IAE V2500 Beamer

Airbus A319/A320/A321 (IAE V2500A) vs A318/A319/A320/A321 (CFM56) Training Manual (EASA Part. 66 Cat. B1)

Issue 2 / September 2008 / Technical Training

Training Manual A319/A320/A321

71 Power Plant - V2500A

EASA Part 66 Cat. B1

Drain System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Pylon Drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48

71-00 Introduction Engine Mark Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IAE V2530-A5 Data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety Zones. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Inlet Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jet Wake Hazard Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Noise Danger Areas . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 4 4 6 6 6 6

71-00 Nacelle Access Doors & Openings Nacelle General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Access Doors & Openings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Fan Cowls Opening / Closing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Fan Cowl Latch Adjustment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 Thrust Reverser Cowl Doors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 T/R Cowling ("C-Duct") Opening / Closing . . . . . . . . . . . . . . . . . . . . . . . . . 20 Thrust Reverser Half Latches . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Latch Access Panel & Take Up Device . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Front Latch and Open Indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 C - Duct Opening / Closing System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 C - Duct Hold Open Struts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30

71-00 Engine Mounts General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Forward Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AFT Engine Mount . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Change . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Removal / Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Nacelle D/O. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table of Contents

32 32 34 36 36 40

72 Engine - V2500A 72-00 Engine Presentation Engine Main Bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . NO 4 Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rear Bearing Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Modules. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Module 31 (Fan Module) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inlet Cone . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Front Blade Retaining Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Removal / Installation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Annulus Fillers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reposition of the Annulus Filler Seals. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72-31-11 Fan Blade Repair. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fan Blade Inspection / Repair . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Repair of the Fan Disk Rear Ramp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . TAP Transient Acoustic Propagation Test . . . . . . . . . . . . . . . . . . . . . . . . . Fan Trim Balance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . One Shot Method . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Module 32 Intermediate Case . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Module 40 HP Compressor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Combustion Section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Common Nozzle Assembly (CNA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Angle and Main Gearbox. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drive Seal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Borescoping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Borescope Inspection of the HP Comp. . . . . . . . . . . . . . . . . . . . . . . . . . . . Borescope Access. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 12 14 16 18 20 22 24 26 28 28 30 30 30 35 37 38 38 42 45 47 49 51 53 55 55 57 58

73 Engine Fuel and Control - V2500A

71-00 Power Plant Drains General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44

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for training purposes only

Contents - I

Training Manual A319/A320/A321 73-00 Fuel System Presentation General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 73-10 Fuel Distribution Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Filter Diff. Press. Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Temperature Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Diverter & Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Fuel Distribution Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fuel Manifold and Tubes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Fuel Nozzle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Fuel Pump. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Metering Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Fuel Metering Unit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Overspeed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Low Pressure Fuel Shut Off Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 HP & LP Fuel SOV Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 73-20 Heat Management System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Fuel Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 IDG Oil Cooler Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ACOC Oil Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 ACOC Modulating Air Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Fuel Diverter & Return Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Return to Tank Modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 HMS Mode 1 (Normal Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 HMS Mode 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 No Return to Tank Modes 3 and 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HMS Mode 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HMS Mode 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Air Modulating Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 IDG Fuel Cooled Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 IDG Oil Cooler Temp. Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 FADEC Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

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Table of Contents EASA Part 66 Cat. B1

FADEC System Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 FADEC Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36 Engine Control Pushbuttons and Switches . . . . . . . . . . . . . . . . . . . . . . . . . 38 Failures and Redundancy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Engine Limits Protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 Power Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 Autothrust Activation / Deactivation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 EPR Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46 Rated N1 Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48 The processing of the N1 error signal is the same as for EPR error signal. 48 Unrated N1 Setting Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 The processing of the N1 error signal is the same as for the rated N1 error signal.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 FADEC Fault Strategy. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52 Component Fail Safe States . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54 Loss of Inputs from Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55 Idle Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56 N1 Speed Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58 FADEC Power Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 FADEC LRU‘S. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Data Entry Plug Modification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62 Electronic Engine Control (EEC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64 FADEC Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 FADEC LRU‘S Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66 FADEC LRU‘S Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68 P12.5 Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 P2.5 / T2.5 Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70 FADEC Test. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 FADEC Previous Legs Report. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72 FADEC Troubleshooting Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 FADEC Failure Types Definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74 FADEC System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78 FADEC Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80 FADEC Class 3 Fault Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81 Scheduled Maintenance Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82 Engine Interface Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84 EIU Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84

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Contents - II

Training Manual A319/A320/A321 EIU Input Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CFDS System Report/Test EIU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LAST Leg Report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . LRU Indentification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ground Scanning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU CFDS Discrete Outputs Simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . EIU Discrete Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

84 86 87 88 88 89 90 92 94

74 Ignition - V2500A 74-00 Ignition System Presentation General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ignition System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Ignition Starting - Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Ignition System Circuit Breakers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Ignition System Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Ignitor Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Ignition Test without CFDS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

74-00 Starting 80-00 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starter Air Control Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start Air Control Valve Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cranking-Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wet Cranking . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Automatic Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EEC Auto Start Abort . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Manual Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

75 Engine Air - V2500A

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12 12 14 16 18 22 24 26 26 28 30

Table of Contents EASA Part 66 Cat. B1

75-00 System Presentation General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 FADEC Compressor and Clearance Control. . . . . . . . . . . . . . . . . . . . . . . . . 2 Compressor Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 75-31 LP Comp. Air Flow Sys.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Booster Bleed System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 BSBV Actuating Mechanism . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 75-32 HP Comp. Air Flow Sys. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 VSV System Components. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 VSV Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Handling Bleed Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Handling Bleed Valves Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Bleed Valve Locations. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 Handling Bleed Valve Malfunctions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 HP Turbine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Turbine Cooling Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 Operating Schedule. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 HPT / LPT Active Clearance Cont. Sys. . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 HPT / LPT Cooling Manifolds . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 Nacelle Ventilation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 75-41 Nacelle Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 Nacelle Temperature General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32

76 Engine Controls - V2500A 76-00 Engine Controls Throttle Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Thrust Levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Bump Rating Push Button(A1 Engined Aircraft only) . . . . . . . . . . . . . . . . . . 4 Artificial Feel Unit (Mechanical Box) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Throttle Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 Rigging . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 AIDS Alpha Call Up of TRA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12

77 Indicating - V2500A

for training purposes only

Contents - III

Training Manual A319/A320/A321 77-00 Engine Indicating Presentation Indication General. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 77-10 Power Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EPR Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 EPR System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 P2 / T2 Heater. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 FADEC P2/T2 Heater Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 77-20 Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EGT Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 EGT Probes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 77-10 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 N1 and N2 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 31 Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Max Pointer Reset (N1, N2 & EGT) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 77-10 Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 N1 Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Interchange of N1 Speed Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Dedicated Alternator (PMA) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 77-30 Analyzers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Vibration Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 Engine Vibration Monitoring Unit (EVMU). . . . . . . . . . . . . . . . . . . . . . . . . . 24 Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 CFDS System Report / Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28 CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 CFDS System Report /Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34 CFDS Accelerometer Reconfig. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36

78 Exhaust - V2500A 78-00 Reverser System Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Hydraulic Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Manual Deployment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Sep08/Technical Training Copyright by SR Technics

2 4 6 8 8

Table of Contents EASA Part 66 Cat. B1

Thrust Reverser Independent Locking System . . . . . . . . . . . . . . . . . . . . . . Component Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reverser Hydraulic Control Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU in Forward Thrust Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Deploy Sequence Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HCU Stow Sequence Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Command Limitation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flexshaft Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic Actuators Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper Nonlocking Actuator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower Locking Actuators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Manual Deploy / Stow. . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust Reverser Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC CFDS Reverser Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (Fault Detected). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . FADEC T/R Test (NOT O.K.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10 10 12 14 16 18 20 22 24 24 26 28 30 32 34 35

79 Oil - V2500A 79-00 Oil System Oil System Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Oil System Bearings and Gears Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . 6 Front Bearing Compartment (Bearings no. 1, 2, 3) . . . . . . . . . . . . . . . . . . . . 6 Centre Bearing Compartment (Bearing no.4) . . . . . . . . . . . . . . . . . . . . . . . . 8 Rear Bearing Compartment (Bearing no.5). . . . . . . . . . . . . . . . . . . . . . . . . 10 Oil System Components Presentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oil Quantity Transmitter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Oil Pressure Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Air Cooled Oil Cooler (ACOC). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 ACOC Oil Temperature Thermocouple . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 Fuel Cooled Oil Cooler (FCOC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 Scavenge System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Scavenge Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 Scavenge Oil Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 De-oiler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 No 4 Bearing Scavenge Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26

for training purposes only

Contents - IV

Training Manual A319/A320/A321 No 4 Bearing Pressure Transducer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . No 4 Bearing Scavenge Valve Description . . . . . . . . . . . . . . . . . . . . . . . . . No 4 Bearing Scavenge Valve Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil System Pressure Sensing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Magnetic Chip Detectors (M.C.D.) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Master Chip Detector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IDG Oil Servicing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79-30 Oil Indicating System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ECAM Oil Indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Quantity Indicating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Temperature Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Oil Pressure Indication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low Oil Pressure Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scav. Filt. Diff. Pressure Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

26 28 28 30 32 32 34 36 38 40 40 40 42 42 42 42 42

Table of Contents EASA Part 66 Cat. B1

26-12 Engine Fire and Overheat Detection Fire Detectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Fire Detection Unit (FDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Warnings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Test P/B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Engine Fire Detection Logic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Fire Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Loop Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Detection Fault Warning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 Electrical Circuits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Fire Detection Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Fire Extinguishing Circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Engine Fire Pushbutton Interfaces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15

26-99 CFDS System Report / Test FDU - Bite . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3

24 Electrical Power - V2500A

30 Ice and Rain Protection - V2500A

24-22 AC Main Generation

30-00 Eng. Air Intake Ice Protection

General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator Drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Speed Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Control and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator Control Unit Supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator Operation Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator 1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Generator Reset . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Integrated Drive Generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 Servicing of IDG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 AC Main System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10

26 Fire Protection - V2500A

Sep08/Technical Training Copyright by SR Technics

System Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Control Schematic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Anti Ice Duct and Valve. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Anti-Ice Valve Deactivation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2 2 4 5 5

36 Pneumatics - V2500A 36-10 General Distribution - Description and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HP Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure Regulator Valve (PRV). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bleed Temperature Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

for training purposes only

2 2 2 2 3 3

Contents - V

Training Manual A319/A320/A321

Table of Contents EASA Part 66 Cat. B1

BMC Bleed Monitoring Computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 High Pressure Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Bleed Pressure Regulator Valve (PRV) . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Overpressure Valve (OPV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 Fan Air Valve (FAV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Fan Air Valve Control Thermostat CT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13 Temperature Limitation CTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Bleed Transfer Regulated Pressure Transducers Pt . . . . . . . . . . . . . . . . . 15 Temperature Control Description and Operation . . . . . . . . . . . . . . . . . . . . 16 CFDS MCDU Pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17

IAE V2500-Study Questions

Sep08/Technical Training Copyright by SR Technics

for training purposes only

Contents - VI

Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

71 Power Plant - V2500A 71-00 Introduction

The senior partners Rolls Royce and Pratt & Whitney assemble the engines at their respective plants in Derby, UK and Middletown Connecticut, USA

It is produced by International Aero Engines (IAE) corporation.

Fiat Aviazone have since withdrawn as a risksharing partner, but still remains as a Primary Supplier. Rolls Royce now has responsibility for all external gearbox related activity.

On March 11, 1983 five of the world’s leading aerospace manufacturers signed a collaboration agreement to create, for the first time in history, a new family of aero engines developed form the best proven technology that each of the five could provide. Headquarters for IAE were established in Connecticut, USA, and from there the V2500 turbofan engine, designed to power the world’s 120-180 seat aircraft, was launched on January 1, 1984. Shared Technology, shared Strenght Each shareholder is responsible for the development and production of discrete modules reflecting their best proven technology.

IAE is responsible for the coordination of manufacture and assembly of the engines, sales, marketing, contracting and in-service support of V2500. The engine entered revenue service on May 22, 1989. This corporation consits of the following companys: • JAEC (Japanese Aero Engines Corporation) • Rolls Royce • Pratt & Whittney • MTU (Motoren & Turbinen Union)

Pratt & Whitney 32.5%

Diffuser-Combustor, High Pressure Turbine, Turbine Exhaust Case

Rolls-Royce 32.5%

High Pressure Compressor, Gear Box

Japanese Aero Engines Corporation 23% Fan Case, Low Pressure Compressor MTU Aero Engines 12%

Sep08/Technical Training Copyright by SRTechnics

Low Pressure Turbine Module

for training purposes only

71-00-1

Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Engine Mark Numbers The V2500 engine has been designated the “V” because IAE was originally a fivenation consortium. The “V” is the Roman numeral for five. 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 in the family • The next two figures indicate the engine’s rated sea - level takeoff thrust. The following letter shows the aircraft manufacturer. • 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. The only engine exempt from this idents is the current service engine, which is already certified to the designated V2500-A1. For example: The V2500 - A1 engine is used on A320 and has only a 3 stage booster. The D5 variant is now no longer in production, however the engine is still extensively overhauled and re-furbished

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Figure 1: Engine Mark Numbers

V2530-A5 Generic to all V2500 engines

Mechanical Standarts of engine Takeoff thrust in thousands of pounds

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Airframe manufacturer - A for Airbus Industrie - D for McDonnell Douglas

MARK NUMBER

TAKEOFF THRUST (LB)

V2522 - A5

22.000

A319

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

for training purposes only

AIRCRAFT

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Introduction

IAE V2530-A5 Data

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

Fan tip diameter:

63.5 in (161cm)

Bare engine length:

126 in (320 cm)

20% of thrust is produced by the engine core.

Weight:

4942 lbs (2242 KG)

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 fivestage low pressure turbine and the HP compressor by a two stage HP turbine.

Take - off thrust:

30,000 lb, flat rated to +30 deg. C

Bypass ratio:

5.44 : 1

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.

Overall Pressure Ratio:

31.9 : 1

Mass Flow lbs/s:

856 lbs

N1:

100% (5650 RPM)

N2:

100% (14950 RPM)

EGT (Takeoff)

650 deg. C

EGT (Starting)

635 deg. C

EGT (Max Continous/Climb)

610 deg. C

80% of the thrust is produced by the fan.

The V2500 incorporates a full authority digital Electronic Engine Control (EEC). 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.

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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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Figure 2: V2500 Propulsion Unit

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Safety Zones

Jet Wake Hazard Areas

Engine Inlet Hazard Areas

Warning:

Warning:

During run up operations, extreme care should be exercised when operating the engines.

During run up operations, extreme care should be exercised when operating the engines. Refer to the diagram showing the inlet suction hazard areas for the conditions at idle and take-off thrust.

Refer to the diagram showing the jet wake hazard areas for the conditions at idle and take-off thrust.

Figure 3: Engine Inlet Hazard Areas

Noise Danger Areas Warning: Ear protection must be worn by all persons working near the engine while it operates. Loud noise from the engine can cause temporary or permanent damage to the ears.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Introduction

Figure 4: Jet Wake Hazard Areas

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Training Manual A319/A320/A321

71-00 Nacelle Access Doors & Openings

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 5: 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)

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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.

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Pressure relief Doors:

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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 fill and sight glass pressure relief door in the left fan cowl.

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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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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 6: Nacelle Access Doors

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71-00-9

Training Manual A319/A320/A321 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.

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Power Plant V2500A 71-00 Nacelle Access Doors & Openings

The fan cowl hold open struts must be in the extended position and both struts must always be used to hold the doors open. Be careful when opening the doors in winds of more than 26 knots (30mph) The fan cowl doors must not be opened in winds of more than 52 knots (60mph)

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 7: Power Plant Installation Presentation - General

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 8: Nacelle D/O - Air Intake Cowl

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 9: Nacelle D/O - Fan Cowl Doors (LH & RH)

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Nacelle D/O Thrust Reverser "C" Ducts The thrust reverser "C" ducts are in two halves fitted with cascades, blocker doors and translating sleeves. Each half is supported by four hinges at the pylon. The halves assembly is latched along the bottom centerline with six latches. LH door weight: 580 lbs (263 kg). RH door weight: 574 lbs (260 kg). Each half is provided with: • 3 attachment points for handling, • 1 opening actuator operated with a hand pump, • 2 hold open rods for opening. The latch assembly consists of: • 1 forward bumper latch, • 3 center latches, accessible through a hinged access panel, • 1 aft twin latch.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 10: Nacelle D/O - Thrust Reverser "C" Ducts

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Nacelle D/O Common Nozzle Assembly The Common Nozzle Assembly (CNA) mixes the exhaust gases from the secondary and primary airflows. It is bolted to the rear flange of the turbine exhaust case. The Common Nozzle Assembly is attached to the LP turbine frame by means of 56 bolts. Weight: 181 lbs (82 kg).

Exhaust Cone The exhaust cone provides the inner contour of the common exhaust stream flow. It is attached to the inner flange of the turbine exhaust case. The exhaust cone is bolted to the inner LP turbine frame by means of 13 bolts. Weight: 10 lbs (4.5 kg).

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 11: Nacelle D/O - Mixed Exhaust System

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 12: Fan Cowls Opening / Closing

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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 Figure 13: Fan Cowl Latch Adjustment

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Training Manual A319/A320/A321

Thrust Reverser Cowl Doors

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 14: Thrust Reverser Hydraulic Control Unit (HCU)

T/R Cowling ("C-Duct") Opening / Closing (9$2!5,)# #/.42/,5.)4

Before opening: 1. All 6 latches & take - up devices must be released in sequence. 2. If reverser is deployed, pylon fairing must be removed. 3. Deactivate Thrust Reverser Hydraulic Control Unit (HCU) 4. FADEC power "OFF" 5. Put Warning Notices in the Cockpit

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 15: C-Duct Opening/Closing

THEFAIRINGMUSTBEREMOVED BEFORETHEREVERSERISDEPLOYED ANDTHEC DUCTOPENED


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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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)

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 16: Thrust Reverser Half Latches

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 17: Latch Panel & Take Up Device

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 18: Front Latch with Open Indicator

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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. The hydraulic fluid used in the system is engine lubricating oil.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 19: "C" Duct Opening/Closing

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

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 Cduct. 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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Nacelle Access Doors & Openings

Figure 20: „C“ Duct Hold Open Struts

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

71-00 Engine Mounts

The beam assembly is aligned on the aircraft pylon by two shear pins and attached with five bolts.

General

The thrust of the engine is transmitted through the thrust links, the cross beam assembly and the beam assembly to the aircraft pylon.

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.

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.

Both mounts are made to be fail-safe and have a tolerance to damage. • 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.

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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Figure 21: Forward Engine Mount

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Figure 22: AFT Engine Mount

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Engine Change Engine Removal / Installation The arrangements for slinging / hoisting the engine are shown below (Bootstrap). During this operation the "C" ducts are supported by rods which are positioned between the "C" duct and the engine pylon. After a new engine was installed different Test Tasks have to be performed: • Check of engine datas via CFDS (ESN, EEC P/N, Engine Rating, Bump level) to make sure that they are the same as written on the EEC, data entry plug and engine identification plates. • Operational Test of EEC via CFDS. • If A/C is operated in actual CAT III conditions, a Land Test must be performed. • Functional check of IDG disconnect system. • Functional check of engine ice protection system. • TEST NO. 1 (Dry motor leak check) • TEST NO. 2 (Wet motor leak check) • TEST NO. 3 (Idle leak check) • TEST NO. 6 (EEC system idle test) • TEST NO. 13 (Prestested engine replacement test) For further information refer to AMM ATA 71-00-00.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Figure 23: Hold Open Braces and Adjustable Struts

THRUST REVERSER COWL DOOR

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ADJUSTABLE STRUT

T/R OPENING ACTUATOR

PYLON

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Figure 24: Engine Removal

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Figure 25: Bootstrap Equipment

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Training Manual A319/A320/A321 Nacelle D/O

71-00 Engine Mounts

FUEL SYSTEM • fuel supply, • fuel return to tank,

Fluid Disconnect Panel The fluid disconnect panel provides the fluid connection between engine and pylon. It is located on the left hand side of the fan case upper part. Fluid connection lines:

Power Plant V2500A

HYDRAULIC SYSTEM • hydraulic pump suction, • hydraulic pump pressure delivery, • hydraulic pump case drain.

Figure 26: Fluid Disconnect Panel

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Engine Mounts

Fan Electrical Connector Panel The fan electrical connector panel provides the interface between the fan electrical harnesses and the pylon. It is located on the right hand side of the fan case upper part. Figure 27: Fan Electrical Connector Panel

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Training Manual A319/A320/A321 Core Electrical Junction Box

Power Plant V2500A 71-00 Engine Mounts

It is located in the forward mount zone.

The core electrical junction box provides the interface between the core electrical harnesses and the pylon. Figure 28: Core Electrical Junction Box

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Power Plant Drains

71-00 Power Plant Drains

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Power Plant V2500A 71-00 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.

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Power Plant V2500A 71-00 Power Plant Drains

Figure 29: Drain Mast

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Power Plant V2500A 71-00 Power Plant Drains

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) • Booster bleed slave actuator) Engine- Variable Stator Vane Actuator) Core • Active Clearance Control Actuator) • Fuel diverter valve) Engine fan Case • Fuel metering unit) Gearbox • LP/HP fuel pumps)

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) Engine fan case • Integrated Drive Generator) • Air starter) Gearbox • Hydraulic Pump) • 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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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Power Plant Drains

Figure 30: Drain System ,%&43)$% /), 4!.+ 3#500%2

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2)'(43)

%$Sep08/Technical Training Copyright by SRTechnics

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Power Plant Drains

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.

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Training Manual A319/A320/A321

Power Plant V2500A 71-00 Power Plant Drains

Figure 31: Pylon Drains

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Training Manual A319/A320/A321

Power Plant V2500A 72-00

72 Engine - V2500A

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72-00-1

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

72-00 Engine Presentation 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 Common 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.

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)

Common 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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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 1: Engine Components Location (L/H Side)

NOSE CONE

FAN CASE

FUEL COOLED OIL COOLER

HP COMPRESSOR SECTION

REAR ENGINE MOUNT

FUEL FILTER OIL TANK HYDRAULIC PUMP

OIL PUMP GEARBOX

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COMBUSTION SECTION FUEL PUMP

COMMON NOZZLE

STAGE 7C BLEED VALVE

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 2: Engine Components Location (R/H Side) ELECTRONIC ENGINE CONTROL TURBINE SECTION

STAGE 7 BLEED VALVES

RELAY BOX

AIR COOLED OIL COOLER NO.4 BEARING COMPARTMENT AIR COOLER

LP COMPRESSOR (FAN)

STARTER

INTEGRATED DRIVE GENERATOR

DE-OILER

BLEED VALVE CONTROL VALVES

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 3: Propulsion Unit Outline 3 LP COMPRESSOR SPLITTER FAIRING 2 LP COMPRESSOR FAN BLADES

4 LP COMPRESSOR OUTLET GUIDE VANES

5 HP COMPRESSOR WING

1 AIR INLET COWL PYLON

63”

COLD STREAM

V2500-A1

V2500-A1 HOT STREAM

V2500-A5

V2500-A5

63.5”

V2500-D5

V2500-D5

COLD STREAM

6 LP COMPRESSOR STAGE 1.5, 2, 2.3 AND 2.5 BLADES

10 INLET CONE

9 INLET CONE FAIRING

7 LP COMPRESSOR STAGE 1.5 AND 2 VANES

8 LP COMPRESSOR CASE

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

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

(Booster Stage Bleed Valve = 2.5 Bleed Ring)

3 4 5

VSV ( & IGV ) VSV VSV

7 8 9 10 11 12

CUST. BLEED, A / I, Hdlg. Bleed, Internal Cooling

1 2 3 5 6 7 8 9 10

HIGH PRESSURE COMPRESSOR

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

B.S.B.V.

HIGH PRESSURE TURBINE

1 2

LOW PRESSURE TURBINE

3 4 5 6 7

ACTIVE CLEARANCE CONTROL

ACTIVE CLEARANCE CONTROL

COMMON NOZZLE

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 4: Stage Numbering

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Training Manual A319/A320/A321 Flowpath aerodynamic stations have been established to facilitate engine performance assessment and monitoring.

Airflow Stations STA 0 1

Ambient Intake Lip of Air Intake

2

Fan Inlet

LP Compressor Exit, (HP) Compressor Inlet

2.5

3

HP Compressor Exit

4 4.5

Combustion Section Exit HP Turbine Exit

4.9

LP Turbine Exit

5 12.5

Turbine Exhaust Case Exit Fan Exit

Legend 1)

2)

Designation

CIP

T2.5

CIT

P3

Pb, CDP

T3 – – P4.9 (P5) T4.9 – P12.5

CDT – –

Parameters used for Engine Engine Trend Control Monitoring 1 ) –

Remarks

– for EPR Calculation 2 )

–

– –

– – for EPR Calculation 2 )

EGT – FEP

– –

–

– Same Sensor used as for Engine Control is also used for Trend Monitoring; – Special Sensor used for Engine Trend Monitoring

EPR / Engine Pressure Ratio =

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The manufacture uses numerical station designations. The station numbers are used as subscripts when designating different temperatures and pressures, throughout the engine.

Measured Parameters often used Designation Abbreviations P0 Pamb – – P2 FIP T2 FIT P2.5

Power Plant V2500A 72-00 Engine Presentation

P4.9 P2

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 5: Engine Stations AERODYNAMIC STATIONS 1

STATION PT PSIA TT °C TT °F

2

12.5

2 14.7 15 59

2.5 26.2 74.1 164.4

2.5

3

12.5 24 64.6 148.3

3 438.9 540 1003.9

4

4.5

4.5 82.9 791.4 1456.5

4.9

4.9 19.9 496.6 925.9

V2500-A1

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Training Manual A319/A320/A321

Power Plant V2500A 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 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

Bearings 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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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 6: Engine Bearings & Compartments

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

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.

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 separates 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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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 7: Front Bearing Compartment

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

NO 4 Bearing Compartment The No 4 bearing compartment is situated in an inherently hostile, high temperature and pressure environment at the centre of the combustion section. The bearing compartment is shielded from radiated heat by a heat shield and an insulating supply of relatively cool 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. 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. 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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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 8: No.4 Bearing Compartment

DIFFUSER CASE REAR INNER FLANGE

FRONT WALL

HEATSHIELD

BEARING SUPPORT ASSEMBLY

COOLING DUCT

REAR WALL 12 TH STAGE P COMPRESSOR AIR

REAR SEAL FRONT SEAL

FRONT SEAL SEAT

No. 4 BEARING RING LOCK AND NUT

REAR SEAL SEAT

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Training Manual A319/A320/A321 Rear Bearing Compartment

Power Plant V2500A 72-00 Engine Presentation

Figure 9: Bearing No.5 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.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 10: Rear Bearing Compartment

TEC

STAGE 8 AIR REAR THERMAL BLANKET

COMPARTMENT COVER BLIND CAP

LPT SHAFT

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BLIND CAP

PACKING

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Engine Modules

High Pressure Compressor

Modular construction has the following advantages: • Lower overall maintenance costs • Maximum life achieved from each module • Reduced turn-around time for engine repair • Reduced spare engine holdings • Ease of transportation and storage • Rapid module change with minimum ground running • Easy hot section inspection • Vertical/horizontal build strip • Split engine transportation • Compressors/turbines independently balanced

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.

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

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.

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.

High Pressure Turbine

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.

The module numbers refer to the ATA chapter reference for that module.

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.

Fan Module It consists of a single stage, wide-chord, shroudless fan and hub.

Intercase 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.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 11: Engine Modules

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Training Manual A319/A320/A321 Module 31 (Fan Module)

Power Plant V2500A 72-00 Engine Presentation

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.

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

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.

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 class-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. 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.

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.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 12: LP Compressor (Fan)

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Inlet Cone The Glass-fibre cone smoothes the airflow into the fan. It is secured to the front blade-retaining ring by 24 bolts. A Fairing is attached to the front blade-retaining ring by 6 bolts. Balance weights must not be placed at these 6 bolt locations on the fairing. The Nose Cone is balanced during manufacture by applying weights to its inside surface. The nose cone is un-heated. A soft rubber cone tip provides ice protection. As ice builds up on the tip, it becomes un-balanced and flexes. This causes the ice to be dislodged from the rubber tip and is then ingested by the fan before it has built up to a significant mass. The Nose Cone retaining bolt flange is faired by a titanium fairing which is secured by six bolts. The arrangement is shown below. Take care when removing the Nose Cone retaining bolts. Balance weights may be fitted to some of the bolts. The position of these bolts with their respective weights must be marked before removal, so as to ensure they are refitted to the same position.A special tool is used to remove the Inlet Cone to prevent it from damage as shown below.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 13: Inlet Cone Removal ).,%4#/.% &,!.'% &2/.4",!$%2%4!).).' 2).'&,!.'%

05,,%2,%6%2

,/#!4).'0). /&&

,/#!4).' (/,%

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/&&

/&&

!

&!)2).' ).,%4#/.%

! ).,%4#/.% 7!3(%2 &2/.4",!$%2%4!).).' 2).'

"/,4 /&&

42)-"!,!.#% 7%)'(4

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./4%



&).$4(%3)82%#4!.'5,!2/0%.).'3).4(%2%!2 &!#%/&4(%).,%4#/.%&,!.'% ).4/7()#(4(% 4)0/&4(%,%6%2)30543%%6)%7!



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!0,,9%15!,02%3352%#!2%&5,,9&/27!2$!4%!#(

/0%.).').452.7)4(4(%,%6%24/4(%&,!.'%4/ "2%!+).4%2&%2%.#%&)4

72-00-23

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Front Blade Retaining Ring The Assembly is shown below. The Front Blade Retaining Ring is secured to the Fan Disk by a ring of 36 bolts. A second (outer ring) passes through the retaining ring and permits the individual securing of the Annulus Fillers by 22 bolts. Both these sets of bolts must be removed before attempting to remove the Front Blade Retaining Ring. After the removal of the 22 annulus filler securing bolts and all 36 retaining ring bolts, it is possible to remove the front blade retaining ring by the use of 6 ‘pusher bolts being inserted into 6 threaded holes designed specifically for this purpose. The fan blades and annulus filler positions are not identified. For this reason it is important to identify and make a note of the original blade and annulus filler positions prior to their removal. When the Nose Cone is fitted, it is possible to identify the positions of blades numbers 1,2 and 3 by noting that the front blade retaining ring has etched on it’s outer edge these blade number positions. These numbers are marked in a counterclockwise direction when viewing the engine from the front. Having established the original positions of the blades it is important to number the blades and their corresponding annulus filler by using an approved marker pen

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 14: Front Blade Retaining Ring

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Training Manual A319/A320/A321 Fan Blade Removal / Installation

Power Plant V2500A 72-00 Engine Presentation

The moment weight of the fan blade is written on the root surface

Removal Figure 15: Fan Blade Profile

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.

HONEYCOMB CORE

CONVEX SKIN

CONCAVE SKIN

Balance weights, if required are located on the retaining ring. 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.

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. Fan blade Inspection / repair are described in the AMM 72-31-11 Page block 800.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 16: Fan Blade Removal / Installation

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Training Manual A319/A320/A321

Annulus Fillers

Power Plant V2500A 72-00 Engine Presentation

Make sure the plastic strip has a smooth surface and edges. If you use a strip with a rough edge surface or edges, damage to the seal can occur.

After removal of the Front Blade retaining ring 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 degrees counter-clockwise • draw the Annulus Filler forward to clear the blades

Make sure that you do not break the plastic strip and leave pieces of it in the Fan. Pieces of plastic can damage the rubber.

Remove the annulus fillers on either side of the blade to be removed. The blade to be removed can than be pulled forward to clear the dovetail slot in the fan disc. Examine the outer surface of the Annulus Filler for cracks, nicks, dents and scores. Limits in the AMM can be applied to assess the damage for accept or reject. If the surface coating of the annulus filler is damaged to the point of requiring a repair the AMM has a procedure that allows this to be done. AMM ref 72-31-11-300-010 gives comprehensive instructions as to the correct procedure for repair When re-fitting the Annulus Fillers, it is extremely important that correct location of the Annulus Fillers into the Rear Retaining Ring is achieved. If the Annulus Filler is not correctly installed, it is possible that when the Front Retaining Ring is subsequently torque tightened in place onto the Fan Disk, it may result in the deformation and displacement of the Rear Retaining Ring. This could cause it to come into contact with the inlet housing of LP Compressor Module

Reposition of the Annulus Filler Seals During the installation of the Annulus Filler it is possible to cause the sealing strips to be incorrectly seated. If this were to be left uncorrected, it is possible that the Fan Blade would be displaced slightly prevented from it’s normal radial operating position. This in turn would cause the Fan Module to become un-balanced and vibration levels for the engine could be exceeded. The task referenced above documents the procedure to eliminate this. The task requires a stiff plastic strip to be used to reposition the seals if they ‘ rolled’ as shown in the diagram below.

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Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 17: Annulus Filler

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Training Manual A319/A320/A321

72-31-11 Fan Blade Repair Fan Blade Inspection / Repair Before any repair is carried out, reference must be made to the AMM Chapter 7231-11 Page Block 800. Repair Damage on the Low Pressure Compressor (LPC) Fan Blades by Local Material Removal

2. 3. 4. 5.

Power Plant V2500A 72-00 Engine Presentation

Wash the repaired area with a cloth soacked in the solution. Use a cloth soaked in clean cold water until the area is fully cleaned. If necessary repeat steps (2) and (3). Wipe the area with a clean dry cloth.

B. Do a Local Penetrant Crack Test on the Damaged Blades 1. Use fluorescent penetrant and do a penetrant inspection of the damaged area (Ref. SPM 702305).

C. Examine the Blade Airfoil • • • •

•

•

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

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.

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

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1. Examine the blade airfoil for crack indications. Use X10 binocular under ultra violet light. If a blade is cracked, reject it. 2. Examine the blade for damage (Ref. TASK 72-31-11-200-010). If a blade is damaged, do step (4.D.) that follows.

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. 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. 1. 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. 2. 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, waterproof abrasive paper and / or waterproof abrasive paper. Polish the repaired area‘s, to remove scratches and make the surface finish the same as the adjacent material. Use waterproof abrasive paper, waterproof abrasive paper (and / or waterproof abrasive paper.

for training purposes only

72-00-30

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 18: Fan Blade Repair Limits

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Sep08/Technical Training Copyright by SRTechnics

for training purposes only

72-00-31

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 19: Fan Blade Repair Limits 0%2-)44%$02/&),%

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72-00-32

Training Manual A319/A320/A321 E. Examine the LP Compressor Fan Blades

Power Plant V2500A 72-00 Engine Presentation

Figure 20: LP Compressor Fan Blade

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 and do a penetrant inspection of the damaged area (Ref. SPM 702305).

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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. At the next shop visit make a mark VRS1506 adjacent to the part number. Use vibro-engraving equipment. 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). !&4%2

490)#!,%8!-0,%/&$!-!'%"%&/2%!.$!&4%23#!,,/0).'

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72-00-33

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 21: Fan Blade leading and trailing edge limits TRAILING EDGE

AREA F

LEADING EDGE

0.75in. (19.05mm)

Bt 2.00in. (50.80mm)

At

Ct

11.500in. (292.10mm)

ANNULUS

LINE

1.50in.

Br Ar

(38.10mm)

3.00in. (76.20mm)

Cr

3.00in. (76.20mm)

MAXIMUM SERVICEABLE LIMITS FOR SURFACE DAMAGE DEPTH ON CONVEX AND CONCAVE SURFACES.

Ar Br F

Sep08/Technical Training Copyright by SRTechnics

0.008in. (0.20mm) 0.008in. (0.20mm) 0.008in. (0.20mm)

At Bt Ct

for training purposes only

0.025in. (0.63mm) 0.025in. (0.63mm) 0.008in. (0.20mm)

72-00-34

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Repair of the Fan Disk Rear Ramp During the removal operation of a fan blade, it is possible to dislodge the rear ramp from its location in the ‘dove-tail’ slot in the fan disk. Great care must be taken to inspect the fan disk and the security of the rear ramps, as they play an important role in providing a firm fixing and support for the individual fan blades. Should it be discovered that a rear ramp has become separated from the disk it must be refitted/replaced and a full description of the task can be found in the AMM task reference 72-31-12-300-010. This is summarised as follows: Remove the stage 1 fan blade from the stage 1 fan disk assembly Clean the disk and rear ramp bonding surfaces: • Hand abrade the disk and rear ramp bonding area, using a scotch brite pad (material No. V05-126) or garnet paper (Material No. V05-017) • Swab degrease the disk and rear ramp bonding areas, using a clean lint-free cloth made moist with methyl ethyl keytone (material No. V01-076) Mating surfaces of the component must be scrupulously clean and contact surfaces must not be touched by hand or otherwise contaminated. Bonding must be carried out immediately following surface preparation Bond the rear ramp to the disk: • Apply masking tape to the rear ramp. Using masking tape (Material No. V02019) Note! The masking tape is used in order to allow the engineer to hold and place the rear ramp accurately in the dovetail slot. See diagram on next page. • Apply the adhesive to the disk and rear ramp bond areas. Use toughened acrylic adhesive with initiator (Material No. V08-114) Use a small spatula or trowel to apply the adhesive. Note The four ‘pips’ on the rear ramp, are to ensure adequate thickness of adhesive is maintained between the mating surfaces. See diagram on next page. • Fix the rear ramp to the fan disk and remove the masking tape from the rear ramp. • Use finger pressure to hold the rear ramp in position for three minutes. • Cure the adhesive for one hour at room temperature between 21 deg. C. and 25 deg. C. • Visually and dimensionally examine the bonded rear ramp. • Install the stage 1 fan blade to the fan disk assembly.

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72-00-35

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 22: Fan Disk Rear Ramp

REAR FACE OF REAR RAMP REAR FACE OF DISK DIRECTION OF INSERTION FOR REAR RAMP

0.020 (0,50) 0.000 (0,00)

DISK

B

REAR RAMP

B

SECTION

A-A

MASKING TAPE

AB FLAT BOTTOM PORTION 0,15 ( 0.006 0.004(0,10))

GLUE LINE THICKNESS TO BE CONTROLLED BY FOUR PIPS ON REAR RAMP

FOUR PIPS VIEW ON

D

SECTION

C-C

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BOND REAR RAMP WHERE MARKED ALL DIMENSIONS ARE IN IN. (MM)

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72-00-36

Training Manual A319/A320/A321 TAP Transient Acoustic Propagation Test

Power Plant V2500A 72-00 Engine Presentation

Figure 23: TAP Test

E.g. after ingestion of birds, foreign objects or slush a TAP test of the LP Compressor fan blades needs to be carried out within a specific timeframe. •

Do a transient acoustic propagation test (Ref. AMM TASK 72-00-00-200-011) within 10 flight hours/5 flight cycles, whichever is sooner.

Do an Inspection of the Fan Blades 1. Apply a small quantity (approximately pea sized) of ultrasonic couplant (Material No. V06-148) to the lower convex airfoil adjacent to the annulus filler line. 2. Attach the probe to the fan blade. 3. Press the ON switch.

ACOUSTIC EMISSION PROBE

ANNULUS FILLER LINE

•

DO NOT HOLD THE FAN BLADE WHEN YOU READ THE VALUE. YOUR HAND WILL ABSORB SOME OF THE SOUND PULSE WHICH CAUSES A FASTER DECAY RATE. • MAKE SURE THAT NO LEADING EDGE AND/OR TRAILING EDGE PROTECTION IS INSTALLED WHEN YOU READ THE VALUE. THE PROTECTION WILL ABSORB SOME OF THE SOUND PULSE WHICH CAUSES A FASTENER DECAY RATE. 4. Press the EXE switch. a) Press the EXE switch. The display will show the value or message in approximately four seconds. If the display shows the message COUPLING FAILURE, apply more ultrasonic couplant (Material No. V06-148) and do the inspection again.

ACOUSTIC EMISSION PROBE

EXEC MENU ON OFF

5. If the TAP-test display value is more than 800 dB/sec., reject the fan blade. 6. If TAP-test display value is more than 700 dB/sec. but less than 800 dB/sec., the fan blades can stay in use for further five flight cycles. Reject the fan blades after five flight cycles.

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72-00-37

Training Manual A319/A320/A321

Fan Trim Balance

Power Plant V2500A 72-00 Engine Presentation

Fan Trim Balance with the EVMU (One Shot Method)

There are two methods available to balance the fan, the ‘one shot’ and ‘trial weight’ the method. Both use data gained from the Engine Vibration Monitoring System (EVMS).

This procedure can be used for consecutive fan trim balances if necessary. If consecutive fan trim balances with this method do not give significant results, carryout a fan trim balance with the ‘Trial Weight’ method.

The one shot method allows balancing of the fan with fewer engine ground runs required and has proved itself effective in service use.

This information is contained in the EVMU and by accessing the EVMU Engine Unbalance menu, it is possible to establish the necessary adjustments required to eliminate out of balance situations.

If necessary a Vibration survey (Test No 8) may be performed to obtain the vibration characteristics of the engine.

Note:

Note: • If vibration exceeds limits during the survey ground run, slowly bring engine speed to idle and shutdown. • Angles are counter clockwise viewed from the front of the engine. Data: (speed, amplitude and phase angle) may be collected on ground or during cruise flight, collection in flight is either automatic or for selected speeds and on the ground may be manually selected.

Prior to carrying out any adjustments, the engineer must first confirm the accuracy of the current status regarding the configuration of weights (position and part number) that are already installed and recorded in the system. To accomplish this it is necessary to physically verify the position and part number of the balance weights already installed onto the front blade-retaining ring. Figure 24: Moment Weights

Best results are obtained from data in the 80-90% N1 speed range with 85% N1 being the best single speed point, for ground running an average of correction.

14 LOCATING HOLE (22 OFF) PUSHER BOLT

One Shot Method The following procedure may be used to trim balance an engine fan whilst mounted on the aircraft wing. The data collection will be via the aircraft EVMU system. Data may be collected during a ground run or in cruise flight. Definitions • Speed (N1) expressed as a percentage 100% = 5650 rpm. Note! (1% N1 = 56.5 rpm) • Amplitude (U) indicated vibration levels expressed in Mils (P-P) from the EVMU system. • Phase Angle (A) indicated angle in degrees from the EVMU system. • Phase Lag (B) dynamic phase lag of the LP system between phase angle and true position of unbalance.

11 BOLT (22 OFF)

2 LOCATING PIN (22 OFF)

3 SHOULDER HEADLESS PIN (3 OFF) 13 THREADED HOLE (6 OFF) 10 BOLT (36 OFF) 12 LOCATING HOLE (3 OFF) 4 FAN DISK PULLER BOLT 5 BOLT

9 BALANCE WEIGHT

Mass Coefficient (K) value by which the amplitude must be multiplied to give correction mass required or a given speed 6 FRONT BLADE RETAINING RING

8 NUT

7 BALANCE WEIGHT

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72-00-38

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 25: Moment Weights

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72-00-39

Training Manual A319/A320/A321

Power Plant V2500A 72-00 Engine Presentation

Figure 26: Trim Balance CFDS Procedure