, out of the engine through the center

vent tube, the rear extension duct and the flame arrestor.

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TOC


E F GOIL GENERAL

The purpose of the oil system is to provide lubricationand cooling for gears and bearings located in the enginesumps and gearboxes.

It includes the following major components:

- An oil tank, located on the left handside of the fancase.

- An antisiphon device, close to the oil tank cover, onthe left hand side of the tank.

- A lubrication unit assembly, installed on theb






Page 4Jan 03

accessory gearbox.

- A master chip detector, installed on the lubrication

unit.

- A main oil/fuel heat exchanger, secured on theengine fuel pump.

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Page 5Jan 03

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E F GOIL GENERAL

The oil system is self contained and may be split into thedifferent circuits listed below:

- Oil supply circuit.

- Oil scavenge circuit.

- Oil circuit venting.






Page 6Jan 03

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Page 7Jan 03

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E F GOIL GENERAL

Oil supply circuit.

The oil is pumped from the oil tank, through an antisiphondevice, by a pressure pump within the lube unit.

The oil then passes through the main filter to be

distributed to the engine sumps and gearboxes.

There is a back-up filter, in case of main filter clogging.

The following parameters are used for aircraft indicatingpurposes:

Oil pressure (delta P between oil supply pressure






Page 8Jan 03

- Oil pressure (delta P between oil supply pressureand sump pressure).

- Oil temperature.

- Main filter clogging.

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Page 9Jan 03

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E F GOIL GENERAL

Oil scavenge circuit.

The oil is drawn from the forward and aft sumps, the AGBand the TGB, by individual scavenge pumps, installedwithin the lube unit.

The oil passes through scavenge screens and thencrosses a Master Chip Detector (MCD). This unit providesthe first visual indication of contamination in the oil.

Finally, the oil goes through a scavenge filter to theservo fuel heater and passes into the main oil/fuel heatexchanger, before returning to the oil tank.






Page 10Jan 03

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Page 11Jan 03

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E F GOIL GENERAL

Oil circuit venting.

A venting system links the oil tank, the engine sumpsand gearboxes, in order to vent the air from the scavengepumps and balance pressures between the differentareas.

A dedicated pipe connects the forward and aft sumps foroil vapor collection and sumps pressure balancing.






Page 12Jan 03

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OIL TANK



EFFECTIVITY



Page 1Jan 03

TOC


E F GOIL TANK

The oil tank stores the engine oil and is installed on thefan case, at the 8 o’clock position, on one upper and twolower mounts with shock absorbers.

The tank body is made of light alloy covered with a flameresistant coating to meet fireproof requirements. Five

inner bulkheads add strength and reduce oil sloshing.

The cover is a light alloy casting, bolted on the oil tankbody.

The tank has an oil inlet tube from the exchanger, an oiloutlet to the lubrication unit and a vent tube.

The tank has a pressure tapping connected to a lowoil pressure switch and oil pressure transmitter, that areused in cockpit indicating. Next to this tapping, there isanother which is similar and only used for test cells.

Between engine start and running conditions, the oil level

drops, due to the gulping effect.

Oil level checks must be done within five to thirty minutes,after engine shutdown, due to oil volume changes.

To avoid serious injury, the oil filler cap must not beopened until a minimum of 5 minutes has elapsed afterengine shutdown.



EFFECTIVITY



Page 2Jan 03

To replenish the oil tank, there are a gravity filling port, aremote filling port and an overflow port.

A scupper drain ducts any oil spillage to the drain mastand a plug is provided for draining purposes.

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Oil tank characteristics:

U.S. QUARTS LITERS

Max gulping effects 8 7.56Min usable oil volume 10 9.46Max oil total capacity 20.7 19.6Total tank volume 24 22.7

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EFFECTIVITY



Page 3Jan 03

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E F GOIL TANK

The tank is vented through a duct connected to thetransfer gearbox. During engine running operation, the oilis routed to the lubrication unit from an outlet port, locatedin the lower section of the tank to ensure constant oilavailability.

A scavenge tube brings the air/oil mixture back to a cavityin the tank cover. Installed in the cavity, there is a tubewith a swirler, which acts a static air/oil separator tocentrifuge the oil for air extraction.

The other end of the tube has a deflector to preventdisturbances near the suction port. The tube length andthe deflector prevent oil from going to the vent port,

An electrical transmitter provides the aircraft indicatingsystem with the oil level and a sight gauge, installed onthe oil tank, can be used for visual level checks duringground maintenance tasks.

The transmitter is an electrical resistance sensor that

uses a floating magnet and reed switches to indicate theoil quantity directly to the cockpit. An excitation signalis received from the aircraft and as the floating magnetmoves up or down with the oil level, the reed switchesopen or close resistance circuits. The resistance value isproportional to the oil quantity.



EFFECTIVITY



Page 4Jan 03

during excessive negative G flight conditions.

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EFFECTIVITY



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EFFECTIVITY



Page 6Jan 03

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ANTI-SIPHON



EFFECTIVITY



Page 1Jan 03

TOC


E F GANTI-SIPHON

The anti-siphon device prevents oil from the oil tank beingsiphoned into the accessory gearbox, during engineshutdown.

Oil from the oil tank flows across the anti-siphon device,through its main orifice.

During engine operation, the downstream oil pressurefrom the supply pump enters the anti-siphon device,through a restrictor.

During engine shutdown, sump air pressure is able toenter the anti-siphon device and inhibit the oil supply flow.



EFFECTIVITY



Page 2Jan 03

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EFFECTIVITY



Page 3Jan 03

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EFFECTIVITY



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LUBRICATION UNIT






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E F GLUBRICATION UNIT

The lubrication unit has two purposes:

- It pressurizes and filters the supply oil for lubricationof the engine bearings and gears.

- It pumps in scavenge oil to return it to the tank.

It is installed on the left hand side of the AGB front face.

Externally, the lubrication unit has:

- A suction port (from the oil tank).- Four scavenge ports (aft & fwd sumps, TGB, AGB).- Four scavenge screen plugs.- An oil out port (to master chip detector).

A main oil supply filter






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- A main oil supply filter.- A back-up filter.

- Pads for the oil temperature sensor and the oildifferential pressure switch.

Internally, it has 5 pumps driven by the AGB, through asingle shaft. One pump is dedicated to the supply circuitand four pumps to the scavenge circuits.

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LUBRICATION UNIT INTERFACECTC-201-189-01

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Supply circuit.

During supply, oil from the oil tank is pressurized throughthe supply pump and then goes to the main supply filter.

In case of clogging of the main supply filter, a by-pass

valve directs the oil flow to a self-cleaning back-up filter,installed in parallel.

Filter clogging indication is provided to the cockpit,through a transmitter.

A pressure relief valve, installed downstream from thesupply pump, redirects the oil to the scavenge circuitwhen oil pressure reaches a maximum limit value






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when oil pressure reaches a maximum limit value.

Downstream from the supply filter, the oil flows throughthree outlets to the engine sumps.

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Supply filters.

In the supply circuit, downstream from the pressurepump, oil flows through the supply system which includes,first, the main oil supply filter.

A sensor, installed in between the upstream anddownstream pressures of the supply filter, senses anyrise in differential pressure due to filter clogging.

If the filter clogs, an electrical signal is sent to the aircraftsystems for cockpit indication.

A by-pass valve, installed in parallel with the filter, openswhen the differential pressure across the valve is greater

The back-up filter is a metallic, washable filter.

During normal operation, the oil flow, tapped at the mainsupply filter outlet, washes the back-up filter and goesback to the supply pump inlet, through a restrictor.

The main filter is discardable and secured on the lube unitcover by a drain plug.

To prevent the filter element from rotating when torquingthe drain plug, a pin installed on the filter elementengages between two ribs cast in the lube unit cover.






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when the differential pressure across the valve is greaterthan the spring load.

The oil then flows through the back-up filter and goes tothe pump outlet.

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Scavenge circuit.

In the scavenge circuit, the oil/air mixture is pumped fromeach engine sump by a dedicated pump, and passesthrough separate scavenge screens, installed on plugs.

Between the forward sump and AGB screens and theirrespective scavenge pumps, there is a connection with apressure relief valve to allow the oil supply flow to enterthe scavenge circuit, in case of overpressure.

The scavenge pumps downstream oil flows to a commonoutlet, and then to the Master Chip Detector (MCD).

Internal lube unit lubrication is through a built-in system






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Internal lube unit lubrication is through a built in systemusing engine oil from the supply circuit.

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Scavenge screen plugs.

The scavenge screen plugs have threaded inserts for theinstallation of magnetic bars which serve as metal chipdetectors during troubleshooting.

These magnetic bars enable maintenance staff to identifya particular scavenge circuit that may have particles insuspension in the oil.

Note: The magnetic bars can only be used with the A/Con ground and must be removed after troubleshooting.






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Pump design principle.

The five pumps are positive displacement pumps,powered by a single shaft.

Their design consists of two rotor gears rotating in aneccentric ring.

The outer gear (driven gear) has one tooth more thanthe inner gear (driver gear). The gears rotate in the samedirection, but with different angular speeds.

The volume corresponding to the missing tooth is,therefore, displaced from the inlet to the outlet.






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Since the two gears rotational axes are offset, the area

between two teeth profiles increases up to a maximumvolume during half a turn.

During this first half cycle, the increased volume creates avacuum and pumps in the oil from the inlet orifice.

During the second half cycle, the volume decreasesbetween the teeth, causing the oil to be dischargedthrough the outlet port.

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Lube unit internal lubrication.

Internally, the lube unit is lubricated with supply pumpoutlet oil, which flows within the drive shaft of the unit.

The oil flow lubricates the external splines of the shaft aftend, via two calibrated holes, and then circulates towardsthe AGB.

The AGB mounting pad has no carbon seal.

The lube unit has an O-ring for sealing purposes.






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MASTER CHIP DETECTOR



EFFECTIVITY



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E F GMASTER CHIP DETECTOR

The Master Chip Detector (MCD) collects magneticparticles suspended in the oil that flows from the commonoutlet of the four scavenge pumps.

It is installed on the lubrication unit and is connected toan oil contamination pop-out indicator, through the DPMwiring harness.



EFFECTIVITY



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EFFECTIVITY



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MASTER CHIP DETECTORCTC-201-195-01

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E F GMASTER CHIP DETECTOR

The MCD collects magnetic particles in the oil circuit bymeans of two magnets on a probe immersed in the oilflow.

The probe is locked in position through a bayonet system.

When a sufficient amount of particles are caught, the gapbetween the 2 magnets is bridged and the resistancebetween them drops. this electrical signal is then sent tothe contamination pop-out indicator.

The MCD assembly consists of:

- A housing which has two flanges for attachment.

A check valve built in the housing that prevents



EFFECTIVITY



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- A check valve, built in the housing, that prevents

oil spillage when the probe is removed and alsoprovides a passage for the oil flow, in case of chipdetector disengagement.

- A hand removable probe, which has a back-up seal,an O-ring seal, and two magnets.

- A two-wire, shielded electrical cable and an interfaceconnector.

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EFFECTIVITY



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CTC-201-196-01

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EFFECTIVITY



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MAGNETIC CONTAMINATION INDICATOR



EFFECTIVITY



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E F GMAGNETIC CONTAMINATION INDICATOR

The indicator works in conjunction with the MCD andits purpose is to provide maintenance personnel with avisual indication of magnetic chip contamination in the oilcircuit.

The indicator is a pop-out device, located on the left handside (ALF) of the downstream fan case, just above theoil tank.

It has 2 electrical connectors:

- One for the wiring harness connected to the MCD.

- One for the harness connecting the indicator to theEIU.



EFFECTIVITY



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EFFECTIVITY



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E F GMAGNETIC CONTAMINATION INDICATOR

The magnetic particles contamination indicator consistsof:

- A mechanical pop-out button indicator.

- A solenoid.

- Electronic circuitry.

Whenever magnetic contamination in the oil occurs,the electronic circuit in the indicator detects a drop inresistance between the two magnets on the MCD probe.

The electronic circuit then energizes a solenoid whichtriggers a red pop-out button, giving a visual indication ofoil contamination.



EFFECTIVITY



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oil contamination.

After maintenance action, the pop-out button must bemanually reset.

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EFFECTIVITY



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CTC-201-199-01

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EFFECTIVITY



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OIL INDICATING COMPONENTS



EFFECTIVITY



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E F GOIL INDICATING COMPONENTS

The purpose of the indicating components is to provide oilsystem parameters information to the aircraft systems, forcockpit indication and, if necessary, warning.

The system includes mainly:

- An oil quantity transmitter.

- An oil temperature sensor.

- An oil pressure transmitter.

- An oil low pressure switch.



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EFFECTIVITY



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EFFECTIVITY



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OIL QUANTITY TRANSMITTER



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E F GOIL QUANTITY TRANSMITTER

The oil quantity transmitter provides indication of the oillevel to the cockpit, for oil system monitoring.

The transmitter is installed on the top of the engine oiltank and has an electrical connection to the aircraft EIU.

The lower section of the oil quantity transmitter is

enclosed in the tank. Within this section is a devicewhich transforms the oil level into a proportional electricalsignal.



EFFECTIVITY



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EFFECTIVITY



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EFFECTIVITY



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OIL TEMPERATURE SENSOR



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E F GOIL TEMPERATURE SENSOR

The oil temperature sensor transmits the engine oiltemperature to the aircraft indicating system and isinstalled on the engine lubrication unit.

A sensing probe transforms the oil temperature into anelectrical signal, routed through a connector.

This connection links the probe to the aircraft indicatingsystem and the cockpit, where the information isdisplayed.

In case of a problem with this oil temperature sensor,the A/C system is able to use information from the TEOsensor as a backup signal. The opposite is not possible.

The oil temperature sensor consists of a dual probe bodyimmersed in the lube unit oil flow.

Each probe features a platinum sensing element(thermistor), electrically insulated from ground.When the engine oil temperature changes, the probesresistance changes.

The oil temperature sensor has:

- A flange, designed for one-way installation.

- A straight connector, providing the electrical interfacebetween the sensor and the A/C, through anelectrical harness.



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EFFECTIVITY



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OIL TEMPERATURE SENSORCTC-201-207-01

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EFFECTIVITY



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OIL PRESSURE TRANSMITTER AND OIL LOW PRESSURE SWITCH



EFFECTIVITY



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E F GOIL PRESSURE TRANSMITTER AND OIL LOWPRESSURE SWITCH

The oil pressure transmitter and oil low pressure switchtransmit information to the aircraft systems for cockpitindication and oil system monitoring.

They are installed on the left handside of the engine fancase, above the oil tank, at about the 9 o’clock position.

They have 2 connecting tubes and 2 electricalconnections:

- One tube to the forward sump oil supply line.

- One tube to the vent circuit, through the oil tank.

- One connection to the aircraft indicating systems.



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- One connection to the Flight Warning Computer(FWC).

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OIL PRESSURE

TRANSMITTER



EFFECTIVITY



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OIL PRESSURE TRANSMITTER AND LOW PRESSURE SWITCHCTC-201-210-01

OIL LOW PRESSURE

SWITCH

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E F GOIL PRESSURE TRANSMITTER AND OIL LOWPRESSURE SWITCH

An oil pressure signal, from the forward sump supply line,is applied on one side of the transmitter, and vent circuitpressure from the oil tank is applied on the other side.

This differential pressure, applied to a transducer, istransformed into a proportional electrical signal.

The electrical information is then sent to the aircraftindicating system which transforms and transmits thesignal for final indication in the cockpit.



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EFFECTIVITY



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EFFECTIVITY



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POWER PLANT DRAINS






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E F GPOWER PLANT DRAINS

Lines are provided on the engine to collect wastefluids and vapours that come from engine systems andaccessories and drain them overboard.

The system consists of a drain collector assembly (notshown), a drain module and a drain mast.






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Drain collector assembly.

The drain collector assembly is attached to the aft side ofthe engine gearbox.

It is composed of 4 drain collectors with manual drainvalves and 2 holding tanks.

The drain collectors enable leakages to be collectedseparately from 4 seals:

- Fuel pump.- IDG.- Starter.- Hydraulic pump.

Each collector is identified with the accessory seal pad towhich it is connected.






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The manual drain valves are installed at the bottom ofeach collector, enabling the source of leakages to befound during troubleshooting.

The collector retains fluids until it is full, then the overflowgoes to 2 tanks, called the fuel/oil holding tank and theoil/hydraulic holding tank. The first receives the fuel pumpoverflow and the second receives the IDG, starter and

hydraulic pump overflows.

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Drain module.

The drain module is directly attached to the aft side of theengine gearbox and supports the drain mast.

It receives the overflow from the drain collector assembly. A valve pressurizes the holding tanks and enables fluid to

be discharged overboard through the drain mast.

It also receives fluids that are discharged directlyoverboard through the drain mast:

- The oil tank scupper.- The forward sump.- The fan case.- The oil/fuel heat exchanger.- The VBV.






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- The VSV.- The turbine clearance control.- The aft sump.- The 6 o’clock fire shield.- FRV.

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THRUST REVERSER






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E F GTHRUST REVERSER

The Thrust Reverser (T/R) system provides additionalaerodynamic breaking during aircraft landing.

It can only be operated on ground, with the engines atidle speed and the throttle lever in the reverse position.

The fan thrust reverser is part of the exhaust system and

is located just downstream of the fan frame. It consists ofblocker doors opening on cockpit order.

In direct thrust configuration, during flight, the cowlingsmask the blocker doors, thus providing fan flow ducting.

In reverse thrust configuration, after landing, the blockerdoors are deployed in order to obstruct the fan duct. Thefan flow is then rejected laterally with a forward velocity.






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Thrust reverser position.

The blocker doors are monitored in the open or closedpositions by a series of deploy and stow switches.

These switches provide the ECU with T/R doorpositioning:

Stow switches.

TRS1 All switches open = 4 doors unstowed.One switch closed = at least one door stowed.

TRS2 All switches open = 4 doors stowed.One switch closed = at least one door unstowed.






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Deploy switches.

Any switch open = at least one door not deployed. All switches closed = all doors deployed.

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The T/R system is fully controlled by the ECU, andconsists of:

- The cockpit throttle assembly. - The Engine Interface Unit (EIU) which supplies both

channels of the ECU with 28 VDC for the T/R

solenoid valves, and with the Weight On Wheel(WOW) aircraft parameter.

- The Air Data and Inertial Reference Unit (ADIRU),which provides Mach number to the ECU.

- The Hydraulic system, including the Thrust Reverser

Shut-Off Valve (TRSOV) and the Hydraulic ControlUnit (HCU).

The C ducts and blocker doors with their related






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- The C-ducts and blocker doors with their relatedactuators and deploy and stow switches.

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E F GINDICATING SYSTEM

Thrust reverser.

When the thrust reverser is selected, indication isavailable for the crew on the upper ECAM system.

In deploy mode:

- A box with REV appears when reverse is selected.This box is displayed in the N1 dial indication.

- The REV indication is displayed in amber colourwhen the throttle is in the reverse range and theblocker doors are not 95% deployed.

- The REV indication is displayed in green colour whenthe doors are fully deployed.

In stow mode:






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In stow mode:

- The REV indication is still displayed during the stowoperation.

- The REV indication is displayed in amber colourwhen the doors are restowed.

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Thrust reverser logic.

Based upon the T/R status, the ECU will apply full reversethrust only if:

- The four doors are detected open.- The engine is running.

- The aircraft is on ground.

In transient, idle speed is selected.

The ECU receives signals from aircraft and enginesystems, such as the TRA position, flight/ground statusand position of the stow and deploy switches. Dependingon these inputs, the T/R logic within ECU will either:

- Inhibit the thrust reverser, or.

- Allow forward thrust or






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Allow forward thrust, or.- Allow reverse thrust.

A test is available through the MCDU menus, tocheck some T/R components. To perform this test, theconditions are:

- Aircraft on ground.- Engine not running.

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VIBRATION SENSING






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E F G VIBRATION SENSING

Sensing system introduction.

The engine vibration sensing system enables the crew tomonitor engine vibration on the ECAM system, and alsoprovides maintenance staff with the following:

- Vibration indication.

- Excess vibration (above advisory levels).

- Storage of balancing data.

- Bite and MCDU communication with other A/Csystems.

- Accelerometer selection.

- Frequency analysis for component vibration search






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Engine/aircraft vibration systems.

The engine/aircraft vibration sensing system is made upof the following devices:

- The engine sensors.- The Engine Vibration Monitoring Unit (EVMU), which

interfaces with engine and aircraft systems.

Vibration information is provided to the following:

- The ECAM system, for real time monitoring.- The CFDS (Centralized Fault Display System).- The AIDS (Aircraft Integrated Data System).

The CFDS system is used to:

- Recall and print previous leg events.






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p p g- Initiate tests.- Reconfigure engine sensors.

The AIDS system is used to perform:

- Troubleshooting.- Condition monitoring.

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Engine Vibration sensing components.

The vibration sensing components installed on the engineconsist of:

- The #1 bearing vibration sensor.

- The Turbine Rear Frame (TRF) vibration sensor.

The vibration information produced by these twoaccelerometers is only provided to the EVMU.






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ENGINE VIBRATION SYSTEMCTC-201-245-01

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EVMU description.

The EVMU, which is located in the aircraft electronicbay, receives analog signals from the engine (speed andvibration), and communicates with the other computers(CFDS, AIDS) through ARINC 429 data busses.

The EVMU performs the following tasks:

- Rotor vibration extraction from the overall vibrationsignals received.

- Vibration sensor configuration, through CFDS menu.The #1 bearing vibration sensor is the defaultsensor.

- Computing of position and amplitude of theunbalanced signal.

- Communication with the CFDS (CFDIU) in normal

and maintenance mode.C i ti ith th AIDS (DMU) f ib ti






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- Communication with the AIDS (DMU) for vibrationmonitoring.

- Fan trim balance calculations for the positions andweights of balancing screws to be installed on theengine rear spinner cone (latest EVMU’s only).

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EVMU operation.

The normal mode of operation allows the system to:

- Display the vibration information on the ECAM.

- Provide fault information when advisory levels are

reached, or exceeded.

- Provide flight recordings.

Vibration recordings are made at five different enginespeeds to provide information for fan trim balanceprocedures and frequency analysis.

They are also transmitted to the AIDS system to beincluded in the printing of all the reports, such as cruise,

or take-off.






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Cfm56-5b - Engine Systems

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Transcript of Cfm56-5b - Engine Systems