A320_71-80V2500JARB1

AIRBUS A 319/320/321 ATA 71−80 Engine IAE V2500 ATA 30−20 Intake Ice Protection

EASA PART 66 B1

A320 71−80V2500JARB1

For training purposes only. Copyright by Lufthansa Technical Training. LTT is the owner of all rights to training documents and training software. Any use outside the training measures, especially reproduction and/or copying of training documents and software − also extracts thereof −in any format all (photocopying, using electronic systems or with the aid of other methods) is prohibited. Passing on training material and training software to third parties for the purpose of reproduction and/or copying is prohibited without the express written consent of LTT. Copyright endorsements, trademarks or brands may not be removed. A tape or video recording of training courses or similar services is only permissible with the written consent of LTT. In other respects, legal requirements, especially under copyright and criminal law, apply. Lufthansa Technical Training Dept HAM US Lufthansa Base Hamburg Weg beim Jäger 193 22335 Hamburg Germany Tel: +49 (0)40 5070 2520 Fax: +49 (0)40 5070 4746 E-Mail: [email protected] www.Lufthansa-Technical-Training.com

Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321 IAE V2530-A5

71-00

ATA 71 POWER PLANT ATA 71-00 INTRODUCTION It is produced by International Aero Engines ( IAE ) corporation. This corporation consits of the following companys: JAEC ( Japanese Aero Engines Corporation ) Rolls Royce Pratt & Whittney MTU ( Motoren & Turbinen Union ) Fiat Avio

For Training Purposes Only

JAEC

RR

P&W

MTU

FIAT

IAE ( INTERNATIONAL AERO ENGINES )

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A319/A320/A321 IAE V2530-A5

71-00 ENGINE MARK NUMBERS For easy identification of the present and all future variants of the V2500, International Aero Engines has introduced a new engine designation system.

All engines will retain V2500 as their generic name.

The first three characters of the full designation are V25, identifying each engine as a V2500. The next two figures indicate the engine’s rated sea − level takeoff thrust. The following letter shows the aircraft manufacturer. The last figure represents the mechanical standard of the engine. This system will provide a clear designation of a particular engine as well as a simple way of grouping by name, engines with similar characteristics. The designation V2500 − D collectively describes, irrespective of thrust, all engines for McDonnell Douglas applications and V2500 − A all engines for Airbus Industrie. Similarly, V2500 − 5 describes all engines built to the −5 mechanical standard, irrespective of airframe application. For example : The V2500 - A1 engine is used on A320 and has only a 3 stage booster.

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POWER PLANT INTRODUCTION

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Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321 IAE V2530-A5

71-00 ENGINE MARK NUMBERS

V2530-A5 Mechanical Standarts of engine

Generic to all V2500 engines

For Training Purposes Only

Takeoff thrust in thousands of pounds

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Airframe manufacturer −A for Airbus Industrie -D for McDonnellDouglas

MARK NUMBER

TAKEOFF THRUST (LB)

AIRCRAFT

V2500 - A1

25.000

A320 - 200

V2530 - A5

30.000

A321 - 100

V2525 - A5

25.000

A320 - 200

V2527 - A5

26.500

A320 - 200

V2528 - D5

28.000

MD - 90 - 40

V2525 - D5

25.000

MD - 90 - 30

V2522 - D5

22.000

MD - 90 - 10

August 2001

Page: 3

Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321 IAE V2530-A5

71-00 INTRODUCTION The V2530 - A5 engine is a two spool, axial flow, high bypass ratio turbofan engine.

IAE V2530-A5 DATA

80% of the thrust is produced by the fan.

Fan tip diameter : Bare engine length : Weight : Take - off thrust : Bypass ratio : Overall Pressure Ratio : Mass Flow lbs/s : N1 : N2 : EGT ( Takeoff ) EGT ( Starting ) EGT ( Max Continous/Climb )

20% of thrust is produced by the engine core. Its compression system features a single stage fan, a four stage booster, and a ten stage high pressure compressor. The LP compressor is driven by a five stage low pressure turbine and the HP compressor by a two stage HP turbine. The HP turbine also drives a gearbox which, in turn, drives the engine and aircraft mounted accessories. The two shafts are supported by five main bearings. The V2500 incorporates a Full Authority Digital Electronic engine Control ( FADEC ). The control system governs all engine functions, including power management. Reverse thrust is obtained by deflecting the fan airstream via a hydraulic operated thrust reverser.

63.5 in ( 161 cm ) 126 in ( 320 cm ) 4942 lbs ( 2242 KG ) 30,000 lb, flat rated to +30 deg. C 5.44 : 1 31.9 :1 856 lbs 100% ( 5650 RPM ) 100% ( 14950 RPM ) 650 deg. C 635 deg. C 610 deg.C

For Training Purposes Only

The IAE V2530-A5 engine is flat rated. The rated thrust can be obtained for a limited time up to an ambient temperature of 30C otherwise engine operating limits can be exceeded. To have a constant thrust at variable ambient conditions the engine RPM has to be adjusted ( regulated ) to compensate the variying air density. The Thrust parameter is EPR.In case this parameter is not available the N1 is used as the Thrust parameter.

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A319/A320/A321 IAE V2530-A5

71-00

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION

Figure 1 FRA US/T bu

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V2500 Propulsion Unit Page: 5

Lufthansa Technical Training

POWER PLANT INTRODUCTION

A319/A320/A321 IAE V2530-A5

71-00 ENGINE DESCRIPTION Gas Path A simplified view of the engine is shown below. All the air entering the engine passes trough the inlet cowl to the fan. At the fan exit the air stream divides into two flows :

the core engine flow

the by-pass flow Core Engine Flow The core engine flow passes trough the fixed inlet guide vanes to the L.P. Compressor which consits of 4 stages on the V2500 - A5 engine,then to the H.P. Compressor,the combustion section and the H.P. and L.P. turbines and finally exhausts into the Combined Nozzle Assembly ( C.N.A. ) By-pass Flow The fan exhaust air ( cold stream ) entering the by-pass duct passes through the fan outlet guide vanes and flows along the by-pass duct to exhaust into the C.N.A..

For Training Purposes Only

Nacelle The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are :

the air inlet cowl

the fan cowls ( left and right hand )

The ” C ” ducts which incorporate the hydraulically operated thrust reverser unit.

the Combined Nozzle Assembly ( CNA ) Combined Nozzle Assembly ( CNA ) The core engine ” hot ” exhaust and the ” cool ” by-pass flow are mixed in the C.N.A. before passing through the single propelling nozzle to atmosphere.

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A319/A320/A321 IAE V2530-A5

71-00

V2500-A1

V2500-A1

V2500-A5

V2500-A5

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT INTRODUCTION

BUFFER AIR COOLER OUTLET

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Propulsion Unit Outline Page: 7

A319/A320/A321 IAE V2530−A5

71-00

ATA 71-00 ENGINE HAZARD AREAS

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Lufthansa Technical Training

ENGINE HAZARD AREAS

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A319/A320/A321 IAE V2530−A5

71-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE HAZARD AREAS

INLET SUCTION DANGER AREA

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

Figure 3 FRA US/T Bu

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

ENTRY CORRIDOR

Engine Hazard Areas Page: 9

Lufthansa Technical Training For Training Purposes Only

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20

ATA 73 ENGINE FUEL AND CONTROL 73−20 FADEC PRESENTATION FADEC General Each powerplant has a FADEC (Full Authority Digital Engine Control) system. FADEC, also called the Electronic Engine Control (EEC), is a digital control system that performs complete engine management. FADEC has two−channel redundancy, with one channel active and one in standby. If one channel fails, the other automatically takes control. The system has a magnetic altemator for an internal power source. FADEC is mounted an the fan case. The Engine Interface Unit (EIU) transmits to FADEC the data it uses for engine management. FUNCTIONS The FADEC system performs the following functions --Control of gas generator --control of fuel flow --acceleration and deceleration schedules --variable bleed valve and variable stator vane schedules control of turbine -clearance –idle setting Protection against engine exceeding limits protection against N1 and N2 overspeed monitoring of EGT during engine start Power Management automatic control of engine thrust rating computation of thrust parameter limits Manual management of power as a function of thrust lever position automatic Management of power (A/THR demand). Automatic engine starting sequence control of

the start valve (ON/OFF)

the HP fuel valve

the fuel flow

the ignition (ON/OFF) monitoring of N1, N2, FF and EGT initiation of abort and recycle (on the ground only) FRA US/T bu

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Manual engine starting sequence passive monitoring of engine control of − the start valve − the HP fuel valve − the ignition Thrust reverser control actuation of the blocker doors engine setting during reverser operation Fuel recirculation control recirculation of fuel to the fuel tanks according to the engine oil temperature, the fuel system configuration and the flight phase. Transmission of engine parameters and engine monitoring information to cockpit indicators the primary engine parameters the starting system status the thrust reverser system status the FADEC system status Detection, isolation, and recording of failures FADEC cooling NOTE : There are no adjustments possible on the FADEC system ( e.g. Idle, Part Power etc. )

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A319/A320/A321 IAE V2530 A5

73−20

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

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FADEC Presentation IAE V2500 Page: 11

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

IAE V2530 A5

73−20 FADEC FUNCTIONS The FADEC system operates compatibly with applicable aircraft systems to perform the following functions : 1 GAS generator control for steady state and transient engine operation within safe limits. − Fuel flow control − Acceleration and deceleration schedules − Variable Stator Vane ( VSV ) and Booster Stage Bleed Valve ( BSBV ) schedules − Turbine clearance control ( HP / LP ) − Idle setting. 2 Engine limits protection − Engine overspeed protection in terms of fan speed and core speed to prevent engine running over certified red lines − Engine turbine outlet gas temperature monitoring. ( EGT ) 3 Power management − Automatic engine thrust rating control − Thrust parameter limit computation − manual power management through constant ratings versus throttle lever relationship . take−off / go−around at full forward throttle lever position

For Training Purposes Only

A319/A320/A321

. flex take−off at constant intermediate position whatever the derating is . other ratings ( max continuous, max climb, idle, max reverse ) at associated throttle lever detent points. − Automatic power management through direct engine power adjustment to the autothrust system demand. 4 Automatic engine start sequencing − Control of starter air valve ON / OFF − Control of HP fuel valve ( ON / OFF on ground, ON in flight ) − Control of fuel schedule FRA US/T bu

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− Control of ignition ( ON / OFF ) − EPR, N1, N2, WF, EGT monitoring − Abort / Recycle capability on ground. 5 Thrust reverser control − Control of thrust reverser actuation ( deploying and stowing ) − Control of engine power during reverser operation. - Engine idle setting during reverser transient − Control of maximum reverse power at full rearward throttle lever position. − Restow command in case of non commanded deployment. − Redeploy command in case of non commanded stowage. 6 Engine parameters transmission for cockpit indication − Primary engine parameters − Starting system status − Thrust reverser system status − FADEC system status. 7 Engine condition monitoring parameters transmission. 8 Detection, isolation, accommodation and memorization of its internal system failures. 9 Heat Management system (Fuel return & diverter valve control) FADEC controls the ON / OFF return to the aircraft tank in relationship with : − Engine oil, IDG oil and fuel temperatures − Aircraft fuel system configuration − Flight phases. Fuel Metering Unit The fuel metering unit ( FMU ) provides fuel flow control for all operating conditions.Variable fuel metering is provided by the FMU through EEC commands by atorque motor controlled servo drive. Position resolvers provide feedback to the EEC. The FMU has provision to route excess fuel above engine requirements to the fuel diverter valve through the bypass loop.

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20

FMV FEEDBACK

T2,5

P4.9

IDG

(EGT) P2/T2 HEATER

IGN B THRUST LEVER

ANALOG & DISCRETE SIGNALS

IGN A

A

B

Ignition Boxes

Thrust Reverser

POWER

TRUST CONTROL UNIT

IAE V2500

RESOLVER

EIU

7th 7th

IGNITORS 10th

7th

HDL BLEED VLV‘s

Hydraulic Press

FUEL PRESS & COMMAND SIGNAL

For Training Purposes Only

FUEL METERING UNIT (FMU)

FUEL FLOW

TO BURNERS

EEC

( CH: A & B )

FEEDBACK

HCU

COMMAND

SOLENOID CONTROL VALVES

COMMAND BY HEAT MANAGEMENT SYSTEM (HMS ) FEEDBACK FUEL DIVERTER & RETURN VALVE

FOR ENGINE TREND MONITORING

Return Fuel to Aircraft Tank

T/R REVERSER Stow / Deploy Feedback

P2,5

F FLOW

T/R REVERSER Stow / Deploy Command

P12,5

Figure 5 FRA US/T bu

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FADEC Presentation IAE V2500 Page: 13

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20 ENGINE CONTROL P/B’S AND SWITCHES Engine Mode Selector Position CRANK : − selects FADEC power. − allows dry and wet motoring ( ignition is not availiable ). Position IGNITION / START : − selects FADEC power − allows engine starting (manual and auto). Position NORM : − FADEC power selected OFF ( Engine not running )

FADEC GND PWR P/B Position ON : − selects FADEC power N1 MODE P/B Position ON : − switches EEC from EPR Mode to N1 Mode

For Training Purposes Only

Engine Master Lever Position OFF : − closes the HP fuel valve in the FMU and the LP fuel valve and resets the EEC. Position ON : − starts the engine in automatic mode ( when the mode selector is in IGNITION / START ). − selects fuel and ignition on during manual start procedure. Manual Start P/B − controls the start valve (when the mode selector is in IGNITION / START or CRANK position ).

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Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20 A

CENTRAL PEDESTAL 115VU

NORM

B

MAINTENANCE PANEL 50VU

OVERHEAD PANEL 22VU

For Training Purposes Only

C

Figure 6 FRA US/T bu

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Engine Control P / B‘s and Switches Page: 15

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20

For Training Purposes Only

49VU

2450000HMQ0

Figure 7 FRA US/T bu

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Engine Circuit Breakers Page: 16

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC GENERAL

A319/A320/A321 IAE V2530 A5

73−20 121VU

ANTI ICE

122VU

For Training Purposes Only

2450000VAQ0

2450000UMR0

Figure 8 FRA US/T bu

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Engine Circuit Breakers Page: 17

Lufthansa Technical Training

ENGINE INDICATING ECAM

A319/A320/A321 IAE V2530−A5

77−00

ATA 77 INDICATING 77−00 ENGINE INDICATING PRESENTATION Indication general - Primary Engine Display The primary engine parameters listed below are permanently displayed on the Engine and Warning display ( E / WD ) :

Engine Pressure Ratio ( EPR )

Exhaust Gas Temperature ( EGT )

N1 ( low rotor speed )

N2 ( high rotor speed )

FF ( fuel flow )

OIL temperature For further info see ATA 79

Starter valve positions, the starter duct pressure and during eng start up, the operating Ignition system ( ONLY ON ENGINE START PAGE )

In case of high nacelle temperature a indication is provided below the engine oil temp. indication.

Engine Vibration − of N1 and N2

As warnings by system problems only : − OIL FILTER COLG − Fuel FILTER CLOG − No. 4 BRG SCAV VALVE with valve position Some engine parameters also displayed on the CRUISE page

For Training Purposes Only

After 5 min of the power up test the indication is displayed in amber and figures are crossed ( XX ). Normal indication can be achieved by using the FADEC GRD power switches, one for each engine at the maintenace panel or by the MODE selector switch on on the Engine panel at the pedestal in CRANK or IGN / START position for both engine. If a failure occurs on any indication displayed, the indication is replaced by amber crosses, the analog indicator and the marks on the circle disappear, the circle becomes amber. Only in case of certain system faults and flight phases a warning message appears on the Engine Warning Display.

Secondary Engine Display The lower display shows the secondary engine parameters listed below. The engine page is available for display by command, manually or automatically during engine start or in case of system fault :

Total FUEL USED For further info see ATA 73

OIL quantity For further info see ATA 79

OIL pressure For further info see ATA 79

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Lufthansa Technical Training

ENGINE INDICATING ECAM

A319/A320/A321 IAE V2530−A5

77−00

FF KG / H FOB: 19.125

NAC temp. indication :

For Training Purposes Only

320 A IGN B PSI 35

Figure 9 FRA US/T bu

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nac c

320

ONLY ON ENGINE

35 PSI

START PAGE

Engine ECAM Indications Page: 19

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

STAGE NUMBERING V2530-A5 STAGES :

COMPONENT :

STAGE NUMBER :

NOTES :

1

FAN

1

ACOC,ACC,ACAC

1 2 3 4

LOW PRESSURE COMPRESSOR ( BOOSTER )

1,5 2 2,3 2.5

B.S.B.V.

1 2 3 4 5 6 7 8 9 10

HIGH PRESSURE COMPRESSOR

3 4 5 6 7 8 9 10 11 12

1 2 3 4 5

CUST. BLEED Hdlg. Bleed, Buffer Air, 1. HPT & NGV, Muscl Air 20 Fuel Nozzles, 2 Ignitor Plugs

COMBUSTION CHAMBER 1 2

VSV ( & IGV ) VSV VSV VSV CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling

HIGH PRESSURE TURBINE

1 2

LOW PRESSURE TURBINE

3 4 5 6 7

ACTIVE CLEARANCE CONTROL

ACTIVE CLEARANCE CONTROL

COMMON NOZZLE

FRA US/T-5

APR 2006

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Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

V2500-A1

For Training Purposes Only

V2500-A5

Figure 10 FRA US/T-5

APR 2006

Stage Numbering Page: 21

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

ENGINE STATIONS V2500 AERODYNAMIC STATION :

STATION LOCATION :

STATION USED FOR: P0 ( ambient )

0

AMBIENT

1

INTAKE / ENGINE INLET INTERFACE

2

FAN INLET

Press P2 for EPR & Temp T2

12.5

FAN EXIT

Press for Monitoring 12.5

2.5

L.P. COMPRESSOR ( BOOSTER EXIT )

Temp T2.5 or (CIT) & Press P2.5 for Monitoring

3

H.P. COMPRESSOR

Temp T3 ( CDT ) & Press CDP ( P3 ) or Burner Press ( Pb )

4

COMBUSTION SECTION EXIT

4.5

H.P. TURBINE EXIT

4.9

L.P. TURBINE EXIT

5

Temp T4.9 for EGT & Press P4.9 for EPR also called P 5

EXHAUST

Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring. The manufacture uses numerical station designations.The station numbers are used as subscripts when designating different temperatures and pressures,throughout the engine.

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ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

Figure 11 FRA US/T bu

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Engine Stations Page: 23

Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

ATA 72 ENGINE 72-00 ENGINE PRESENTATION Engine Main Bearings The 5 bearings are located in 3 bearing compartments. Front bearing compartment The front bearing compartment is located at the centre of the intermediate case, and houses bearing No. 1, 2 & 3. Center bearing compartment (No.4 Bearing Compartement ) The center bearing compartment is located in the diffuser/combustor case and houses bearing No. 4 Rear bearing compartment The rear bearing compartment is located in the turbine exhaust case No.5

For Training Purposes Only

The Low Pressure or N1 rotor, is supported by three bearings :

Bearing 1 ( Single track thrust ball bearing ).

Bearing 2 ( Single track roller bearing utilising ”squeeze film” oil damping ).

Bearing 5 ( Single track roller bearing utilising ”squeeze film” oil damping ). The High Pressure or N2 rotor is supported by two bearings :

Bearing 3 ( thrust ball bearing mounted in an hydraulic damper which is centered by a series of rod springs ( ” Squirrel Cage ” ) ).

Bearing 4 ( Single track roller bearing ).

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A319/A320/A321 IAE V2530-A5

72-00

N1 BEARING NO.:

1

2

N2 BEARING NO.:

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ENGINE GENERAL

3

FRONT BEAR. COMP. Figure 12 FRA US/T bu

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5 4

CENTER BEAR. COMP.

REAR BEAR. COMP.

Engine Bearings & Compartments Page: 25

Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 FRONT BEARING COMPARTMENT The bearings No. 1, 2 and 3 are located in the front bearing compartment which is at the center of the intermediate module 32. The compartment is sealed using air supported carbon seals,and oil filled ( hydraulic ) seal between the two shafts. This seal is supported by 8th stage air. Adequate pressure drops across the seals to ensure satisfactory sealing .This is achieved by venting the compartment, by an external tube, to the de-oiler.

For Training Purposes Only

Gearbox Drive The HP stubshaft, which is located axially by No 3 bearing, has at its front end a bevel drive gear which provides the drive for the main accessory gearbox, through the tower shaft. The HP stubshaft seperates from the HP compressor module at the curvic coupling and remains as part of the intermediate case module. Description The drawing below shows details of No 2 and No 3 bearings. A phonic wheel is fitted to the LP stubshaft, this interacts with speed probes to provide LP shaft speed signals ( N1 ) to the EEC and the Engine Vibration Monitoring Unit ( EVMU ) which is aircraft mounted. The hydraulic seal prevents oil leakage from the compartment passing rearwards between the HP and LP shafts. No 3 bearing is hydraulically damped. The oil flow to the No. 3 bearing damper is maintained at the full oil feed pressure whilst the rest of the flow passes through a restrictor to drop the pressure. This allows larger jet diameters to facilitate flow tolerance control. The outer race is supported by a series of eighteen spring rods which allow some slight radial movement of the bearing. The bearing is centralised by the rods and any radial movement is dampened by oil pressure fed to an annulus around the bearing outer race. The gearbox drive gear is splined onto the HP shaft and retained by No 3 bearing nut.

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Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

GEAR BOX DRIVE

BOOSTER AIR

SPRING ROD

For Training Purposes Only

Sealing Air

PHONIC WHEEL FOR N1 RPM

Figure 13 FRA US/T bu

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Front Bearing Compartment Page: 27

Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 NO 4 BEARING COMPARTMENT The No 4 bearing compartment is situated in a high temperature, high pressure environment at the centre of the combustion section. The bearing compartment is shielded from radiated heat by a heat shield and air. The No. 4 bearing compartment is cooled by 12th stage air. 12th Stage Air ( Buffer Air ) This supply of cooled 12th stage air ( called ” buffer air ” ) is admitted to the space between the chamber and first heat shield.The 12th stage air is cooled by fan air via the buffer air cooler, located on the rear left hand side of the engine. The buffer air is exhausted from the cooling spaces close to the upstream side of the carbon seals, creating an area of cooler air from which the seal leakage is obtained. This results in an acceptable temperature of the air leaking into the bearing compartment. Buffer air flow rates are controlled by restrictors at the outlet from the cooling passages.

BUFFER AIR COOLER ( ACAC )

NO.4 BEARING COMPARTMENT AIRCOOLER DUCT ASSEMBLY

FAN AIR INLET

NOTE : The bearing compartment internal pressure level is determined by the area of the variable scavenge valve. ( called No 4 bearing scavenge valve and described in the oil system ). This valve acts as a variable restrictor in the compartment vent / scavenge line. For Training Purposes Only

FAN AIR OUTLET NOTE : A drain hole is provided to indicate a possible leckage at the No 4 bearing compartment. It is located in the exhaust at 5 o clock position ( aft looking forward ) 12th Stage Air Cooler ( BUFFER AIR ) The No. 4 bearing compartment air cooler is installed on the turbine casing. The exchanger is held by its coolant air duct flanges.

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ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

HEAT SHIELD Spring

For Training Purposes Only

COOLED 12TH STAGE HP COMPRESSOR AIR

No4 Bearing CARBON SEAL

CARBON SEAL

Figure 14 FRA US/T bu

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No.4 Bearing Compartment Page: 29

A319/A320/A321 IAE V2530-A5

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

For Training Purposes Only

Lufthansa Technical Training

ENGINE GENERAL

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A319/A320/A321 IAE V2530-A5

72-00

For Training Purposes Only

Lufthansa Technical Training

ENGINE GENERAL

Figure 15 FRA US/T bu

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Rear Bearing Compartment Page: 31

Lufthansa Technical Training

ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 ENGINE MODULES The engine modules are: 32 the intermediate case module, 31 the fan module, 40 / 41 the high pressure compressor, & diffuser/combustor module, 45 the high pressure turbine, 50 the LP turbine 60 the accessory drive gearbox.

High Pressure Turbine The high pressure turbine is a two stage turbine and drives the HP compressor and the accessory gearbox. Active clearance control is used to control seal clearances and to provide structural cooling.

NOTE:

Accessory Drive Gearbox The accessory drive gearbox provides shaft horse power to drive engine and aircraft accessories. These include fuel, oil and hydraulic pressure pumps and electrical power generators for the EEC and for the aircraft. The gearbox also includes provision for a starter which is used to drive the N2 shaft for engine starting.

THE MODULE NUMBERS REFER TO THE ATA CHAPTER REFERENCE FOR THAT MODULE.

For Training Purposes Only

Fan Module It consists of a single stage, wide−chord, shroudless fan and hub. Intermediate Case Module It consists of the fan containment case, fan exit guide vanes ( EGV ), intermediate case, booster, low spool stubshaft, the accessory gearbox towershaft drive assembly, high spool stubshaft and the station 2.5 bleed valve ( BSBV ). The booster consists of inlet stators, rotor assembly, and outlet stators. The No. 1, 2 and 3 ( front ) bearing compartment is built into the module and contains the support bearings for the low spool and high spool stubshafts.

Low Pressure Turbine The low pressure turbine is a five stage module. Active clearance control is used to control seal clearances and to provide structural cooling.

High Pressure Compressor The HP compressor is a ten stage, axial flow module. It is comprised of the drum rotor assembly, the front casing which houses the variable stator vanes and the rear casing which contains the fixed stators and forms the bleed manifolds. Diffuser / Combustor Module The combustion section consists primarily of the diffuser case, annular two piece combustor, with 20 fuel injector and 2 ignitors. The high compressor exit guide vanes and the No. 4 bearing compartment are also part of the module. The main features of the module include a close−coupled prediffuser and combustor that provide low velocity shroud air to feed the combustor liners and to minimize performance losses.

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Page: 32

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ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00

31 - FAN

32 - INTERMEDIATE CASE

For Training Purposes Only

40 - HP SYSTEM 41 - DIFFUSER / COMBUSTOR 45 - HP TURBINE

50 - LOW PRESSURE TURBINE

60 - ACCESSORY DRIVE GEARBOX

Figure 16 FRA US/T bu

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Engine Modules Page: 33

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ENGINE GENERAL

A319/A320/A321 IAE V2530-A5

72-00 MODULE 32 INTERMEDIATE CASE

BOOSTER STAGE BLEED VALVE

Fan Case The fan case provides a titanium shroud around the fan rotor and forms the outer annulus of the cold stream duct. LP Compressor Outlet Guide Vanes Aerodynamic control air flow within the cold air steam duct is achieved by 60 vanes manufactured in aluminium. The vanes consist of 20 segments, each containing 3 vanes. Both sides of the vanes are attached to the outer and inner platforms. The outer platform is bolted to the fan case and the inner platform is pinned to the outer shroud ring of the LP compressor stage 2.5 stator assembly.

For Training Purposes Only

Booster Stage bleed valve ( BSBV ) The bleed valve mechanism is supported by the intermediate structure and the outer ring of the stage 2.5 vanes. Two actuating rods which are each motivated by actuators allow a axial motion to the valve ring via 2 power arms.

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A319/A320/A321 IAE V2530-A5

72-00

3 ea

For Training Purposes Only

Fan Outlet Inner Vane Assembly

Figure 17 FRA US/T bu

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Fan Case Section Page: 35

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72-00 MODULE 31 ( FAN MODULE ) Module 31 is the complete Fan assembly and comprises :

22 wide-cord ,titanium shroudless hollow fan blades

22 annulus fillers

the titanium fan disc

the front and rear blade retaining rings The blades are retained in the disc radially by the dovetail root. Axial retention is provided by the front and rear blade retaining rings. Blade removal / replacement is achieved by removing the front blade retaining ring and sliding the blade along the dovetail slot in the disc. The fan inner annulus is formed by 22 annulus fillers. Nose Cone The glass-fibre cone smoothes the airflow into the fan.It is secured to the front blade retaining ring by 18 bolts. The nose cone is balanced during manufacture by applying weights to its inside surface.The nose cone is unheated.Ice protection is provided by a soft rubber cone tip. The nose cone retaining bolt flange is faired by a titanium fairing which is secured by 6 bolts.

For Training Purposes Only

NOTE:

Annulus Fillers The blades do not have integral platforms to form the gas−path inner annulus boundary. This function is fulfilled by annulus fillers which are located between neighbouring pairs of blades. The material of the fillers is aluminium. Each annulus filler has a hooked trunnion at the rear and a dowel pin and a pin at the front. The rear trunnion is inserted in a hole in the rear blade retaining ring. The front pins are inserted in holes in the front blade retaining ring. The fillers are radially located by the front and rear blade retaining rings. Each filler is secured to the front blade retaining ring by a bolt. In order to minimize the leakage of air between the fillers and the aerofoils, there is a rubber seal bonded to each side of each filler. Fan Disc The fan disk is driven through a curvic coupling which attaches it to the LP stub shaft. The curvic coupling radially locates and drives the fan disk. During manufacture of the fan disk, it is dynamically balanced by removal of metal from a land on the disk.

BE CAREFUL WHEN REMOVING THE NOSE CONE RETAINING BOLTS. BALANCE WEIGHTS MAY BE FITTED TO SOME OF THE BOLTS. THE POSITION OF THE WEIGHTS MUST BE MARKED BEFORE REMOVAL TO ENSURE THEY ARE REFITTED IN THE SAME POSITION.

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72-00

Showing Crossection of Fan Disc

For Training Purposes Only

Slot Numbering

Rubber

Rubber

SOFT RUBBER CONE TIP

Figure 18 FRA US/T bu

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LP Compressor ( Fan ) Page: 37

A319/A320/A321 IAE V2530-A5

72-00 INLET CONE REMOVAL A special tool is used to remove the Inlet Cone to prevent it from damage as shown below. NOTE:

THE INLET CONE IS MADE FROM GLASSFIBER.

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72-00

For Training Purposes Only

A

A

Figure 19 FRA US/T bu

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Inlet Cone Removal Page: 39

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72-00 FAN BLADE REMOVAL / INSTALLATION Removal The Nose cone is secured to the front blade retaining ring by 18 bolts. Be careful when removing the nose cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of these weights must be marked before removal to ensure they are refitted to the same position. The blade retaining ring is secured to the fan disc by a ring of 36 bolts. A second ( outer ) ring of bolts passes through the retaining ring and screws into each of the 22 annulus fillers. Both rings of bolts must be removed before attempting to remove the front retaining ring. After all the securing bolts ( 22 + 36 ) have been removed the retaining ring can be removed by srewing pusher bolts into the 6 threaded holes provided for this purpose. Balance weights, if required are located on the retaining ring.

Installation After the new blade and the annulus fillers are fitted, The front blade retaining ring can be fitted. The front blade retaining ring can only be fitted in one position which is determined by tree off - set locating dowells on the fan disc. When the retaining ring is fitted to the fan disc the lettet T, etched on the retaining ring, identifies No 1 fan blade position. NOTE:

FAN BLADE INSPECTION / REPAIR ARE DESCRIBED IN THE AMM 72-31-1 1 PAGE BLOCK 800.

NOTE:

THE MOMENT WEIGHT OF THE FAN BLADE IS WRITTEN ON THE THE ROOT SURFACE

For Training Purposes Only

The fan blades and annulus filler positions are not identified.For this reason it is important to identify the blade and annulus filler position, relative to the numbered slots in the fan disc, before disassembly. Remove the annulus fillers on either side of the blade to be removed. The annulus fillers can be removed as follows :

lift the front end of the annulus filler 3 to 4 inches.

twist the annulus filler through about 60 deg counter - clockwise

draw the annulus filler forward to clear the blades The blade to be removed can then be pulled forward to clear the dovetail slot in the fan disc.

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A319/A320/A321 IAE V2530-A5

72-00

For Training Purposes Only

”T”

MOMENT WEIGHT

Figure 20 FRA US/T bu

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Fan Blade Removal / Installation Page: 41

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ENGINE GENERAL

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72-00

ATA 72-31-1 1 FAN BLADE REPAIR FAN BLADE INSPECTION / REPAIR Before any repair is carried out, reference must be made to the AMM Chapter 72-31-1 1 Page Block 800. Repair Damage on the Low Pressure Compressor ( LPC ) Fan Blades by Local Material Removal

For Training Purposes Only

CAUTION :

YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS, STONES AND PAPERS TO DRESS, BLEND AND POLISH THIS COMPONENT.

IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED.

DO NOT USE FORCE WITH MECHANICAL CUTTERS, OR THE MATERIAL WILL BECOME TOO HOT.

LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRESSOR EFFICIENCY AND EXTEND THE ROTOR BLADE LIFE.

THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING BLADES MUST NOT BE DRESSED.

THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, TO PREVENT A RISK OF ENGINE VIBRATION.

PROCEDURE NOTE:

( 2 ) Wash the repaired area with a cloth soacked in the solution. ( 3 ) Use a cloth soaked in clean cold water until the area is fully cleaned. ( 4 ) If necessary repeat steps ( 2 ) and ( 3 ). ( 5 ) Wipe the area with a clean dry cloth. B. Do a Local Penetrant Crack Test on the Damaged Blades. ( 1 ) Use fluorescent penetrant ( Material No. V06−022 ) and do a penetrant inspection of the damaged area ( Ref. SPM 702305 ). C. Examine the Blade Airfoil ( 1 ) Examine the blade airfoil for crack indications. Use X10 binocular under ultra violet light. (a)

THIS REPAIR LETS YOU SCALLOP THE LEADING EDGE, REMOVE DAMAGE FROM THE AIRFOIL SURFACE AND IF DAMAGE IS FOUND IN ZONE AD, THEN YOU MUST BLEND PARALLEL WITH THE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA BY MATERIAL REMOVAL.

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A. Chemically Clean the Blades ( 1 ) Use alkali cleaner (Material No. V01−300), alkani cleaner ( Material No. V01−339 ) or alkani cleaner ( Material No. V01−422 ) and prepare the solution ( Ref. AMM TASK 70−11−50−100−010 ).

August 2001

If a blade is cracked, reject it.

( 2 ) Examine the blade for damage ( Ref. TASK 72−31−11−200−010 ). ( a ) If a blade is damaged, do step ( 4.D. ) that follows.

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72-00

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Figure 21 FRA US/T bu

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Fan Blade Repair Limits Page: 43

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72-00 PROCEDURE D. Remove Local Damage on the Leading Edge ( Ref. Fig. 804 / TASK 72−31−11−991−174 ) ( 1 ) Remove damage on the leading edge by removal of minimum material. Continue to remove damage until all the damage is removed. Use portable grinding equipment. NOTE:

IF DAMAGE IS SHOWN IN ZONE AD, YOU MUST BLEND THE DAMAGE PARALLEL WITH THE BLADE LEADING EDGE, TO REMOVE ANY MATERIAL ABOVE THE REPAIRED AREA.

IF YOU BLEND IN ZONE AD, YOU CAN ONLY HAVE ONE SCALLOP IN ZONE AC, ZONE AA AND ZONE AB, CAN EACH HAVE A SCALLOP, INDEPENDENTLY OF THE REPAIR OF ZONES AD AND AC. ( 2 ) Remove damage as necessary on the airfoil surface by the removal of minimum material. Continue to remove damage until all the damage is removed. The maximum depth to remove the damage must not be more than 0.015 in. ( 0.38 mm ). The diameter of the repaired area is to be 50 times the depth.

For Training Purposes Only

NOTE:

( 3 ) Make smooth the repaired area‘s. Make sure all the damaged marks are completely removed and the surface finish is made the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05−021 ), waterproof abrasive paper ( Material No. V05−020 ) and / or waterproof abrasive paper ( Material No. V05−064 ). ( 4 ) Polish the repaired area‘s, to remove scratches and make the surface finish the same as the adjacent material. Use waterproof abrasive paper ( Material No. V05−021 ), waterproof abrasive paper ( Material No. V05−020 ) and / or waterproof abrasive paper ( Material No. V05−064 ). NOTE:

THE LAST POLISH IS TO BE IN A RADIAL DIRECTION.

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Figure 22 FRA US/T bu

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Fan Blade Repair Limits Page: 45

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72-00 PROCEDURE E. Examine the LP Compressor Fan Blades ( 1 ) Visually examine and measure the dimensions of the scallop on the leading edge and the airfoil surface. Make sure the maximum depth of the repair on the airfoil surfaces is not more than 0.015 in. ( 0.38 mm ). Discard the blades, if they are not in the limits specified. Use workshop inspection equipment. F. Do a Local Penetrant Crack Test on the Damaged Blades. ( 1 ) Use fluorescent penetrant ( Material No. V06−022 ) and do a penetrant inspection of the damaged area ( Ref. SPM 702305 ). G. Identify the Repair ( 1 ) A log book entry is necessary when you have completed this repair. Write VRS1506 in the engine log book. (2)

BLADES REPAIRED TO THIS SCHEME, MUST BE SWAB ETCHED AND INSPECTED AS SPECIFIED IN THE ( REF. EM 72−31−11−300−025 ) ( VRS1026 ) AND GLASS BEAD PEENED AT THE NEXT SHOP VISIT, TO THE INSTRUCTIONS SPECIFIED IN THE ( REF. EM 72−31−11− 300−016 ) ( VRS1724 ).

For Training Purposes Only

NOTE:

At the next shop visit make a mark VRS1506 adjacent to the part number. Use vibro−engraving equipment.

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72-00

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Figure 23 FRA US/T bu

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Fan Blade Repair Limits Page: 47

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72-00 MODULE 40 HP COMPRESSOR The HP compressor has 10 stages. It utilises variable inlet guide vanes at the inlet to stage 3 and variable stator vanes at stages 3, 4 and 5 The front casing, which houses stages 3 to 6, is made in two halves which bolt together along horizontal flanges. It is bolted to the intermediate casing ( module 32 ) at the front and to the outer casing at the rear. The rear compressor casing has inner and outer casings as shown. Flanges on the inner case form annular manifolds which provide 7 and 10 stage air offtakes. ON THE V2500-A1 THE INLET GUIDE VANES AND STAGES 3, 4, 5 & 6 ARE VARIABLE.

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NOTE:

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72-00

V2500-A1

For Training Purposes Only

V2500-A5

Figure 24 FRA US/T bu

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HP Compressor Page: 49

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72-00 COMBUSTION SECTION The combustion section includes the diffuser section, the combustion inner and outer liners, and the No 4 bearing assembly. Diffuser Casing The diffuser section is a primary structural part of the combustion section. The diffuser section has 20 mounting pads for the installation of the fuel spray nozzles. It also has two mounting pads for the two ignitor plugs.

For Training Purposes Only

Combustion Liner The combustion liner is formed by the inner and outer liners. The outer liner is located by five locating pins which pass through the diffuser casing. The inner combustion liner is attached to the turbine nozzle guide vane assembly. The inner and outer liners are manufactured from sheet metal with 100 separate liner segments attached to the inner surface. The segments can be replaced independently.

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Figure 25 FRA US/T bu

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Combustion Section Page: 51

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A319/A320/A321 IAE V2530-A5

72-00 HP TURBINE 10th stage Make up air valve The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. Purpose The make up air discharges into the area around No 4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine,stage 2. All of the HPT airfoils are cooled by secondary air flow. The first stage HPT blades are cooled by the HPC discharge air which flows through the fist stage HPT duct assembly. The second stage vane clusters are permanent cooled by 10th stage compressor air mixed with thrust balance seal vent air supplied externally. The 10th stage air is supplied through 4 tubes ( 2 tubes on each engine side ) Second stage HPT cooling air is a mixture of HPC discharge air and 10th stage compressor ( make up air ). This air moves through holes in the first stage HPT air seal and the turbine front hub into the area between the hubs. The air then goes into the second blade root and out the cooling holes,

NOTE : The E.E.C. will keep the air valve open at all engine operating phases except cruise. The valve incorporates 2 micro switches for transmitting valve position to the E.E.C channel A & B. The ” fail safe ” position is valve open, solenoid de−energised. The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950

10th Stage ” Make−up ” Air System Introduction The make up air discharges into the area around No4 bearing housing and supplements the normal airflows in this area and increases the cooling flow passing to the H.P. turbine, stage 2. The cooling air used is taken from the 10th stage manifold, and is controlled by a two position pneumatically operated valve. The valve position is controlled by the E.E.C. as a function of corrected N2 and altitude. Operation Signals from the E.E.C. will energise / deenergise the solenoid control valve. This directs pneumatic servo supplies to position the 10th stage air valve to the open / close position. In the open position ( solenoid deenergized ) the valve allows 10th stage air to flow through two outlet tubes down the left and right hand side of the diffuser case and then pass into the engine across the diffuser area. The air then discharges into the area around No 4 bearing housing. FRA US/T bu

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72-00 MAKE UP AIR 10TH STAGE SOLENOID VALVE

TO OTHER BLEED SOLENOID VALVES

MAKE UP AIR VALVE

FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR

10 TH STAGE AIR (4X)

EEC

STAGE 10 AIR

MAX FLOW

COMBUSTION CHAMBER

STAGE 12

MIN FLOW

For Training Purposes Only

BEARING 4 COMPARTMENT NO.4 BEARING SCAVENGE VALVE TO DEOILER

OIL PRESSURE OIL PRESS XMTR LOW OIL PRESS. SWITCH

OIL AND AIR NO.4 BEARING PRESS XMTR REED SW

EEC

PB

EIU Figure 26

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No.4 Bearing Scavenge Valve Page: 53

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72-00 10 TH. STAGE MAKE UP AIR VALVE The two position stage 10 ON / OFF valve is bolted to the 10th stage manifold at the top of the engine compressor case. The valve is equipped with a position indicator ( closed or open )

For Training Purposes Only

The HPC Stage 10 make up air valve and associated hardware has been deleted from production beginning with ESN V10950

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72-00

INDICATOR PIN

O C

VISUAL POSITION INDICATOR

2 POSITION FEEDBACK SWITCES TO EEC

For Training Purposes Only

P3 SERVOPRESS.

SOLENOID CONTROL VALVE

10th STAGE PRESS TO NO4 BEARING SCAVENGE VALVE

AIR OUTLET TUBES

Figure 27 FRA US/T bu

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Stage10 to HPT Air Control Valve Page: 55

A319/A320/A321 IAE V2530-A5

72-00 COMMON NOZZLE ASSEMBLY (CNA) General The mixed exhaust system collects two flows of air. The first is the cold airflow, which is the fan bypass air. The second is the hot airflow which comes from the engine core. The mixed exhaust system is made up of the common nozzle exhaust collector and the engine exhaust cone.

The common exhaust collector admits the hot and cold gas outflows. These gas outflows then go out to the atmosphere through the common nozzle.

The nozzle forms a convergent duct which increases the speed of the mixed gas to give forward thrust.

The engine exhaust cone forms the inner contour of the common nozzle exhaust collector. It is made of a welded inco 625 honeycomb perforated panel for sound attenuation, an attachment ring and a closure panel.

Interface seals provide sealing between the exhaust collector, the thrust reverser and the pylon . The cold airflow exhaust is part of the thrust reverser system described in 78−30−00. When the thrust reverser operates, the cold and hot outflows divide, and go in different directions.

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Figure 28 FRA US/T bu

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Common Nozzle Assemply Page: 57

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72-00

ATA 72−60 ACCESSORY DRIVE GEARBOX ANGLE AND MAIN GEARBOX The cast aluminium gearbox assembly transmits power from the engine to provide drives for the accessories mounted on the gearbox front and rear faces. During engine starting the gearbox also transmits power from the pneumatic starter motor to the engine. The gearbox also provides a hand cranking for the HP rotor ( N2 ) for maintenance operations. The gearbox is mounted by 4 flexible links to the bottom of the fan case. main gearbox 3 links angle gearbox 1 link Features :

For Training Purposes Only

Front Face

Individually replaceable drive units

Magnetic chip detectors

Main gearbox 2 magnetic chip detectors

Angle gearbox 1 magnetic chip detector

De−oiler

Pneumatic starter

Dedicated generator / alternator

Hydraulic pump

Oil Pressure pump Rear Face

Fuel pumps ( and Fuel Metering Unit FMU )

Oil scavenge pumps unit

Integrated Drive Generator System ( I.D.G.)

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72-00

REAR VIEW

SCAVENGE

For Training Purposes Only

Manual Drive

FRONT VIEW

& PRESS FILTER

Figure 29 FRA US/T bu

August 2001

Angle and Main Gearbox Page: 59

A319/A320/A321 IAE V2530-A5

72-00 DRIVE SEAL The sealol seal The picture below shows a typical SEALOL SEAL ( carbon drive seal ) installation ( Starter ). This type of seals are used on the drive pads on the gearbox. Consists of the following parts :

A mating ring ( glazed face ) with four lugs engageing the four corresponding slots in the gearshaft ball bearing.

A cover, secured to the bearing housing with nuts, to ensure constant contact between the glazed face and the static part of the seal. The sealol seals are matched assemblies. If one of the components is damaged, replace the complete seal !

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72-00

SEALOL SEAL

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Figure 30 FRA US/T bu

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Drive Seals Page: 61

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Figure 31 FRA US/T bu

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Engine Components Location (L/H side) Page: 62

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Figure 32 FRA US/T bu

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Engine Components Location (R/H side) Page: 63

A319/A320/A321 IAE V2530-A5

72-00 ENGINE FLANGES Flanges are located on the engine for attachment of brackets,claps,bolt,etc. Physical Description The external flanges of the engine have been assigned letter designations alphanumerical from A to U.The letters I,O and Q are not used.The letter designations are used for flange identification whenever it is necessary to be explicit about flange location.

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Figure 33 FRA US/T bu

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Engine Flanges Page: 65

A319/A320/A321 IAE V2530-A5

72-00

ATA 72-00 BORESCOPING GENERAL Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.

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Figure 34 FRA US/T bu

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Manual Handcranking Page: 67

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72-00 BORESCOOPING GENERAL Hand Cranking A access to crank the HP compressor manually is provided at the front face of the gearbox between the Starter and the deticated alternator.

BORESCOOPE INSPECTION OF THE HP COMP. Borescope ports are provided to give acess for visual inspection of the compressor and the turbine . For furter information and limits refer to AMM 72-00-00. Inspection/Check Procedure

Install the tool to turn the HP system.

Prepare the borescope equipment for use as given in the makers instructions.

Carefully put the borescope probe into the access port of the stage of the compressor you want to examine . USE AN 8MM PROBE FOR PORTSX,A,B AND A 5.5MM PROBE FOR PORTS C,D,E,F & G AND A FLEXIBLE BORESCOPE FOR INSPECTION OF THE HEATSHIELD ASSEMBLIES.

Whilst turning the HP system, examine each blade in turn for: − Nicks & Tears − Cracks − Dents − Tip damage & discolouration

For Training Purposes Only

NOTE:

NOTE:

BLADE NUMBERS & DIMENSIONS ARE SHOWN FOR EACH STAGE.

Examples of blade damage limits are in AMM 72-00-00

On completion of the inspection remove the borescope probe from the engine and refit the access port covers as described on the next page.

Remove the tool used to turn the HP system & return the engine to normal.

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72-00

NOTE: Port ”B” is available at both sides of the engine The left hand side is better accessible

V2530-A5

V2500-A1

V2530-A5

For Training Purposes Only

STAGE OF COMPRESSOR TO BE EXAMIND 3 to 4 4 to 6 7 to 8 8 to 9 9 to 10 11 to 12

Figure 35 FRA US/T bu

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ACCESS PORT TO BE USED A B D E F G

HP Compressor Borescope Access Page: 69

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72-00 BORESCOPE INSPECTION OF THE HP COMP. CONT. Borescope Access NOTE:

IAE RECOMMENDS THAT ONLY THE STAGE 3 & 12 HP COMPRESSOR BLADES ARE EXAMINED WITH THE ENGINE ON−WING.

ACCESS PORT D SHOULD NOT BE USED ON ENGINES THAT ARE PRE SBE72−0033 AS DAMAGE CAN BE CAUSED TO THE BORESCOPE EQUIPMENT.

Remove the required borescope access part covers X,A,B,C,D,E,F,G, by removing the attaching bolts. The diagram below shows which stage are accessed through each port.

Remove the old jointing compound from around the access ports and access port covers using a non−metallic scraper and a lint free cloth made moist with cleaning fluid.

Prior to installation of the borescope access port covers it Is necessary to apply jointing compound. The procedure to be taken is:

For Training Purposes Only

NOTE:

Access ports X, A, B & C − Apply a thin layer of jointing compound to the mating faces using a stiff bristle brush. Do not apply within 0.12 to 0.16in (3 to 4mm) of access port. − Wait 10 minutes, install access port cover & attach with bolts. Torque load to between 85 − 105 lbf in. − Re−torque again to same figures after 2 minutes then remove excess jointing compound. Access ports D,E,F & G. − Do not require jointing compound.

FRA US/T bu

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Page: 70

Lufthansa Technical Training For Training Purposes Only

ENGINE BORESCOPING

A319/A320/A321 IAE V2530-A5

72-00

STAGE OF COMPRESSOR TO BE EXAMIND

ACCESS PORT TO BE USED X B C

VIGV TO 3 -LE 3 to 4 5 to 6

Figure 36 FRA US/T bu

August 2001

HP Compressor Borescope Access Page: 71

Lufthansa Technical Training

ENGINE MOUNTS

A319/A320/321 IAE V2530−A5

71-20

ATA 71 POWER PLANT 71-20 ENGINE MOUNTS General The engine mounts support the engine by transmitting loads from the engine case to the pylon structure. They allow thermal expansion of the engine without inducing additional load into the mount system. Each engine mount design provides dual load paths to ensure safe operation if one member fail.

For Training Purposes Only

The engine/pylon connection is achieved by means of a two−mount system : − the forward mount : it is attached to the engine via the intermediate casing. It takes the X loads (thrust), Y loads (lateral) and Z loads (vertical). − the aft mount : it is attached to the engine via the exhaust casing. It takes the loads in a plane normal to the engine centerline i.e.: Y loads (lateral), Z loads (vertical) and Mx (engine rotational inertia moment + Y load transfer moment). Component Location The front mount is installed at the top center of the low pressure compressor case. The rear mount is installed at the top center of the low pressure turbine case. The engine mount system has these components: − A front mount − A rear mount .

FRA US/T Bu

July 01

Page: 72

A319/A320/321 IAE V2530−A5

71-20

For Training Purposes Only

Lufthansa Technical Training

ENGINE MOUNTS

Figure 37 FRA US/T Bu

July 01

Mounts and Loads Page: 73

Lufthansa Technical Training

POWER PLANT ENGINE MOUNTS

A319/A320A321 IAE V2530-A5

71-20 71-20 ENGINE MOUNTS General The engine is attached to the aircraft pylon by two mount assemblies, one at the front and one at the rear of the engine.The mount assemblies transmit loads from the engine to the aircraft structure. Spherical bearings in each mount permit thermal expansion and some movement between the engine and the pylon. Both mounts are made to be fail−safe and have a tolerance to damage.

For Training Purposes Only

FORWARD ENGINE MOUNT The front mount has these parts:

Two thrust links.

A beam assembly.

A cross beam assembly.

A support bearing assembly. The thrust links attach to lugs on the cross beam and to the engine mount lugs on the low pressure compressor using solid pins. A spherical bearing is installed at each end of the links.Vertical and side loads are transmitted through the support bearing to the beam assembly and then to the aircraft pylon. The beam assembly is aligned on the aircraft pylon by two shear pins and attached with five bolts. The thrust of the engine is transmitted through the thrust links, the cross beam assembly and the beam assembly to the aircraft pylon. The support bearing permits the engine to turn so that torsional loads are not transmitted to the aircraft structure. The front mount is made to be fail−safe. If one of the two thrust links or the cross beam should fail, then thrust loads are transmitted through the ball stop and into the beam assembly. The thrust is then transmitted to the pylon structure.

FRA US/T bu

August 2001

AFT ENGINE MOUNT The aft mount has these parts:

Two side links.

A center link.

A beam assembly. The two side links attach to the beam assembly at one end and the engine aft mount ring on the low pressure turbine case at the other end. The aft mount is aligned on the pylon by two shearpins and is attached to the pylon by four bolts and washers. Vertical and side loads are transmitted through the side links and beam assembly and into the pylon. Torsional loads are transmitted by the center link to the beam assembly and in to the pylon. The mount is made to be fail−safe. The side links are each made up of two parts which are attached together to make one unit. If one part of the link should fail, the remaining part will transmit the loads to the beam assembly.

Page: 74

Lufthansa Technical Training

POWER PLANT ENGINE MOUNTS

A319/A320A321 IAE V2530-A5

71-20

Fail Safe Bolt AFT MOUNT

FORWARD MOUNT Pylon Mount

Cross Beam Assembly Beam Assembly

SHEAR PINS

Thrust Link

For Training Purposes Only

Thrust Link

Support Bearing

Figure 38 FRA US/T bu

August 2001

Engine Mounts Page: 75

Lufthansa Technical Training

POWER PLANT COWLINGS

A319/A320/A321 V2530-A5

71-10

ATA 71-10 NACELLE ACCESS DOORS & OPENINGS NACELLE GENERAL The nacelle ensures airflow around the engine during its operation and also provides protection for the engine and accessories. The major components which comprise the nacelle are:

the air inlet cowl

the fan cowls (left and right hand)

The ”C” ducts which incorporate the hydraulically operated thrust reverser unit.

the Combined Nozzle Assembly (CNA)

ACCESS DOORS & OPENINGS Access to units mounted on the low pressure compressor (fan) case and external gearbox is gained by opening the hinged fan cowls. Access to the core engine ,and the units mounted on it ,is gained by opening the hinged ”C” ducts.

For Training Purposes Only

Pressure relief Doors: Two access doors also operate as pressure relief doors.They are installed on each nacelle.

The air starter valve and pressure relief door in the right fan cowl

and the oil tank service pressure relief door in the left fan cowl. The two pressure relief doors protect the core compartment against a differential overpressure of 0.2 bar (2.9007 psi) and more. Spring−loaded latches hold the doors in place. If overpressure causes one or the two doors in a nacelle to open during flight, they will not latch close again automatically. The door (doors) will be found open during ground inspections.

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Page: Page: 76

Lufthansa Technical Training

POWER PLANT COWLINGS

A319/A320/A321 V2530-A5

71-10

RIGHT SIDE

STRAKE

ACAC OUTLET STRAKE

For Training Purposes Only

PRESSURE RELIEF DOOR

LEFT SIDE ACAC OUTLET

Figure 39 FRA US/T bu

August 2001

Nacelle Access Doors Page: Page: 77

Lufthansa Technical Training

POWER PLANT COWLINGS

A319/A320/A321 V2530-A5

71-10 FAN COWLS OPENING / CLOSING The fan cowl doors extend rearwards from the inlet cowl to overlap leading edge of the ”C” ducts.When in the open position the fan cowls are supported by two telescopic hold − open struts,using support points provided on the fan case (rear) and inlet cowl (front). Storage brackets are provided to securely locate the struts when they are not in use.

Warning

Be careful when opening the doors in winds of more than 26 knots (30mph)

Warning The fan cowl doors must not be opened in winds of more than 52 knots (60mph)

For Training Purposes Only

The fan cowl hold open struts must be in the extended position and both struts must always be used to hold the doors open.

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Page: Page: 78

Lufthansa Technical Training

POWER PLANT COWLINGS

A319/A320/A321 V2530-A5

71-10

For Training Purposes Only

DETAIL AT 4 POSITIONS

Figure 40 FRA US/T bu

August 2001

Fan Cowls Opening / Closing Page: Page: 79

A319/A320/A321 V2530-A5

71-10 FAN COWL LATCH ADJUSTMENT The mismatch between the two cowl doors can be adjusted by fitting / removing shims,as shown below. Latch tension is adjusted by use of the adjusting nut at the back of the latch keeper as shown below.

For Training Purposes Only

Lufthansa Technical Training

Power Plant General

FRA US/T bu

August 2001

Page: Page: 80

A319/A320/A321 V2530-A5

71-10

For Training Purposes Only

Lufthansa Technical Training

Power Plant General

Figure 41 FRA US/T bu

August 2001

Fan Cowl Latch Adjustment Page: Page: 81

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32

ATA 78-32 THRUST REVERSER COWL DOORS T/R COWLING ( ”C-DUCT” ) OPENING / CLOSING

Caution Before opening:

Wing slats must be retracted and deactivated.

2.

All 6 latches & take - up devices must be released.

3.

If reverser is deployed, pylon fairing must be removed.

4.

Deactivate Thrust Reverser Hydraulic Control Unit ( HCU )

5.

FADEC power ”OFF”

6.

Put Warning Notices in the Cockpit

For Training Purposes Only

1.

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Page: 82

A319/A320/A321 V2530-A5

78-32

PYLON FAIRING With deployed reverser the fairing must be removed !

For Training Purposes Only

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

REVERSER CASCADES

Figure 42 FRA US/T bu

August 2001

C-Duct Opening/Closing Page: 83

A319/A320/A321 V2530-A5

78-32 THRUST REVERSER HALF LATCHES 6 Latches are provided to keep the Thrust Reverser Halfs in the closed position. They are located :

1 Front latch ( access through the left fan cowl )

3 Bifurcation latches ( access through a panel under the C-Duct halves )

2 latches on the reverser translating sleeve ( Double Latch )

For Training Purposes Only

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

FRA US/T bu

August 2001

Page: 84

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32

C

B

For Training Purposes Only

A

Figure 43 FRA US/T bu

August 2001

Thrust Reverser Half Latches Page: 85

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32 LATCH ACCESS PANEL & TAKE UP DEVICE An access panel ,as shown below , is provided to gain access to the three BIFURCATION ”C” duct latches and the ”C” duct take up device (also called, Auxiliary Latch Assembly ). The take up device is a ”turnbuckle” arrangement which is used to draw the two ”C” ducts together.This is necessary to compress the ”C” duct seals far enough to enable the latch hooks to engage with the latch keepers. The take up device is used both when closing and opening the ”C” ducts. The take up device must be disengaged and returned to its stowage bracket,inside the L/H ”C” duct,when not in use. RED OPEN FLAGS ,INSTALLED ON THE C-DUCT INDICATE THAT THE BIFURCATION LATCHES ARE OPEN.

For Training Purposes Only

NOTE:

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Page: 86

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32

For Training Purposes Only

DETAIL VIEW of a typical Latch - Open Indicator on the Bifurcation Latch.

Open-Indicator ( 3 installed )

Figure 44 FRA US/T bu

August 2001

Latch Panel & Take Up Device Page: 87

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32 FRONT LATCH AND OPEN INDICATOR Access to the front latch is gained through the left hand fan cowl. The latch is equipped with a red open indicator. The open -indicator gets in view through a gap in the cowling ( also when the thrust reverser halfs are closed ) to indicate a not propper closed reverser cowl. MAKE SURE THAT YOU POSITION THE FRONT LATCH CORRECTLY AGAINST THE FRONT LATCH OPEN INDICATOR WHILE YOU PULL THE THRUST REVERSER HALVES TOGETHER WITH THE AUXILIARY LATCH ASSEMBLY.(TAKE UP DEVICE) IF YOU DO NOT DO THIS ,THE FRONT LATCH CAN GET CAUGHT BETWEEN THE THRUST REVERSER HALVES AND THE AUXILIARY LATCH ASSEMBLY AND THE HOOK CAN GET DAMAGED.

For Training Purposes Only

CAUTION:

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August 2001

Page: 88

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

78-32

B

For Training Purposes Only

SPRING

FRONT LATCH OPEN INDICATOR RED FRONT LATCH OPEN INDICATOR

Figure 45 FRA US/T bu

August 2001

FRONT LATCH

Front Latch with Open Indicator Page: 89

A319/A320/A321 V2530-A5

78-32 C - DUCT OPENING / CLOSING SYSTEM On each ”C” duct a single acting hydraulic actuator is provided for opening. A hydraulic hand pump must be connected to a self sealing /quick release hydraulic connection for opening. NOTE:

THE HYDRAULIC FLUID USED IN THE SYSTEM IS ENGINE LUBRICATING OIL.

For Training Purposes Only

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

FRA US/T bu

August 2001

Page: 90

A319/A320/A321 V2530-A5

78-32

For Training Purposes Only

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

Figure 46 FRA US/T bu

August 2001

”C” Duct Opening/Closing Page: 91

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

A319/A320/A321 V2530-A5

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

For Training Purposes Only

WARNING:

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Page: 92

A319/A320/A321 V2530-A5

78-32

For Training Purposes Only

Lufthansa Technical Training

ENGINE EXHAUST THRUST REVERSER COWLS

Figure 47 FRA US/T bu

August 2001

„C“ Duct Hold Open Struts Page: 93

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

ATA 79 OIL 79−00 GENERAL Oil System Presentation The lubrication system is self−contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quick−connect a pressurized oil line and a drain line.

For Training Purposes Only

Lubrication System Components The lubrication system consits of four subsystems: − the lubrication supply system − the lubrication scavenge system − the oil seal pressurization system − the sump venting system. The oil system lubricates the engine components. It contains

− the oil tank

− the lube and scavenge pump modules

− the fuel/oil heat and air/oil heat exchangers

− the filters, chip detectors, pressure relief and bypass valves.

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Page: Page: 94

A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

Lufthansa Technical Training

ENGINE OIL SYSTEM

Figure 48 FRA US/T bu

August 2001

Oil System Basic Schematic Page: Page: 95

Lufthansa Technical Training For Training Purposes Only

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 79−00 GENERAL Oil System Presentation System Description The lubrication system is self−contained and thus requires no airframe supplied components other than certain instrumentation and remote fill and drain port disconnectors on the oil tank.These ports are used to refill the oil tank promptly and precisely by allowing the airlines to quick−connect a pressurized oil line and a drain line. It is a hot tank system that is not pressure regulated. Oil from the oil tank enters the one stage pressure pump and the discharge flow is sent directly to the oil filter. A coarse cleanable filter is employed. The oil then is piped through the air cooled oil cooler and the fuel cooled oil cooler ,which are part of the Heat Management System (HMS) ,which ensures that engine oil,IDG oil and fuel temperatures are maintained at acceptable levels, to the bearings.Except for the No 3 bearing damper and the No.4 bearing compartment,the pressure supplied to each location is controlled by a restrictor.There is a ”last chance” strainer at the entry of each compartment to prevent blockage by any debris / carbon flakes in the oil. The savenge oil is then piped,either directly or through the de-oiler to the 5 stage scavenge pumps.There is a disposable cartridge type scavenge filter at the outlet of the scavenge pumps before returning to the oil tank.A valve allows oil to bypass the scavenge filter when the filter differential pressure exceeds 20 psi. A differential pressure warning switch set at 12 psi, gives cockpit indication of impending scavenge filter bypass. The oil pressure is measured as a differential between the main supply line pressure, upstream of any restrictors, and the pressure in the No.4 bearing compartment scavenge line, upstream of the two position scavenge valve. A low pressure warning switch, which is set for 60 psi, is provided in the main oil line before the bearing compartments and after the ACOC and FCOC at the same tapping points as the oil pressure sensor.This allows for cockpit monitoring of low oil pressure.The engine oil temperature is measured in the combined scavenge line to the oil tank. The No.4 bearing two position scavenge valve is operated pnuematically by tenth stage air and controls vented air flow from the bearing compartment in response to specific levels of engine thrust setting.At engine idle power, thevalve opens to provide the maximum area for scavenge flow. At higher power, FRA US/T bu

August 2001

the valve closes to a reduced area which provides,adequate pressure in the No.4 bearing compartment to protect the seals by maintaining low pressure differentials across compartment walls and minimizes air leakage into the bearing chamber. The scavenge valve pressure transducer senses the pressure present in the scavenge line upstream of the scavenge valve and supplies a signal to the EIU. A pressure relief valve at the filter housing limits pump discharge pressure to approximately 450 psi to protect downstream components. Lubrication System Components The lubrication system consits of four subsystems: − the lubrication supply system − the lubrication scavenge system − the oil seal pressurization system − the sump venting system. System Monitoring and Limitations The operation of the engine oil system may be monitored by the following flight deck indications.

engine oil pressure

engine oil temperature − MINIMUM STARTING: - 400 C − MIN.PRIOR EXCEEDING IDLE : -100C − MIN. PRIOR TAKE OFF: 500C − MAX CONTINIOUS: 1550C − MAX TRANSIENT: 1650C

oil tank contents 25 US quarts In addition warnings may be given for the following non normal conditions:

low oil pressure − RED LINE LIMIT: 60 PSI − AMBER LINE LIMIT: 80 PSI

scavenge filter clogged.

No. 4 compartment scavenge valve inoperative.

Page: Page: 96

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

OIL TEMPERATURE SENSOR( HMS )

FUEL IN

ACOC

BYPASS VLV‘ S

OIL TANK PRESSURIZATION VLV

SCAVENGE FILTER ∆ P SWITCH ( 12 PSI , ECAM MESS: ” OIL FILTER CLOG )”

FAN AIR

RESTRICTOR

FCOC ENG OIL

NO.5 BEARING NO 1, 2 & 3 BEARINGS

FUEL FILTER OUT

NO. 4 BEARING

OIL TANK FILLER CAP

OIL QTY XMTR ANTI-DRAIN VLV

BUFFER AIR ( 12TH )

CAVITY DRAIN LINE SCAVENGE FILTER BYPASS VLV ( 20 PSI ∆ P )

FLOW TIMING VLV

For Training Purposes Only

COLD START PRESS RELIEF VLV ( 450 ∆ PSI )

MASTER CHIP DETECTOR

NO 4 BEARING PRESS XMTR BIFURCATION PANEL REED SWITCH

OIL TEMPERATURE SENSOR

SCAVENGE FILTER NO 4 BEARING COMPARTMENT 2 POSITION SCAVENGE VLV

SCAVENGE PUMPS DE-OILER BREATER 10TH AIR STAGE AIR

LOW OIL PRESS. WARNING SWITCH ( 60 PSI )

OIL PRESS. XMTR

Figure 49 FRA US/T bu

August 2001

Oil System Schematic Page: Page: 97

Lufthansa Technical Training

OIL SYSTEM INDICATING

A319/A320/A321 IAE V2530-A5

79-30 79-30 OIL INDICATING SYSTEM General The oil system monitoring is performed by: - indications:

oil quantity (quarts)

oil temperature (degree celsius)

oil pressure (psi) - audio and visual warnings:

oil low pressure (LO PRESS)

oil filter clogging (OIL FILTER CLOG)

ECAM OIL INDICATIONS 1.- Oil quantity indication flashes green (Advisory):

when QTY 165 deg C. Oil HI TEMP is displayed :

when oil TEMP >165 deg C or 156 deg C more than 15 min.

4.- Oil filter clog (White & amber) warning appears on the screen when the engine scavenge filter is clogged.

For Training Purposes Only

5.−Eng.1 (2) BEARING 4 OIL SYS. ( class 2 )

and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure.

The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.

FRA US/T Bu

August 2001

Page: 98

Lufthansa Technical Training

OIL SYSTEM INDICATING

A319/A320/A321 IAE V2530-A5

79-30

1 2

For Training Purposes Only

3

Figure 50 FRA US/T Bu

August 2001

ECAM Oil Indication Page: 99

Lufthansa Technical Training

OIL SYSTEM INDICATING

A319/A320/A321 IAE V2530-A5

79-30 OIL QUANTITY INDICATING The analog signal from the oil quantity transmitter is sent to: − the SDAC1 − the SDAC2 − the EIU which transforms the analog signal into a digital signal. The DMC’s process the information received as a priority order from the EIU’s through FWC 1 and 2, SDAC1, SDAC2. The oil quantity displayed in green on the ECAM display unit is graduated from:

0 to 25.8 qts in analog form (the normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts)

0 to 99.9 in digital form.

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

For Training Purposes Only

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

FRA US/T Bu

August 2001

LOW OIL PRESSURE SWITCH The low oil pressure information is send to different aircraft systems. Low Oil Pressure switching:

To Steering (ATA 32-51)

To Door Warning (ATA 52-73)

To FWC (ATA 31-52)

To FAC (ATA 22 )

To FMGC (ATA 22-65)

To IDG System Control (ATA 24-21 ) Low Oil Pressure Switching via EIU:

To CIDS (ATA 23-73)

To DFDRS INTCOM Monitoring (ATA 31-33 )

To CVR Power Supply (ATA 23-71)

To WHC (ATA 30-42)

To PHC (ATA 30-31)

To FCDC (ATA 27-95)

To Blue Main Hydraulic PWR (ATA 29-12)

To Rain RPLNT ( ATA 30-45 )

SCAV. FILT. DIFF. PRESSURE WARNING The Scavenge filter diff.pressure warning is send to the SDAC 1,2 and then to ECAM. A message will be displayed on the E/WD.

NO.4 BEARING WARNING Two EIU logics provide a warning message to the ECAM : Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.

Page: 100

A319/A320/A321 IAE V2530-A5

79-30

For Training Purposes Only

Lufthansa Technical Training

OIL SYSTEM INDICATING

Figure 51 FRA US/T Bu

August 2001

Basic Schematic Page: 101

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 OIL TANK The tank is located on the top L. H. side of the gearbox. The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts Features:

oil qty. transmitter

pressure and gravity fill ports

sight glass for level indication

internal deaerator

tank pressurisation valve ( 6 psi )

strainer in tank outlet

mounting for scavenge filter and master chip detector

ENGINE OIL SERVICING

For Training Purposes Only

Where conditions permit,the oil tank should be checked and oil added,if necessary , within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more,a dry motoring must be performed.This make sure that the oil level shown in the tank is correct before oil is added.

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Page: Page: 102

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

SIGHT GLASS

Figure 52 FRA US/T bu

August 2001

Oil Tank Page: Page: 103

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 79-00 OIL SYSYSTEM COMPONENTS

OIL QUANTITY TRANSMITTER The oil quantity transmitter is located in the oil tank.

Oil Tank The tank is located on the top L. H. side of the gearbox. The normal max-usable oil quantity in the tank is 25 US qts,,the maximum oil tank capacity is 30.5 US qts Features:

oil qty. transmitter

pressure and gravity fill ports

sight glass for level indication

internal deaerator

tank pressurisation valve ( 6 psi )

strainer in tank outlet

mounting for scavenge filter and master chip detector

Power Supply The system is supplied with 28VDC from busbar ENG 1,101PP (DC BUS 1 ) through circuit breaker 1EN1 (2EN1). Description : The oil quantity tranmitter is a tank probe with a capacitor (tube portion) and an electronic module (on the top of the transmitter) for probe energizing and signal output. Output voltage : 1VDC to 9VDC varying linearly with the usable oil quantity from 0 to 25.8 quarts.

For Training Purposes Only

Engine Oil Servicing Where conditions permit,the oil tank should be checked and oil added,if necessary , within a period of 5 to 20 minutes after engine shutdown.If the engine is stopped for 10 hours or more,a dry motoring must be performed.This make sure that the oil level shown in the tank is correct before oil is added.

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Page: Page: 104

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

A

A OIL QUANTITY TRANSMITTER

For Training Purposes Only

SIGHT GLASS

Figure 53 FRA US/T bu

August 2001

Oil Tank Page: Page: 105

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320A321 IAE V2530-A5

79−00 OIL PRESSURE PUMP The pressure pump is a one stage gear type pump and supplies oil under pressure to the engine bearings,gearbox drive and accessory drives. The oil is pumped through a pressure filter to remove any large debris.It has a cleanable filter element.The pressure filter housing is installed at the oil pressure pump . The pressure filter housing incorporates a pressure priming connection and a antidrain valve to prevent oil loss during removal. The filter does not have a bypass. The pressure pump housing incorporates the pressure filter ,a cold start pressure relief valve and a pressure pump flow trimming valve. The pressure relief valve bypasses the pressure circuit during cold starts.

For Training Purposes Only

LOCATION The pump is attached to the front face of the external gearbox on the left hand side,just below the oil tank.

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A319/A320A321 IAE V2530-A5

79−00

For Training Purposes Only

Lufthansa Technical Training

ENGINE OIL SYSTEM

Figure 54 FRA US/T bu

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Pressure Pump & Filter Page: Page: 107

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 AIR COOLED OIL COOLER (ACOC) Location The ACOC is mounted on the engine fan case.

ACOC OIL TEMPERATURE THERMOCOUPLE (refer to 73-20 Heat Management System) The ACOC thermocouple is used for the heat management system which is controlled by the EEC.

Operation The ACOC is a additional oil cooler which removes heat from the engine lubricating oil using fan air and maintains the oil temperature within the specified range. The filtered oil flows through the air cooled oil cooler before being cooled again through the fuel cooled oil cooler. The cooling air and the oil flows through the air / oil heat exchanger are shown below. Features

oil bypass valve

ACOC oil temperature thermocouple ( for heat management system )

modulated air flow as commanded by EEC ( heat management system ). air flow regulated by air modulating valve.

Fuel pressure operated actuator

Feedback LVDT

For Training Purposes Only

ACOC AIR MODULATING VALVE FAIL SAFE POSITION : ”OPEN”

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

ACOC OIL TEMPERATURE THERMOCOUPLE

Figure 55 FRA US/T bu

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ACOC Air Flow Page: Page: 109

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 FUEL COOLED OIL COOLER (FCOC) Location The oil passed through the ACOC flows through the Fuel Cooled Oil Cooler (FCOC) ,installed on the left hand side of the fan casing,before it is sent to the bearing compartments and both the angle and main gearboxes. Purpose

The FCOC cools the oil by using low pressure fuel.

The FCOC also warms the low temperature fuel to the de-icing level.

The FCOC has 2 bypass valves. Description The FCOC consits of a housing containing a removable core,a header and a fuel filter cap.The core is composed of vacuum brazed tubes through which fuel passes.

For Training Purposes Only

Bypass valves

One is an oil pressure relief bypass valve which diverts the excessive oil pressure during engine cold start.

The other is a fuel filter bypass valve which ensures fuel flow in the event of fuel filter clogging.

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

LOCATION

OUT OIL

IN

A

For Training Purposes Only

DRAIN HOLE

Figure 56 FRA US/T bu

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Fuel Cooled Oil Cooler Page: Page: 111

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 SCAVENGE SYSTEM The scavenge system main components are: − chip detectors, − 6 scavenge pumps with strainers, − one common scavenge filter. − a 2−positions scavenge valve.( Bearing No.4 )

SCAVENGE PUMPS Purpose The scavenge pump returns the oil back to the oil tank.

For Training Purposes Only

Description The scavenge pump is a five−stage gear type pump on the rear left side of the geabox. Four stages of the scavenge pump are two−gear displacement pumps . The stage used for the two main gearbox scavenge lines consists of three meshing gears producing two inlets and outlets on opposite sides.All 6 scavenge pumps are housed together as a single unit.The pump capacity is determined by the width of the gears.

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

SCAVENGE

Figure 57 FRA US/T bu

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Scavenge Pump Assembly Page: Page: 113

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 SCAVENGE OIL COMPONENTS Scavenge Filter The flows from the 6 scavenge pumps are mixed together at the scavenge filter common filter inlet. Location The filter is mounted to the rear of the oil tank. Features

disposable filter element

by-pass valve (opens when filter clogs)

Differential pressure connections

provides housing for the master magnetic chip detector

Oil Temperature sensor

Engine Oil Temperature The scavenge oil temperature thermocouple is located in the combined scavenge line between the master magnetic chip detector and the scavenge filter for indication in the cockpit. The oil temperature is sensed by a dual resistor unit. The unit consists of a sealed, wire−wound resistance element. This element causes a linear change in the DC resistance when exposed to a temperature change. Temperature measurement range: − 60 deg. C to 250 deg. C. The analog signal from the scavenge oil temperature thermocouple is transmitted to the EIU. The EIU transforms this signal into a digital signal.This digital signal is then transmitted to the lower ECAM display unit through the FWCs and the DMC.

For Training Purposes Only

Scavenge Filter Differential Press. Switch The scavenge filter differential pressure switch is installed on a bracket at the top left side of the engine fan case,near the FCOC. Switches the ECAM OIL FILTER CLOG warning when the filter becomes blocked ( +12PSI or - 2 PSI differential press)

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 SCAVENGE FILTER DIFFERENTIAL (PRESS. DROP.) WARNING SWITCH ( DELTA P. 12 PSI )

OIL TEMP. SENSOR ELECTRICAL CONNECTOR

OIL TEMP. SENSOR SEAL - RING

For Training Purposes Only

SCAVENGE OIL FILTER

Figure 58 FRA US/T bu

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Scavenge Filter,Delta P.Sw and Oil Temp. Sensor Page: Page: 115

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 DE-OILER Location The de-oiler is bolted to the right hand front face of the external gearbox. Purpose

To separate the breather air/oil mixture.

return the oil to the oil scavenge system via its own scavenge pump.

vent the air overboard through the R/H fan cowl.

For Training Purposes Only

Features

provides mounting for the No.4 bearing chamber scavenge valve.

overboard vent.

provides location for the No.4 bearing magnetic chip detector housing.

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

FROM OIL TANK

For Training Purposes Only

BREATER AIR

FROM NO 4 BEARING SCAVENGE VALVE.

Figure 59 FRA US/T bu

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De-Oiler Page: Page: 117

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 NO4 BEARING SCAVENGE VALVE Location The valve is mounted on the front face of the de-oiler casing. Purpose Maintains No.4 bearing compartment seal differential pressure to reduce overboard loss of vent air and to prevent deteriation of the carbon seals by restricting the venting of the compartment air/oil mixture to the de-oiler.

NO 4 BEARING PRESSURE TRANSDUCER Purpose The purpose of the No.4 bearing indicating system is to monitor the correct operation of the No.4 bearing 2−position scavenge valve and to detect a No.4 bearing carbon−seal failure. The No.4 bearing pressure transducer is installed on the right side of the deoiler and senses pressure at the No.4 bearing outlet line. Linear output 1VDC to 9 VDC (0 To 300 PSIG),

Type of valve Pneumatically operated two position valve.

For Training Purposes Only

Features

Position feed back signal to EIU ( reed switch )

uses stage 10 air as servo air

uses value of pressure of stage 10 air as operating parameter.

Fully open at low engine speeds( stage 10 air less than 150 PSI )

Minimum open at high engine speed (stage 10 air more than 200 PSI )

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

A

A

NO.4 BEARING PRESSURE TRANSDUCER

For Training Purposes Only

10TH STAGE AIR

NO.4 BEARING OIL INLET

POSITION REED SWITCH

DE-OILER CASE

Figure 60 FRA US/T bu

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No.4 Bearing Scavenge Valve Page: Page: 119

A319/A320/A321 IAE V2530-A5

79−00 NO4 BEAR. SCAV. VALVE DESCRIPTION Operation There are two basic operating positions, low power and high power. In the low−power position, where the compressor 10th stage pressure (PS10) is less than 150 PSI, the valve is held spring loaded in the fully open position. The bearing compartment scavenge flow passes through the valve, restricted only by the porting in the valve seat. As the engine power increases, the PS10 pressure rises. When this pressure exceeds 150 psi, the valve moves away from the max flow stop. This is due to the pressure acting on the differential areas of the valve and overcoming the spring load. The valve moves towards the min flow or high power setting. As the valve moves towards the peripheral ports in the seat, totally closing these ports, the flow through the valve is now restricted to one central port in the valve seat. Full travel is achieved at PS10 pressure of approximately 210 psi. As the valve moves away from the max flow stop, the influence of the magnets on the reed switch decreases and the reed switch opens. The circuit is broken, indicating that the valve has moved. As the engine power decreases, the spring load overcomes the decreasing PS10 pressure. The valve moves towards the max flow or low power position, uncovering the ports in the valve seat and restoring maximum flow through the valve. As the valve approaches the maximum flow stop, the influence of the magnets on the reed switch increases. The reed switch closes, completing the circuit and indicating the valve position.

NO.4 BEARING SCAVENGE VALVE INDICATING The EIU incorporates three logics allowing the monitoring of the scavenge valve operation as well as a No.4 bearing carbon - seal failure LOW POWER SETTING: At engine low power, the bearing scavenge valve is open and the reed switch on the valve closes providing a ground signal for the EIU logic. HIGH POWER SETTING: At engine high power, the bearing scavenge valve closes (to maintain the No.4 bearing pressure ratio in the bearing compartment) and the reed switch on the valve opens. The No.4 bearing internal pressure is measured by the No.4 bearing pressure XMTR in the oil return line to the deoiler.The transducer supplies a pressure signal to one of the three EIU logics. Two EIU logics provide a warning message to the ECAM : Eng.1 (2) BEARING 4 OIL SYS. ( class 2 ) and a message SCAVENGE VALVE FAULT is displayed when the valve is not in the correct position according to the sensed burner pressure. The massage HI PRESS is displayed when the No. 4 bearing compartment pressure is is to high according to the valve position and a high burner press.(possible Carbon seal failure ) or scavenge valve stuck in closed or scavenge line pressure sensor malfunction.

For Training Purposes Only

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Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 MAKE UP AIR 10TH STAGE SOLENOID VALVE

TO OTHER BLEED SOLENOID VALVES

MAKE UP AIR VALVE

FAN AIR BUFFER AIR COOLER ( ACAC) BUFFER AIR

10 TH STAGE AIR (4X)

EEC

STAGE 10 AIR

MAX FLOW

COMBUSTION CHAMBER

STAGE 12

MIN FLOW

For Training Purposes Only

BEARING 4 COMPARTMENT NO.4 BEARING SCAVENGE VALVE TO DEOILER

OIL PRESSURE OIL PRESS XMTR LOW OIL PRESS. SWITCH

OIL AND AIR NO.4 BEARING PRESS XMTR REED SW

EEC

PB

EIU Figure 61

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No.4 Bearing Scavenge Valve Page: Page: 121

A319/A320/A321 IAE V2530-A5

79−00 ENGINE OIL PRESSURE The Oil pressure is directly linked to the opening and closing of the No.4 Bearing Scavenge Valve. A closing of the valve (at approx. 85% N2 ) will restrict the return scavenge flow to the deoiler. This will result in a pressure drop,because the ratio of the pressures will change. ( the oil pressure is the differential pressure of the oil pressure feed line and the scavenge line). The No. 4 compartment scavenge oil pressure range is 0 to 160 PSI . Normal operating pressure is 0-145 PSI after three minutes of stabilization at idle speed.

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ENGINE OIL SYSTEM

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A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

Lufthansa Technical Training

ENGINE OIL SYSTEM

Figure 62 FRA US/T bu

August 2001

Oil Pressure Chart Page: Page: 123

A319/A320/A321 IAE V2530-A5

79−00 OIL SYSTEM PRESSURE SENSING General The oil pressure indicating system gives a cockpit indication of the engine oil system working pressure. The indication of this pressure comes electrically from an oil pressure transmitter on each engine.

The oil pressure transmitter is bolted to a bracket on the top left side of the engine fan case.

The oil pressure transmitter is connected to the engine oil system by two steel tubes. One tube connects to the oil supply tube (to the engine and gearbox bearings). The other tube connects to the No. 4 bearing oil scavenge tube (to the oil scavenge pump).

Power supply : 28VDC from busbar 101PP (202PP).

Pressure range : 0 to 400 psid.

Output voltage : 1VDC to 9VDC varying linearly with pressure from 0 to 400 psid.

LOW OIL PRESSURE SWITCH The low oil pressure switch is installed on a bracket at the top left side of the engine fan case,beside the oil pressure transmitter. The oil pressure switch is connected between the oil supply tube and the No.4 bearing scavenge tube. When the oil pressure drops below 60 psi the switch closes and a red warning is triggert in the cockpit. The set point range is between 45psi and 75psi.

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ENGINE OIL SYSTEM

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A319/A320/A321 IAE V2530-A5

79−00

LOCATION

Scavenge Oil Pressure Port

For Training Purposes Only

Lufthansa Technical Training

ENGINE OIL SYSTEM

Oil Press. Transmitter

Figure 63 FRA US/T bu

August 2001

Pressure Port

Low Oil Press Switch

LOP Switch and Oil Press. Transmitter Page: Page: 125

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 MAGNETIC CHIP DETECTORS (M.C.D.) A total of 7 M.C.D. ‘s are used in the oil scavenge system. Each bearing compartment and gearbox has its own deticated M.C.D. (two in the case of the main gearbox)although that for the No.4 bearing is located in the de-oiler scavenge outlet). Magnetic Chip Detectors Location The M.C.D. ‘s for:

No.1,2 and 3 bearings

main gearbox / L/H scavenge pick-up

angle gearbox are located to the rear of the main gearbox on the L/H side ,as shown below. The M.C.D.‘s for:

No.5 bearing

De - oiler ( No.4 bearing )

Main gearbox ( R/H scavenge pick up ) are located as shown below.

For Training Purposes Only

CAUTION:

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DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED. IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.

August 2001

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

No. 4 BEARING

Figure 64 FRA US/T bu

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Chip Detectors Page: Page: 127

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 MASTER MAGNETIC CHIP DETECTOR The master chip detector is located in the combined scavenge return linie,on the scavenge filter housing. The Master Chip Detector is accessible through its own access panel in the L/H fan cowl. If the master M.C.D. indicates a problem then each of the other M.C.D.‘s is inspected to indicate the source of the problem. DO NOT TRY TO INSTALL THE MCD IF THE SEAL RINGS ARE NOT INSTALLED.A SAFTEY MECHANISM IS INSTALLED IN THE MCD HOUSING TO PREVENT INSTALLATION OF THE MCD IF THE FRONT SEAL RING IS NOT INSTALLED. IF ONLY THE FRONT SEAL RING IS INSTALLED , FAILURE OF THIS SEAL RING COULD RESULT IN AN IN-FLIGHT SHUTDOWN OF THE ENGINE BECAUSE OF OIL LEAKAGE.

For Training Purposes Only

CAUTION:

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A319/A320/A321 IAE V2530-A5

79−00

For Training Purposes Only

Lufthansa Technical Training

ENGINE OIL SYSTEM

Figure 65 FRA US/T bu

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Master Magnetic Chip Detector Page: Page: 129

Lufthansa Technical Training

ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00 IDG OIL SERVICING IDG oil pressure fill A quick fill coupling situated on the transmission casing enables pressure filling or topping up the unit with oil. The oil thus introduced flows to the transmission via the scavenge filter and external cooler circuit. This ensures : − the priming of the external circuit − the filtration of any oil introduced. An internal standpipe connected to an overflow drain ensures a correct quantity of oil. Oil filter A clogged filter indication is provided by a local visual pop out indicator. The indicator is installed on the anti drive end of the IDG.

Oil level check You can read the oil level through two sight glasses located on the IDG. One sight glass serves for the CFM 56 engine, the other one for the V2500 engine.

The oil level must be at or near the linie between the yellow and green bands.

If the oil level is not at this position,connect the overflow drain hose and drain the oil until the correct filling level is reached.This will also depressurize the IDG case.

For Training Purposes Only

NOTE:

IF THE OVERFLOW DRAINAGE PROCEDURE IS USED IT CAN TAKE UP TO 20 MINUTES TO COMPLETE. FAILURE TO OBSERVE THE OVERFLOW TIME REQUIREMENTS CAN CAUSE HIGH OIL LEVEL CONDITION RESULTING IN ELEVATED OPERATING TEMPERATURES AND DAMAGE/DISCONNECT TO IDG.

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ENGINE OIL SYSTEM

A319/A320/A321 IAE V2530-A5

79−00

A

Press Fill Valve

V2500

Overflow Drain Valve Dust Cap

For Training Purposes Only

Dust Cap

Figure 66 FRA US/T bu

August 2001

IDG Oil Servicing Page: Page: 131

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ENGINE FUEL AND CONTROL GENERAL

A319/A320/A321 IAE V2530−A5

73−00

ATA 73 ENGINE FUEL AND CONTROL 73−00 FUEL SYSTEM PRESENTATION General The fuel system enables the combustion of fuel under appropriate conditions of flow rate and pressure. The FADEC controls the fuel supply via the Fuel Metering Unit (FMU). High pressure fuel is also used to provide pressure for some actuators. The major components are

− High and low pressure fuel pumps (dual unit)

− Fueloil heat exchanger

− Low pressure fuel filter

− Fuel Metering Unit (FMU)

− Fuel distribution valve

− 20 fuel injectors

− Diverter and return to tank valve

− IDG fueloil heat exchanger.

Controlling The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability.In case of specific failure detection, the FADEC switches from one channel to the other.

Distribution The fuel supplied from aircraft tanks flows through a centrifugal pump (LP stage) then through the Fuel Cooled Oil Cooler and then through a filter and a gear pump (HP stage). The fuel from the HP pump is delivered to the Fuel Metering Unit (FMU) which controls the fuel flow supplied to the fuel nozzles (through the fuel flow meter and the fuel distribution valve). The FMU also provides hydraulic pressure to all hydraulic system external actuators. These include the Booster Stage Bleed Valve actuators, Stator Vane Actuator, ACOC air modulating valve and HPT/LPT Active Clearance Control valve. Low pressure return fuel from the actuators is routed back into the fuel diverter valve. The fuel diverter and return to tank valve enables the selection of four basic configurations between which the flow paths of the fuel in the engine are varied to maintain the critical IDG oil, engine oil and fuel temperatures within specified limits.The transfer between configurations is determined by a software logic contained in the EEC.

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A319/A320/A321 IAE V2530−A5

73−00

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL GENERAL

Figure 67 FRA US/T Bu

August 2001

Fuel System Schematic Page: 133

Lufthansa Technical Training

ENGINE FUEL AND CONTROL GENERAL

IAE V2530−A5

73−00 73−00 FUEL SYSTEM PRESENTATION General The fuel system enables delivery of a fuel flow corresponding to the power required and compatible with engine limits. The system consists of: − the two stage fuel pump with low pressure & high pressure ele ments, − the engine fuel cooled oil cooler (FCOC), − the fuel filter − the fuel diverter and return to tank valve. − the integrated drive generator (IDG) fuel cooled oil cooler (FCOC), − the fuel metering unit (FMU), − the fuel distribution valve, − the fuel flow transmitter, − 20 fuel nozzles,

DESCRIPTION AND OPERATION

For Training Purposes Only

A319/A320/A321

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

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fied limits.The transfer between configurations is determined by a software logic contained in the EEC.

Controlling The Fuel Authority Digital Electronic Control (FADEC) system provides full range control of the engine to achieve steady state and transient performance when operated in combination with aircraft subsystems.The FADEC is a dual channel EEC with crosstalk and failure detection capability.In case of specific failure detection, the FADEC switches from one channel to the other. The FADEC System operates compatibly with applicable aircraft systems to perform the following: − Control of fuel flow, stator vanes and bleeds to automatically maintain for ward and reverse thrust settings and to provide satisfactory transient response. − Protect the powerplant from exceeding limits for N1, N2, maximum allow able thrust, and burner pressure. − Control of the low and high turbine active clearance control systems. − Control of fuel, engine and IDG oil temperature. − Control of the thrust reverser. − Automatic sequencing of start system components. − Extensive diagnostic and maintenance capability.

Page: 134

Lufthansa Technical Training

ENGINE FUEL AND CONTROL GENERAL

A319/A320/A321 IAE V2530−A5

73−00

SDAC

DMC

FWC

TANK FUEL TEMP SNSR

For Training Purposes Only

R V D T

Figure 68 FRA US/T Bu

August 2001

Fuel System Schematic Page: 135

A319/A320/A321 IAE V2530−A5

73−30

ATA 73−30 INDICATING GENERAL Indicating

Fuel flow indication, Fuel Used

The engine fuel system is monitored from: − the ECAM display, − the warning and caution lights. The indications cover all the main engine parameters through the FADEC. The warning and cautions reflect: − the engine health and status through the FADEC, − the FADEC health & status, − the fuel filter condition through a dedicated hardwired pressure switch. The fuel system is monitored by:

The fuel flow indication on the upper ECAM display unit permanently displayed in green and under numerical form.

The fuel filter clogging caution (amber) on the lower ECAM display unit associated with the MASTER CAUT light and the aural warning (singlechime).

The Fuel Flow Transmitter is installed near the FMU. The signals are routed to the EEC and via the DMCs to the ECAM. The Fuel Used-is calculated in the DMCs . The fuel flow transmitter signal is fed to the FADEC which processes it and transmits the information to the ECAM system for display . Fuel filter clogging indication The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. This causes: − Triggering of the MASTER CAUTion light and single chime. − The engine page to come on the lower ECAM DU with the caution signal FUEL CLOG. − The associated caution message to come on the upper ECAM DU. When the pressure loss in the filter decreases between 0 and −1.5 psid from the filter clog energizing pressure, the pressure switch is de−energized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC through the hardware .

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ENGINE FUEL AND CONTROL INDICATING

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ENGINE FUEL AND CONTROL INDICATING

A319/A320/A321 IAE V2530−A5

73−30

2500

KG/H 2500

For Training Purposes Only

13000 KG

Figure 69 FRA US/T Bu

August 2001

Fuel System Indication Page: 137

Lufthansa Technical Training

ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 A5

73−20 FUEL PUMP

FUEL METERING UNIT

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

The FMU is the interface between the EEC and the fuel system. It is located on the dual fuel pumps unit, on the rear of the main gearbox, and is retained by four bolts as shown below. All the fuel delivered by the HP fuel pumps - which is much more than the engine requires - passes to the F.M.U. The FMU, under the control of the EEC meters the fuel supply to the spray nozzles. It also supplies HP fuel for the operation ( muscle ) of a number of actuators. Any fuel supplied by the HP pumps which is not needed for these two uses is returned, from the FMU to the LP side of the fuel system. In addition to the fuel metering function the FMU also houses the :

Overspeed Valve

Pressure Raising and Shut Off Valve The overspeed valve under the control of the EEC, provides overspeed protection for the LP ( N1 ) and HP ( N2 ) rotors. The Pressure Raising and Shut Off Valve provides isolation of the fuel supplies at engine stop . THERE ARE NO MECHANICAL INPUTS TO, OR OUTPUTS FROM THE FMU.

For Training Purposes Only

NOTE:

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A319/A320/A321 IAE V2530 A5

73−20

For Training Purposes Only

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ENGINE FUEL AND CONTROL CONTROLLING

Figure 70 FRA US/T bu

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Fuel Pump and Fuel Metering Unit Page: 139

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ENGINE FUEL AND CONTROL DISTRIBUTION

A319/A320/A321 IAE V2530−5A

73−10

ATA 73−10 FUEL DISTRIBUTION COMPONENTS FUEL FILTER

FUEL TEMPERATURE THERMOCOUPLE

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

FUEL FILTER DIFF. PRESS. SWITCH

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

For Training Purposes Only

The fuel filter clog indication is provided on the lower ECAM display unit. When the pressure loss in the fuel filter exceeds 5 plus or minus 2 psid, the pressure switch is energized. When the pressure loss in the filter decreases between 0 and −1.5 psid from the filter clog energizing pressure, the pressure switch is de − energized which causes the caution to go off. The differential pressure switch signal is fed directly to the SDAC

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

FRA US/T Bu

August 2001

Page: 140

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

A319/A320/A321 IAE V2530−5A

73−10

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

FUEL FILTER DIFF. PRESS. SW.

FCOC CONNECTION TO AIRCRAFT FUEL TANK FCOC INLET

FUEL COOLED OIL COOLER ( FCOC )

For Training Purposes Only

A FCOC FUEL TEMP. THERMOCOUPLE

A FUEL DIVERTER AND RETURN VALVE ( FDRV ) LOW PRESS FUEL FILTER

Figure 71 FRA US/T Bu

August 2001

Fuel Filter Diff. Press. Switch/FCOC Fuel Temp. Thermocouple Page: 141

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

A319/A320/A321 IAE V2530−5A

73−10 FUEL DISTRIBUTION VALVE General The fuel distribution valve ( FDV ) subdivides scheduled engine fuel flow from the fuel metering unit (FMU) equally to ten fuel manifolds, each of which in turn feeds two nozzles.

Description The fuel distribution valve is installed at the 4:00 o’clock location, at the front flange of the diffuser case. The fuel distribution valve receives fuel through a fuel line from the fuel metering unit. The fuel goes through a 200 micron strainer, and then into ten internal discharge ports. The ten discharge ports are connected to the ten fuel manifolds. Eight of the ten internal discharge ports in the valve are connected after an engine shutdown. Eight of the fuel manifolds are drained into the engine through the lowest fuel nozzle. The two fuel manifolds which remain full help supply fuel for the next engine start.

FUEL NOZZLES

For Training Purposes Only

FUEL DISTRIBUTION VALVE

FRA US/T Bu

August 2001

HP/LP PUMPS

Page: 142

A319/A320/A321 IAE V2530−5A

73−10

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

Figure 72 FRA US/T Bu

August 2001

Fuel Distribution Valve Page: 143

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

A319/A320/A321 IAE V2530−5A

73−10 FUEL MANIFOLD AND TUBES Description The fuel manifold and fuel tubes consist of several single wall tubes which carry fuel between components in the fuel system. Fuel supplied to the fuel nozzles is carried by a large tube from the fuel metering unit to the fuel distribution valve. At the fuel distribution valve the fuel supply is split and carried to twenty fuel nozzles by ten manifolds. Each fuel manifold feeds two fuel nozzles. Fuel pressure for actuating various valves is supplied by small tubes from the fuel metering unit mounted on the fuel pump. All the brackets and tubings are fire proof.

FUEL NOZZLE General The fuel nozzles receive fuel from the fuel manifolds. The fuel nozzles mix the fuel with air, and send the mixture into the combustion chamber in a controlled pattern.

For Training Purposes Only

Description/Operation There are 20 fuel nozzles equally spaced around the diffuser case assembly. The fuel nozzles are installed through the wall of the case, and each nozzle is held in position by three bolts. The fuel nozzles carry the fuel through a single orifice. The fuel is vaporized by high−velocity air as it enters the combustion chamber. The fuel nozzle forms the atomized mixture of fuel and air into the correct pattern for satisfactory combustion. The design of the fuel nozzle results in fast vaporization of the fuel through the full range of operation. This results in decreased emissions, high combustion efficiency, and good start quality. The high−velocity flow of fuel prevents formation of coke on areas where fuel touches metal. Heatshields installed also prevent formation of coke.

FRA US/T Bu

August 2001

Page: 144

A319/A320/A321 IAE V2530−5A

73−10

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

Figure 73 FRA US/T Bu

August 2001

Fuel Distribution Tubes Page: 145

A319/A320/A321 IAE V2530−5A

73−10 IDG FUEL COOLED OIL COOLER The IDG oil cooler is installed at the left hand side on the fan case, near the FCOC. The IDG oil cooler has two sets of inlet and outlet ports. One set of ports is used for the flow of the fuel to or from the fuel diverter and return valve. The other set of ports is used for the flow of oil from and to the IDG. The hot scavenge oil which has been used to lubricate and cool the IDG, flows from the IDG to the oil cooler. As the oil goes through the oil cooler, the heat in the oil is transmitted to the fuel. The cooled oil then returns to the IDG. Two drain plugs are also installed in the oil cooler, one for the fuel and one for the oil.

IDG OIL COOLER TEMP. THERMOCOUPLE ( refer to 73-20 Heat Management system ) This temperature information is send to the EEC and is used for the heat management system.

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

FRA US/T Bu

August 2001

Page: 146

Lufthansa Technical Training

ENGINE FUEL AND CONTROL DISTRIBUTION

A319/A320/A321 IAE V2530−5A

73−10

FUEL INLET / OUTLET

IDG OIL TEMP. THERMOCOUPLE OIL OUTLET

OIL INLET

For Training Purposes Only

IDG FUEL COOLED OIL COOLER

DRAIN PLUGS

Figure 74 FRA US/T Bu

August 2001

IDG Fuel Cooled Oil Cooler Page: 147

Lufthansa Technical Training

ENGINE FUEL AND CONTROL CONTROLLING

IAE V2530 A5

73−20 FUEL METERING UNIT General A simplified schematic representation of the Fuel Metering Unit is shown below. The three main functions of the FMU are :

metering the fuel supplies to the fuel spray nozzles.

overspeed protection for both the LP ( N1 ) and HP ( N2 ) rotors.

isolation of fuel supplies for starting/ stopping the engine. These three functions are carried out by three valves arranged in series, as shown:

the Fuel Metering Valve

the Overspeed Valve

the Pressure Raising and Shut Off Valve.

The overspeed valve is hydraulically latched in the closed position, thus preventing the engine from being reaccelerated. The recommended procedure is for the flight crew to shut down the engine . To shut down the engine is the only way to release the hydraulic latching.

The position of each valve is monitored and positional information is transmitted back to the EEC. This ensures that the EEC always knows that the valves are in the commanded position.

The PRSOV torque motor is commanded open by the EEC during AUTO starts or Closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. It is commanded open or closed by the MASTER SWITCH in the cockpit during MANUAL starts.

FAIL SAFE POSITION OF THE METERING VALVE TORQUE MOTOR : ” MINIMUM FUEL FLOW CONDITION ” Overspeed Valve

For Training Purposes Only

A319/A320/A321

Operation The overspeed valve is spring loaded to the closed position, it is opened by increasing fuel pressure during engine start and during normal engine operation is always fully open. In the event of an overspeed ( 109,1% N1 , 105,4% N2 ) the EEC sends a signal to the overspeed valve torque motor which changes position and directs H.P. fuel to the top of the overspeed valve − this fully closing the valve. A small by − pass flow is arranged around the overspeed valve to prevent engine flame out.

FRA US/T bu

August 2001

NOTE:

BECAUSE THE OVERSPEED VALVE IS SPRING LOADED TO THE CLOSED POSITION, AND OPENED BY FUEL PRESSURE, THE OVERSPEED VALVE WILL CLOSE ON EVERY ENGINE SHUT DOWN.

FAIL SAFE POSITION: ” NORMAL FUEL METERING”

Pressure Raising and Shut off Valve

NOTE:

THE EEC’S ABILITY TO CLOSE THE SHUT OFF VALVE IS INHIBITED ABOVE 43% N2. ABOVE 43% N2, AND IN FLIGHT, THE PRSOV CAN ONLY BE CLOSED BY THE MASTER SWITCH IN THE COCKPIT.

FAIL SAFE POSITION OF THE PRSOV : ” LAST COMMANDED POSITION ”

Page: 148

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 A5

73−20

MASTER LEVER

2 POS.

2 POS.

For Training Purposes Only

VARIABLE

Figure 75 FRA US/T bu

August 2001

Fuel Metering Unit Schematic Page: 149

Lufthansa Technical Training

ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 V2530-A5

73-10 HP & LP FUEL SOV CONTROL The HP fuel shut off valve control is fully electrical. It is performed from the engine panel in the cockpit as follows : Opening of the HP fuel PRSOV : It is controlled by the EEC : the EEC receives the commands from the MASTER control switch and ignition selector switch. Closure of the HP fuel PRSOV : It is controlled directly from the MASTER control switch in OFF position

For Training Purposes Only

PRSOV Fuel Shut Off Control The FADEC control system contains a fuel shut − off in the FMU , which acts through a 2 position torque motor to close the pressurizing valve : The fuel shut − off is direct−hardwired to the MASTER control switch. This tourque motor operated PRSOV is powered by the 28VDC.

Loss of power supply does not lead to change the selected HP fuel shutoff valve position.

The cockpit command ” OFF ” has priority over the EEC command.

FRA US/T bu

August 2001

LP Fuel Shutoff Valve Control The LP fuel shut−off system has two independent electrical control circuits for each LP fuel − valve. They connect through a control relay to these related switches : − the ENG MASTER switch − the FIRE PUSH switch . When the No. 1 ENG MASTER switch is set to ON, it disconnects a 28VDC supply from the relay 11QG ( HP FUEL SOV SOL P / B SW ). The relay 11QG de − energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the ” open ” side of the LP fuel − valve actuator. The actuator then opens the LP fuel − valve. When the No. 1 ENG MASTER switch is set to OFF, it connects a 28VDC supply to the relay 11QG. The relay energizes and connects a 28VDC supply ( through the ENG 1 FIRE PUSH switch ) to the ” close ” side LP fuel − valve actuator. The actuator then closes the LP fuel − valve. If the ENG 1 FIRE PUSH switch is operated : − it disconnects the 28VDC supply to the ” open ” side of the LP fuel − valve actuator − it connects a 28VDC supply to the ” close ” side of the LP fuel valve actuator the LP fuel − valve moves to the closed position. NOTE:

THE LP FUEL − VALVE OPENS ( CLOSES ) WHEN THE ENG MASTER SWITCH IS SET TO ON ( OFF ). BUT THE OPERATION OF THE ENGINE FIRE PUSH SWITCH ALWAYS OVERRIDES AN ON SELECTION AND CLOSES THE VALVE.

NOTE:

IT IS ALSO COMMANDED OPEN VIA THE RELAY 11QG WHEN THE C / B OF THE HP FUEL SOV IS PULLED, ( RELAY 11QG ( 12QG ) DEENERGIZED ).

Page: 150

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 V2530-A5

73-10 LP FUEL SHUTOFF VALVE 1 ENGINE 1 FUEL LP VALVE MOT 1

OPEN

28 V ESS

SHUT

49VU A8 ENGINE 1 FUEL LP VALVE MOT 2

M1

OPEN

M2

SHUT

28 V DC 2 121VU M25

ENG

1

VLV POS SW‘s

TO ECAM

FIRE

PUSH

CENTRAL PEDESTAL 115VU MASTER 1

ENG

MASTER 2 ON 115VU

ON

OFF

ENG

1 CRANK

MODE NORM

ENG

2

OFF

IGN START

FIRE

FIRE

FAULT

FAULT

EEC

2

1 For Training Purposes Only

11QG RELAY ENG / MASTER 1 123VU 126

FMU

CLOSED

CLOSED ENGINE 1 HP FUEL SOV

HP FUEL SOV CLOSED POS SW‘s

HP FUEL SOV

28 V DC ESS 49VU A1

MASTER SW 1

Figure 76 FRA US/T bu

August 2001

2 POS TM

HP and LP Fuel Shutoff Valve ( SOV ) Page: 151

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FUEL DISTRIBUTION

V2530-A5

28−20 The engine fuel supply system has two fuel shut off valves.

one PRSOV in the FMU

One LP - fuel shut off valve on the front wing spar.

LOW PRESSURE FUEL SHUT OFF VALVE

For Training Purposes Only

A319/A320/A321

The LP fuel − valve 12QM ( 13QM ) is in the fuel supply line to its related engine. The LP fuel − valve is usually open and in this configuration lets fuel through to its related engine. When one of the LP fuel − valves is closed, the fuel is isolated from that LP fuel valve’s related engine. The LP fuel − valve is installed between the engine pylon and the front face of the wing front spar ( between RIB 8 and RIB 9 ). Each LP valve has an actuator 9QG ( 10QG ). The interface between the actuator and the LP valve is a valve spindle. When the actuator is energized, it moves the LP valve to the open or closed position. A V − band clamp 80QM(81QM) attaches the actuator to the LP valve. Each actuator has two motors, which get their power supply from different sources : − the 28VDC BATT BUS supplies the motor 1 − the 28VDC BUS 2 supplies the motor 2. If damage occurs to the electrical circuit, it is necessary to make sure that the valve can still operate. Thus the electrical supply to each motor goes through a different routing. The routing for motor 1 is along the front spar. The routing for motor 2 is along the rear spar and then forward through the flap track fairing at RIB 6. The actuators send position data to the System Data − Aquisition Concentrators ( SDAC1 and SDAC2 ). The SDACs process the data and send it to the ECAM which shows the information on the FUEL page.

FRA US/T bu

August 2001

Component Description The LP fuel − valve has: − a valve body − a ball valve − a valve spindle − a mounting flange. The LP fuel − valve actuator has two electrical motors which drive the same differential − gear to turn the ball valve through 90 deg. The limit switches in the actuator control this 90 deg. movement and set the electrical circuit for the next operation. One of the two motors can open or close the valve if the other motor does not operate. The actuator drive shaft has a see/feel indicator where it goes through the actuator body. The see/feel indicator gives an indication of the valve position without removal of the fuel LP fuel valve.

Page: 152

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ENGINE FUEL AND CONTROL FUEL DISTRIBUTION

A319/A320/A321 V2530-A5

28−20

V-Clamp

For Training Purposes Only

ELECTRICAL CONNECTORS

Figure 77 FRA US/T bu

August 2001

LP Fuel Shut−Off Valve Page: 153

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ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

IAE V2530−A5

73−20

ATA 73-20 HEAT MANAGEMENT SYSTEM PRESENTATION General Heating and cooling of fuel, engine oil and IDG oil is accomplished by the Fuel Cooled Oil Cooler ( FCOC ), the Air Cooled Oil Cooler ( ACOC ) and the IDG cooler under the management of the EEC. FUEL TEMPERATURE : The fuel temperature is measured at the exit of the filter.

For Training Purposes Only

A319/A320/A321

OIL TEMPERATURTE : The engine oil temperature is measured upstream of the ACOC. The IDG oil temperature is measured at IDG oil cooler exit. The system is designed to provide adequate cooling, to maintain the critical oil and fuel temperatures within specified limits, whilst minimising the requirement for fan air offtake. Three sources of cooling are available :

the LP fuel passing to the engine fuel system

the LP fuel which is returned to the aircraft fuel tanks

fan air There are four basic configurations between which the flow paths of fuel in the engine L.P. fuel system are varied.Within each configuration the cooling capacity may be varied by control valves which form the Fuel Diverter and Back to Tank Valve. The transfer between modes of operation is determined by software logic contained in the EEC. The logic is generated around the limiting temperatures of the fuel and oil within the system together with the signal from the aircraft which permits/inhibits fuel spill to aircraft tanks. Operation The measured temperature is transmitted to the EEC ( Electronic Engine Control ). In response to the measured temperature, the EEC sends the signal to the fuel diverter valve. The fuel diverter valve is used to reduce too high fuel temperature. The excess of high pressure fuel flow from the FMU ( Fuel Metering Unit ) and return fuel from control actuator are plumbed to the diverter valve which normally turns the flow to the FCOC exit. FRA US/T Bu August 2001

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

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

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

ACOC MODULATING AIR VALVE The modulating air valve regulates air flow to the ACOC. Oil heated by the engine passes through the ACOC and then to the FCOC. The air valve is modulated by the EEC to maintain both oil and fuel temperatures within acceptable minimum and maximum limits. Minimum oil temperature limits are used such that the oil may be used to prevent fuel icing with the use of FCOC. Maximum limits have been established to avoid breakdown of engine oil and to avoid excessively high fuel temperatures.

Page: 154

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ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20

IDG OIL TEMP. THERMOCOUPLE

OIL TEMP. THERMOCOUPLE

FCOC

IDG OIL COOLER

FUEL TEMP. THERMOCOUPLE

ACOC

For Training Purposes Only

EEC

FUEL DIVERTER & RETURN VALVE

Figure 78 FRA US/T Bu August 2001

HMS Main System Components Page: 155

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ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20 FUEL DIVERTER & RETURN VALVE General The FDRV configuration allows four modes of operation according to electrical signals from the EEC ( based on fuel and oil temperature measurements transmitted by thermocouples ). Description The fuel diverter and return valve is installed on the FCOC. The FDV is a two − position selector valve which has two pistons in a sleeve. The two pistons are mechanically connected and make two valve areas which are referred to as valve A and valve B. The FRV has a main valve and a pushing piston in a sleeve. This main valve is a half − area piston − type valve which moves valve to change the metering port area. The main valve has two valve functions that are referred to as valve C and valve D. The EEC gives the electrical signal to the FDRV to change the position of the valves. The FDRV gives a feedback signal to the EEC to transmit the position of valves in the unit. The fuel flow changes with the position of the valves. Thus, the fuel flow can be controlled through the FDRV and the EEC.

RETURN TO TANK MODES HMS MODE 1 ( NORMAL MODE ) This is the normal mode and is shown below. Fuel through the IDG FCOC or combined with a quantity of fuel downstream of the FCOC is modulated for return to tank. FMU bypass flow is returned upstream of fuel filter. In this mode all the heat from the engine oil system and the I.D.G. oil system is absorbed by the LP fuel flows. Some of the fuel is returned to the aircraft tank where the heat is absorbed or dissipated within the tank.

HMS MODE 4 Fuel through IDG FCOC is modulated for fuel return to tank. FMU bypass flow returned upstream of FCOC. Supplemental cooling of fuel is provided by this mode. This mode is adopted at low engine speeds with a high IDG oil inlet temperature. In this mode the fuel / oil heat exchanger is operating as a fuel ” cooler ” and the heat passed to the engine oil is extracted by the air / oil heat exchanger.

For Training Purposes Only

Fuel Return Valve The EEC operates the dual−wound torque motor to control the servo pressure. This servo fuel pushes the main valve. The pressure balance between two sides of the main valve (Valves C and D) gives the direction and the speed of the valve movement. Then the valve changes the direction of the fuel flow and controls the metering port area. FAIL SAFE POSITION : ” FRV CLOSED, NO RETURN TO TANK ( MODE 3 or 5 ) Fuel Diverter Valve The EEC energizes the solenoid valve to open the servo fuel flow. The switch assemblies transmit the EEC the valve position when the solenoid is de − energized. FAIL SAFE POSITION : ” FDV SOLENOID DE − ENERGIZED ” ( MODE 4 or 5 )

FRA US/T Bu August 2001

Page: 156

Lufthansa Technical Training

ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20

MODE 1

MODE 4

FROM FUEL TANK

Normal Return to Tank Mode

FROM FUEL TANK

Mode selected when in Normal Mode 1 the Limit Temperature ( IDG Oil, Fuel ) can not be= maintained within Limits.

LP FUEL SHUTOFF VALVE

LP FUEL SHUTOFF VALVE

LP PUMP

LP PUMP

OIL IN

OIL IN OIL TEMP SNSR

RETURN TO TANK

OIL TEMP SNSR

OIL IN

IDG FCOC

ENG OIL FCOC

OIL TEMP SNSR

ACOC

RETURN TO TANK

FAN AIR

OIL OUT

OIL IN

IDG FCOC

ENG OIL FCOC

OIL TEMP SNSR

FAN AIR

OIL OUT OIL OUT

OIL OUT

For Training Purposes Only

DIVERTER VALVE

FUEL RETURN TO TANK VALVE

DIVERTER VALVE

FUEL FILTER FUEL TEMP SNSR

FUEL RETURN TO TANK VALVE

FUEL FILTER FUEL TEMP SNSR

HP PUMP

HP PUMP

FMU

FMU

TO INJECTORS

Figure 79 FRA US/T Bu August 2001

ACOC

TO INJECTORS

Return to Tank Modes 1 and 4 Page: 157

Lufthansa Technical Training

ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20 NO RETURN TO TANK MODES 3 AND 5 HMS MODE 3 The third mode shown below is the mode adopted when the requirements for fuel spill back to tank can no longer be satisfied i. e. Fuel through IDG FCOC returned downstream of FCOC. FMU bypass flow returned upstream of fuel filter. Return to tank inhibited. This is the preferred mode of operation when return to tank is not allowed. In this condition all the heat from the engine and IDG oil systems is absorbed by the burned fuel. If however, the fuel flow is too low to provide adequate cooling the engine oil will be pre − cooled in the air/oil heat exchanger, by a modulated air flow, before passing to the fuel / oil heat exchanger.

HMS MODE 5 Mode 5 is the mode which is used when system condition demand operation is as in Mode 3 but this mode is not permitted. FMU bypass flow returned upstream of FCOC via the IDG cooler in the reverse direction. Return to tank inhibited. This mode is adopted if the conditions exist. IN CASE THE OIL TEMPERATURE CANNOT BE KEPT WITHIN THE LIMITS THE FADEC SYSTEM WILL INCREASE THE ENGINE SPEED ( FAIL SAFE POSITION ).

For Training Purposes Only

NOTE:

FRA US/T Bu August 2001

Page: 158

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ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20

MODE 3

MODE 5

FROM FUEL TANK

High Engine Speed



LP FUEL SHUTOFF VALVE



FROM FUEL TANK

Low Engine Speed Cold Fuel Fail Safe Mode

LP FUEL SHUTOFF VALVE

LP PUMP

LP PUMP

OIL IN

OIL IN OIL TEMP SNSR

RETURN TO TANK

OIL IN

IDG FCOC

ENG OIL FCOC

OIL TEMP SNSR

ACOC

OIL TEMP SNSR

RETURN TO TANK

FAN AIR

OIL OUT

OIL IN

IDG FCOC

ENG OIL FCOC

OIL TEMP SNSR

FAN AIR

OIL OUT OIL OUT

OIL OUT

For Training Purposes Only

DIVERTER VALVE

FUEL RETURN TO TANK VALVE

DIVERTER VALVE

FUEL FILTER FUEL TEMP SNSR

FUEL RETURN TO TANK VALVE

FUEL FILTER FUEL TEMP SNSR

HP PUMP

HP PUMP

FMU

FMU

TO INJECTORS

Figure 80 FRA US/T Bu August 2001

ACOC

TO INJECTORS

NO Return to Tank Modes 3 and 5 Page: 159

Lufthansa Technical Training

ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

A319/A320/A321 IAE V2530−A5

73−20 AIR MODULATING VALVE Purpose To govern the flow of cooling ( fan ) air through the air/oil heat exchanger ( ACOC ), as commanded by the Heat Management Control System ( EEC ) Type Plate type supported at either end by stubshafts. operated by an Electro − Hydraulic Servo Valve mechanism.

Location Bolted to the outlet face of the air/oil heat exchanger. Features

fire seal forms an air tight seal between the unit outlet and the cowling orifices

controlled by either channel A or B of EEC

valve positioned by fuel servo pressure acting on a control piston

valve position feed back signal via LVDT to each channel of EEC

fuel servo pressure directed by the Electro − Hydraulic Servo Valve assembly which incorporates a Torque motor FAIL SAVE POSITION : ” AIR VALVE SPRING LOADED FULLY OPEN ” ( maximum cooling position)

For Training Purposes Only

In case of malfunction the warning ” ENG 1 ( 2 ) AIR EXCHANGER FAULT ” is displayed on the ECAM E / WD.

FRA US/T Bu August 2001

Page: 160

A319/A320/A321 IAE V2530−A5

73−20

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL HEAT MANAGEMENT SYSTEM

Figure 81 FRA US/T Bu August 2001

Air Modulating Valve Page: 161

A319/A320/A321 IAE V2530-A5

71-70

ATA 71-70 POWER PLANT DRAINS GENERAL The powerplant drain system collects fluids that may leak from some of the engine accessories and drives. The fluids collected from the power plant are discharged overboard through the drain mast installed below the engine accessory gearbox. The drain system comprises two sub−systems: − fuel drains − oil, hydraulic and water drains The two sub−systems come together at the same drain mast.

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT DRAINS

FRA US/T Bu

August 2001

Page: 162

A319/A320/A321 IAE V2530-A5

71-70

RIGHT SIDE OIL TANK SCUPPER

Lufthansa Technical Training

POWER PLANT DRAINS

OIL TANK SCUPPER

FUEL PUMPS

FUEL DIVERTER VALVE

FUEL METERING UNIT

LP BOOSTER BLEED MASTER ACTUATOR

BIFURCATION PANEL

ACTIVE CLEARANCE CONTROL ACTUATOR

FWD

DRAINS MAST ACOC

IDG

For Training Purposes Only

VARIABLE STATOR VANE ACTUATOR

HYDRAULIC PUMPS

AIR COOLED OIL COOLER ACTUATOR

AIR STARTER

INTEGRATED DRIVE GENERATOR

LP BOOSTER BLEED SLAVE ACTUATOR

S. ( STARTER )

HYDRAULICS

OIL TANK SCUPPER

LEFT SIDE NOTE : CONNECTION * ARE AT THE ACCESSORY MOUNTING PAD ONLY

Figure 82 FRA US/T Bu

August 2001

Drain System Page: 163

A319/A320/A321 IAE V2530-A5

71-70 PYLON DRAINS The engine pylon is divided into 7 compartments.Various systems are routed through these areas. Any leckage from fluid lines is drained overboard through seperate lines in the rear of the pylon.

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT DRAINS

FRA US/T Bu

August 2001

Page: 164

Lufthansa Technical Training

POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70

FUEL

PYLON DRAINS FUEL / HYDR.

For Training Purposes Only

HYDR.

Figure 83 FRA US/T Bu

August 2001

Pylon Drains Page: 165

Lufthansa Technical Training For Training Purposes Only

POWER PLANT DRAINS

A319/A320/A321 IAE V2530-A5

71-70 DRAIN SYSTEM DESCRIPTION Fuel Drain The fuel drain lines come from engine accessories on the engine core, the engine fan case and gearbox. The engine core drains go through the bifurcation panel. The fuel drain system is connected to these engine accessories: − Booster bleed master actuator (Core) − Booster bleed slave actuator (Core) − Variable Stator Vane Actuator (Core) − Active Clearance Control Actuator (Core) − Fuel diverter valve (FD) − Fuel metering unit (FMU) − LP/HP fuel pumps (FP) Oil, Hydraulic and Water Drains The oil, hydraulic and water drains system comes from engine accessories on the engine fan case and gearbox. The drain system is connected to these engine accessories: − Air Cooled Oil Cooler actuator (ACOC) − Integrated Drive Generator (IDG) − Air starter (S) − Hydraulic Pump (HYD) − Oil tank scupper –Oil tank The only hydraulic fluid drain is from the hydraulic pump. The other drains are for engine oil or accessory lubricant.

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A319/A320/A321 IAE V2530-A5

71-70

For Training Purposes Only

Lufthansa Technical Training

POWER PLANT DRAINS

Figure 84 FRA US/T Bu

August 2001

Drain System Leakage Test & Limits Page: 167

Lufthansa Technical Training

Engine Controls General

A319/A320/A321 V2530-A5

76−00

ATA 76 ENGINE CONTROLS THROTTLE CONTROL SYSTEM General The throttle control system consist of : − the throttle control lever − the throttle control artificial feel unit (Mecanical Box) − the thrust control unit − the electrical harness. The design of the throttle control is based upon a fixed throttle concept : This means that the throttle control levers are not servo motorized. Thrust Control Unit The Thrust Control Unit contains two resolvers, each of which sends the thrust lever position to the Electronic Engine Control .The extraction current for the resolvers is provided by the EEC.

Reverse Thrust Latching Lever To obtain reverse thrust settings, the revers thrust laching lever must be lifted. A mechanical cam design is provided to allow reverse thrust selection whenthrust lever is at fowward idle position. The thrust lever has 3 stops at the pedestal and 3 detents in the artificial feel unit:

0° STOP = FWD IDLE THRUST

-20° STOP = FULL REVERSE THRUST

45° STOP = MAX .TAKE OFF THRUST

DETENT
= (REVERSE) IDLE THRUST

DETENT  = MAX.CLIMB (ALSO CRUISE SELECTION)

DETENT  = MAX. CONTINOUS (FLEX TAKE OFF THRUST)





Autothrust Disconnect pushbutton. The autothrust instinctive disconnect pushbutton can be used to disengage the autothrust function.



For Training Purposes Only

THRUST LEVERS General The thrust levers comprises : − a thrust lever which incorporates stop devices and autothrust instinctive disconnect pushbutton switch − a graduated fixed sector − a reverse latching lever. The thrust lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit (Mechanical Box).

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1

Page: Page: 168

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Engine Controls General

A319/A320/A321 V2530-A5

76−00

ENGINE THRUST LEVER CONTROL AUTOTHRUST DISCONNECT PB REVERSE THRUST LATCHING LEVER

THRUST LEVER

REVERSE THRUST LATCHING LEVER

For Training Purposes Only

MECHANICAL BOX

THRUST CONTROL UNIT

FMU − FUEL METERING VALVE

CHANNEL A

EEC CHANNEL B

Figure 85 FRA US/T Bu August 2001

RESOLVER 1 RESOLVER 2

Engine Thrust Lever Control Page: Page: 169

Lufthansa Technical Training For Training Purposes Only

Engine Controls General

A319/A320/A321 V2530-A5

76−00 BUMP RATING PUSH BUTTON This Push Buttons are optional equipment. In some cases the throttle control levers are provided with ”BUMP” rating push buttons,one per engine.This enables the EEC to be re-rated to provide additional thrust capability for use during specific aircraft operations. Bump Rating Description The takeoff bump ratings can be selected, regardless of the thrust lever angle, only in the EPR mode when the airplane is on the ground. The bump ratings, if available, are selected by a push button located on the thrust lever. Actuation of the switch will generate a digital signal to both EECs via the EIU. The maximum take-off rating will then be increased by the pre−programmed delta EPR provided the airplane is on the ground. The bump ratings can be de−selected at anytime by actuating the bump rating push button as long as the airplane is on the ground and the thrust lever is not in the maximum takeoff (TO) detent. Inflight, the bump ratings are fully removed when the thrust lever is moved from the TO detent to, or below, the MCT detent. The bump rating is available inflight (EPR or rated N1 mode) under the following conditions.

Bump rating initially selected on the ground.

TO/GA thrust lever position set.

Airplane is within the takeoff envelope. The bump rating is a non−standard rating and is only available on certain designated operator missions. Use of the bump rating must be recorded.This information is for tracking by maintenance personnel.

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A319/A320/A321 V2530-A5

76−00

For Training Purposes Only

Lufthansa Technical Training

Engine Controls General

Figure 86 FRA US/T Bu August 2001

Bump Push Bottons Page: Page: 171

A319/A320/A321 V2530-A5

76−00 ARTIFICIAL FEEL UNIT ( MECANICAL BOX ) The Throttle control artificial feel unit is located below the cockpit center pedestal. this artificial feel unit is connected to engine 1(2) throttle control lever and to the engine 1(2) throttle control unit by means of rods. The artificial feel unit is a friction system wich provides a load feedback to the throttle control lever. This artificial feel unit comprises two symetrical casings, one left and one right. Each casing contains an identical and independent mechanism. Each mechanism is composed of: − a friction brake assembly − a gear assembly − a lever assembly − a bellcrank assembly Throttle lever travel is transmitted to the to the artificial feel unit and to the throttle control unit. The linear movement of the throttle levers is transformed into a rotary movement at the belcrank wich turns about the friction brake assembly shaft. This movement rotates a toothed quadrant integral with the shaft. This toothed quadrant causes inverse rotation of a gear equipped with a disk which has four detent notches. Each notch corresponds to a throttle lever setting and is felt as a friction point at the throttle levers.

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Engine Controls General

FRA US/T Bu August 2001

Page: Page: 172

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Engine Controls General

A319/A320/A321 V2530-A5

76−00

MECHANICAL BOX(ES) An adjustment screw is provided at the lower part of each mechanical box to adjust the artificial feel.

MECHANICAL BOXES

RIGGING POINT

For Training Purposes Only

ADJUSTMENT SCREW

DETENT FORCE ADJUSTMENT

Figure 87 FRA US/T Bu August 2001

Mechanical Boxes Page: Page: 173

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Engine Controls General

A319/A320/A321 V2530-A5

76−00 THROTTLE CONTROL UNIT The throttle control unit comprises :

an input lever

mechanical stops which limit the angular range

2 resolvers whose signals are dedicated to the EEC (one resolver per channel of the EEC)

6 potentiometers fitted three by three. Their signals are used by the flight control system

a device which drives the resolver and the potentiometer

a pin device for rigging the resolvers and potentiometers

a safety device which leads the resolvers outside the normal operating range in case of failure of the driving device

two output electrical connectors. The input lever drives two gear sectors assembled face to face. Each sector drives itself a set of one resolver and three potentiometers. Relation between TRA and TLA: The relationship between the throttle lever angle and throttle resolver angle (TRA) is linear and : 1 deg. TLA = 1.9 TRA. The accuracy of the throttle control unit (error between the input lever position and the resolver angle) is 0.5 deg. TRA. The maximum discrepancy between the signals generated by the two resolvers is 0.25 deg. TRA. The TLA resolver operates in two quadrants : the first quadrant serves for positive angles and the fourth quadrant for negative angles. Each resolver is dedicated to one channel of the EEC and receives its electrical excitation from the EEC. The EEC considers a throttle resolver angle value : − less than −47.5 deg. TRA or − greater than 98.8 deg. TRA as resolver position signal failure. The EEC incorporates a resolver fault accomodation logic. This logic allows engine operation after a failure or a complete loss of the throttle resolver position signal.

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Lufthansa Technical Training

Engine Controls General

A319/A320/A321 V2530-A5

76−00

3 COUPLED POTENTIOMETERS ELECTRICAL CONNECTORS

C

C

C

For Training Purposes Only

RESOLVER

RIGGING POINT

THRUST CONTROL UNIT(S) − 2 units Each unit consists of : − 2 resolvers − 6 potentiometers. Figure 88 FRA US/T Bu August 2001

Thrust Control Units Page: Page: 175

Lufthansa Technical Training

Engine Controls General

A319/A320/A321 V2530-A5

76−00 RIGGING The throttle control levers must be at the idle stop position to perform the rigging procedure.

AIDS ALPHA CALL UP OF TRA Using the Aids Alpha call up it is possible to check both TRA (Thrust Resolver Angle)

AIDS PARAM ALPHA CALL−UP ENTER ALPHA CODE − TRA EEC 1 : 0.0 0.1 − TRA EEC 2 :

− (

)

− ( − (

) ) PRINT>

For Training Purposes Only



For Training Purposes Only



< FREQUENCY ANALYSIS

< LEFT

BALANCING

< RETURN

RIGHT >

PRINT >

NOTE:

THE N1 SPEED CAN BE INDICATED IN % OR RPM DEPENDING ON EVMU SOFTWARE.

EVMU

EVMU

BALANCING LEFT

For Training Purposes Only

BALANCING LEFT < ACC.A

START

ACC.B >

< ACC.A

START

ACC.B >

00 / 00

N1/N2%

00 / 00

20 / 59

N1/N2%

20 / 59

0 0/0

PHASE DEG

0 0/0

359 0 / 359

PHASE DEG

359 0 / 359

0.0 0.0 / 0.0

DISPL MILS

0.0 0.0 / 0.0

0.1 0.1 / 0.1

DISPL MILS

0.0 0.0 / 0.1

STOP

ACC.B >

< ACC.A

STOP

* ACC.B >

< ACC.A *

Figure 107 FRA US/T Bu

August 2001

Unbalance Data Page: 213

A319/A320/A321 IAE V2530-A5

77-30 CFDS SYSTEM REPORT /TEST ENGINE UNBALANCE MENU The EVMU acuired unbalance data can be cleared with the clear menu.

For Training Purposes Only

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ENGINE INDICATING ANALYZERS

FRA US/T Bu

August 2001

Page: 214

A319/A320/A321 IAE V2530-A5

77-30

For Training Purposes Only

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ENGINE INDICATING ANALYZERS

Figure 108 FRA US/T Bu

August 2001

Unbalance Data Page: 215

A319/A320/A321 IAE V2530-A5

77-30 CFDS ACCELEROMETER RECONFIG. This menu allows selection of the accelerometer A or B or the auto switch mode alternate to be used for the next flights. The EVMU indicates which accelerometer is in operation.

For Training Purposes Only

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ENGINE INDICATING ANALYZERS

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August 2001

Page: 216

A319/A320/A321 IAE V2530-A5

77-30

For Training Purposes Only

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ENGINE INDICATING ANALYZERS

Figure 109 FRA US/T Bu

August 2001

Accelerometer Reconfiguration Page: 217

A319 / A320 / A321 IAE V2530−A5

77−30 AIRCRAFT INTEGRATED DATA SYSTEM AIDS reports Vibration data is provided to the Aircraft Integrated Data System (AIDS), which is used to monitor aircraft and engine parameters. lt allows maintenance staff to perform engine parameter trend monitoring and troubleshooting. The vibration information is printed on various reports, which are: − Engine cruise report. − Cruise performance report. − Engine take−off report. − Engine on−request report. − Engine mechanical advisory report. − Engine run−up report.

For Training Purposes Only

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Engine Indicating Analyzers

FRA US/T bu

July 01

Page: Page: 218

A319 / A320 / A321 IAE V2530−A5

77−30

For Training Purposes Only

Lufthansa Technical Training

Engine Indicating Analyzers

Figure 110 FRA US/T bu

July 01

AIDS Page: Page: 219

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ENGINE FUEL AND CONROL CONTROLLING

A319/A320/A321 IAE V2530 −A5

73−20

ATA 73 ENGINE FUEL AND CONTROL 73−20 FADEC FADEC LRU’S Electronic Engine Control (EEC ) Fuel Metering Unit ( FMU )

For Training Purposes Only

Sensors

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ENGINE FUEL AND CONROL CONTROLLING

A319/A320/A321 IAE V2530 −A5

73−20

/PB

For Training Purposes Only

IDG TOIL

GEN

Figure 111 FRA US/T Bu

August 2001

FADEC Architecture Page: 221

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ENGINE FUEL AND CONROL CONTROLLING

A319/A320/A321 IAE V2530 −A5

73−20 DATA ENTRY PLUG MODIFICATION

FADEC LRU‘S Electronic Engine Control ( EEC ) Data Entry Plug The Data Entry Plug ( DEP ) provides discrete inputs to the EEC.Located to the Junction 6 of the EEC it provides unique engine data to channel A and B. The data transmitted by the DEP is:

EPR Modifier (Used for power setting )

Engine Rating

Engine Serial No. NOTE:

IF THE DATA INPUTS OF THE DATA ENTRY PLUG J6 ARE LOST, THEN AN AUTOMATIC REVISION FROM EPR MODE TO UNRATED N1 MODE OCCURS.

Description The DEP links the coded data inputs through the EEC by the use of shorting jumper leads which are used to select the plug pins in a unique combination. During a life of an engine , it may be necessary to change the DEP configuration , either during incorporation of Service Bulletins or after engine overhaul , when the EPR modifier code may need to be changed.This is accomplshed by changing the configuration of the jumper leads in accordence with the relevant instructions. During removal/replacement of the DEP it is necessary to use an EEC Harness Wrench as it is imperative that the connectors are tight. On fitment of the DEP to the EEC align the main key of the connector with the EEC and hand tighten the connector.Then using the EEC Harness Wrench torque tighten the DEP connector to 32 Ibf in. NOTE:

THE PART NUMBER IS WRITTEN ON THE DEP . THE PARTNUMBER CAN ALSO BE FOUND ON THE ENGINE DATA PLATE,WHICH IS LOCATED AT THE LEFT HAND SIDE OF THE FAN CASE.

For Training Purposes Only

EEC DEP TESTER After modifing the DEP a electrical wiring test on the data entry plug assemblymust be performed with the tester below,to make sure the pins and jumpers are proberly installed.

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ENGINE FUEL AND CONROL CONTROLLING

A319/A320/A321 IAE V2530 −A5

73−20

VIBRATION ISOLATOR MOUNTS

HANDLE

DATA ENTRY PLUG EEC

For Training Purposes Only

*MARKING AERA

CHANNEL A HOUSING

CHANNEL B HOUSING COOLING AIR PORTS PRESSURE PORTS

Figure 112 FRA US/T Bu

August 2001

EEC/ Data Entry Plug Page: 223

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ENGINE FUEL AND CONROL CONTROLLING

A319/A320/A321 IAE V2530 −A5

73−20 ELECTRONIC ENGINE CONTROL (EEC) Harness (Electrical) and Pressure Connections Two identical, but separate electrical harnesses provide the input/output circuits between the E.E.C. and the relevant sensor/control actuator, and the aircraft interface. The harness connectors are ’keyed’ to prevent misconnection. NOTE:

SINGLE PRESSURE SIGNALS ARE DIRECTED TO PRESSURE TRANSDUCERS − LOCATED WITHIN THE E.E.C. − THE PRESSURE TRANSDUCERS THEN SUPPLY DIGITAL ELECTRONIC SIGNALS TO CHANNELS A AND B. pressures are sensed: - ambient air pressure ( fan case sensor ) - burner pressure (air pressure) P3/T3 probe - pressure ( P2/T2 fan itlet probe ) - booster stage outlet pressure - L.P. Turbine exhaust pressure ( P5 (P4.9) rake ) - fan outlet pressure ( fan rake )

Front Face

J1 J2 J3 J4 J11

Harness Connector Plug Identification E.B.U. 4000 KSA Engine D202P Engine D203P Engine D204P Engine D211P

Rear Face J5 J6 J7 J8 J9 J10

Engine D205P Data Entry Plug E.B.U. 4000 KSB Engine D208P Engine D209P Engine D210P

For Training Purposes Only

The following . Pamb . Pb . P2 . P2.5 . P5 (P4.9) . P12.5

Electrical Connections

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Page: 224

A319/A320/A321 IAE V2530 −A5

73−20

REAR FACE

FRONT FACE

For Training Purposes Only

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ENGINE FUEL AND CONROL CONTROLLING

BOTTOM FACE Figure 113 FRA US/T Bu

August 2001

Electronic Engine Control ( EEC ) Page: 225

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ENGINE AND FUEL CONTROL CONTROLLING

IAE V2530 A5

73−20 FADEC POWER SUPPLY EIU Power supply The EIU is powered from the aircraft electrical power, no switching has to be done. Electronic Engine Control (EEC) Power Supply The EEC is supplied from the aircraft electrical power when engine is shutdown, then from the EEC generator when the engine is running. − aircraft electrical power when N2 10%. Powering N2 10% As soon as engine is running above 10% N2, the EEC generator can supply directly the EEC. The EEC generator supplies each channel with three−phase AC. Two TRU’s in the EEC provides 28VDC to each EEC channel.

FRA US/T Bu

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Page: 226

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ENGINE AND FUEL CONTROL CONTROLLING

A319/A3207A321 IAE V2530 A5

73−20

NOTE: * supplied for 5 min

NORM

EEC

A

401 PP (DC ESS BUS) FOR ENGINE 1 & 2

DEDICATED GEN

TRU/ 28V

TRU/ 28V

For Training Purposes Only

EEC

B 202 PP (DC BUS 2 ) FOR ENGINE 2 301 PP (BAT BUS) FOR ENGINE 1

Figure 114 FRA US/T Bu

August 2001

FADEC Power Supply Page: 227

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ENGINE AND FUEL CONTROL CONTROLLING

A319/A3207A321 IAE V2530 A5

73−20

For Training Purposes Only

49VU

2450000HMQ0

Figure 115 FRA US/T Bu

August 2001

Engine Circuit Breakers Page: 228

Lufthansa Technical Training

ENGINE AND FUEL CONTROL CONTROLLING

A319/A3207A321 IAE V2530 A5

73−20 121VU

ANTI ICE

122VU

For Training Purposes Only

2450000VAQ0

2450000UMR0

Figure 116 FRA US/T Bu

August 2001

Engine Circuit Breakers Page: 229

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ENGINE FUEL AND CONTROL FADEC SENSORS

A319/A320/A321 IAE V2530 A5

73−20

ATA 73-22 FADEC SENSORS FADEC LRU‘S SENSORS Engine Sensors T4.9 (EGT) Sensor (Ref. 77−20−00) N1 Sensor (Ref. 77−10−00) N2 Sensor (Ref. 77−10−00) Engine Oil Temperature Sensor (Ref. 79−30−00) P2/T2 Sensor (Ref. 77−00) P3/T3 Sensor

For Training Purposes Only

P4.9 ( P5)

FRA US/T Bu

August 2001

Page: 230

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ENGINE FUEL AND CONTROL FADEC SENSORS

A319/A320/A321 IAE V2530 A5

73−20

P12.5

P0 (Pamb)

T4.9

P2/T2 N1

EEC

T4.9 P4.9 (P5)

P3 / T3 T4.9 P2.5

For Training Purposes Only

T2.5

T4.9 P4.9 (P5)

N2

P4.9 (P5) Figure 117 FRA US/T Bu

August 2001

FADEC Sensors Page: 231

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ENGINE FUEL AND CONTROL FADEC SENSORS

A319/A320/A321 IAE V2530 A5

73−20 FADEC LRU‘S SENSORS P3/T3 SENSOR The P3/T3 sensor monitors the pressure and temperature at the exit of the HP compressor. The combined sensor houses two thermocouples and one pressure inlet port. Each thermocouple provides an independant electrical signal, proportional to temperature, to one channel of the Electronic Engine Control (EEC).

P3/T3

For Training Purposes Only

PURPOSE: The purpose of the P3/T3 sensor is to provide performance data to the EEC for starting and during transient and steady state operation of the engine.

FRA US/T Bu

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Page: 232

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ENGINE FUEL AND CONTROL FADEC SENSORS

A319/A320/A321 IAE V2530 A5

73−20

PRESSURE PORT

CHROMEL

For Training Purposes Only

ALUMEL

Figure 118 FRA US/T Bu

August 2001

P3/T3 Sensor Page: 233

A319/A320/A321 IAE V2530 A5

73−20 P2.5 / T2.5 SENSORS

P12.5 SENSOR The P12.5 sensor is a pressure tapping at the top of the fan case. It monitors the pressure behind the fan stator. This pressure is used for trend monitoring. The pressure tapping is also used for the cooling air supply of the dedicated alternator(see Fig.114).

These two sensors are located in the intermediate case. They are monitoring the pressure and temperature between the two compressors. T2.5 is used for system scheduling, P2.5 is used for trend monitoring.

For Training Purposes Only

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ENGINE FUEL AND CONTROL FADEC SENSORS

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August 2001

Page: 234

A319/A320/A321 IAE V2530 A5

73−20

P12.5 OFFTAKE

For Training Purposes Only

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ENGINE FUEL AND CONTROL FADEC SENSORS

Figure 119 FRA US/T Bu

August 2001

P2.5 / T2.5 Sensors Page: 235

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ENGINE FUEL AND CONTROL CONTROLLING

IAE V2530 − A5

73−20 FADEC DESCRIPTION General The Full Authority Digital Engine Control system consists of an Electronic Engine Control plus a Fuel Metering Unit,sensors and peripheral components. Electronic Engine Control The EEC consists of two channels (A and B) with crosstalk.Each channel can control the various components of the engine systems. They are permanently operational. one channel is in command while the other is in standby . In case of failure of the operational channel, the system automatically switches to the other one. NOTE:

THE CHANNEL SELECTION STRATEGY IS BASED ON CHANNEL HEALTH CRITERIA .THE COMMAND CHANNEL ALTERNATES EACH ENGINE START .

Interfaces The EEC receives air data parameters from the Air Data Inertional Reference System ( ADIRS ), and operational commands from the Engine Interface Unit ( EIU ) . It also provides the data outputs nescessary for the Flight Management and Guidance Computers ( FMGCs ), and the fault message to the EIU for aircraft maintenance data system. Each EEC channel directly receives the Thrust Lever Angle (TLA ) . The EEC transmits the thrust parameters and TLA to the FMGCs for the autothrust function. For Training Purposes Only

A319/A320/A321

Sensors Various sensors are provided for engine control and monitoring. Pressure sensors and thermocouples are provided at the aerodynamic stations. The primary parameters are Engine Pressure ratio ( EPR = P4.9/P2 ), N1 and N2 speeds, Exhaust Gas Temperature ( EGT ) and metered Fuel Fuel Flow ( FF ).

FRA US/T Bu

August 2001

Fuel Metering Unit ( FMU ) In the FMU, three torque motors are activated by the EEC .These provide the correct fuel flow , overspeed protection and Engine Shut Down. In case of an overspeed, an incorporated valve reduces the fuel flow . The fuel Pressure Raising Shut Off Valve is controlled by the EEC through the FMU , but it is closed directly from the corresponding ENG MASTER lever when set to OFF. NOTE:

THE FUNCTIONS OF THE FADEC ARE ALSO RESET WHEN THE ENG MASTER LEVER IS SET TO OFF.

Compressor Airflow and Turbine Clearance Control The EEC controls the compressor airflow and the turbine clearance through separated sub systems. It also monitors the engine oil cooling through an air/oil heat exchanger servo valve. Compressor airflow control :

Booster Stage Bleed Valves ( BSBV ).

Variable Stator Vanes ( VSV ).

7th and 10th stage handling bleed valves. Turbine clearance control :

HP and LP Turbine Active Clearance Control ( ACC ) valves.

10th stage make−up air valve.(If Installed) Engine oil cooling :

Air Cooled Oil Cooler ( ACOC )servo valve .

Page: 236

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20

/PB

For Training Purposes Only

IDG TOIL

GEN

Figure 120 FRA US/T Bu

August 2001

FADEC Architecture Page: 237

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20 FADEC DESCRIPTION

FADEC SYSTEM MAINTENANCE

Thrust Reverser Hydraulic Control Unit The EEC controls the thrust reverser operation through a Hydraulic Control Unit (HCU ) Each EEC channel will energize the solenoids of an isolation valve and a directional valve included in the HCU to provide deployment and stowage of the thrust reverser translating sleeves.

Fault Detection The FADEC maintenance is facilitated by internal extensive Built in Test Equipment (BITE) providing efficient fault detection. The results of this fault detection are contained in status and maintenance words according to ARINC 429 specification and are available on the output data bus.

Start and Ignition Control Each channel can control the starter valve operation, the fuel Pressure Raising Shut − Off Valve opening and the ignition during the engine start sequence.

Non Volatile Memory In flight fault data is stored in FADEC non volatile memory and, when requested, is available on an aircraft centralized maintenance display unit.

Fuel Diverter and Return Valve The EEC manages the thermal exchange between the engine oil , IDG oil and engine fuel system by means of a Fuel Diverter and Return Valve. Part of the engine fuel can be recirculated to the aircraft tanks by means of a return valve included in the fuel diverter valve module. The EEC controls the operation of the Fuel Diverter and Return Valve according to the engine fuel temperature ( T FUEL ) and the IDG oil temperature and the engine oil temperature ( T OIL ).

Communication with CFDS Ground test of electrical and electronic parts is possible from cockpit, with engines not running, through the CFDS. The FADEC provides engine control system self testing to detect problems at LRU level. FADEC is such that no engine ground run for trim purposes is necessary after component replacement.

For Training Purposes Only

Engine Parameter Transmission for Cockpit Display The FADEC provides the necessary engine parameters for cockpit display through the ARINC 429 buses output. Engine Condition Parameter Transmission Engine Condition monitoring is provided by the ability of the FADEC to transmit the engine parameters through the ARINC 429 bus output. The basic engine parameters available are: − WF, N1, N2, P5, PB, Pamb T4.9 (EGT), P2, T2, P3 and T3. − VSV, BSBV, 7th and 10th stage bleed commanded positions HPT/LPT ACC,HPT cooling, WF valve or actuator position − status and maintenance words, engine serial number and position. In order to perform a better analysis of engine condition, some additional parameters are optionally available. These are P12.5, P2.5 and T2.

FRA US/T Bu

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Page: 238

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20

/PB

For Training Purposes Only

IDG TOIL

GEN

Figure 121 FRA US/T Bu

August 2001

FADEC Architecture Page: 239

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20 FAILURES AND REDUNDANCY Improved reliability is achieved by utilising dual sensors dual feedback.

Dual sensors are used to supply all EEC inputs exept pressures, (single pressure transducers within the EEC provide signals to each channel−A and B ) .

The EEC uses indentical software in each of the two channels. Each channel has its own power supply , processor, programme memory and input/ output functions. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls.

Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. e. if it recognises faulty or suspect , inputs.

An output fault in one channel will cause switchover to control from the other channel.

In the event of faults in both channels a pre−determined hierarchy decides whitch channel is more capable of control and utilises that channel.

In the event of loss of both channels, or loss of electrical power, the systems are designed to go to their failsafe positions.

Single Input Signal Failure There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE:

Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.

Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.

Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the ” FAIL−SAFE ” position.

For Training Purposes Only

NOTE:

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FAULTS ARE NOT LATCHED. AUTOMATIC RECOVERY IS POSSIBLE.

IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION.

Page: 240

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20

For Training Purposes Only

TM

Figure 122 FRA US/T Bu

August 2001

FADEC Processing and Fault Logic Page: 241

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20 FAILURES AND REDUNDANCY Improved reliability is achieved by utilising dual sensors dual feedback.

Dual sensors are used to supply all EEC inputs exept pressures, (single pressure transducers within the EEC provide signals to each channel−A and B ) .

The EEC uses indentical software in each of the two channels. Each channel has its own power supply , processor, programme memory and input/ output functions. The mode of operation and the selection of the channel in control is decided by the availability of input signal and output controls.

Each channel normally uses its own input signals but each channel can also use input signals from the other channel if required i. e. if it recognises faulty or suspect , inputs.

An output fault in one channel will cause switchover to control from the other channel.

In the event of faults in both channels a pre−determined hierarchy decides whitch channel is more capable of control and utilises that channel.

General The FADEC prevents inadvertent overboosting of the expected rating (EPR limit and EPR target) during power setting. It also prevents exceedance of rotor speeds (N1 and N2) and burner pressure limits. In addition, the FADEC unit monitors EGT and sends an appropriate indication to the cockpit display in case of exceedance of the limit. The FADEC unit also provides surge recovery. Overspeed Overspeed protection logic consists of overspeed limiting loops, for both the low and high speed rotors, which act directly upon the fuel flow command. Supplementary electronic circuitry for overspeed protection is also incorporated in the EEC. Trip signals for hardware and software are combined to activate a torque motor which drives a separate overspeed valve in the fuel metering unit to reduce fuel flow to a minimum value. The engine can be shut down to reset the overspeed system to allow a restart if desired. Engine surge Engine surge is detected by a rapid decrease in burner pressure or the value of rate of change of burner pressure, which indicates that surge varies with engine power level . Once detected, the EEC will reset the stator vanes by several degrees in the closed direction, open the booster 7th and 10th stage bleeds,and lower the maximum Wf/Pb schedule. Recovery of burner pressure to its steady state level or the elapse of a timer will release the resets on the schedules and allow the bleeds to close.

For Training Purposes Only

In the event of loss of both channels, or loss of electrical power, the systems are designed to go to their failsafe positions.

ENGINE LIMITS PROTECTION

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73−20

For Training Purposes Only

TM

Figure 123 FRA US/T Bu

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FADEC Processing and Fault Logic Page: 243

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ENGINE FUEL AND CONTROL CONTROLLING

IAE V2530 − A5

73−20 POWER MANAGEMENT Autothrust Mode The autothrust mode is only available between idle and maximum ( MCT ) when the aircraft is in flight. After take−off the lever is pulled back to the maximum climb position. The autothrust function will be active and will provide an EPR target for:

Max climb thrust

Optimum thrust

An aircraft speed ( Mach number )

A minimum thrust. Memo Mode In the memo the thrust value is frozen to the last EPR actual value, and will remain frozen until the thrust lever is moved manually or autothrust is reset with the autothrust pushbutton switch. When the autothrust function is disengaged while the thrust lever is in MCT/ FLX or CL (Maximum Continuous / Flexible Take−Off or Climb ) detent, the thrust is locked until the thrust lever is moved manually. Memo mode or Thrust locked is entered automatically from autothrust mode when:

The EPR target is invalid,

Or one of the two instinctive disconnect pushbutton switches on the thrust levers is activated,

Or autothrust signalis lost from EIU.

For Training Purposes Only

A319/A320/A321

Manual Mode This mode is entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an EPR value proportional to the thrust lever position up to maximum take−off thrust.

AUTOTHRUST ACTIVATION / DEACTIVATION The autothrust function (ATHR) can be engaged or active. The engagement logic is done in the Flight Management Computer (FMGC) and the activation logic is implemented into the EEC. The activation logic in the EEC unit is based upon two digital discretes: –ATHR engaged, –ATHR active from the FMGC, plus an analog discrete from the instinctive disconnect pushbutton on the throttle. The ATHR function is engaged automatically in the FMGC by auto pilot mode demand and manually by action on the ATHR pushbutton located on the Flight Control Unit (FCU). The ATHR de−activation and ATHR disengagement are achieved by action on the disconnect pushbutton located on the throttle levers or by depressing the ATHR pushbutton provided that the ATHR was engaged, or by selection of the reverse thrust. If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged . If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. The thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. When ATHR is deactivated (pilot’s action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions. NOTE:

AUTOTHRUST IS ONLY ACTIVE IN EPR MODE. IN RATED & UNRATED N1 MODE AUTOTHRUST IS LOST.

Flexible take−off rating FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation . ( 30 deg C.)

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20

AUTOTHRUST DISC.PB

EEC

For Training Purposes Only

FMGC

EPR

Figure 124 FRA US/T Bu

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FUEL FLOW COMMAND

Thrust Control Architecture Page: 245

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73−20

THIS PAGE INTENTIONALLY LEFT BLANK

For Training Purposes Only

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Page: 246

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73−20

For Training Purposes Only

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ENGINE FUEL AND CONTROL CONTROLLING

Figure 125 FRA US/T Bu

August 2001

Auto Thrust Defenition Page: 247

Lufthansa Technical Training

Engine Fuel and Controls FADEC Power Management

A319 / A320 / A321 IAE V2530−A5

73−20 Alpha Floor Condition If the Alpha Floor condition is not present, setting at least one throttle lever forward of the MCT gate leads to ATHR deactivation but maintains ATHR engaged ; the thrust is controlled by the throttle lever position and ATHR will be activated again as soon as both throttles are set at or below MCT gate. If the Alpha Floor condition is present, the ATHR function can be activated regardless of throttle position. When ATHR is deactivated (pilot’s action or failure), the thrust is frozen to the actual value at the time of the deactivation. The thrust will be tied to the throttle lever position as soon as the throttles have been set out of the MCT or MCL positions.

For Training Purposes Only

Manual Mode The thrust is controlled manually (i.e., function of TLA position) if the throttles are not in the ATHR area. This mode is also entered any time the conditions for autothrust or memo modes are not present. In this mode, thrust lever sets an N1 value proportional to the thrust lever position up to maximum take−off thrust. TLA versus rated thrust is consistent regardless of ambient conditions. TAKE−OFF/GO−AROUND ratings are always achieved at full forward throttle lever position (except in Alpha−floor mode). Other ratings (MAX CONTINUOUS, MAX CLIMB. IDLE, MAX REVERSE) are achieved at constant throttle lever positions.FLEXIBLE TAKE−OFF for a given derating is achieved at constant retarded throttle lever position. Flexible take−off rating FLEXIBLE TAKE−OFF rating is set by the assumed temperature method with the possibility to insert an assumed temperature value higher than the maximum one certified for engine operation to provide for the maximum derate allowed by the certifying Authorities.

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Engine Fuel and Controls FADEC Power Management

A319 / A320 / A321 IAE V2530−A5

73−20

EPR

EPR RATING

EPR TARGET

EPR TARGET

For Training Purposes Only

EPR REQUIRED

DETENT DETENT

Figure 126 FRA US/T bu

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DETENT

Thrust Lever Positions Page: Page: 249

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ENGINE FUEL AND CONTROL CONTROLLING

IAE V2530 − A5

73−20 EPR SETTING REQUIREMENTS EPR The EEC uses closed loop control based on EPR or, if EPR is unoptainable, on N1. Under EPR control, the EPR target is compared to the actual EPR to determine the EPR error. The EPR error is converted to a rate controlled Fuel Flow command ( FF ) which is summed with the measured fuel flow ( FF actual ) to produce the FF error. The FF error is converted to a current ( I ) which is sent to the dual torque motor.The torque motor repositions the Fuel Metering Valve ( FMV ) to change the fuel flow.

The inputs required for EPR control are:









For Training Purposes Only

A319/A320/A321

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

It is possible to re-select the primary control mode ( EPR) through the N1 mode P/B switch following an automatic reversion to rated or unrated N1 mode. If the fault is still present, the EEC will remain in its current thrust setting mode.If the fault is no longer present, the EEC will switch to the primary control mode (EPR). If the fault later reoccurs,reversion back to N1 mode (rated or unrated) will result.

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RATED N1 SETTING REQUIREMENTS Rated N1 The loss of either the P2 or the P 4.9 signal will cause an automatic reversion to the rated N1 closed loop control. This is a alternate control mode which utilizes to control the thrust automatically.It is a despatchable mode but autothrust is not available when operating in this mode.The rated N1 mode can also be manually selected by actuating the related N1 MODE P/B switch (one per engine) that is located on the overhead panel. The inputs required for Rated N1 control are: - T2 and - the Throttle Resolver Angle ( TRA ). The processing of the N1 error signal is the same as for EPR error signal.

UNRATED N1 SETTING REQUIREMENTS Unrated N1 The loss of the T2 signal will cause automatic reversion to unrated N1 closed loop control. Max N1,N1 thrust lever,N1 mode and N1 rating limit indications on the upper ECAM are lost.

The input required for unrated N1 control is: - the Throttle Resolver Angle ( TRA). The unrated N1 thrust setting requires the thrust to be set manually to an N1 speed.An overboost can occur in the unrated N1 thrust setting at the full forward thrust lever position.Use of unrated N1 thrust setting overboost above normal rated thrust is not recommended and will result in reduced engine life. The maximum N1 must therefore be determined from charts in the Flight Crew Operating Manual ( FCOM ). It is a non-despatchable mode and autothrust is not available when operating in this mode. The processing of the N1 error signal is the same as for the rated N1 error signal. Page: 250

A319/A320/A321 IAE V2530 − A5

73−20

For Training Purposes Only

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Figure 127 FRA US/T Bu

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Power Setting Requirements Schematic Page: 251

Lufthansa Technical Training

ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT

A319/A320/A321 IAE V2530 − A5

73−20 IDLE CONTROL Minimum idle ( 56 % - 60% N2 )

is corrected for ambient temp >30° C, then N2 will increase. Approach idle (approx. 70% N2 )

It varies as a function of Total Air Temperature ( TAT ) and altitude. This idle speed is selected to ensure sufficiently short accelleration time to go around thrust and is set when the aircraft is in an approach configuration.(Flap Lever Position -” NOT UP”) Reverse Idle ( approx. 70% N2 )

= Approach Idle + 1000 RPM ,FADEC sets the engine speed at reverse idle when the throttle is set in the reverse idle detent position . Bleed Idle

= Bleed demand.Bleed Idle command will set the fuel flow requested for ensuring correct aircraft ECS system pressurization ,wing anti ice and engine anti ice ,pressurization ( Pb-”ON” or valves not closed ) .

For Training Purposes Only

HMS Idle (Min Idle - Approach Idle)

For conditions where the compensated fuel temperature is greater than 140 deg. C. , the heat management control logic calculates raised idle speed. (in flight and on ground !)

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Lufthansa Technical Training

ENGINE FUEL & CONTROL FADEC POWER MANAGEMENT

A319/A320/A321 IAE V2530 − A5

73−20 THRUST LEVERS

EIU

Reverse Idle

EIU

Approach Idle

TLA (REV. IDLE) LANDING GEARS

WOW (GRD)

LGCIU 1/2

AIR

SLAT / FLAP LEVER

0

0

1

1

2

2

3 FULL

3

SFCC 1/2

LEVER NOT ZERO

EIU FAULT

FULL

WING ANTI ICE

N2 Idle

Min Idle

Setting

ENG ANTI ICE

For Training Purposes Only

ECS DEMAND

ZONE CONT.

EIU

Bleed Idle

ENGINE FUEL TEMPERATURE

PACKs

HMS

PACK CONT. 1/2

EEC Figure 128 FRA US/T Bu

August 2001

Idle Control Requirements Page: 253

A319/A320/A321 IAE V2530 − A5

73−20 N1 SPEED TABLE

For Training Purposes Only

Lufthansa Technical Training

ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT

FRA US/T Kh

RPM

% N1

5650

100 %

5465

96,7 %

5085

90 %

4918.5

87 %

4520

80 %

4372

77,4 %

3955

70 %

3825,5

67,7 %

3390

60 %

3279

58,0 %

2825

50 %

2732,5

48,4 %

2260

40 %

2186

38,7 %

1695

30 %

1639.5

29 %

1130

20 %

1093

19,3 %

August 2001

Page: 254

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ENGINE FUEL AND CONTROL FADEC POWER MANAGEMENT

A319/A320/A321 IAE V2530 − A5

73−20

V2530-A5 SLS / STD GROUND IDLE ( NO OFFTAKES )

N2 ROTOR SPEED ( RPM / % )

9600 64,2%

9200 61,5%

8800 58.8% 57,5% 8400 56,1%

For Training Purposes Only

8000 53,5%

7600 50,8% −80

−60

−40

−20

0

+10

+15

+20

+30

+40

+50

AMBIENT TEMPERATURE ( DEG. C. )

Figure 129 FRA US/T Kh

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Ground Idle Speed Diagram N2 Page: 255

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ENGINE FUEL AND CONTROL CONTROLLING

A319/A320/A321 IAE V2530 − A5

73−20 FADEC FAULT STRATEGY General The Electronic Engine control ( EEC ) system is dual, the two channels are equal. Failures are classified as class 1, 2 , 3 . According to the failure class, the system can use data from the other channel, or switch to the other channel. Faults are memorized in the system BITE as they occur. Input Fault Strategy All sensors and feedback signals are dual. Each parameter sensor as well as feedback sensors used by each channel come from two different sourses :

Local or cross− channel through the Cross channel Data Link NOTE:

SOME SENSORS CAN DIRECTLY BE SYNTHETIZED BY THE CORRESPONDING CHANNEL

Single Input Signal Failure There is no channel changeover for input signal failure, as long as the Cross Channel Data Link is operativ. NOTE:

FAULTS ARE NOT LATCHED. AUTOMATIC RECOVERY IS POSSIBLE.

Dual Input Signal Failure If dual input signal failure occurs , the system runs on synthetized values of the healthiest channel. The selected channel is one having the least significant failure.

Single Output Signal Failure If an output failure occurs, there is an automatic switchover to the standby active channel. T/S ACTION: One Channel - most likely LRU failure.

Complete output Signal Failure In case of complete output failure there will be no current flow through torque motors or solenoids. The associated component will be the ” FAIL−SAFE ” position.

For Training Purposes Only

NOTE:

FRA US/T Bu

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IF THE EEC POWER SUPPLY IS LOST, THE COMPONENTS WILL GO INTO”FAILE−SAFE” POSITION.

Page: 256

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73−20 .

For Training Purposes Only

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Figure 130 FRA US/T Bu

August 2001

FADEC Single Input Signal Failure Page: 257

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ENGINE FUEL AND CONTROL CONTROLLING

IAE V2530 − A5

73−20 COMPONENT FAIL SAFE STATES COMPONENTS: METERING VALVE

FAIL SAFE STATE: MIN FLOW

VARIABLE STATOR VANE ACTUATOR

VANES OPEN

2.5 BLEED ACTUATOR (BSBV)

BLEED OPEN

7TH STAGE HANDLING BLEED VALVES

BLEED OPEN

10TH STAGE HANDLING BLEED VALVE

BLEED OPEN

HPT ACC VALVE

VALVE CLOSED

LPT ACC VALVE

VALVE PARTIALLY OPEN - 45%

ACOC AIR VALVE

OPEN

10TH STAGE ”MAKEUP” AIR VALVE

OPEN

FUEL DIVERTER VALVE RETURN TO TANK VALVE IGNITION For Training Purposes Only

A319/A320/A321

CLOSED ( MODE 3 OR 4 ) ON

STARTER AIR VALVE P2/T2 PROBE HEAT THRUST REVERSER CONTROL UNIT * NOTE:

FMU RETURN FLOW THROUGH FCOC (MODE 4 OR 5 ) SOLENOID DE-ENERGIZED

CLOSED OFF REVERSER STOWED

IF THERE IS A FAILURE OF THE THRUST REVERSER HYDRAULIC CONTROL UNIT DIRECTIONAL VALVE WHILE THE REVERSER IS DEPLOYED,THE REVERSER WILL REMAIN DEPLOYED.

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A319/A320/A321 IAE V2530 − A5

73−20 LOSS OF INPUTS FROM AIRCRAFT

EIU SIGNALS:

NO ENGINE STARTING. NO AUTOTHRUST ON BOTH ENGINES. NO REVERSE THRUST MODULATED IDLE NOT AVAILABLE. CONTINUOUS IGNITION

ADC SIGNALS:

EEC USES ENGINE SENSORS.

BOTH TLA:

IN REVERSE: IF REVERSER INADVERTENTLY DEPLOYS AND BOTH REVERSER FEEDBACKS ARE INVALID,POWER IS SET TO IDLE. ON GROUND: SET IDLE IN FLIGHT: AT TAKE OFF FREEZE LAST VALID TLA,THEN SELECT MCT AT SLAT RETRACTION AUTOTHRUST CAPABILITY.

ONE TLA:

THE EEC USES THE REDUNDANT SENSOR.

BOTH 115V AC:

NO IGNITION NO P2/T2 PROBE HEATING

BOTH 28V DC:

NO START RUN ON ALTERNATOR ABOVE 10% N2

DISAGREEMENT BETWEEN TRA:

ON GROUND: IN FLIGHT: ON REVERSE:

FRA US/T Bu

August 2001

SET FORWARD IDLE SELECT LARGER VALUE BUT LIMIT THIS TO MCT SELECT REVERSE IDLE.

Page: 259

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ENGINE FUEL AND CONTROL FADEC TEST

A319/A320/A321 IAE V2530 −A5

73−20

ATA 73-20 FADEC TEST GENERAL: To get access to the FADEC SYSTEM REPORT / TEST menu the FADEC GRD PWR must be switched ”ON”. Then press the line key adjacent to CFDS - SYSTEM REPORT / TEST - NEXT P AGE - ENG 1A (1B),(2A),(2B).

FADEC PREVIOUS LEGS REPORT

For Training Purposes Only

This CFDS menu function gives access to the faults which have been detected and stored during the previous 64 flight legs. The Cells indicate if the failure was detected in the ground memory or the flight memory.

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ENGINE FUEL AND CONTROL FADEC TEST

A319/A320/A321 IAE V2530 −A5

73−20

FADEC A FAULT