Ctc-211 Engine Systems

365
TRAINING MANUAL CFM56-5B ENGINE SYSTEMS DEC 2000 CTC-211 Level 3

description

CFM56

Transcript of Ctc-211 Engine Systems

  • TRAINING MANUAL

    CFM56-5B

    ENGINE SYSTEMS

    DEC 2000

    CTC-211 Level 3

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    CFMI PROPRIETARY INFORMATIONALL CFM56-5B ENGINES FOR A319-A320-A321

    TRAINING MANUALCFM56-5B

    GENERAL Page 1Dec 00

    EFG

    CFMI Customer Training CenterSnecma Services - Snecma GroupDirection de lAprs-Vente Civile

    MELUN-MONTEREAUArodrome de Villaroche B.P. 1936

    77019 - MELUN-MONTEREAU CedexFRANCE

    CFMI Customer Training ServicesGE Aircraft Engines

    Customer Technical Education Center123 Merchant Street

    Mail Drop Y2Cincinnati, Ohio 45246

    USA

    ENGINE SYSTEMS

    Published by CFMI

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    GENERAL Page 2Dec 00

    EFG

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    EFG

    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 that data, may not be diverted, transferred, re-exported ordisclosed in any manner not provided for by the license without prior written approval of both the U.S. Government andCFM International.

    COPYRIGHT 1998 CFM INTERNATIONAL

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    EFG

    TABLE OF CONTENTS

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    CONTENTS Page 2Dec 00ENGINE SYSTEMS

    EFGChapter Section Page

    Table of contents 1 to 4

    Lexis 1 to 8

    Intro 1 to 12

    ECU73-21-60 Electronic control unit 1 to 20

    Sensors 1 to 32

    Harnesses73-21-50 Engine wiring harnesses 1 to 6

    Starting & ignition80-00-00 Starting system 1 to 1280-11-20 Starter air valve 1 to 680-11-10 Pneumatic starter 1 to 674-00-00 Ignition 1 to 12

    Power management & fuel control 1 to 10

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    CONTENTS Page 3Dec 00ENGINE SYSTEMS

    EFGChapter Section Page

    Fuel73-11-00 Fuel distribution 1 to 673-11-10 Fuel pump 1 to 1479-21-20 Main oil / fuel heat exchanger 1 to 673-11-20 Servo fuel heater 1 to 473-21-18 Hydromechanical unit 1 to 1073-30-11 Fuel flow transmitter 1 to 473-11-45 Fuel nozzle filter 1 to 473-11-70 Burner staging valve 1 to 673-11-40 Fuel nozzle 1 to 1073-11-64 IDG oil cooler 1 to 673-11-50 Fuel return valve 1 to 10

    Geometry control75-30-00 Variable geometry control system 1 to 475-31-00 Variable bleed valve 1 to 1675-32-00 Variable stator vane 1 to 6

    Clearance control75-26-00 Transient bleed valve 1 to 475-21-00 High pressure turbine clearance control 1 to 675-22-00 Low pressure turbine clearance control 1 to 6

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    CONTENTS Page 4Dec 00ENGINE SYSTEMS

    EFGChapter Section Page

    Oil79-00-00 Oil general 1 to 879-11-00 Oil tank 1 to 479-20-00 Anti-siphon 1 to 479-21-10 Lubrication unit 1 to 1079-21-50 Master chip detector 1 to 479-21-60 Magnetic contamination indicator 1 to 479-30-00 Oil indicating components 1 to 479-31-00 Oil quantity transmitter 1 to 479-32-00 Oil temperature sensor 1 to 479-33-00 Oil pressure transmitter and oil low

    pressure switch 1 to 4

    Powerplant Drains71-70-00 Powerplant Drains 1 to 8

    Thrust reverser78-30-00 Thrust reverser 1 to 6

    Indicating77-00-00 Indicating system 1 to 2477-00-00 Centralized Fault and Display System (CFDS) 1 to 6

    Vibration sensing77-31-00 Vibration sensing 1 to 1277-31-00 Aircraft Integrated Data System (AIDS) 1 to 4

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    EFG

    ABBREVIATIONS & ACRONYMS

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    LEXIS Page 2Dec 00

    EFGAA/C AIRCRAFTAC ALTERNATING CURRENTACARS AIRCRAFT COMMUNICATION

    ADDRESSING & REPORTING SYSTEMACMS AIRCRAFT CONDITION MONITORING

    SYSTEMACS AIRCRAFT CONTROL SYSTEMADC AIR DATA COMPUTERADEPT AIRLINE DATA ENGINE PERFORMANCE

    TRENDADIRU AIR DATA AND INERTIAL REFERENCE

    UNITAGB ACCESSORY GEARBOXAIDS AIRCRAFT INTEGRATED DATA SYSTEMALF AFT LOOKING FORWARDALT ALTITUDEAMB AMBIENTAMM AIRCRAFT MAINTENANCE MANUALAOG AIRCRAFT ON GROUNDAPU AUXILIARY POWER UNITARINC AERONAUTICAL RADIO, INC.

    (SPECIFICATION)ATA AIR TRANSPORT ASSOCIATIONATHR AUTO THRUSTATO ABORTED TAKE-OFF

    BBITE BUILT-IN TEST EQUIPMENTBMC BLEED MONITORING COMPUTER

    BSI BORESCOPE INSPECTIONBSV BURNER STAGING VALVEBVCS BLEED VALVE CONTROL SOLENOID

    CCBP (HP) COMPRESSOR BLEED PRESSURECCDL CROSS CHANNEL DATA LINKCCFG COMPACT CONSTANT FREQUENCY

    GENERATORCCU COMPUTER CONTROL UNITCCW COUNTER CLOCKWISECDP (HP) COMPRESSOR DISCHARGE

    PRESSURECFDIU CENTRALIZED FAULT DISPLAY

    INTERFACE UNITCFDS CENTRALIZED FAULT DISPLAY SYSTEMCFMI JOINT GE/SNECMA COMPANY (CFM

    INTERNATIONAL)Ch A channel ACh B channel BCMC CENTRALIZED MAINTENANCE

    COMPUTERCMM COMPONENT MAINTENANCE MANUALCG CENTER OF GRAVITYcm.g CENTIMETER x GRAMSCHATV CHANNEL ACTIVECFDIU CENTRALIZED FAULT DISPLAY

    INTERFACE UNITCFDS CENTRALIZED FAULT & DISPLAY SYSTEMCIP(HP) COMPRESSOR INLET PRESSURE

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    LEXIS Page 3Dec 00

    EFGCIT(HP) COMPRESSOR INLET TEMPERATURECODEP HIGH TEMPERATURE COATINGCPU CENTRAL PROCESSING UNITCRT CATHODE RAY TUBECSD CONSTANT SPEED DRIVECSI CYCLES SINCE INSTALLATIONCSN CYCLES SINCE NEWCu.Ni.In COPPER.NICKEL.INDIUMCW CLOCKWISE

    DDAC DOUBLE ANNULAR COMBUSTORDC DIRECT CURRENTDCU DATA CONVERSION UNITDISC DISCRETEDIU DIGITAL INTERFACE UNITDMC DISPLAY MONITORING COMPUTERDMU DATA MANAGEMENT UNITDPU DIGITAL PROCESSING MODULEDRT DE-RATED TAKE-OFF

    EEBU ENGINE BUILDUP UNITECAM ELECTRONIC CENTRALIZED AIRCRAFT

    MONITORINGECS ENVIRONMENTAL CONTROL SYSTEMECU ELECTRONIC CONTROL UNIT

    EFH ENGINE FLIGHT HOURSEFIS ELECTRONIC FLIGHT INSTRUMENT

    SYSTEMEGT EXHAUST GAS TEMPERATUREEICAS ENGINE INDICATING AND CREW

    ALERTING SYSTEMEIS ELECTRONIC INSTRUMENT SYSTEMEIU ENGINE INTERFACE UNITEMF ELECTROMOTIVE FORCEEMI ELECTRO MAGNETIC INTERFERENCEEMU ENGINE MAINTENANCE UNITEPROM ERASABLE PROGRAMMABLE

    READ-ONLY MEMORYESN ENGINE SERIAL NUMBEREVMU ENGINE VIBRATION MONITORING UNITEWD ENGINE WARNING DISPLAY

    FFAA FEDERAL AVIATION AGENCYFADEC FULL AUTHORITY DIGITAL ENGINE

    CONTROLFAR FUEL/AIR RATIOFDRS FLIGHT DATA RECORDING SYSTEMFEIM FIELD ENGINEERING INVESTIGATION

    MEMOFFCCV FAN FRAME/COMPRESSOR CASE

    VERTICAL (VIBRATION SENSOR)

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    EFGFI FLIGHT IDLE (F/I)FLA FORWARD LOOKING AFTFLX TO FLEXIBLE TAKE-OFFFMGC FLIGHT MANAGEMENT AND GUIDANCE

    COMPUTERFMS FLIGHT MANAGEMENT SYSTEMFMV FUEL METERING VALVEFOD FOREIGN OBJECT DAMAGEFPA FRONT PANEL ASSEMBLYFPI FLUORESCENT PENETRANT INSPECTIONFRV FUEL RETURN VALVEFWC FLIGHT WARNING COMPUTERFWD FORWARD

    GGE GENERAL ELECTRICGEM GROUND-BASED ENGINE MONITORINGGI GROUND IDLE (G/I)g.in GRAM x INCHESGMT GREENWICH MEAN TIMEGSE GROUND SUPPORT EQUIPMENT

    HHCF HIGH CYCLE FATIGUEHCU HYDRAULIC CONTROL UNITHDS HORIZONTAL DRIVE SHAFTHMU HYDROMECHANICAL UNITHP HIGH PRESSUREHPC HIGH PRESSURE COMPRESSORHPCR HIGH PRESSURE COMPRESSOR ROTOR

    HPSOV HIGH PRESSURE SHUTOFF VALVEHPT HIGH PRESSURE TURBINEHPTC HIGH PRESSURE TURBINE CLEARANCEHPTCC HIGH PRESSURE TURBINE CLEARANCE

    CONTROLHPTCCV HIGH PRESSURE TURBINE CLEARANCE

    CONTROL VALVEHPTR HIGH PRESSURE TURBINE ROTORHz HERTZ (CYCLES PER SECOND)

    IIDG INTEGRATED DRIVE GENERATORID PLUG IDENTIFICATION PLUGIFSD IN FLIGHT SHUT DOWNIGB INLET GEARBOXIGN IGNITIONIGV INLET GUIDE VANEin. INCHI/O INPUT/OUTPUTIOM INPUT OUTPUT MODULEIR INFRA RED

    KK X 1000

    Llbs. POUNDS, WEIGHTLCF LOW CYCLE FATIGUELE (L/E) LEADING EDGEL/H LEFT HAND

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    LEXIS Page 5Dec 00

    EFGLP LOW PRESSURELPC LOW PRESSURE COMPRESSORLPT LOW PRESSURE TURBINELPTC LOW PRESSURE TURBINE CLEARANCELPTCC LOW PRESSURE TURBINE CLEARANCE

    CONTROLLPTR LOW PRESSURE TURBINE ROTORLRU LINE REPLACEABLE UNITLVDT LINEAR VARIABLE DIFFERENTIAL

    TRANSFORMER

    MMO AIRCRAFT SPEED MACH NUMBERMCD MASTER CHIP DETECTORMCL MAXIMUM CLIMBMCDU MULTIPURPOSE CONTROL AND

    DISPLAY UNITMCL MAXIMUM CLIMBMCT MAXIMUM CONTINUOUS THRUSTMDDU MULTIPURPOSE DISK DRIVE UNITmm. MILLIMETERSMMEL MAIN MINIMUM EQUIPMENT LISTMTBF MEAN TIME BETWEEN FAILURESMTBR MEAN TIME BETWEEN REMOVALS

    NN1 (NL) LOW PRESSURE ROTOR

    ROTATIONAL SPEED

    N1ACT ACTUAL N1N1DMD DEMANDED N1N1CMD COMMANDED N1N2 (NH) HP ROTOR ROTATIONAL SPEEDN2ACT ACTUAL N2NVM NON VOLATILE MEMORYOOAT OUTSIDE AIR TEMPERATUREOGV OUTLET GUIDE VANEOSG OVERSPEED GOVERNOR

    PP0 AMBIENT STATIC PRESSUREP25 HPC INLET TOTAL AIR TEMPERATUREPCU PRESSURE CONVERTER UNITPLA POWER LEVER ANGLEPMC POWER MANAGEMENT CONTROLPMUX PROPULSION MULTIPLEXERPS12 FAN INLET STATIC AIR PRESSUREPS13 FAN OUTLET STATIC AIR PRESSUREPS3HP COMPRESSOR DISCHARGE STATIC AIR

    PRESSUREpsi POUNDS PER SQUARE INCHpsia POUNDS PER SQUARE INCHABSOLUTEpsid POUNDS PER SQUARE INCH

    DIFFERENTIALpsig POUNDS PER SQUARE INCH GAUGE

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    LEXIS Page 6Dec 00

    EFGPSM POWER SUPPLY MODULEPSS (ECU) PRESSURE SUB-SYSTEMPSU POWER SUPPLY UNITPT TOTAL PRESSUREPT2 FAN INLET TOTAL AIR PRESSURE

    (PRIMARY FLOW)QQAD QUICK ATTACH DETACHQTY QUANTITY

    RRAM RANDOM ACCESS MEMORYRDS RADIAL DRIVE SHAFTR/H RIGHT HANDRPM REVOLUTIONS PER MINUTERTD RESISTIVE THERMAL DEVICERTV ROOM TEMPERATURE VULCANIZING

    (MATERIAL)RVDT ROTARY VARIABLE DIFFERENTIAL

    TRANSFORMERSSAC SINGLE ANNULAR COMBUSTORSAV STARTER AIR VALVESB SERVICE BULLETINSCU SIGNAL CONDITIONING UNITSD SYSTEM DISPLAYSDAC SYSTEM DATA ACQUISITION

    CONCENTRATORSDI SOURCE/DESTINATION IDENTIFIER

    (BITS) (CF ARINC SPEC)

    SDU SOLENOID DRIVER UNITSER SERVICE EVALUATION REQUESTSFC SPECIFIC FUEL CONSUMPTIONSG SPECIFIC GRAVITYSLS SEA LEVEL STANDARD

    (CONDITIONS : 29.92 in. Hg/59 F)SMM STATUS MATRIXSMP SOFTWARE MANAGEMENT PLANS/N SERIAL NUMBERSNECMA SOCIETE NATIONALE DETUDE ET

    DE CONSTRUCTION DE MOTEURSDAVIATION

    SOAP SPECTROMETRIC OIL ANALYSISPROGRAM

    SOL SOLENOIDSOV SHUT-OFF VALVES/R SERVICE REQUESTS/V SHOP VISITSVR SHOP VISIT RATESW SOFTWARE

    TT12 FAN INLET TOTAL AIR

    TEMPERATURET25 HPC INLET AIR TEMPERATURET3 HP COMPRESSOR DISCHARGE AIR

    TEMPERATURET49.5 EXHAUST GAS TEMPERATURET5 LPT DISCHARGE TOTAL AIR

    TEMPERATURE

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    LEXIS Page 7Dec 00

    EFGTAT TOTAL AIR TEMPERATURETBD TO BE DETERMINEDTBV TRANSIENT BLEED VALVET/E TRAILING EDGET/C THERMOCOUPLETC (T Case) HPT CASE TEMPERATURETCC TURBINE CLEARANCE CONTROLTCJ TEMPERATURE COLD JUNCTIONTECU ELECTRONIC CONTROL UNIT

    INTERNAL TEMPERATURETEO ENGINE OIL TEMPERATURETGB TRANSFER GEARBOXTi TITANIUMTLA THRUST LEVER ANGLETM TORQUE MOTORTMC TORQUE MOTOR CURRENTTO/GA TAKE OFF/GO AROUNDT/O TAKE OFFT oil OIL TEMPERATURETPU TRANSIENT PROTECTION UNITT/R THRUST REVERSERTRA THROTTLE RESOLVER ANGLETRDV THRUST REVERSER DIRECTIONAL

    VALVETRF TURBINE REAR FRAMETRPV THRUST REVERSER PRESSURIZING

    VALVE

    TRSOV THRUST REVERSER SHUTOFF VALVETSI TIME SINCE INSTALLATION (HOURS)TSN TIME SINCE NEW (HOURS)TTL TRANSISTOR TRANSISTOR LOGIC

    UUER UNSCHEDULED ENGINE REMOVAL

    VVAC VOLTAGE, ALTERNATING CURRENTVBV VARIABLE BLEED VALVEVDC VOLTAGE, DIRECT CURRENTVDT VARIABLE DIFFERENTIAL TRANSFORMERVRT VARIABLE RESISTANCE TRANSDUCERVSV VARIABLE STATOR VANE

    WWDM WATCHDOG MONITORWFM WEIGHT OF FUEL METEREDWOW WEIGHT ON WHEEL

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    LEXIS Page 8Dec 00

    EFGENGLISH/METRIC CONVERSIONS

    METRIC/ENGLISH CONVERSIONS

    1 mile= 1.609 km1 km = 0.621 mile

    1 ft = 0.3048 m or 30.48 cm1 m = 3.281 ft. or 39.37 in.

    1 in. = 0.0254 m or 2.54 cm1 cm = 0.3937 in.

    1 mil. = 25.4 10-6 m or 25.4mm1 mm = 39.37 mils.

    1 in.2 = 6.45 cm1 m = 10.76 sq. ft.1 cm = 0.155 sq.in.

    1 USG = 3.785 l ( dm )

    1 in.3 = 16.39 cm1 m = 35.31 cu. ft.1 dm = 0.264 US gallon1 cm = 0.061 cu.in.

    1 lb = 0.454 kg1 kg =2.205 lbs

    1 psi = 6.890 kPa or 6.89 x 10-2 bar1 Pa = 1.45 x 10-4 psi1 kPa = 0.145 psi or 0.01 bar1 bar = 14.5 psi

    F = 1.8 x C + 32C = ( F - 32 ) /1.8

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    INTRO Page 1Dec 00ENGINE SYSTEMS

    EFG

    FADEC SYSTEM INTRODUCTION

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    INTRO Page 2Dec 00ENGINE SYSTEMS

    EFGFADEC 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 response tocommand 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

    the aircraft tank.

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    INTRO Page 3Dec 00ENGINE SYSTEMS

    EFG

    CTC-211-001-00FADEC PURPOSE

    FADEC

    ACTIVE CLEARANCECONTROL

    VARIABLE GEOMETRYCONTROL

    FUEL CONTROL THRUST REVERSERCONTROL

    POWER MANAGEMENTCONTROL

    OIL TEMPERATURECONTROL

    STARTING / SHUTDOWN /IGNITION CONTROL

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    INTRO Page 4Dec 00ENGINE SYSTEMS

    EFGFADEC SYSTEM INTRODUCTION

    FADEC components.

    The FADEC system consists of :

    -an Engine Control Unit (ECU) containing twoidentical computers, designated channel A andchannel B. The ECU electronically performsengine control calculations and monitors theengines condition.

    -a Hydro-Mechanical Unit (HMU), which convertselectrical signals from the ECU into hydraulicpressures to drive the engines valves andactuators.

    -peripheral components such as valves, actuators andsensors used for control and monitoring.

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    INTRO Page 5Dec 00ENGINE SYSTEMS

    EFG

    CTC-211-002-01 FADEC COMPONENTS

    VBV VSV TBV BSV HPTCCV

    LPTCCV

    IGNITION

    ALTERNATOR

    FEEDBACK SIGNALS

    T25

    N1 N2

    T12

    Ps12 Ps3TCASET49.5T3

    T5Ps13

    ECU

    CONTROL SIGNALS

    PO

    28V

    REVERSERSOLENOIDS+ SWITCHES

    STARTER AIR VALVESTARTER

    ANALOGDISCRETE

    SIGNALS

    FUEL HYDRO-MECHANICAL

    UNIT

    ARINCDATABUSES

    115V400Hz

    FUELFLOW P25

    TEO

    FRV

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    INTRO Page 6Dec 00ENGINE SYSTEMS

    EFGFADEC SYSTEM INTRODUCTION

    FADEC interfaces.

    To perform all its tasks, the FADEC system uses the ECUto communicate with the aircraft computers.

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

    Both channels of the ECU receive air data parameters(altitude, total air temperature, total pressure and machnumber) for thrust calculations, from 2 Air Data andInertial Reference Units (ADIRU).

    The ECU also receives the Thrust Lever Angle (TLA),and interfaces with other aircraft systems, either directly,or through the EIU.

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    INTRO Page 7Dec 00ENGINE SYSTEMS

    EFG

    CTC-211-003-01FADEC INTERFACES

    ADIRU 1 ADIRU 2

    ECU ENGINE 1

    CHAN

    NEL

    A

    CHAN

    NEL

    B

    CHAN

    NEL

    B

    CHAN

    NEL

    A

    ECU ENGINE 2

    AIRCRAFT

    EIU1 EIU2

    ECU ENGINE 1

    CHAN

    NEL

    A

    CHAN

    NEL

    B

    CHAN

    NEL

    B

    CHAN

    NEL

    A

    ECU ENGINE 2

    AIRCRAFT

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    INTRO Page 8Dec 00ENGINE SYSTEMS

    EFGFADEC SYSTEM INTRODUCTION

    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 andpermanently operational, but they operate independentlyfrom each other. Both channels always receive inputs andprocess them, but only the channel in control, called theActive channel, delivers output commands. The other iscalled the 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 healthstatus. 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 asthe failsafe position.

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    INTRO Page 9Dec 00ENGINE SYSTEMS

    EFG

    CTC-211-004-01 FADEC DESIGN

    SINGLE SENSORS

    SINGLE SENSORS

    SHARED SENSORS

    DUAL CONTROL SENSORS

    ECUCHANNEL

    A

    ECUCHANNEL

    B

    ECUCHANNEL

    A

    ECUCHANNEL

    B

    ACTIVE

    STAND BY

    CCDL

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    INTRO Page 10Dec 00ENGINE SYSTEMS

    EFGFADEC SYSTEM INTRODUCTION

    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 componentsposition.

    The process is repeated until there is no longer a positiondifference.

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

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    INTRO Page 11Dec 00ENGINE SYSTEMS

    EFG

    CTC-211-005-01 CLOSED LOOP CONTROL PHILOSOPHY

    CONTROLSENSORS

    HMU

    + -

    ECU

    TORQUEMOTOR ACTUATOR

    POSITIONSENSOR

    CONTROL LAW

    DEMANDCALCULATOR

    DEMAND

    COMMAND

    FEEDBACK

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    INTRO Page 12Dec 00ENGINE SYSTEMS

    EFGFADEC SYSTEM INTRODUCTION

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    73-21-60 Page 1Dec 00ENGINE SYSTEMS

    EFG

    ELECTRONIC CONTROL UNIT

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    EFGELECTRONIC 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 tomaintain internal temperatures within acceptable limits.

    Ambient air is picked up by an air scoop, located on theright hand side of the fan inlet cowl and routed to the ECUinternal chamber. The cooling air circulates aroundchannel A and B compartments, and then exits throughan outlet port in the fan compartment.

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    CTC-211-006-00ELECTRONIC CONTROL UNIT

    INLET

    ECU

    COOLINGDUCT

    FAN INLETCOWL

    MOUNTINGBOLT

    COOLING AIRINLET

    COOLING AIROUTLET

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    EFGELECTRONIC CONTROL UNIT

    ECU architecture.

    The ECU has three compartments :

    - The main compartment houses the channel A andchannel B circuit boards and a physical partitionseparates them.

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

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    CTC-211-007-00ECU COMPARTMENTS

    CHANNEL B

    CHANNEL A

    CIRCUIT BOARDS

    PRESSURE TRANSDUCER

    FRONT PANELASSEMBLY

    PRESSURESUBSYSTEM ACOMPARTMENT

    PRESSURESUBSYSTEM BCOMPARTMENT

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    Front Panel Electrical Connectors.

    There are 15 threaded electrical connectors located onthe front panel, identified through numbers J1 to J15marked on the panel.

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

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

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    CTC-211-008-00ELECTRICAL CONNECTORS

    CHANNEL ACONNECTOR

    (ODD)CONNECTORCHANNEL B

    (EVEN)FUNCTION

    J1J3J5J7J9J11

    SHAREDJ13J15

    SHAREDSHARED

    J2

    J14J12J10

    J6J8

    J4A/C POWER (28V) AND IGNITER POWER (115V)A/C INPUT/OUTPUT AND TLATHRUST REVERSERSOLENOIDS, TORQUE MOTORS, RESOLVERS, N2ALTERNATOR, SAV, N1 AND T12LVDT'S, RVDT'S, T25, BSV POSITION SWITCHENGINE IDENTIFICATION PLUGWF METER, THERMOCOUPLESTEST INTERFACE

    J1 J5J7 J1

    4 J15 J8

    J6 J2

    J3 J9 J1

    1 J13J12 J

    10 J4

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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, equipped with push-pull links which either ensure, or prohibit connectionsbetween different plug connector pins.

    The push-pull links consist of switch mechanisms locatedbetween 2 contacts and can be manually opened, orclosed, according to customer requests.

    They include:- 5B and 5B/P differentiation- engine type (SAC or DAC)- an optional PMUX engine condition monitoring kit- optional full EGT monitoring- tool, which enables the engine serial number to beloaded into the ECUs Non-Volatile Memory (NVM)- N1 trim level, to correct thrust differences betweenengines operating at the same N1 speed

    The ECU stores schedules in its NVM, for all availableengine configurations.During initialization, it reads the plug and selects aspecific schedule.

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

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    CTC-211-009-00IDENTIFICATION PLUG DESCRIPTION

    SAFETY WIRE

    SHEATHEDCABLE

    CODING CIRCUIT

    PUSH-PULL LINK

    BOLTED ON THEFAN CASE

    O-RING

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    Pressure Sub-system.

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

    Transducers inside the pressure sub-system convert thepneumatic 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 to channel A.- P25 to channel B.

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    CTC-211-011-00PRESSURE SUB SYSTEM

    SHEAR PLATE

    P0

    PS13

    PS3

    P25

    PS12

    PRESSURE SUB SYSTEMRELIEF VALVE

    J1 J5 J7

    J14J15

    J8J6

    J2

    J3J9

    J11J13

    J12J10

    J4

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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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    CTC-211-133-00SHEAR PLATE

    PRESSURESUB-SYSTEM

    A

    PRESSURESUB-SYSTEM

    B

    P0

    PS13

    PS3

    P25

    PS12

    P0

    PS13

    PS3

    P25

    PS12

    PS3

    P0

    PS12

    SHEAR PLATE

    GASKET

    ECU

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    EFGELECTRONIC CONTROL UNIT

    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 the EIUand 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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    EFG

    CTC-211-012-00ECU POWER SUPPLY

    A/C 28 VDC EMERGENCY BUS

    A/C 28 VDC NORMAL BUS

    EIU

    ECU

    J1 J15 J2

    J10J9

    ALTERNATOR

    14-300VAC

    GSE

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    EFGELECTRONIC CONTROL UNIT

    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.- Power to be supplied 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 EIUpower down 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, theECU switches engine control to the other channel.The ENGine FIRE pushbutton cuts off the A/C 28 VDC.

    Auto Power Down.

    The ECU is automatically powered down on the ground,through the EIU, five minutes after engine shutdown.This allows 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 onthe ground, 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 aftera while.

    Note : Both engines ECUs 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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    EFG

    CTC-211-013-01 ECU POWER SUPPLY LOGIC

    A/C

    ENGINE

    12% 15%

    SUPPLY SOURCE CHANGEFIRE

    ENG1

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONMASTER 1 ENG

    115VU

    CRANK IGNSTART

    MODENORM

    ON

    1 2

    ON

    FIRE

    AGENT 1SQUIB

    DISCH

    AGENT 2SQUIB

    DISCH

    AGENTSQUIB

    DISCH

    TEST TESTENG 1 FIREPUSH

    FIRE

    AGENT 2SQUIB

    DISCH

    AGENT 1SQUIB

    DISCH

    TESTENG 2 FIREPUSH

    APU FIREPUSH

    20VU

    ENGFADEC GND PWR

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    EFGELECTRONIC CONTROL UNIT

    ECU Control Alternator.

    The control alternator supplies electrical power directly tothe ECU and is installed on the front face of theAccessory 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.

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    EFG

    CTC-211-014-00ECU CONTROL ALTERNATOR DESIGN

    O-RINGS

    COVER PLATE

    BOLTSWASHERS

    ATTACHMENTPAD

    AGB

    ROTOR

    NUT

    ELECTRICALCABLE CONNECTORCHANNEL B

    ELECTRICALCABLECONNECTORCHANNEL A

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    EFG

    THIS PAGE INTENTIONALLY LEFT BLANK

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    EFG

    ENGINE SENSORS

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    EFGENGINE 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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    EFG

    CTC-211-015-01ENGINE SENSORS STATIONS

    ACTUATOR BALLSCREW

    0 13 25 17 49.5 5312

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    EFGENGINE 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).

    Vibration sensors.

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

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    EFG

    CTC-211-016-01 ENGINE SENSORS

    PS12

    T12

    PS13

    T25

    P25

    T3 T49.5(EGT)

    PS3T5

    TRFVIB SENSOR

    T CASE

    N2

    SPEED SENSOR

    TEO

    N1

    SPEED SENSOR

    No.1 BRGVIB SENSOR

    P0

    (TAKEN ON ECU ITSELF)

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    EFGENGINE SENSORS

    N1 speed sensor.

    The N1 speed sensor is mounted through the 5 oclockfan frame strut. The sensor body has a flange to attach thecomplete sensor to the fan frame and once secured onthe engine with 2 bolts, only the body and the receptacleare visible.

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

    CTC-211-017-00N1 SPEED SENSOR

    N1 SPEEDSENSOR PROBE

    DAMPINGRINGS

    BODY

    RECEPTACLE

    POLE PIECES

    PROBE HOUSING

    TENSION SPRING

    A/C

    CH BCH A

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    EFGENGINE SENSORS

    N2 speed sensor.

    The N2 speed sensor is installed on the rear face of theAGB at 6 oclock and secured with 2 bolts.

    The housing has three connectors :

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

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    EFG

    CTC-211-018-01 N2 SPEED SENSOR

    A/C

    CH BCH A

    SECURINGFLANGE

    B A/C A

    CH B CH ARIGIDMETALTUBE

    RECEPTACLE

    ECUCONNECTORS

    MAGNETICHEAD

    POLAR PIECES

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    EFGENGINE SENSORS

    T12 sensor.

    The T12 temperature sensor measures the fan inlettemperature and is installed through the fan inlet case, atthe 1 oclock 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 four boltsand a stud ensures correct ground connection.

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    EFG

    CTC-211-019-01 T12 SENSOR

    RECEPTACLE CHANNEL A

    GROUND STUD

    ELASTOMERDAMPERS

    RECEPTACLECHANNEL B

    HOUSING

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    EFGENGINE SENSORS

    T25 sensor.

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

    The sensor is composed of :- a probe, which encloses two sensing elements

    protruding into the airflow.- a mounting flange, with four captive screws and a

    locating pin.- two electrical connectors, one per sensing element.- two drilled holes, 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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    EFG

    CTC-211-020-00T25 SENSOR

    4 CAPTIVESCREWS

    LOCATING PIN

    A

    SENSOR PROBEA B

    CONNECTORS

    VIEW A

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    EFGENGINE SENSORS

    Compressor discharge temperature T3.

    The T3 sensor is a thermocouple which is installed at the12 oclock position on the combustion case, just behindthe fuel nozzles.

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

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

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    EFG

    CTC-211-021-00T3 TEMPERATURE SENSOR

    THERMOCOUPLEPROBE UNIT

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    EFGENGINE 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 engines condition.

    The system includes nine thermocouple probes, securedon the Low Pressure Turbine (LPT) case and the sensingelements are immersed in the LPT nozzle stage 2.

    They are connected together through a wiring harness.

    The EGT wiring harness consists of :

    - three thermocouple lead assemblies with two probesin each.

    - one thermocouple lead assembly with three probes.

    - one main junction box assembly where all thethermocouple lead assemblies are connected.The main junction box averages the nine inputsignals, and, through a connector and leadassembly, sends one output signal to bothchannels of the ECU.

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    EFG

    CTC-211-022-01 EXHAUST GAS TEMPERATURE

    PARALLELJUNCTION BOXES

    R/H THERMOCOUPLELEAD ASSEMBLY (3 PROBES)

    UPPER EXTENSION LEAD

    L/H UPPER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)

    MAIN JUNCTIONBOX ASSEMBLY

    LOWER EXTENSION LEAD

    L/H LOWER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)

    R/H LOWER THERMOCOUPLELEAD ASSEMBLY (2 PROBES)

    PROBES

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    EFGENGINE SENSORS

    LPT discharge temperature T5.

    The T5 sensor is part of the optional monitoring kit,available upon customer request. When installed, it islocated at the 4 oclock position, on the turbine rear frame.

    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 mainjunction box with a connector that allows attachment to aharness.

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

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    EFG

    CTC-211-023-00T5 TEMPERATURE SENSOR

    T5 SENSOR

    T5 SENSORASSEMBLY

    3 O`CLOCKFWD

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    EFGENGINE 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.

    It is installed on the combustion case at the 3 oclockposition, and consists of :

    - a housing, which provides a mounting flange and anelectrical 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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    EFG

    CTC-211-024-00T CASE SENSOR

    B

    VIEW B

    THERMOCOUPLEPAD

    ELECTRICALCONNECTOR

    HOUSING

    SENSINGELEMENT

    ELECTRICALCONNECTION

    FRONT

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    EFGENGINE SENSORS

    Engine oil temperature.

    The engine is equipped with 2 oil temperature sensors.

    The TEO sensor is installed on the oil supply line to theforward sump, at the 9 oclock position, above the oil tank.It has a captive nut in order to secure it to the supply line.

    The second sensor, installed on the lube unit, is for oilindicating and belongs to the nacelle equipment.

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    EFG

    CTC-211-025-00TEO SENSOR

    B

    OIL SUPPLYTUBE TO FWD

    BEARING SUMPTEO SENSOR(TO ECU)

    HJ13ENGINEHARNESS

    CONNECTORRECEPTACLE

    SENSORBODYATTACHMENTNUT(CAPTIVE)

    IMMERSEDSECTION

    VIEW B

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    EFGENGINE SENSORS

    Pressure signals.

    Various pressures, picked-up at specific aerodynamicstations, are sent to the shear plate of the ECU throughpressure 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 actualpressures.

    Ambient static pressure P0.

    This value is used by the ECU, in case of lost signalsfrom the Air Data Computer (ADC).

    The P0 air pressure is measured through a vent plug,installed on the ECU shear plate.

    HPC discharge pressure PS3.

    The PS3 static pressure pick-up is located on thecombustion case, at the 9 oclock position, between twofuel nozzles.

    Engine inlet static pressure PS12.

    Three static pressure ports are mounted on the forwardsection of the fan inlet case, at the 12, 4 and 8 oclockpositions.A pneumatic line runs around the upper portion of the faninlet case, collecting and averaging the pressures.

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    EFG

    CTC-211-026-01PRESSURE PICK-UPS

    CDP LINE

    ECU NACELLEINTERNALENVIRONMENT

    ECUSTATICPRESSURE

    AIR DATACOMPUTER

    STATIC PRESSURE

    P0 SENSOR

    Ps3

    FAN INLET CASE

    PS12 MANIFOLD

    PS12 PICK-UP

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    EFG

    HPC inlet total pressure P25.

    P25 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the P25 port is blanked off on theECU shear plate.

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

    The pressure line exits the fan frame on its rear wallthrough a nipple.

    The signal is processed by channel B only.

    ENGINE SENSORS

    Fan discharge static pressure PS13.

    PS13 is part of the optional monitoring kit, available uponcustomer request.If the kit is not required, the PS13 port is blanked off onthe ECU shear plate.

    The PS13 pick-up is located at approximately 1 oclock,downstream from the fan Outlet Guide Vanes (OGV).This signal is processed by channel A only.

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    EFG

    CTC-211-027-01 Ps13 AND P25 SENSORS

    2 3 4 5

    FAN FRAME

    ECU CHANNEL A

    ECU CHANNEL B

    Ps13P25

    AIR PRESSURE TUBE

    P25TRANSDUCER

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    EFGENGINE SENSORS

    #1 bearing vibration sensor assembly

    The assembly is made up of a vibration sensor, which issecured at the 9 oclock position on the #1 bearingsupport front flange.

    A semi-rigid cable, routed in the engine fan frame, linksthe vibration sensor to an electrical output connector,located at the 3 oclock 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 monitors theengine vibration and due to its position, is more sensitiveto fan and booster vibration. However, this sensor alsoreads N2 and LPT vibrations.

    The data provided is used to perform fan trim balance.

    This sensor is not a Line Replaceable Unit (LRU). In case offailure, the TRF sensor must be selected, through the CFDSin maintenance mode, in order to continue engine vibrationmonitoring.

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    EFG

    CTC-211-127-01 No 1 BEARING VIBRATION SENSOR

    CABLE

    FAN FRAMEOUTERSURFACE

    SELF-SEALINGCONNECTOR

    SHOCKABSORBERS

    ELECTRICALOUTPUTCONNECTOR

    FORWARDSTATIONARYAIR SEAL

    VIBRATION SENSOR(ACCELEROMETER)VIBRATION

    SENSINGELEMENT

    SENSITIVEAXIS

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    EFGENGINE SENSORS

    TRF vibration sensor.

    The TRF vibration sensor is secured at the 12 oclockposition on the turbine rear frame.

    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 oclock position.

    The TRF vibration sensor monitors the verticalacceleration of the rotors and sends analogue signals tothe EVMU for vibration analysis processing.

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    EFG

    CTC-211-128-01TURBINE REAR FRAME VIBRATION SENSOR

    ELECTRICALCONNECTOR

    COMPRESSOR CASEFRAME

    ELECTRICALCONNECTOR

    TRF VIBRATIONSENSOR

    SEMI-RIGIDCABLE

    TRF VIBRATIONSENSOR

    TRF FRONT FLANGE

    SEMI-RIGIDCABLE

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    EFG

    ENGINE WIRING HARNESSES

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    EFGENGINE WIRING HARNESSES

    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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    EFG

    CTC-211-028-00ENGINE ELECTRICAL HARNESSES

    HJ7 - HJ8 - HJ9HJ10 - HJ11HJ12 - HJ13

    DPM

    HCJ11L - HCJ11RHCJ12L - HCJ12R

    HCJ13

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    EFGENGINE WIRING HARNESSES

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

    All the harnesses, consisting of cables with several cores,converge to the 6 oclock junction box, which provides aninterface between the two types.

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

    They are also constructed with fireproof materials andsealed to avoid any fluid penetration.

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    EFG

    CTC-211-029-00HARNESSES INTERFACES

    N2SENSOR

    FRV

    OILTEMP

    N1SENSOR

    T12

    CONTROLALT

    SAV

    ECUHMU

    6 O'CLOCK BOX

    TCASET3 TBVEGT T5 VSV HPTCC LPTCC BSV T25

    HJ7

    HJ8

    HJ13

    HJ11 HJ10

    HJ9

    HCJ12R

    HCJ11R

    HCJ

    12L

    FUELFLOWMETER

    HJ12

    VBV

    HCJ

    11LHCJ13

    DPM

    OILCHIP

    DETECTOR

    VISUALINDICATOR

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    STARTING SYSTEM

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    EFGSTARTING FUNCTION

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

    Starting can be performed either in Manual Mode, orAutomatic 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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    EFG

    CTC-211-030-00 STARTING FUNCTION

    SAVAIR DUCTS

    STARTERIGNITERS

    IGNITIONBOXES

    IGNITIONLEADS

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    EFGSTARTING SYSTEM

    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 SystemDisplay (SD) on the upper and lower ECAMs,where starting data and messages are displayed .

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    EFG

    CTC-211-031-00 ENGINE PANELS

    VIEW B

    VIEW AVIEW C

    VIEW D

    FIRE

    ENG1

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONMASTER 1 ENG

    ON

    1MAN START

    ON

    ENG

    115VU

    2

    CRANK IGNSTART

    MODENORM

    B

    C

    D

    A

    10100 10100F.USED

    KG

    15. .5 15. .5

    OIL

    QT

    60 60PSI

    130 130C

    0 . 8 0 . 8VIB N1 (N1)

    VIB N2 (N2)1 . 2 1 . 2

    25 25PSI

    IGN

    23 H 38GW 70000 KG

    ENGINE

    TAT + 19CSAT + 18C

    81.5 81.4

    92.5 92.7670 665

    5 10 5 10

    5 10 5 10

    N1%

    N2%

    EGTC

    5070 5070LBS/HFF

    IGNITIONSEAT BELTSNO SMOKING

    APU AVAILADV

    STS

    FLX 84.6 % 35C

    FOB : 39600 LBS

    S FLAP F

    3

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    EFGSTARTING SYSTEM

    There are two starting processes :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 ECUs 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 igniter

    de-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 engineprotection and limitation only on EGT.

    The manual starting procedure is :

    - Rotate mode selector to IGN/START.Both ECUs 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 tothe combustor.

    - at 50% N2 speed, the SAV is closed and the ignitersautomatically de-energized.

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

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    EFG

    CTC-211-032-01 STARTING PROCEDURES

    FIRE

    ENG1

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONMASTER 1 ENG

    115VU

    CRANK IGNSTART

    CRANK IGNSTART

    MODENORM

    FIRE

    ENG1

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONMASTER 1 ENG

    115VU

    CRANK IGNSTART

    MODENORM

    CRANK IGNSTART

    CRANK IGNSTART

    FIRE

    ENG1

    ENG1

    ENG2

    ENG1

    ENG2

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONENG

    115VUMODENORM

    CRANK IGNSTARTFIRE

    ENG1

    ENG2

    FIRE

    FAULTFAULT

    OFF

    ONMASTER 2

    1 2

    OFF

    ONENG

    115VUMODENORM

    FIRE FIRE

    FAULTFAULT

    OFF

    ON

    1 2

    OFF

    ONENG

    115VUMODENORM

    FIRE FIRE

    FAULTFAULT

    OFF

    ON

    1 2

    OFF

    ONENG

    115VUMODENORM

    CRANK IGNSTART

    ENG1

    ENG2

    FIRE FIRE

    FAULTFAULT

    OFF

    ON

    1 2

    OFF

    ONENG

    115VUMODENORM

    1 IGN/STARTON MODE SELECTOR

    2

    MASTER LEVERSWITCHED "ON"- STARTER VALVE OPENS- 16% N2 : IGNITION "ON"- 22% N2 : FUEL "ON"- 50% N2 : S.A.V. CLOSES

    IGNITION "OFF"

    3 START THE SECOND ENGINE MASTER LEVER SWITCHED "ON"

    4

    MODE SELECTOR BACK TO NORMAL WHEN ENGINES STABILIZED AT IDLE

    1 IGN/STARTON MODE SELECTOR

    2 MAN START PUSHBUTTON"ON" TO OPEN STARTERVALVE

    3

    WHEN N2 > 20%MASTER LEVER "ON"- IGNITION "ON"- FUEL "ON"- 50% N2 : S.A.V. CLOSES

    IGNITION "OFF"

    5MODE SELECTOR BACK TO NORMAL WHEN ENGINES STABILIZED AT IDLE

    4 START THE SECONDENGINE

    ON

    1MAN START

    ON

    ENG

    2

    AUTOMATIC START MANUAL START

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    EFGSTARTING SYSTEM

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

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

    - one pneumatic starter.- one Starter Air Valve (SAV).- two air ducts.

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    EFG

    CTC-211-033-00 STARTING SYSTEM

    AFT

    FAN CASEFAN FRAME

    AIR DUCT

    STARTERAIR VALVE

    STARTER AIR VALVE

    PNEUMATIC STARTER

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    EFGSTARTING SYSTEM

    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 50 psig).

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    EFG

    CTC-211-034-00 STARTING OPERATION

    UPPERDUCT

    LOWERDUCT PNEUMATIC STARTER

    PRESSURIZEDAIRFROM A/CAIR BLEEDSYSTEM

    STARTER AIR VALVE

    ECU

    PYLONINTERFACE

    CONNECTION BOX

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    EFG

    STARTER AIR VALVE

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    EFGSTARTER AIR VALVE

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

    The SAV is secured on the air starter duct, just below the3 oclock 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 (fromthe valve to the air starter).

    Two electrical connections transfer electrical signals tothe ECU.

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    EFG

    CTC-211-037-00STARTER AIR VALVE LOCATION

    FWD

    SAV ACCESS DOOR

    FAN CASE

    AIR DUCT

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    EFGSTARTER AIR VALVE

    The SAV is a normally closed butterfly valve.

    An electrical signal, sent by the ECU, moves the valve tothe open position.

    In case of electrical command failure, the valve can bemanually opened by first pushing the wrench button andthen, rotating the manual override handle.

    Air pressure must be present, to avoid internal damage.

    When the handle is released, an internal springautomatically returns the butterfly valve to the closedposition.

    The override handle aligns with markings on the valve toprovide an external indication of the butterfly valveposition.

    Switches provide the ECU with the valve position status.

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

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    EFG

    CTC-211-038-00STARTER AIR VALVE

    SWITCHES CLOSED = VALVE NOT CLOSEDSWITCHES OPEN = VALVE CLOSED

    AVIEW A

    INDEXING SLOT

    FLOW DIRECTIONINDICATOR

    MANUAL OVERRIDE

    CONNECTOR(CHANNEL B)

    CONNECTOR(CHANNEL A)

    J10 HARNESS

    J9 HARNESS

    WRENCHBUTTON

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    EFG

    PNEUMATIC STARTER

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    EFGPNEUMATIC STARTER

    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 when the desired speedis reached.

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

    The pneumatic starter works with engine oil and has threeports :

    - 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, receives themagnetic plug. This part has a check valve toprevent any oil spillage when the magnetic plug isremoved for maintenance checks.

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    EFG

    CTC-211-035-00PNEUMATIC STARTER

    DRAINPORT

    O-RING

    DRAIN PLUG

    O-RING

    MAGNETIC PLUG

    OVERFLOWPORT

    FILLINGPORT

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    EFGPNEUMATIC STARTER

    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 airs 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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    EFG

    CTC-211-036-00AIR STARTER OPERATION

    EXHAUST

    A B C D

    A = TURBINEB = REDUCTION GEAR SETC = CLUTCHD = OUTPUT SHAFT

    AIR PRESSUREFROM A/C

    AIR SYSTEM

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    EFG

    IGNITION

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    EFGIGNITION GENERAL

    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 core.

    The ignition system receives 115 VAC/400 Hz from theaircraft, through channels A and B of the ECU.

    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.

    The ignition system has two independent circuits,systems A and B, consisting 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.

    System B spark igniter, located on the left hand side, isconnected to the lower ignition box #1.System A spark igniter, located on the right hand side, isconnected to the upper ignition box #2.

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    CTC-211-039-00IGNITION GENERAL

    SPARK IGNITER (2) EXCITER (2)

    IGNITION LEADASSEMBLY (2)

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    EFGIGNITION BOXES

    The ignition exciters use 115 VAC, supplied through theECU, to produce high voltage pulses to energize thespark 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 oclock 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 withsilicon cement, for protection against engine vibration.

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    CTC-211-040-01 IGNITION EXCITERS

    A

    VIEW A ELECTRICALCONNECTORSYSTEM A

    ELECTRICALCONNECTORSYSTEM B

    EXCITERS

    IGNITIONLEADS

    FWD

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    EFGIGNITION DISTRIBUTION SYSTEM

    The purpose of the distribution system is to transmit theelectrical 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 oclock.

    The two ignition lead assemblies are identical andinterchangeable, and each connects one ignition exciterto one spark igniter.

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    CTC-211-041-02 IGNITION DISTRIBUTION SYSTEM

    COMBUSTION CASE

    RIGHT IGNITER

    FORWARD

    WRAP AROUND VIEW OF FAN INLET CASE

    EXCITER

    LEFTIGNITER

    LOWER IGNITIONEXCITER SYSTEM B

    UPPERIGNITIONEXCITERSYSTEM A

    LEFTIGNITIONLEAD

    RIGHTIGNITIONLEAD

    IGNITION LEADASSEMBLY

    IGNITER PLUG

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    EFGIGNITION DISTRIBUTION SYSTEM

    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 air cooled.

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

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

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    CTC-211-042-00IGNITION LEAD

    ELBOWASSEMBLY

    COOLINGAIR EXIT

    BOOSTER AIRINTRODUCTION

    AIR ADAPTERASSEMBLY

    COOLED SECTION NON-COOLED SECTION

    IGN LEAD

    OUTERBRAID

    O-RINGO-RING

    LEFTIGNITIONLEAD

    COOLINGAIR INLET

    RETAININGPLATE

    RIGHTIGNITIONLEAD

    BUNDLEJUNCTIONBOX COVER

    BOOSTERAIR

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    EFGIGNITION DISTRIBUTION SYSTEM

    Igniter Plug.

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

    The depth of the spark igniter is controlled by a bushingand gasket(s). Each gasket is 0.38mm 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 silicon seal must be replaced.

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    EFG

    CTC-211-043-00IGNITER PLUG

    COOLING SHROUDCOUPLING NUT

    IGNITION LEADASSEMBLY

    COOLING SHROUD

    CAGED SPRINGASSEMBLY

    WHITE CHAMFEREDSILICON SEAL

    SHROUD CLAMP

    SPARKIGNITER

    GASKET

    IGNITERBUSHING

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    POWER MANAGEMENT & FUEL CONTROL

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    EFGPOWER MANAGEMENT

    The power management function computes the fanspeed (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 autothrust functiongenerated 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 (ADIRUs) and engine bleeds(ECS).

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    CTC-211-044-00 POWER MANAGEMENT

    ADIRU,s

    ECUCOMPUTES N1

    COMMAND

    EIUAUTO THRUSTSYSTEM

    ECS

    TATPo Mo

    ID PLUG

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    EFGPOWER MANAGEMENT

    For the current flight conditions, the FADEC calculatesthe power setting for each of the different ratings definedin terms 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).

    Each N1 is calculated according to the following flightconditions :

    - Temperature : the thrust delivered depends onoutside air temperature (OAT). By design, the engineprovides a constant thrust up to a pre-determinedOAT value, known as corner point, after which thethrust decreases proportionally to maintain aconstant EGT value.

    - Pressure : with an increase in altitude, thrust willdecrease when operating at a constant RPM dueto the reduction in air density, which reduces themass flow and fuel flow requirements.

    - Mach : when mach number increases, the velocity ofair entering the engine changes, decreasing thrust.To determine the fan speed, the ECU calculatesM0 from the static pressure, the total pressure andthe TAT values.

    - Bleed : ECS bleed and anti-ice bleed are taken intoaccount in order to maintain the same EGT levelwith and without bleeds.

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    CTC-211-045-01 POWER MANAGEMENT FUNCTIONS

    MAXREV MCL

    MCTFLX TO

    DRTTO/GA

    N1REF

    -38 0 85,5 TLA

    IDLE

    OAT

    THRUST

    EGT

    CORNERPOINT

    N1

    TEMPERATURE EFFECTS

    BLEED ON

    BLEED OFF

    OAT

    THRUST

    EGT

    BLEED EFFECTS

    OAT

    THRUST P0

    ALTITUDE EFFECTS

    THRUST

    MACH EFFECTS

    STD SEA LEVEL

    0,1 0,2 0,3 0,4 0,5

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    EFGPOWER MANAGEMENT

    The Flex Take-off function enables the pilot to select atake-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 temperaturemethod.

    This means setting the ambient temperature to anassumed value, which is higher than the real ambienttemperature. The assumed ambient temperature (99Cmax) 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 FADEC inthe 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.

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    CTC-211-046-01 POWER MANAGEMENT - FLEX TAKE-OFF

    UPPER ECAM

    FADEC

    COMPUTATION

    81.5 81.4

    92.5 92.7670 665

    5 10 5 10

    5 10 5 10

    N1%

    N2%

    EGTC

    5070 5070LBS/HFF

    IGNITIONSEAT BELTSNO SMOKING

    APU AVAILADV

    STS

    FLX 84.6 % 45C

    FOB : 39600 LBS

    S FLAP F

    3

    REV

    IDLEID

    LE

    IDLE

    REVERSE

    0

    REV

    MCL

    FLX

    TOM

    CT

    TO/G

    A

    R

    0

    F

    A/THR

    T0

    GA

    CL

    FLX

    MCT

    R

    0

    L

    A/THR

    T0

    GA

    CL

    FLX

    MCT

    45

    40

    35

    30

    25

    20

    15

    10

    5

    0

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    EFGENGINE FUEL AND CONTROL

    Fuel control

    The fuel control function computes the Fuel MeteringValve (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 speedis controlled.

    - 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).

    Idle control.

    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 which willallow the engine to achieve the specified Go-Aroundacceleration time.

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    EFG

    CTC-211-047-00FUEL CONTROL INTRODUCTION

    J1J5

    J7J14

    J15J8

    J6J2

    J3J9

    J11J13

    J12J10

    J4

    - CORE SPEED- COMPRESSOR DISCHARGE PRESSURE- FUEL / AIR RATIO- FAN AND CORE SPEED RATES

    LIMITS

    ECU HMU

    WF

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    FUEL DISTRIBUTION

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    EFGFUEL DISTRIBUTION

    The purpose of the fuel distribution system is :

    - 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 Drive

    Generator (IDG) oil.

    The fuel distribution components consist of :

    - fuel supply and return lines.- 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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    CTC-211-048-00FUEL DISTRIBUTION

    OIL/FUELHEAT

    EXCHANGERS

    FRV

    FUEL PUMP

    HMU

    BSV

    FUEL FLOWTRANSMITTER

    FUELMANIFOLDS

    IDG OIL COOLER FUELSUPPLYLINE

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    The other fuel flow goes to the servo fuel heater, whichwarms 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 the inletof the main oil/fuel heat exchanger, through the IDG oilcooler.

    A Fuel Return Valve (FRV), also installed on this line,may redirect some of this returning fuel back to the A/Ctank.

    Before returning to the A/C tank, the hot fuel is mixed withcold fuel from the outlet of the 1st stage of the fuel pump.

    FUEL DISTRIBUTION

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

    After passing through the pump, the pressurized fuel goesto the main oil/fuel heat exchanger in order to cool downthe 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, the fuel nozzle filter andis then directed to the fuel nozzles and the BSV.

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    EFG