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Ata 71-80 CFM56 - 5a

This document provides information about the CFM56-5A aircraft engine used on the Airbus A319/A320/A321, including: - It is a turbofan engine produced by CFM International with a thrust of 25,000 lbs and a bypass ratio of 6.2:1. - The engine includes a Full Authority Digital Engine Control (FADEC) system and hydraulic thrust reverser. - The engine is mounted to the aircraft wing pylon using a forward and aft engine mount.

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100% found this document useful (1 vote)

5K views534 pages

Ata 71-80 CFM56 - 5a

Uploaded by

David Owen

We take content rights seriously. If you suspect this is your content, claim it here.

Available Formats

Download as PDF, TXT or read online on Scribd

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A319/A320/A321

TECHNICAL TRAINING MANUAL

MECHANICS / ELECTRICS & AVIONICS COURSE

70 POWER PLANT (CFM56-5A)

This document must be used for training purpose only

Under no circumstances should this document be used as a reference.

It will not be updated.

All rights reserved.

No part of this manual may be reproduced in any form,
by photostat, microfilm, retrieval system, or any other means,
without the prior written permission of Airbus Industrie.
_A319/A320/A321 TECHNICAL TRAINING MANUAL
MECHANICS / ELECTRICS & AVIONICS COURSE 70 POWER PLANT (CFM56-5A)
70 POWER PLANT (CFM56-5A)
UF94200 TABLE OF CONTENTS Page
POWER PLANT ** Engine LP Fuel SOV Control (3) ............. 307
** Power Plant Presentation (1) .................. 1 ** Engine Control Components (3)............... 311
** Engine Drain Presentation (2) ................ 15 ENGINE INDICATING
** Nacelle Presentation (3) ..................... 19 ** ECAM Page Presentation (1) .................. 325
** Engine Drain Components (3) .................. 41 ** Engine Warnings (3) ......................... 335
ENGINE ** Engine Vibration Monitoring (3) ............ 353
** Engine Presentation (1) ...................... 49 ** Engine Vibration Components (3) ............ 357
ENGINE FUEL AND CONTROL EXHAUST
FUEL THRUST REVERSER
** Engine Fuel System Description (1) ........ 69 ** ENG Thrust Reverser Management (1) ....... 365
** Engine Fuel System Components (3) ......... 75 ** Thrust Reverser SYS D/O (3) ............... 369
CONTROL (FADEC) ** Thrust Reverser Components (3) ........... 393
** FADEC Presentation (1) .................... 101 OIL
** FADEC Architecture (1) .................... 105 ** Oil System Description (3) .................. 415
** FADEC Principle (2) ....................... 111 ** Oil System Components (3) ................... 419
** FADEC Interface Presentation (1) ......... 117
** EIU Interface Presentation (3) ........... 123 MAINTENANCE PRACTICES - MISCELLANEOUS
** FADEC Components (3) ...................... 129 ** Safety Zones (2) ............................. 443
** FADEC Electrical PWR SPLY Control (3) .... 163 ** Opening & Closing of ENG Cowl Doors (2) .... 451
** Thrust Reverser Deactivation & Lockout(2) .. 471
IGNITION AND STARTING ** Manual Operation of T/R Pivoting Door (3) .. 485
** ENG Ignition & STARTG SYS Presentation(1) .. 167 ** Engine Removal & Installation Overview(3) .. 497
** Engine Start Sequences (3) .................. 203 SPECIFIC PAGES
** Engine Start Failures (3) ................... 211 ** CFDS Specific Page Presentation (3) ...... 513
** Ignition & Starting Components (3) ......... 235
AIR
** Engine Air System General Description (1) .. 247
** Engine Air System Components (3) ........... 257
ENGINE CONTROLS
** Engine Control Presentation (1) ............ 289
** Engine Thrust Control Architecture (1) ..... 293
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** Engine Thrust Management (3) ................ 297

** Engine HP Fuel SOV Control (3) ............. 303

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71 - GENERAL

71-00-00 POWER PLANT PRESENTATION

POWER PLANT PRESENTATION - NACELLE COMPONENTS

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POWER PLANT PRESENTATION

NACELLE LEFT SIDE

On the fan cowls, access doors are provided for quick

maintenance. Also thrust reverser pivoting doors are
installed on the thrust reverser cowls.
On the nacelle left side, an oil access door is provided
for engine oil service.
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POWER PLANT PRESENTATION

NACELLE RIGHT SIDE

On the fan cowls, access doors are provided for quick

maintenance.
Also thrust reverser pivoting doors are installed on
the thrust reverser cowls.
On the nacelle right side, a starter valve access door
is provided for manual override operation.
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71 - ENGINE DRAINS

71-70-00 ENGINE DRAIN PRESENTATION

CONTENTS:
Pylon Drains
Engine Drains
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ENGINE DRAIN PRESENTATION

PYLON DRAINS

Drains are provided at the pylon rear part to evacuate

and vent overboard air and any residual fluid (water,
hydraulic, fuel).

ENGINE DRAINS

Drains lines are provided on the engine to collect and

carry overboard waste fluids and vapours from engine
systems and accessories.
This drain system consists of a drain collector with
4 manual drain valves for trouble shooting, a drain
module and a drain mast.
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71 - GENERAL

71-00-00 NACELLE PRESENTATION

CONTENTS:
Inlet Cowl
Fan Cowl Doors (LH & RH)
Thrust Reverser Cowl Doors
Primary Nozzle
Center Body
Forward Mount
Aft Mount
Hydraulic Junction Box
Fan Electrical Connector Panel
Core Electrical Junction Box
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NACELLE PRESENTATION

INLET COWL

The inlet cowl is composed of an acoustical inner

barrel, an outer barrel and a Nose lip. It includes
installation of anti-ice system, interphone and ground
jack and T12 probe.
For removal and installation, the inlet cowl is
provided with:
- 4 hoist points
- 24 identical attach fittings
- 1 alignment pin.
Weight: 288.2 lbs (130 kg).
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71 - ENGINE DRAINS

71-70-00 ENGINE DRAIN COMPONENTS

CONTENTS:
Drain Collector
Drain Module
Drain Mast
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ENGINE DRAIN COMPONENTS

DRAIN COLLECTOR

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accessories shown above.
The accessory gearbox consists of a gear train that
reduces and increases the rotational speed to meet the
specific drive requirements of each accessory.

NOTE : A handcranking drive is provided on the front

face.
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ENGINE PRESENTATION

AERODYNAMIC STATIONS

Here are the main aerodynamic stations corresponding

to the pressure and temperature sensors installed on
the engine:
- Station 0 : In front of engine air intake.
- Station 12 : Fan inlet.
- Station 13 : Fan outlet.
- Station 25 : HP compressor inlet.
- Station 3 : HP compressor discharge or outlet.
- Station49.5: Between HP and LP turbine (EGT
indication).
- Station 5 : Turbine exhaust.
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ENGINE PRESENTATION

BORESCOPE PORTS

Several ports are provided on the engine for borescope

inspection.
19 ports are distributed as follows:
- LP compressor 1
- HP compressor 9
- Combustion chamber 4 (+2)*
- HP turbine 2
- LP turbine 3

* NOTE: The HP Turbine blade leading edges can be

inspected through the ignitor holes.
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73 - FUEL SYSTEM

73-00-00 ENGINE FUEL SYSTEM DESCRIPTION

CONTENTS:
General
Fuel Feed
Metered Fuel
Servo Fuel
Fuel Return
ECU Control
Self Examination
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ENGINE FUEL SYSTEM DESCRIPTION

GENERAL In the HydroMechanical Unit (HMU) the servo valves are

hydraulically driven through torque motors by the ECU
The engine fuel system is designed to provide fuel to provide the operations of:
flow into the combustion chamber and servo fuel for - Variable Stator Vanes (VSV)
compressor control and engine clearance system - Variable Bleed Valves (VBV)
actuation. - Rotor Active Clearance Control (RACC)
- HP Turbine Clearance Control (HPTACC)
FUEL FEED
- LP Turbine Clearance Control (LPTACC)
The fuel coming from the aircraft tanks supplies the - Burner Staging valve
main fuel pump and is heated by the engine oil scavenge - and Fuel metering valve.
line before entering into the HydroMechanical Unit
(HMU). FUEL RETURN
A fuel differential pressure switch provides
indication to the cockpit if the filter is clogged. A part of the fuel is recovered to provide IDG oil
cooling before returning to the fuel circuit at the
METERED FUEL LP pump stage. When the thermal exchange is not
sufficent, the fuel return valve will be opened by the
The fuel from the main pump passes through a fuel ECU, according to a given engine oil temperature.
metering valve and HP fuel shut-off valve included When the engine oil temperature exceeds 93 degrees C
into the hydromechanical unit which provides the fuel (200 degrees F) the ECU sends a signal to open the
flow to the nozzles. Fuel Return Valve. This signal is inhibited at
A burner staging valve controlled by ECU supplies Take-Off, climb and when the A/C tank temperatures are
either 10 or 20 nozzles at lower or higher power. high. A hydraulic signal from the HP fuel SOV closes
The fuel metering valve is controlled by the ECU and the valve at engine shutdown.
provides the adequate fuel flow. The fuel flow is
measured by a flowmeter for cockpit indication.
TMUPWPE01-T01 LEVEL 3

The LP and HP Fuel shut-off valves close when the ENG

MASTER lever is set to OFF.

SERVO FUEL
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Filtered fuel from the wash filter passes through a

servo-fuel heater and to the servo valves of the
hydromechanical unit and the fuel return valve.
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ENGINE FUEL SYSTEM DESCRIPTION

ECU CONTROL

The Engine Control Unit sends electrical signals to

the torque motor servovalves of both the
hydromechanical unit and the fuel return valve. Thus,
it provides the commanded position for the slave
systems.
For each valve of VBV, VSV, RACC, HPTACC, LPTACC and
Fuel systems the ECU has a control schedule. If a
schedule is no longer operational, the corresponding
valve goes to a fail safe position. For example: VBV
open, VSV close, burner staging valve opens, fuel
metering valve closes (engine shutdown).
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SELF EXAMINATION

What directly provides the closure of the HP fuel

shut off valve?
A - The master lever to OFF position.
B - The ECU.
C - The HMU.

Which valve ensures the adequate fuel flow?

A - The HP fuel SOV.
B - The fuel metering valve.
C - The burner staging valve.

When does the fuel return valve open?

A - When the HP fuel SOV hydraulic signal is
provided.
B - When the engine oil temp. exceeds 93
degrees C (200 degrees F).
C - When the engine is at Max power.
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73 - FUEL SYSTEM

73-00-00 ENGINE FUEL SYSTEM COMPONENTS

CONTENTS:
Fuel Pump Assembly
Fuel Filter
HydroMechanical Unit (HMU)
Fuel Flowmeter
Burner Staging Valve
Fuel Nozzles
Main Oil/Fuel Heat Exchanger
Servo Fuel Heater
IDG Oil Cooler
Fuel Return Valve
ECU Oil Temperature Sensor
Fuel Filter Differential Pressure Switch
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ENGINE FUEL SYSTEM COMPONENTS

FUEL PUMP ASSEMBLY

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445
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ENGINE FUEL SYSTEM COMPONENTS - FUEL PUMP ASSEMBLY

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ENGINE FUEL SYSTEM COMPONENTS

FUEL FILTER

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
Disposable cartridge periodically replaced.
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ENGINE FUEL SYSTEM COMPONENTS

HYDROMECHANICAL UNIT (HMU)

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION

Note that: - all the equipment fitted on the HMU are

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
It sends the engine oil temperature to the ECU to
operate the fuel return valve when temperature exceeds
93 degrees C (200 degrees F).
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ENGINE FUEL SYSTEM COMPONENTS

FUEL FILTER DIFFERENTIAL PRESSURE SWITCH

IDENTIFICATION
FIN: 4000EL

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
It provides fuel filter clog alarm when delta P exceeds
11.5psi.
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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-20-00 FADEC PRESENTATION

CONTENTS:
FADEC Definition
FADEC Controls
FADEC Benefits
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FADEC PRESENTATION

FADEC DEFINITION

Each engine is equipped with a duplicated FADEC (Full

Authority Digital Engine Control) system.
The FADEC acts as a propulsion system data multiplexer
making engine data available for condition monitoring.

FADEC CONTROLS

The FADEC provides the engine systems regulation and

scheduling to control the thrust and optimize the
engine operation.
The FADEC provides:
- gas generator control
- flight deck indication data
- engine limit protection
- power management
- thrust reverse control
- feedback
- automatic engine starting

FADEC BENEFITS

The FADEC:
- saves weight and fuel by "dimension free
"control of the gas generator
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- reduces pilot workload and maintenance cost

- allows the optimum adaptation of thrust
rating schedules to the aircraft needs.
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FADEC PRESENTATION

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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-20-00 FADEC ARCHITECTURE

CONTENTS:
General
ECU
Interfaces
Sensors
Fuel Hydromechanical Unit
Thrust Reverser Hydraulic Control Unit
Start and Ignition Control
ECU Cooling Valve
Fuel Return Valve
Self Examination
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FADEC ARCHITECTURE

GENERAL SENSORS

The Full Authority Digital Engine Control system Various sensors are provided for engine control and
consists of an Engine Control Unit plus a monitoring .
hydromechanical unit, sensors and peripheral Pressure sensors and thermocouples are provided at the
components. aerodynamic stations.
The Engine Control Unit (ECU) is the computer of the The primary parameters are N1 and N2 speeds, Exhaust
Full Authority Digital Engine Control system (FADEC). Gas Temperature (EGT) and metered Fuel Flow (FF).
Note that Tcc is: Temperature at HP Turbine cooled
ECU case.

The Engine Control Unit consists of two channels (A FUEL HYDROMECHANICAL UNIT
and B) with a crosstalk. Each channel can control the
different components of the engine systems. The Fuel Hydromechanical Unit comprises torque motor
The channels A and B are permanently operational. servo-valves to control the compressor airflow, the
In case of failure on one channel, the system switches turbine clearance and the fuel flow.
automatically to the other. During engine start the The torque motor/servo valves of the HydroMechanical
ECU is supplied with 28 VDC by the A/C network then Unit (HMU) are activated by the ECU channels to provide
by its own generator, mounted on the accessory gearbox, the required position of various components.
when N2 reaches 12%. The HP fuel sov is controlled open by the ECU, but it
is closed directly from the corresponding ENG MASTER
INTERFACES lever set to OFF. The functions of the FADEC are reset
when the ENG MASTER lever is set to OFF.
The Engine Control Unit receives air data parameters
from the Air Data Inertial Reference System and THRUST REVERSER HYDRAULIC CONTROL UNIT
operational commands from the Engine Interface Unit.
It also provides the data outputs necessary for the The Engine Control Unit controls the thrust reverser
TMUPWPD04-T01 LEVEL 3

Flight Management and Guidance Computers, and the fault operation through a hydraulic control unit and deploy
messages to the EIU for the aircraft maintenance data and stow switches.
system. Each channel of ECU will energize the solenoids of a
Each channel of ECU receives directly the Thrust Lever pressurizing valve and a directional valve included
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Angle (TLA). The ECU transmits the thrust parameters in the Hydraulic Control Unit (HCU) to provide
and TLA to the Flight Management and Guidance Computers deployment and stowage of the thrust reverser.
(FMGCs) for autothrust function.

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FADEC ARCHITECTURE

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FADEC ARCHITECTURE

START AND IGNITION CONTROL

Each channel can control the starter valve operation,

the HP Fuel Shut Off Valve opening and the ignition
during engine start sequence.
The engine start sequence is entirely controlled by
the FADEC. In case of an incident during start the
FADEC stops automatically the sequence and schedules
a dry cranking to permit an engine restart.

ECU COOLING VALVE

The Engine Control Unit is cooled by air.

In flight the air flow is sufficient to cool it but
on ground a cooling valve is operated in case of high
ambient temperature.
The FADEC provides opening of an ECU cooling valve on
ground to prevent ECU heating.

FUEL RETURN VALVE

The Engine Control Unit controls a fuel return valve

to provide IDG oil cooling by a recirculation of the
Engine Fuel to the aircraft tanks.
The ECU opens the fuel return valve when the engine
oil temperature is high. This valve is closed during
max power or when the aircraft fuel system sends an
TMUPWPD04-T01 LEVEL 3

inhibition signal to the FADEC.

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SELF EXAMINATION

When does the generator supply the ECU?

A - In flight.
B - On ground only.
C - When N2 is greater than 12%.

Where is the TLA signal directly sent to?

A - The EIU.
B - The ECU.
C - The FMGC.

Why does the ECU interface directly with the FMGC?

A - To send thrust parameters for autothrust
function.
B - To transmit thrust parameters for
autopilot function.
C - To transmit thrust parameters for N1
limit calculation.

What happens if the channel A fails?

A - The HMU takes over.
B - The ECU switches from the faulty channel
to the channel B.
C - The ECU power is cut off.
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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-20-00 FADEC PRINCIPLE

CONTENTS:
General
Power Management
Engine Limit Protection
Engine Systems Control
Thrust Reverse
Start and Ignition Control
Engine Interface Unit
FADEC
Self Examination
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FADEC PRINCIPLE

GENERAL ENGINE SYSTEMS CONTROL

The Full Authority Digital Engine Control system The FADEC provides optimal engine operation by
manages the engine thrust and optimizes the controlling the:
performance. - Fuel Flow.
- Compressor Airflow and Turbine Clearance.
POWER MANAGEMENT
THRUST REVERSE
The FADEC provides automatic engine thrust control and
thrust parameter limits computation. The FADEC supervises entirely the thrust reverse
The FADEC manages power according to two thrust modes: operation.
- Manual mode depending on thrust lever angle In case of a malfunction, the thrust reverser is
(TLA). stowed.
- Autothrust mode depending on autothrust
function generated by the AFS (Auto Flight START AND IGNITION CONTROL
System).
The FADEC also provides two idle mode selections: The FADEC controls the engine start sequence. It
- The approach idle. monitors N1, N2, and EGT parameters and can abort or
It is obtained when slats are extended. recycle an engine start.
- And minimum idle. The FADEC controls the starting and ignition in
It can be modulated up to approach idle automatic or manual mode when initiated from the ENGINE
depending on: start or ENGINE MAN START panels.
. Air conditioning demand.
. Engine anti-ice demand. ENGINE INTERFACE UNIT
. Wing anti-ice demand.
. Oil temperature (for IDG cooling). Each Engine Interface Unit, located in the avionics
bay, is an interface concentrator between the airframe
TMUPWPC04-T01 LEVEL 3

ENGINE LIMIT PROTECTION and the corresponding FADEC located on the engine.
There is one EIU (Engine Interface Unit) for each
The FADEC provides overspeed protection for N1 and N2, engine. It interfaces with the corresponding Engine
in order to prevent engine exceeding certified limits, Control Unit (ECU).
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and also monitors the Exhaust Gas Temperature.

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FADEC PRINCIPLE

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FADEC PRINCIPLE

FADEC

The FADEC consists of the Engine Control Unit and its

peripheral components and sensors used for control and
monitoring.
The Engine Control Unit (ECU) is in relation with the
other aircraft systems through the Engine Interface
Unit.
The primary parameters (N1, N2, EGT, Fuel Flow) are
sent directly by the ECU to the ECAM. The secondary
parameters are sent to the ECAM through the EIU.
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SELF EXAMINATION

What is the FADEC?

A - An engine control box.
B - The ECU and its peripheral sensors and
components.
C - A thrust control unit.

Which of the following is controlled by the FADEC?

A - The EIU.
B - The Thrust Lever Angle.
C - The engine thrust rating.
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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-25-00 ECU FUNCTIONAL AIRCRAFT

INTERFACES

CONTENTS:
ECU Functional A/C Interfaces
ECU Interfaces Block Diagram
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ECU FUNCTIONAL AIRCRAFT INTERFACES

ECU FUNCTIONAL A/C INTERFACES

ECU CHANNEL A INPUTS

The channel A receives by Bus arrangement from
ADIRS(Air Data Inertial Reference Systems) the
anemometric parameters for thrust calculation and from
the Engine Interface Unit the aircraft command signals
for engine control.
It also receives electrical signals from the Thrust
Lever Angle (TLA) , autothrust instinctive disconnect
switch and corresponding sensors.
The electrical powers for its own supply and the
ignition are coming from the Engine Interface Unit
(EIU).

ECU CHANNEL B INPUTS

The channel B has the same inputs as channel A from
the ADIRS, EIU , Thrust Lever Resolvers and sensors.

ECU CHANNEL A OUTPUTS

The channel A provides outputs by ARINC bus to the:
Flight Warning Computers, Display Management Computers
and Flight Management and Guidance Computers.

ECU CHANNEL B OUTPUTS

The channel B provides the same outputs as channel A
to the aircraft computers, but in an other arrangement.
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ECU FUNCTIONAL AIRCRAFT INTERFACES - ECU FUNCTIONAL A/C INTERFACES

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ECU FUNCTIONAL AIRCRAFT INTERFACES

ECU INTERFACES BLOCK DIAGRAM

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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-25-00 EIU FUNCTIONAL INTERFACES

CONTENTS:
Data Inputs
Data Outputs
Discrete Inputs
Discrete Outputs
Analog Inputs
Supply Module
EIU Interfaces Block Diagram
Self Examination
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EIU FUNCTIONAL INTERFACES

DATA INPUTS DISCRETE INPUTS

The EIU receives data from the: The EIU receives command signals from the Engine
- Centralized Fault Display Interface Unit for Control Panels.
Engine trouble shooting and tests. It also receives specific signals of aircraft
- Zone Controller, primary and secondary parts, configuration from the:
for bleed air demands of Air Conditioning - Wing anti-ice pushbutton switch.
System. - Landing Gear Control Interface Unit
- And Flight Control Unit for the Autothrust - Slat/Flap Control Computer
function. - Spoiler Elevator Computers
It also receives data from each channel of Engine - And Fuel Level Sensing Control Unit.
Control Unit. Other discrete inputs are provided for the pin
programming of the engine selected and also for the
DATA OUTPUTS engine oil low pressure warning.

The EIU provides Data outputs to the:

- Bleed Air Monitoring Computer for pneumatic
valves operation.
- Flight Warning Computers for alarms and
indication.
- And Centralized Fault Display Interface Unit
for fault messages.
Other Data Outputs are provided to the channel A then
channel B of the Engine Control Unit.
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EIU FUNCTIONAL INTERFACES

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EIU FUNCTIONAL INTERFACES

DISCRETE OUTPUTS

The EIU provides discrete outputs for some required

commands to other aircraft systems, and specific engine
operations.
These signals are:
- Start valve closure
- Thrust reverser inhibition
- APU boost demand
- Oil low pressure and ground
- HP fuel shut off valve closed
- N2 above minimum idle
- TLA in take off position
- Engine FAULT light on.

ANALOG INPUTS

The EIU receives analog signals corresponding to values

of secondary parameters from engine sensors for
indication on the Engine Page System.

SUPPLY MODULE

The lower part of the EIU is used for the electrical

supply of the EIU itself, the Engine Control Unit and
the Ignition Systems.
TMUPWPV03-T02 LEVEL 3

Note that if the EIU power is lost, the EIU fails and
engine restart is not possible.

EIU INTERFACE BLOCK DIAGRAM

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EIU FUNCTIONAL INTERFACES

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SELF EXAMINATION

What happens in case of EIU power supply loss?

A - EIU takes its power from the engine
generator.
B - EIU fails and engine restart is not
possible.
C - The ECU and Ignition powers are no
longer available.
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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-20-00 FADEC COMPONENTS

CONTENTS:
Engine Interface Unit (EIU)
Engine Control Unit (ECU)
ECU Generator
Fan Electrical Harnesses
Core Electrical Harnesses
Sensors
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FADEC COMPONENTS

SENSORS (cont’d)

SENSOR: N1

IDENTIFICATION
FIN: 4000EV

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
- N1 speed tachometer
- Entirely removable unit
- 3 connectors (CHA-CHB-EVMU).
- Installed at 5:00 o’clock on the fan case.

NOTE: The sensor ring has one tooth thicker than the
29 others to generate a signal of greater
amplitude used as phase reference for trim
balance (processed in the Engine Vibration
Monitoring Unit (EVMU)).
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FADEC COMPONENTS - SENSOR: N1

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FADEC COMPONENTS

SENSORS (cont’d)

SENSOR: N2

IDENTIFICATION
FIN: 4001EV

LOCATION
ZONE: 437, 447

COMPONENT DESCRIPTION
- N2 speed tachometer
- Installed 6:30 o’clock on the accessory gearbox
rear face
- 3 Connectors (CHA-CHB-EVMU).
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FADEC COMPONENTS - SENSOR: N2

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73 - FULL AUTHORITY DIGITAL ENGINE

CONTROL (FADEC)

73-20-00 ECU ELECTRICAL SUPPLY

CONTENTS:
General
Powering N2 < 12%
Powering N2 > 12%
Auto Depowering
FADEC Ground Power Panel
Self Examination
TMUPWPS0J LEVEL 3
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ECU ELECTRICAL SUPPLY

GENERAL NOTE: In case of ECU alternator failure, the ECU will

receive, as back-up, the 28VDC power from
The Engine Control Unit is supplied from the aircraft aircraft network through the EIU.
electrical power when engine is shut down, then from
the ECU Alternator when the engine is running. AUTO DEPOWERING
ECU electrical supply:
- aircraft network when N2 < 12% The FADEC is automatically depowered on the ground,
- engine generator when N2 > 12%. through the EIU, after engine shutdown.
ECU automatic depowering on the ground:
POWERING N2 < 12% - after 5 mn of A/C power up.
- after 5 mn of engine shut down.
Each channel is independently supplied by the aircraft Note that an action on the ENGine FIRE pb provides ECU
28 volts through the Engine Interface Unit. power cut off from the A/C network.
A/C 28VDC permits:
- automatic ground check of FADEC before engine FADEC GROUND POWER PANEL
running
- engine starting For maintenance purposes and MCDU Engine Tests, the
- powering the ECU while engine reaches 12% N2. Engine FADEC Ground Power Panel permits FADEC power
supply to be restored on the ground with engine shut
NOTE: That EIU takes its power from the same Bus bar down.
as ECU. When the corresponding ENGine FADEC GND POWER pb is
pressed ON the ECU takes again its power supply.
POWERING N2 > 12% Note that also the FADEC is repowered as soon as the
engine start selector or the master lever is selected.
As soon as Engine is running above 12% of N2, the ECU
Alternator is able to supply directly the ECU.
TMUPWPS0J-T01 LEVEL 3

The ECU Alternator supplies each channel with

three-phase AC. Two transformer rectifiers provide
28VDC power supply to channels A and B. Above 15% of
N2, the ECU Logic automatically switches to ECU
Alternator supply. The supply from the aircraft (AC)
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network is cut-off through the EIU depowering function.

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ECU ELECTRICAL SUPPLY

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SELF EXAMINATION

With A/C on the ground when is the ECU

automatically depowered?
A - At aircraft power up.
B - As soon as engine is shut down.
C - 5 mn after engine shutdown.

What is the purpose of the ENG FADEC Gnd Power

panel?
A - To restore ECU power.
B - To restore EIU power.
C - To cut off ECU power.
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74 - IGNITION AND STARTING

74-00-00 ENGINE IGNITION AND STARTING

SYSTEM PRESENTATION

CONTENTS:
Control
Automatic Start
Manual Start
Continuous Relight
Engine Crank
Self Examination
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

CONTROL

The Engine Control Unit (ECU) controls and monitors

the start sequence either in automatic or manual mode.
The ECU is able to abort the start sequence in case
of an incident:
- start valve failure
- ignition failure
- HP fuel shut off valve failure
- high EGT
- engine stall.
The system consists of a start valve, an air starter,
two ignition boxes and igniters (A & B).
The start valve is fitted with a manual override handle
for mechanic intervention on the ground.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START

Aircraft configuration:
- APU is running and APU BLEED on.
When IGNITION START is selected the engine page is
called automatically with ignition indication, and the
ECU initiates the start sequence.
As soon as the MASTER lever is set to ON, position the
LP fuel shut-off valve opens and the ECU opens the
start valve.
- start valve position confirmed on ECAM ENGINE
page.
- N2 is increasing.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START (Cont’d)

When N2 reaches 16% the ECU provides ignition.

The selection of the igniter is automatically done by
the ECU.
At each start the igniter selection will change.
At 16% of N2: on the Engine page, the corresponding
igniter system (A) chosen by the ECU is displayed.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START (Cont’d)

When N2 reaches 22% the ECU opens the HP fuel shut-off

valve.
At 22% of N2: fuel flow is provided.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START (Cont’d)

Then the ECU controls the evolution of the EGT and N2

according to their schedules to provide the correct
fuel flow.
In case of malfunction the ECU automatically shuts
down the engine and performs a dry motoring sequence.
- Up to 50% N2 automatic fuel flow regulation.
- Max EGT during start 725 degrees C.
When N2 reaches 50% the ECU closes the start valve and
cuts off ignition.
TMUPWAQ03-T05 LEVEL 3
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START (Cont’d)

The engine 2 is now stabilized at minimum idle.

NOTE: To start the second engine just set the MASTER

lever to ON.
To complete this start sequence the selector is set
back to NORM position.
TMUPWAQ03-T06 LEVEL 3
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

AUTOMATIC START (Cont’d)

With ignition selector at NORM position and one engine

running, the WHEEL page appears instead of the ENGINE
page.

WARNING: If ignition start is reselected the

continuous relight function is initiated on
the running engine(s).
At any time if the MASTER lever is set to OFF the start
sequence or engine operation is interrupted.
With the MASTER lever at OFF, the LP and HP SOVs are
closed.
With both Engines shut down, the DOOR/OXY page is
displayed.
TMUPWAQ03-T07 LEVEL 3
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

MANUAL START (Cont’d)

With ignition selector at NORM position and one engine

running, the WHEEL page appears instead of the ENGINE
page.

WARNING: If ignition start is reselected, the

continuous relight function is initiated on
the running engine(s).
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

CONTINUOUS RELIGHT

Aircraft configuration:
- APU AVAILABLE and APU BLEED on,
- Engine 2 is running.
If IGN. START is reselected with an engine running,
the corresponding ECU supplies the two igniters
together, to provide a permanent ignition.
Automatic selection is provided by the FADEC when:
- engine anti-icing is switched ON,
- EIU failed,
- engine flame-out detected,
- in flight restart.
When NORM is restored the continuous relight is
cut-off.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

ENGINE CRANK

- APU is running and APU BLEED on,

- both engines shut down.
When CRANK is selected on the ground, the ENGINE page
appears automatically on the ECAM and the ECU initiates
a motoring sequence.
With CRANK selected, ignition is inhibited. Select MAN
START pb to open the start valve.
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

ENGINE CRANK (Cont’d)

The action on the engine MAN START pushbutton provides

opening of the start valve.
During the crank sequence the starter limitations have
to be observed.
In case starter operation time is exceeded, a warning
message is provided on the ECAM.
Dry crank:
- Maximum duration of 2mn.
TMUPWAQ03-T15 LEVEL 3
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

ENGINE CRANK (Cont’d)

When the MASTER lever is set to ON position the LP and

HP fuel shut-off valves are opened.
Wet crank:
- Maximum duration of 15 s.
After 15 seconds of wet motoring, the MASTER lever
must be set to OFF position to close the fuel and to
permit an engine dry motoring for elimination of fuel
and vapours in the burner.
With the LP and HP SOV closed , continue a dry cranking
during at least of 30 sec.
Then release the MAN START pb to interrupt the crank
sequence and set the selector back to NORM position.
TMUPWAQ03-T16 LEVEL 3
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ENGINE IGNITION AND STARTING SYSTEM PRESENTATION

ENGINE CRANK (Cont’d)

When the MAN START pushbutton is released-out the start

valve closes.
With the selector at NORM position and engines shut
down, the DOOR/OXY page is displayed on the ECAM.
TMUPWAQ03-T17 LEVEL 3
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SELF EXAMINATION

What provides the selection of the igniters A/B?

A - the Engine panel
B - The ECAM control panel
C - The ECU

What happens in manual mode when N2 reaches 50%?

A - MAN START pushbutton ON light goes off
B - The ECU provides to ECAM a message
telling to close the start valve
C - Start valve is automatically closed

What causes an automatic continuous relight by the

FADEC?
A - IGN START selection
B - Flame-out detected
C - ECU failure.
TMUPWAQ03 LEVEL 3
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74 - IGNITION AND STARTING

74-31-00 ENGINE START SEQUENCES

CONTENTS:
Automatic Start Sequences
Manual Start Sequences
Cranking Sequences
TMUPW1303 LEVEL 3
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ENGINE START SEQUENCES

AUTOMATIC START SEQUENCES When auto start is launched (MASTER lever to ON), even
if you place the MODE selector switch is set to NORM
The ENG start panel (115VU) initial configuration is: or CRANK position the start sequence is not interruped.
ENG/MODE/selector switch at NORM position
Both ENG/MASTER levers at OFF position. NOTES: The ECU aborts the starting sequence in case
The engine is not running. of a detected incident.

1 - On ENG start panel:

Set the selector switch in IGN position: the engine
page appears.
Set the MASTER 1 (2) control lever to ON position
- the start valve opens
- at N2 > 16% the ignition system is excited
- at N2 > 22% the HP fuel SOV opens
- at N2 > 50% the start valve closes and the
ignition stops.
Set the selector switch to NORM position. The engine
page disappears.

NOTE: If you set the selector switch to NORM position

after first engine start and then back to IGN
position prior to starting the other engine,
continuous ignition is selected on the running
engine.

2 - Start Interruption:
TMUPW1303-T01 LEVEL 3

The interruption of automatic starting can be achieved

if the MASTER lever is set back to OFF position.
This causes:
- the direct closure of the HP fuel SOV
- the start valve closure via the ECU
UF94200

- the ignition exciters denergization.

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ENGINE START SEQUENCES

MANUAL START SEQUENCES 3 - Manual start interruption.

The manual start can be interrupted if:
1 - On ENG start panel. - The MAN START pushbutton switch is released
- The selector switch is at NORM position with the MASTER lever at OFF position
- both MASTER levers are at OFF position. - The MASTER lever is set back to OFF
The engine is not running. position if it was at ON on with the
running engine.
2 - ENG/MAN START pushbutton switch on the overhead
panel is at OFF position.
On ENG start panel, set the selector switch to IGN
position.
On the overhead panel: select ENG/MAN START pushbutton
switch to ON:
- the start valve opens
- the ENG page appears.
At least 20% of N2, set the MASTER lever to ON position:
- ignition system A and B are excited and the HP
fuel SOV opens.
- at N2 > 50% the start valve closes and ignition
stops.
Set the selector switch to NORM position:
- the ENG page disappears.
Set ENG MAN START pushbutton switch to OFF position.

NOTES: - If you set the selector switch to NORM position

after first engine start and then back to IGN
TMUPW1303-T02 LEVEL 3

position prior to starting the other,

continuous ignition is automatically selected
on the running engine.
- With the MASTER lever at ON position or the
MAN START pushbutton switch selected ON and the
UF94200

selector switch in NORM position, there is no

effect on the corresponding engine (if it is
not running).

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ENGINE START SEQUENCES

CRANKING SEQUENCES WET CRANKING

DRY CRANKING 1 - Requirement

A wet motoring is needed when the integrity of the
1 - Requirement fuel system has to be checked. If such a test is
A dry motoring of the engine is needed when: performed, both ignition systems are off and the
- it is necessary to eliminate any fuel starter is engaged to raise N2 up to the required
accumulated in the combustion chamber speed of 20%. The HP fuel shut off valve control lever
- a leak check of engine is needed. is moved to ON and the exhaust nozzle of the engine
To perform this operation, the starter is engaged and carefully monitored to detect any trace of fuel. After
the engine is motored but the HP fuel shut off valve 15 seconds, move the MASTER lever to OFF to close the
remains closed and both ignition systems are OFF. HP fuel shut off valve.
The engine will be motored for a least 30 seconds to
NOTE: For maintenance purposes, the circuit breaker eliminate entrapped fuel or vapor.
(1KC1 or 1KC2) of the corresponding HP Fuel SOV
is pulled to open the LP Fuel SOV and to prime 2 - Electrical Operation
the fuel system. The procedure for a wet cranking is identical to the
An engine dry motoring can be performed for a maximum dry cranking, except that the ENG 1(2) MASTER lever
of two minutes. must be set to ON when N2 is between 15 and 20%.
On ENG start panel:
2 - Electrical Operation - set MODE selector switch to CRANK position
On ENG start panel On the overhead panel:
- set MODE selector switch to CRANK position - set MAN START pushbutton switch to ON:
On the overhead panel . ON light comes on
- set MAN START pushbutton switch to ON: . start valve is open
. ON light comes on On ENG start panel:
- When the N2 speed is between 15 and 20 %,
TMUPW1303-T03 LEVEL 3

. the start valve is open.

After 60 seconds, - set the MASTER lever to ON position:
- release the MAN START pushbutton switch: . the HP fuel SOV opens
. ON light goes off . the Fuel Flow indication FF increases on
. the start valve closes. the upper ECAM display.
UF94200

- reset the MODE selector switch to NORM

position.

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ENGINE START SEQUENCES

CRANKING SEQUENCES (Cont’d)

NOTE: Do not motor the engine for more than 15 seconds

with the MASTER lever at ON position.

- After 15 seconds,
- set the MASTER lever to OFF position
. fuel is cut-off
. start valve closes following the reset of ECU.

NOTE: After the reset of ECU, the ECU will command the
start valve to open when the N2 speed is less
than 20 % and the dry procedure is performed.
- Dry motor the engine for 60 seconds, this will dry
the fuel that can be in the combustor.
- After 60 seconds,
On the overhead panel:
- release the MAN START pushbutton switch:
. ON light goes off
. start valve closes
On ENG start panel:
- reset the MODE selector switch to NORM
position.
TMUPW1303-T03 LEVEL 3
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74 - IGNITION AND STARTING

SECOND ATTEMPT
If engine light-up is not obtained in 10 seconds, the
FADEC automatically turns the ignition and the fuel
off and dry cranks the engine for 25 seconds.
Both ignitors are then engaged.
Five seconds later, the fuel is supplied.
(A and B indications are displayed on the ECAM page.)
If engine light-up is not obtained 10 seconds after
the fuel is supplied, the FADEC automatically cuts the
fuel and ignition and ventilates the engine (dry
cranking for 25 seconds).

THIRD ATTEMPT
TMUPW1103-T08 LEVEL 3

The FADEC re-engages dual ignition.

Five seconds later the fuel is resupplied.
If engine light-up is not obtained in 10 seconds, the
FADEC automatically cuts ignition and fuel, dry cranks
UF94200

for 30 seconds, aborts the autostart, and displays an

ECAM message to select the engine master to OFF.

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ENGINE START FAILURES

IGNITION FAULT IN MANUAL MODE

If an ignition fault occurs, an aural warning sounds.

The master caution and the engine FAULT light come on.
An ECAM message appears.
In manual start, the FADEC does not abort the start.
You must perform the action necessary to shut down the
engine.
TMUPW1103-T09 LEVEL 3
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ENGINE START FAILURES

EGT OVERLIMIT AND STALL FAULT IN AUTOMATIC MODE If the abnormality occurs again, the FADEC aborts the
start.
In case of detected stall or EGT overlimit, the FADEC If EGT exceeds the maximum start E.G.T. value the
monitoring and the flight crew actions are identical. needle changes color and pulses.
Maximum start EGT value: 725 degrees C.
FIRST ATTEMPT If the abnormality occurs again, the FADEC aborts the
When a stall or an EGT overlimit is detected, an aural start.
warning sounds, the master caution and the engine FAULT
lights come on. SUMMARY:
An ECAM message appears. - 4 start attempts
- a normal start
SECOND ATTEMPT - plus 3 additional attempts
The FADEC shuts off the fuel and ventilates the engine
(crank time: 7 seconds).
The FADEC reduces the fuel flow and attempts another
start.
Fuel schedule reduction: 7 percent
If the abnormality re-occurs, the FADEC shuts off the
fuel and ventilates the engine (crank time: 7 seconds).

THIRD ATTEMPT
The FADEC reduces the fuel flow and attempts another
start.
Fuel schedule reduction: 7 percent (a total of
14 percent).
If the abnormality occurs a third time the FADEC shuts
off the fuel and ventilates the engine (crank time:
TMUPW1103-T10 LEVEL 3

7 seconds).

FOURTH ATTEMPT
After 7 seconds the FADEC reduces again the fuel flow
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and attempts another start.

Fuel schedule reduction: 7 percent (a total of
21 percent)

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ENGINE START FAILURES

EGT OVERLIMIT AND STALL FAULT IN MANUAL MODE

When a stall or an EGT overlimit is detected, an aural

warning sounds, the master caution and the engine FAULT
light come on.
An ECAM message appears.
In manual start, the FADEC does not abort the start.
You must perform the action necessary to shut down the
engine.
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74 - IGNITION AND STARTING

74-00-00 IGNITION AND START COMPONENTS

CONTENTS:
Ignition Boxes
Ignition Leads
Igniters
Start Valve
Air Starter
TMUPWPZ01 LEVEL 3
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IGNITION AND START COMPONENTS

SAFETY PRECAUTIONS IGNITION BOXES

LOCATION
ZONE: 436, 446

COMPONENT DESCRIPTION
A manual override handle is provided to manually
operate the valve on the ground. It is recommended to
wear asbestos gloves to operate the override handle
because the starter duct is hot.

MANUAL OVERRIDE HANDLE

To operate it, first press in the wrench button.
warning instructions are indicated on the handle to
prevent manual operation without pneumatic pressure.
To get access to the starter valve with engine at idle
power, observe the access corridor of the safety zones.
TMUPWPZ01-T04 LEVEL 3
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IGNITION AND START COMPONENTS

AIR STARTER

IDENTIFICATION
FIN:

LOCATION
ZONE: 438, 448

COMPONENT DESCRIPTION
Characteristics:
Drive shaft disengagement speed: 4300 to 4500 rpm.
Drive shaft reengagement speed: 1720 to 2800 rpm.
Limitations:
- 4 consecutive cycles, each of 2 mn duration
maximum
- 20 seconds of non operation between cycles to
allow starter rotor relubrication.
- after 4 cycles, wait 15 mn to allow starter to
cool before attempting a new start or motoring.
- no running engagement of the starter when
N2 is above 20%.
TMUPWPZ01-T05 LEVEL 3
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75 - AIR SYSTEM

75-00-00 ENGINE AIR SYSTEM GENERAL

DESCRIPTION

CONTENTS:
General
Compressor Control
Engine Clearance
ECU Cooling
Nacelle Cooling
Self Examination
TMUPWPJ03 LEVEL 3
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ENGINE AIR SYSTEM GENERAL DESCRIPTION

GENERAL

The engine air system covers the compressor airflow

and the rotor and turbine clearance controls. The
system also deals with the cooling and pressurizing
airflows.

COMPRESSOR CONTROL

The compressor control is provided by a Variable Bleed

Valve system and a Variable Stator Vane system.
The Variable Bleed Valves and the Variable Stator Vanes
are controlled by the Engine Control Unit and actuated
from the hydromechanical unit.
The Variable Bleed Valve (VBV) system opens at low
speed and discharges booster airflow into the fan
airstream. This is for matching HP/LP compressor
airflows. The Variable Stator Vane (VSV) system
prevents HP compressor surge.
TMUPWPJ03-T01 LEVEL 3
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ENGINE AIR SYSTEM GENERAL DESCRIPTION

ENGINE CLEARANCE

Three systems regulate the clearance between rotor

blades and stator casing. This improves efficiency and
reduces fuel flow and EGT.
These systems are: the Rotor Active Clearance Control,
the High Pressure Turbine Active Clearance Control and
the Low Pressure Turbine Active Clearance Control.
Each one uses muscle pressure from the HMU and is
controlled by the ECU.
The Rotor Active Clearance Control (RACC) system heats
the HP rotor cavity to ensure the clearance control
of the HP compressor. The HP Turbine Active Clearance
Control (HPTACC) controls the thermal expansion of the
HP turbine shroud support. The LP Turbine Active
Clearance Control (LPTACC) provides the LP turbine
case cooling.
TMUPWPJ03-T02 LEVEL 3
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ENGINE AIR SYSTEM GENERAL DESCRIPTION

ECU COOLING

The Engine Control Unit is cooled by air taken in by

a scoop on the inlet cowl. This air is then discharged
overboard.
On the ground, there is no ram effect so the coding
airflow is created by an eductor (or jet pump) supplied
with pneumatic air pressure from the starter duct.
In flight the airflow entering into the ECU is
sufficient to cool it. On ground when the ECU internal
temp. exceeds 30 degrees C the ECU cooling valve is
opened to provide a cooling airflow through the ECU
by means of an eductor (jet pump device).

NOTE: In case of an ECU overheat detection a warning

message is provided on the ECAM.
TMUPWPJ03-T03 LEVEL 3
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ENGINE AIR SYSTEM GENERAL DESCRIPTION

NACELLE COOLING

The fan and core compartment, which form the nacelle,

are ventilated to provide airflow around the engine
during its operation. A nacelle temperature sensor
measures the core compartment temperature.
The fan compartment and the accessory gearbox are
cooled with air taken in by a flush inlet and discharged
through vent ports located on the fan cowl door. The
core compartment is cooled with air taken from the fan
discharge. This air is vented at the rear between the
thrust reverser cowl door and the primary nozzle.
TMUPWPJ03-T04 LEVEL 3
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SELF EXAMINATION

The Variable Bleed Valves are controlled by:

A - The VBV gear motor.
B - The HMU.
C - The ECU.

What provides the HP rotor heating?

A - The LPTACC system.
B - The RACC system.
C - The HPTACC system.

What provides the ECU cooling in flight?

A - Fan Air.
B - ECU cooling valve.
C - Air inlet scoop.
TMUPWPJ03 LEVEL 3
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75 - AIR SYSTEM

75-00-00 AIR SYSTEM COMPONENTS

AIR SYSTEM COMPONENTS - VBV ROTARY VARIABLE DIFFERENTIAL TRANSDUCER (RVDT)

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AIR SYSTEM COMPONENTS

VSV ACTUATORS

IDENTIFICATION
FIN:

LOCATION
ZONE: 453, 454, 463, 464

COMPONENT DESCRIPTION
2 units: one on the RH side, the other on the LH side.
For removal/installation, the actuator rod is set in
extended position which corresponds to the VSV fully
closed position.
Note that there are no specific rigging tasks because
the LVDT defines the actuator position.
TMUPWAK04-T07 LEVEL 3
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AIR SYSTEM COMPONENTS

ECU COOLING VALVE

IDENTIFICATION
FIN:

LOCATION
ZONE: 436, 446
TMUPWAK04-T14 LEVEL 3
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AIR SYSTEM COMPONENTS

NACELLE TEMPERATURE SENSOR

IDENTIFICATION
FIN: 13KS1, 13KS2

LOCATION
ZONE: 415, 425
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76 - GENERAL

76-00-00 ENGINE CONTROLS PRESENTATION

CONTENTS:
Engine Fadec Ground Power Panel
Engine Manual Start Panel
Thrust Levers
Engine Panel
TMUPWPP02 LEVEL 3
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ENGINE CONTROLS PRESENTATION

ENGINE FADEC GROUND POWER PANEL ENGINE PANEL

On the Maintenance Panel, an ENG FADEC GND PWR panel On the center pedestal an ENGine panel is provided to
is provided to supply the FADEC system of engine 1 or control the engine start sequences.
2, when the aircraft is on the ground with engines
shut down.
The ENG FADEC GND PWR panel is located on the 50VU.
It has two guarded pushbuttons to restore the power
ON to the FADEC (Full Authority Digital Engine Control)
systems.

ENGINE MANUAL START PANEL

On the overhead panel, an ENGine MANual START panel

is provided to open the start valve of engine 1 or 2
during an Engine Manual start sequence.
The ENGine MANual START panel is located on the 22 VU.
It has two guarded pushbuttons to operate the
corresponding start valves in the manual start mode
or during an engine cranking.

THRUST LEVERS

The thrust levers are installed on the center pedestal.

They are used as conventional throttles and as thrust
rating limit selectors.
The thrust lever positions are transmitted by
TMUPWPP02-T01 LEVEL 3

electrical signals to the FADEC systems.

Each thrust lever is fitted with a reverse thrust
latching lever and an autothrust instinctive
disconnect pushbutton.
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76 - ENGINE CONTROLS

76-10-00 ENGINE THRUST CONTROL

ARCHITECTURE

CONTENTS:
FADEC
Flight Management And Guidance Computer
Thrust Lever
TMUPW0401 LEVEL 3
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ENGINE THRUST CONTROL ARCHITECTURE

FADEC

The FADEC system adjusts the fuel flow and monitors

the actual N1 according to the thrust demand signal
provided by the thrust lever position or the Auto
Flight System.
The FADEC manages the thrust according to the thrust
lever position in manual control mode, plus the Auto
Flight System decision in automatic control mode.

FLIGHT MANAGEMENT AND GUIDANCE COMPUTER

In automatic mode, the Flight Management and Guidance

Computer ( FMGC ) computes the thrust according to the
data inserted in the MCDU ( Multipurpose Control and
Display Unit ) and the FCU ( Flight Control Unit ).
The Flight Management and Guidance Computer ( FMGC )
receives, from the FADEC the engine parameters needed
for auto thrust computation.
In automatic control mode the FMGC computes the
required N1 thrust and transmits it to the FADEC via
the Flight Control Unit ( FCU ).

THRUST LEVER

The thrust levers act as:

- An N1 upper limit in autothrust function.
TMUPW0401-T01 LEVEL 3

- A direct N1 control in manual mode.

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76 - ENGINE CONTROLS

76-10-00 ENGINE THRUST MANAGEMENT

CONTENTS:
Automatic Mode
Manual Mode
Self Examination
TMUPW0501 LEVEL 3
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ENGINE THRUST MANAGEMENT

AUTOMATIC MODE

The conditions of the autothrust mode are:

- Autothrust function engaged and active
- Thrust levers between IDLE and MCT, except if
FLEX take off is selected.
The Flight Management and Guidance Computer (FMGC)
computes the required thrust and determines the N1
target which is sent to the Engine Control Unit (ECU).
The thrust lever position defines the N1 rating limit
corresponding to the selected mode, CLimb In this case.
The Thrust Lever Angle (TLA) is used to limit the N1
command computed by the Engine Control Unit.
The N1 command is computed according to the N1 target,
N1 rating limit, N1 throttle or Thrust Lever Angle and
the air data parameters coming from the ADR (Air Data
Reference system).
The ECU controls the fuel flow in order to get the
actual N1.
Notice that in case of an alpha floor detection the
autothrust function engages and becomes active
automatically. The N1 command applied will be the one
corresponding to the Take-Off/Go Around mode.
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ENGINE THRUST MANAGEMENT

MANUAL MODE

The conditions of the manual mode are:

- Autothrust not engaged or engaged but not
active.
- The thrust levers operate in direct thrust
control.
The N1 command is computed by the ECU according to the
Thrust Lever Angle and the air data parameters from
the Air Data Reference system (ADR).
When the thrust lever is set between two detent points,
the N1 rating limit displayed is the one corresponding
to the upper detent point. CLimb in this case.
The ECU controls the fuel flow in order to get the
actual N1.
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SELF EXAMINATION

In flight with the thrust lever between two detent

points what defines the N1 rating limit?
A - The thrust lever position.
B - The upper detent point position.
C - The lower detent point position.

With the autothrust function active and the thrust

lever between two detent points what limits the
upper N1 command?
A - The Thrust Lever Angle.
B - The N1 limit.
C - The N1 target.

What does the FMGC compute?

A - The N1 limit.
B - The N1 command.
C - The N1 target.
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76 - ENGINE CONTROLS

76-00-00 ENGINE HP FUEL SHUT OFF VALVE

CONTROL

CONTENTS:
General
Engine Master Lever Opening Command
Engine Master Lever Closure Command
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ENGINE HP FUEL SHUT OFF VALVE CONTROL

GENERAL

The opening and closure of the HP fuel shut off valve

are performed from the engine start panel.

ENGINE MASTER LEVER OPENING COMMAND

During the start sequence the FADEC controls the

opening of the HP fuel shut off valve, through the
metering valve, when the rotary selector is at IGN
START and the master lever at ON.
When the fuel metering valve is opened, by the ECU,
it provides a command pressure to open the HP fuel
Shut Off Valve.
Opening of the HP fuel Shut Off Valve is also possible
when the selector is set to CRANK to permit a wet
motoring.

ENGINE MASTER LEVER CLOSURE COMMAND

The closure of the HP fuel shut-off valve is controlled

directly from the MASTER lever at OFF position.
During the start sequence, if a start abort is
initiated, the ECU will close the HP fuel SOV through
the fuel metering valve. If a start abort is initiated.
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ENGINE HP FUEL SHUT OFF VALVE CONTROL

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76 - ENGINE CONTROLS

76-00-00 ENGINE LP FUEL SHUT OFF VALVE

CONTROL

CONTENTS:
General
Engine Master Lever Command
Engine Fire Pushbutton Command
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ENGINE LP FUEL SHUT OFF VALVE CONTROL

GENERAL

The LP fuel shut off valve operation is controlled

from the engine fire panel or from the engine start
panel.

ENGINE MASTER LEVER COMMAND

The LP fuel shut off valve closes when the MASTER lever
is set to OFF position.

ENGINE FIRE PB COMMAND

The LP fuel shut off valve closes when the ENG FIRE
pushbutton is pressed.
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ENGINE LP FUEL SHUT OFF VALVE CONTROL

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76 - ENGINE CONTROLS

76-00-00 ENGINE CONTROLS COMPONENTS

CONTENTS:
Thrust Lever
Mechanical Box
Thrust Control Unit
Mechanical Linkage Adjustment
HP Fuel Shut Off Solenoid
LP Fuel Shut Off Valve
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LP FUEL SOV

IDENTIFICATION
FIN: 9QG, 10QG

LOCATION
ZONE: 522, 622
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77 - GENERAL

77-00-00 ECAM PAGE PRESENTATION

CONTENTS:
ECAM Upper Display
ECAM Lower Display
Cruise Page
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ECAM PAGE PRESENTATION - ECAM UPPER DISPLAY

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ECAM PAGE PRESENTATION - ECAM UPPER DISPLAY

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77 - ENGINE INDICATING

77-00-00 ENGINE WARNINGS

CONTENTS:
Low N1
EGT Overlimit
Thrust Lever Disagree
Thrust Lever Fault
Oil Low Pressure
Oil High Temperature
Oil Filter Clog
Fuel Filter Clog
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77 - ENGINE VIBRATIONS

77-30-00 ENGINE VIBRATION MONITORING

CONTENTS:
Accelerometers
Engine Vibration Monitoring Unit (EVMU)
Vibration Indication
Interfaces
Self Examination
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ENGINE VIBRATION MONITORING

ACCELEROMETERS INTERFACES

Two accelerometers installed on each engine permit N1 The Engine Vibration Monitoring Unit interfaces with
and N2 vibrations to be measured. the ECAM and the Centralized Fault Display System
The first is fitted on the number 1 bearing, the second (CFDS).
on the Turbine Rear Frame. CFDS interfaces: Maintenance fault messages.
- Number 1 Bearing accelerometer, normal pick-up,
provides N1 and N2 vibration frequencies.
- The Turbine Rear Frame (TRF) accelerometer is
in standby and is also used with the first to
analyse results for engine balancing.

ENGINE VIBRATION MONITORING UNIT (EVMU)

An Engine Vibration Monitoring Unit monitors the N1

and N2 levels of both engines.
The Engine Vibration Monitoring Unit (EVMU) processes
for each engine, the N1 and N2 vibration spectrums in
terms of:
- N1 and N2 speeds.
- Number 1 Bearing or TRF accel. frequency
signals.

VIBRATION INDICATION

The N1 and N2 vibrations of the left and right engines

TMUPWPT02-T01 LEVEL 3

are displayed on the Engine and Cruise pages.

Displayed values are to 10 units range:
- 10 units for N1 rotor corresponds to 10 MILS
- 10 units for N2 rotor corresponds to 4 IPS.
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SELF EXAMINATION

Which systems interface with the EVMU?

A - ECAM-FADEC
B - ECAM-CFDS
C - CFDS-ACARS.

What is of the TRF accelerometer used for?

A - To measured the N2 Vibrations.
B - It is in standby.
C - It is in standby and also used during
engine balancing operation.
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77 - ENGINE INDICATION

77-00-00 ENGINE VIBRATION COMPONENTS

CONTENTS:
Engine Vibration Monitoring Unit (EVMU)
Number 1 Bearing Vibration Sensor
Turbine Rear Frame (TRF) Vibration Sensor
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78 - THRUST REVERSER SYSTEM

78-30-00 THRUST REVERSE MANAGEMENT

CONTENTS:
General
Thrust Reverse Control
Thrust Reverse Actuation
Thrust Reverse Indication
CFDS Interface
Self Examination
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THRUST REVERSE MANAGEMENT

GENERAL THRUST REVERSE INDICATION

The thrust reverser system is controlled independently The thrust reverser operating sequences are displayed
for each engine by the associated FADEC system. in the cockpit on the ENGINE/WARNING DISPLAY.
Amber indication appears when the doors are in transit
THRUST REVERSE CONTROL and then becomes on green when the doors are deployed.

When the reverse thrust is selected in the cockpit, CFDS INTERFACE

the Engine Control Unit is allowed to control the
thrust reverser operation, if the aircraft is on the The CFDS interfaces with the Engine Interface Unit
ground and the engine running. (EIU) to provide Thrust Reverser fault diagnostics.
The ECU controls the thrust reverser operation For maintenance purposes, a thrust reverse test can
according to the Thrust Lever Angle (TLA), the ground be performed through the MCDU menus.
signal and the pivoting door positions detected through In this case the CFDIU simulates an engine running (N2
stow and deploy switches. condition) to permit the thrust reverser deployment.

NOTE: The Engine Interface Unit (EIU) generates a logic

to authorize the doors deployment through the
inhibition relay when the Spoiler and Elevator
Computers (SEC) confirm the TLA position.

THRUST REVERSE ACTUACTION

The hydraulic power required for the actuators is

supplied by the normal aircraft hydraulic system.
Each channel of the ECU controls and monitors solenoid
valves included in a Hydraulic Control Unit which
TMUPWPN01-T01 LEVEL 3

provides the actuation of four pivoting doors.

The Hydraulic Control Unit (HCU) provides the sequence
and functions of unlocking, deploying, stowing and
locking of the pivoting door latches and actuators.
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The HCU includes a pressurizing valve and a directional

valve which is controlled through the inhibition relay.

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SELF EXAMINATION

What is the logic of the reverse operation?

A - TLA position + Aircraft on ground.
B - TLA position + Aircraft on ground
+ Reverse indication green.
C - TLA position + Aircraft on ground + N2
(engine running)

Reverser system actuation is provided by two

solenoid valves which are controlled from the:
A - Engine Control Unit
B - Hydraulic Control Unit
C - Thrust Control Unit.

What does the CFDIU simulate during the MCDU

reverse test?
A - The TLA.
B - The ground logic.
C - The N2.
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78 - THRUST REVERSER SYSTEM

78-30-00 ENGINE THRUST REVERSER SYSTEM

DESCRIPTION

CONTENTS:
General
Deploy Sequence
Stow Sequence
Self Examination
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ENGINE THRUST REVERSER SYSTEM DESCRIPTION

GENERAL

When the four pivoting doors are stowed, the ECU cuts
pressurizing valve solenoid electrical supply.
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SELF EXAMINATION

During the deploy sequence what provides extension

of the actuators?
A - The pressurizing valve.
B - The directional valve.
C - The deploy switch.

What does the pressure detector indicate to the ECU?

A - That the system is pressurized.
B - That the actuators are actuated.
C - That the latches are locked.

What happens if one of the latches is not unlocked

during the reverse operation?
A - The three other doors are deployed.
B - the other latches are hyd. relocked.
C - Thrust reverse is unavailable.
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78 - THRUST REVERSER SYSTEM

78-30-00 ENGINE THRUST REVERSER COMPONENTS

CONTENTS:
Equipment Location
Thrust Reverser Electrical Junction Box
Hydraulic Control Unit (HCU)
Pressure Switch
Hydraulic Latch(es)
Pivoting Door Latch Fitting(s)
Hydraulic Actuator(s)
Pivoting Door(s)
Stow Switch(es)
Deploy Switch(es)
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ENGINE THRUST REVERSER

SAFETY PRECAUTIONS EQUIPMENT LOCATION

CAUTION: The system consists of:

- Before working on the thrust reverser, the system 1 Hydraulic Control Unit,
should be deactivated through the Hydraulic Control 1 electrical junction box,
Unit operating lever. 2 dual deploy switches,
- If not, the thrust reverser can operate accidentally 4 stow switches,
and cause serious injury to personnel and/or damage 4 hydraulic latches,
to the reverser. 4 latch fittings,
- In the cockpit make sure that the thrust levers are 4 hydraulic actuators,
at idle position and put a warning notice stating not 4 pivoting doors.
to select reverse.
- Use an inhibition pin with a streamer to make the
system inoperative in order to protect mechanics during
maintenance operations.
- Use the pin stored on the HCU when the system must
be de-activated for flight.
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ENGINE THRUST REVERSER COMPONENTS

THRUST REVERSER ELECTRICAL JUNCTION BOX

IDENTIFICATION
FIN:

LOCATION
ZONE: 451, 461
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ENGINE THRUST REVERSER COMPONENTS

HYDRAULIC CONTROL UNIT

IDENTIFICATION
FIN: 4101KS

LOCATION
ZONE: 452, 462

COMPONENT DESCRIPTION
- To deactivate the system, the operating lever
is pushed to the forward frame and held by the
inhibition pin with streamer when installed in
the inhibition hole.
- Before removal depressurize the green or
yellow hydraulic system.
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ENGINE THRUST REVERSER COMPONENTS

PRESSURE SWITCH

IDENTIFICATION
FIN: 4102KS

LOCATION
ZONE: 452, 462

COMPONENT DESCRIPTION
It is a replaceable unit mounted on the HCU.
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ENGINE THRUST REVERSER COMPONENTS

HYDRAULIC LATCH(ES)

IDENTIFICATION
FIN: 3002KM1, 3002KM2, 3002KM3, 3002KM4

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
- 4 hydraulic latches.
The latch is hydraulically unlocked and mechanically
locked.
The latch may be manually unlocked with a 5/16 in.
spanner.
Before removal, the hydraulic lines must be drained.
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ENGINE THRUST REVERSER COMPONENTS - HYDRAULIC LATCH(ES)

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ENGINE THRUST REVERSER COMPONENTS

PIVOTING DOOR LATCH FITTING(S)

IDENTIFICATION
FIN:

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
ADJUSTMENT:
The depth of the latch fitting can be rigged by the
adjustable bracket splines to provide the correct flush
door position.
TMUPWAN01-T06 LEVEL 3
UF94200

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UF94200

ENGINE THRUST REVERSER COMPONENTS - PIVOTING DOOR LATCH FITTING(S)

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ENGINE THRUST REVERSER COMPONENTS

HYDRAULIC ACTUATOR(S) INSTALLATION

- An Extension/Retraction stand is used to hold
IDENTIFICATION the actuator to allow the internal mechanical
FIN: 3001KM1, 3001KM2, 3001KM3, 3001KM4 lock to be released and the actuator to be
extended 200mm ( 7.874 in.),
LOCATION - For this operation the actuator internal
ZONE: 451, 452, 461, 462 lock must be released through the manual
unlocking square.
COMPONENT DESCRIPTION
- 4 hydraulic actuators,
- The actuator is mechanically locked in stowed
position by an internal claw device,
- A manual unlocking square is provided to
release this claw device for manual deployment,
- Before removal, the hydraulic lines must be
drained.
TMUPWAN01-T07 LEVEL 3
UF94200

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UF94200

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ENGINE THRUST REVERSER COMPONENTS

PIVOTING DOOR(S)

IDENTIFICATION
FIN:

LOCATION
ZONE: 451, 452, 461, 462
TMUPWAN01-T08 LEVEL 3
UF94200

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TMUPWAN01-P08 LEVEL 3
UF94200

ENGINE THRUST REVERSER COMPONENTS - PIVOTING DOOR(S)

EFFECTIVITY
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ENGINE THRUST REVERSER COMPONENTS

STOW SWITCH(ES)

IDENTIFICATION
FIN: 4104KS1, 4104KS2, 4104KS3, 4104KS4

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
- 4 stow switches.
Access for removal and installation is provided, by
manually opening the pivoting door.
TMUPWAN01-T09 LEVEL 3
UF94200

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UF94200

ENGINE THRUST REVERSER COMPONENTS - STOW SWITCH(ES)

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ENGINE THRUST REVERSER COMPONENTS

DEPLOY SWITCH(ES)

IDENTIFICATION
FIN: 4103KS1, 4103KS2

LOCATION
ZONE: 451, 452, 461, 462

COMPONENT DESCRIPTION
- 2 dual deploy switches
The deploy switch is a dual element which senses the
position of two doors.
Access to the deploy switch is provided through a panel
between the corresponding doors.
The electrical connection is provided on the front
face of the thrust reverser half.
TMUPWAN01-T10 LEVEL 3
UF94200

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79 - OIL SYSTEM

79-00-00 ENGINE OIL SYSTEM DESCRIPTION

CONTENTS:
General
Oil Supply Circuit
Oil Scavenge Circuit
Oil Vent Circuit
Self Examination
TMUPWPF01 LEVEL 3
UF94200

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ENGINE OIL SYSTEM DESCRIPTION

GENERAL OIL VENT CIRCUIT

The engine oil system includes: Some air entrained in the scavenge oil is separated
- a supply circuit, in the tank by a deaerator and is vented to the forward
- a scavenge circuit, sump through the transfer gearbox and radial drive
- a vent circuit. shaft.
The sumps are vented overboard through the low pressure
OIL SUPPLY CIRCUIT turbine shaft to prevent overpressure in the sump.
Air entrapped in the scavenge oil pressurizes the tank
The oil from the tank passes through the supply pump and provides adequate oil pressure to the supply pump.
and supply filter to lubricate the forward and aft
sumps, and also the accessory and transfer gearboxes.
On the oil supply line a visual filter clogging
indicator, an oil temperature sensor, an oil low
pressure switch and an oil pressure transmitter are
provided for indication and monitoring.
Also an oil quantity transmitter is provided on the
oil tank.
Note the installation of the ECU oil temperature sensor
for the fuel return valve operation.

OIL SCAVENGE CIRCUIT

The oil from bearings, transfer gearbox and accessory

gearbox returns to the tank by means of four scavenge
pumps protected upstream by strainers and chip
detectors.
TMUPWPF01-T01 LEVEL 3

To keep oil temperature within limits, the oil is

cooled through the servo fuel heater and the fuel/oil
heat exchanger.
In case of scavenge filter clogging, an oil
UF94200

differential pressure (delta P) switch signals it to

the cockpit and its clogging indicator shows it on the
engine.

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UF94200

ENGINE OIL SYSTEM DESCRIPTION

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SELF EXAMINATION

What happens if the oil supply filter is

contaminated?
A - The visual clogging indicator on the
filter becomes red.
B - Oil filter clog warning is provided in
the cockpit.
C - Oil low pressure switch closes.

What protects the scavenge pumps from metallic

particles?
A - A master chip detector.
B - The scavenge filter.
C - Four magnetic chip detectors with
strainers.

What maintains the oil temperature within limits?

A - The IDG oil cooler.
B - The engine fuel/oil cooler and servo
fuel heater.
C - The venting circuit.
TMUPWPF01 LEVEL 3
UF94200

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79 - OIL SYSTEM

79-00-00 ENGINE OIL SYSTEM COMPONENTS

CONTENTS:
Oil Tank
Anti Syphon Device
Lubrication Unit
Supply Filter
Scavenge Filter
Chip Detectors
Oil/Fuel Heat Exchanger
Oil Temperature Sensor
Oil Pressure Transmitter
Oil Quantity Transmitter
Oil Low Pressure Switch
Oil Filter Differential Pressure Switch
TMUPWAO01 LEVEL 3
UF94200

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ENGINE OIL SYSTEM COMPONENTS

SAFETY PRECAUTIONS OIL TANK GRAVITY FILLER CAP

- Wait 5 mn after engine shutdown before removing
WARNING: Hot oil can cause deep burns. the filler cap.
Avoid any contact with oil splashes when - Push down and turn clockwise to remove the cap.
performing maintenance. - Add oil by pouring into the tank, up to the
"full" mark of the sight gauge.
Wait a minimun of 5 minutes after engine
- If a dipstick is installed check the capacity
shutdown before removing the oil tank filler
to be added in quarts.
cap.
The oil tank is pressurized during engine
OIL TANK DRAIN PLUG
operation and it takes time for the pressure
For oil tank removal or if the oil is contaminated, a
to drop.
drain plug is provided.
If the oil tank cap is removed before the
- When the drain plug is removed an internal
pressure decreases, hot oil may gush out of
safety valve prevents the oil from pouring out.
the oil tank and could cause severe burns.
- To drain the tank, connect a drain tube to
the drain port and place a container under
OIL TANK
the tank of a minimum capacity of 6 US
IDENTIFICATION gallons or 23 liters.
FIN:

LOCATION
ZONE: 435, 445

COMPONENT DESCRIPTION
CHARACTERISTICS:
- Maximum filling capacity: 5.17 US gallons
TMUPWAO01-T01 LEVEL 3

(19.6 liters).
- Total oil tank volume: 6 US gallons
(22.7 liters).
Oil Servicing:
UF94200

- 2 filling ports (pressure and gravity).

- 1 Magnetic drain plug.

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ENGINE OIL SYSTEM COMPONENTS - OIL TANK

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ENGINE OIL SYSTEM COMPONENTS

ANTI SYPHON DEVICE

IDENTIFICATION
FIN:

LOCATION
ZONE: 435, 445
TMUPWAO01-T02 LEVEL 3
UF94200

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ENGINE OIL SYSTEM COMPONENTS - ANTI SYPHON DEVICE

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ENGINE OIL SYSTEM COMPONENTS

LUBRICATION UNIT

IDENTIFICATION
FIN:

LOCATION
ZONE: 437, 447

COMPONENT DESCRIPTION
It consists mainly of:
- 5 gerator type pumps (4 scavenge, 1 supply)
- 2 filters (scavenge, supply)
- 4 chip detectors.
TMUPWAO01-T03 LEVEL 3
UF94200

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ENGINE OIL SYSTEM COMPONENTS

SUPPLY FILTER SCAVENGE FILTER

IDENTIFICATION IDENTIFICATION
FIN: FIN:

LOCATION LOCATION
ZONE: 437, 447 ZONE: 437, 447

COMPONENT DESCRIPTION COMPONENT DESCRIPTION

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UF94200

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70 - MISCELLANEOUS

70-10-00 SAFETY ZONES

SAFETY ZONES - ENGINE DANGER AREAS, TAKE-OFF THRUST

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70 - MAINTENANCE PRACTICES

70-00-00 OPENING AND CLOSING OF ENGINE

COWL DOORS

CONTENTS:
Opening And Closing Of The Cowlings
Fan Cowl Latches
Fan Cowl Hold Open Rods
Thrust Reverser Cowl Latches
Instruction Plate
Thrust Reverser Cowl Quick Disconnect
Thrust Reverser Cowl Opening Actuator
Thrust Reverser Cowl Hold Open Rod
TMU70CC01 LEVEL 3
UF94200

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OPENING AND CLOSING OF ENGINE COWL DOORS

OPENING AND CLOSING OF THE COWLINGS OPENING OF THE THRUST COWL REVERSER DOORS

OPENING OF THE FAN COWL DOORS CAUTION: Do not open the thrust reverser cowl doors
if the wind speed is more than 40 knots.
CAUTION: Do not open the fan cowl doors if the wind Make sure that aircraft is in the same configuration
speed is more than 65 knots. as for the Fan cowl door opening task.
A. On panel 114VU:
WARNING: Do not open the fan cowl doors when the engine - Put a warning notice to tell persons not to
is running. use the slats.
A. On panel 115VU: B. Put an access platform in position.
- Put a warning notice to tell persons not to C. Make the thrust reverser unserviceable by pushing
start the engine 1(2). the HCU lever in the inhibition position (use a lockout
B. Make sure that the engine 1(2) has been shut down pin with streamer).
for a least 5 minutes and MASTER lever in the OFF
position. NOTE: Do not close the fan cowls.
C. On the panel 50VU:
- Make sure that the ON legend of the ENG/FADEC CAUTION: Do not open the thrust reverser cowl doors
GND PWR 1(2) pushbutton switch is off. if the wind speed is more than 40 knots.
- Install a warning notice. D. Release each of the four latches of the thrust
D. Unlock the three latches on the fan cowl doors as reverser cowl doors as follows:
follows: - (1) Push in on the snap to free the latch
- (1) Push the snap to release the latch handle. handle.
- (2) Pull the latch handles down to disengage - (2) Pull down on the latch handle to disengage
the latch hooks from the right door. the latch hook from its attachment point.
E. Manually open the fan cowl doors. E. Remove cap from the quick disconnect.
F. Slide the lock rings to release the hold-open rods F. Connect the HAND PUMP hose to the quick disconnect
on the reverser cowl door.
TMU70CC01-T01 LEVEL 3

from the stow brackets.

G. Extend the hod-open rods to hold the doors open in
either the 40 degree or 55 degree position. CAUTION: Retract the wing slats before opening the
H. Attach the hold-open rods to the attach brackets thrust reverser cowl doors or damage can
on the engine case. occur.
UF94200

G. Open the cowl door to the 45 degree position.

CAUTION: Both hold-open rods on both doors must be
engaged when the door is open.

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OPENING AND CLOSING OF ENGINE COWL DOORS

OPENING AND CLOSING OF THE COWLINGS (Cont’d)

OPENING OF THE THRUST COWL REVERSER DOORS (Cont’d)

WARNING: Sudden closure of the cowl doors could cause

serious injury to personnel. All personnel
must be clear of the area under and between
cowl doors during opening or closing of the
reverser.
- (1) Operate the hand pump to open the cowl door
to the 45 degree position.

WARNING: You must hold each cowl door open with the
hold-open rod to prevent serious injury due
to accidental closure.
- (2) Remove the quick release pin retaining the
hold open rod on the lower bracket.
- (3) Move the hold-open rod to the attachment
bracket of the forward frame.
- (4) Attach the hold-open rod with the
quick-release pin.
H. Open the relief valve on the HAND PUMP.
I . Disconnect the HAND PUMP hose from the quick
disconnect.
J. Put the cap on the quick disconnect.
TMU70CC01-T02 LEVEL 3
UF94200

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OPENING AND CLOSING OF ENGINE COWL DOORS

OPENING AND CLOSING OF THE COWLINGS (Cont’d) CLOSING OF THE FAN COWL DOORS
Make sure that the aircraft is in the same
CLOSING OF THE THRUST REVERSER COWL DOORS configuration as for the opening task.
Make sure that the aircraft is in the same Make sure that the work area is clean and clear of
configuration as for the opening task. tools and other items.
Make sure that the work area is clean and clear of A. Slide the lock-rings to release the hold-open rods
tools and other items. from the attach brackets on the engine case.
A. Remove the cap from the quick disconnect. B. Retract the hold-open rods.
B. Connect the HAND PUMP hose to the quick disconnect. C. Attach the hold-open rods to the storage brackets
C. Operate the hand pump to pressurize the opening on the fan cowl doors.
actuator and take the load off the hold open rod. Make sure the hold-open rods lock on the attach
D. Remove the hold-open rod. brackets.
- (1) Remove the quick release pin from the D. Press the fan cowl doors together and engage the
attachment bracket on the half door. three latch hooks to the right fan cowl door.
- (2) Attach the hold-open rod to the stow bracket E. Push the front fan cowl latch closed, then the
on the adapter ring assembly with the quick center and rear latches.
release pin. F. Remove the warning notices from panels 115VU and
E. Open the relief valve on the HAND PUMP to allow the 50VU, and slats control lever on panel 114VU.
thrust reverser cowl door to close.
F. Disconnect the HAND PUMP hose from the quick
disconnect.
G. Put the cap on the quick disconnect.
H. Push up on each of the four latch handles (forward
to aft) to close the thrust reverser cowl doors.
I. Make the thrust reverser serviceable by resetting
the HCU control lever.
J. Remove the access platform(s).
TMU70CC01-T03 LEVEL 3
UF94200

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OPENING AND CLOSING OF ENGINE COWL DOORS

FAN COWL LATCHES

Three adjustable tension latches ensure the fan cowl

door latching.
Each latch assembly consists of: a snap, a handle and
a hook.
TMU70CC01-T04 LEVEL 3
UF94200

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UF94200

OPENING AND CLOSING OF ENGINE COWL DOORS - FAN COWL LATCHES

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OPENING AND CLOSING OF ENGINE COWL DOORS

FAN COWL HOLD OPEN RODS

Two hold open rods, stored on the fan cowl doors, are
extended then attached to the fan case to hold the
doors.
TMU70CC01-T05 LEVEL 3
UF94200

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OPENING AND CLOSING OF ENGINE COWL DOORS

THRUST REVERSER COWL LATCHES

Four adjustable tension latches are provided on the

thrust reverser cowling assembly.
Each latch is unlocked by pushing a snap on its handle
to disengage the corresponding hook from its bracket.
TMU70CC01-T06 LEVEL 3
UF94200

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UF94200

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OPENING AND CLOSING OF ENGINE COWL DOORS

INSTRUCTION PLATE

Beside each quick disconnect for the hand pump, an

instruction plate is installed to warn against
extension of slats during thrust reverser cowl door
opening.
TMU70CC01-T07 LEVEL 3
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OPENING AND CLOSING OF ENGINE COWL DOORS

THRUST REVERSER COWL QUICK DISCONNECT

Each thrust reverser cowl door is fitted with a quick

disconnect to provide connection of a hand pump.
TMU70CC01-T08 LEVEL 3
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OPENING AND CLOSING OF ENGINE COWL DOORS

THRUST REVERSER COWL OPENING ACTUATOR

To open each thrust reverser cowl door, an actuator

is extended by hydraulic pressure from the hand pump.
TMU70CC01-T09 LEVEL 3
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OPENING AND CLOSING OF ENGINE COWL DOORS

THRUST REVERSER HOLD OPEN ROD

Only one hold open rod keeps each thrust reverser cowl
door in the open position.
The hold open rod is stored on the fan case then
extended and attached to the thrust reverser cowl door.
TMU70CC01-T10 LEVEL 3
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70 - MAINTENANCE PRACTICES

70-00-00 THRUST REVERSER DE-ACTIVATION

AND LOCKOUT

CONTENTS:
Thrust Reverser De-Activation
Thrust Reverser De-Activation Lever
Hydraulic Control Unit (HCU) Connections
Thrust Reverser Lockout Bolts Storage
Thrust Reverser Lockout Fairing
Thrust Reverser Lockout Bolts Installation
TMU70CD01 LEVEL 3
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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

THRUST REVERSER DE-ACTIVATION L. Install the lockout fairings and fasteners on the
storage bracket.
A. On panel 115VU: M. Install the two longer lockout bolts on the lower
- Make sure the MASTER lever is in the OFF blocker doors and the two other bolts on the upper
position blocker doors to attach them to the forward frame of
- Put a warning notice to tell persons not to the thrust reverser.
start engine 1 (2). N. Tighten the lockout bolts until the forward edge
B. Make sure that engine 1 (2) has been shutdown for of the blocker doors are flush with the frame.
at least 5 minutes. O. Put the lockplates over the lockout bolts and secure
C. On the panel 50VU: with bolts.
- Make sure that the ON legend of the ENG FADEC P. Make sure that the work area is clean and clear ot
GND PWR 1 (2) pushbutton switch is off tools and other items.
Q. Remove the access platform(s)
- Install a warning notice.
R. Close the right fan cowl doors.
D. Open the right fan cowl door.
S. Remove the warning notices from panels 115VU and
E. Put the access platform in position.
50VU.
T. In the cockpit, install a warning notice indicating
WARNING: Make sure that the thrust reverser is locked.
that reverser is inoperative.
If not, the thrust reverser can operate
accidentally and cause injury to personnel
and/or damage to the reverser.
F. Make the thrust reverser unserviceable by pushing
the HCU lever towards the forward frame.
G. Hold the operating control lever in the off position
by installing the safety pin (stored on the HCU).
H. Disconnect connectors 4101KSB and 4101KSA of the
pressurizing valve and directional valve. Install
TMU70CD01-T01 LEVEL 3

blanking caps on the electrical connectors and secure

them.
I.Remove the four lockplates and fasteners from the
storage bracket.
J. Remove the four lockout bolts.
UF94200

K. Remove the lockout fairings and fasteners from the

blocker doors.

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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

THRUST REVERSER DE-ACTIVATION LEVER

To deactivate the thrust reverser system, the safety

pin is installed to hold the deactivation lever in the
inhibition position.
TMU70CD01-T02 LEVEL 3
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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

HYDRAULIC CONTROL UNIT (HCU) CONNECTIONS

For safety reasons the solenoid valve connections of

the HCU are disconnected.
TMU70CD01-T03 LEVEL 3
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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

THRUST REVERSER LOCKOUT BOLTS STORAGE

To lockout the pivoting doors, special lockout bolts

and red lock plates are stored on a storage bracket
located on the lower forward face of the right thrust
reverser cowl door.
TMU70CD01-T04 LEVEL 3
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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

THRUST REVERSER LOCKOUT FAIRING

On each pivoting door a lockout fairing is removed to

install lockout bolts in the lockout position.
TMU70CD01-T05 LEVEL 3
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THRUST REVERSER DE-ACTIVATION AND LOCKOUT

THRUST REVERSER LOCKOUT BOLTS INSTALLATION

The lockout bolts are installed and secured by lock

plates to attach the pivoting doors to the structure
of thrust reverser cowl doors.
The lockout fairing plates with their screws are stored
on the storage bracket instead of the lockout bolts
and red lock plates.
TMU70CD01-T06 LEVEL 3
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70 - MAINTENANCE PRACTICES

70-00-00 MANUAL OPERATION OF A THRUST

REVERSER PIVOTING DOOR

CONTENTS:
Manual Operation Of A T/R Pivoting Door
Thrust Reverser De-Activation Lever
Hydraulic Latch Manual Unlocking
Hydraulic Actuator Manual Unlocking
Safety Sleeve Installation
TMU70CE01 LEVEL 3
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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

MANUAL OPERATION OF A T/R PIVOTING DOOR B. Push in on the blocker door until the latch engages
to close the blocker door.
OPENING C. Activate the thrust reverser again through the HCU
A. On the panel 115VU: de-activation lever.
- Put a warning notice to tell persons not to D. Make sure that the work area is clean and clear of
start engine 1 (2). tools and other items.
B. Make sure that engine 1 (2) has been shut down for E. Remove the access platform(s).
at least 5 minutes. F. Close the fan cowl doors.
C. On panel 50VU : G. Remove the warning notices from panels 115VU and
- Make sure that the ON legend of the ENG/FADEC 50VU.
GND PWR/1 (2) pushbutton switch is off.
- Install a warning notice.
D. Open the fan cowl doors.
E. Put the access platform in position.
F. De-activate the thrust reverser through the HCU
de-activation lever (use a safety pin with streamer).
G. Turn the manual unlocking knob on the latch to the
unlock position.
H. Turn the manual unlocking square on the actuator
to the unlock position.

NOTE: The pivoting door automatically disengages from

its hook.
I. Open the pivoting door by manually pulling on its
edge.
J. Install a safety sleeve on the blocker door actuator
for maintenance operation.
TMU70CE01-T01 LEVEL 3

CLOSING
- Make sure that the aircraft is in the same
configuration as for the deployment task.
UF94200

A. Remove the safety sleeve from the blocker door

actuator.

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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

THRUST REVERSER DEACTIVATION LEVER

For safety reasons the thrust reverser system must be

deactivated through the HCU lever before manual
operation.
Use a safety pin with streamer to make the reverser
inserviceable.
TMU70CE01-T02 LEVEL 3
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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

HYDRAULIC LATCH MANUAL UNLOCKING

On each hydraulic latch, a manual unlocking knob is

provided to manually release the hook from its pivoting
door.
Use a conventional open ended 5/16 inch (7,94 mm)
wrench.
TMU70CE01-T03 LEVEL 3
UF94200

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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

HYDRAULIC ACTUATOR MANUAL UNLOCKING

To open a pivoting door, a manual unlocking square is

fitted on each hydraulic actuator to release the
actuator claw device.
Use a conventional open ended 3/8 inch (9,53 mm)
spanner.
TMU70CE01-T04 LEVEL 3
UF94200

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MANUAL OPERATION OF A THRUST REVERSER PIVOTING DOOR

SAFETY SLEEVE INSTALLATION

When the pivoting door is open, a safety sleeve must

be installed to secure it in the open position.

NOTE: During the manual closing sequence, the latch

and actuator are mechanically locked.
TMU70CE01-T05 LEVEL 3
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70 - MAINTENANCE PRACTICES

70-00-00 ENGINE REMOVAL AND INSTALLATION

OVERVIEW

CONTENTS:
Precautions
Engine Interfaces
Hold Open Cowl Brace Installation
Bootstrap System Installation
Dynamometer And Chain Pulley Block Installation
Engine Cradle And Trolley
Engine Hydraulic Positioner
TMU70CF01 LEVEL 3
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ENGINE REMOVAL AND INSTALLATION OVERVIEW

PRECAUTIONS

WARNING: Make sure that you have the correct fire

fighting equipment available before you start
any task on the fuel system.

WARNING: Make sure that the landing gear safety-locks

and the wheel chocks are in position.

WARNING: Put the safety devices and the warning notices

in position before you start any task on or
near:
- the flight controls
- the flight control surfaces
- the landing gear and the associated doors
- or any component that moves.

WARNING: Make sure that all the circuits in maintenance

are isolated before you supply electrical
power to the aircraft.

WARNING: Make certain that the ENG MASTER lever is

OFF, slats are retracted and the appropriated
circuit breakers are open.
Note that before removing the engine, the electrical,
hydraulic and pneumatic connections must be
disconnected from the pylon interface panels and ducts.
TMU70CF01-T01 LEVEL 3
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ENGINE REMOVAL AND INSTALLATION OVERVIEW

ENGINE INTERFACES On the Engine Right Hand Side:

- CORE ELECTRICAL JUNCTION BOX
On the Engine Left Hand Side: - FAN ELECTRICAL CONNECTOR PANEL
- FLUID DISCONNECT PANEL (Including IDG harness connector)
(Fuel, Hydraulics) - THRUST REVERSER HCU HARNESS CONNECTORS
- THRUST REVERSER ELECTRICAL JUNCTION BOX (On the RH thrust reverser cowl door)
(On the LH thrust reverser cowl door) - STARTER DUCT COUPLING
- PNEUMATIC SYSTEM COUPLING
(In Engine FWD mount zone)
TMU70CF01-T02 LEVEL 3
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ENGINE REMOVAL AND INSTALLATION OVERVIEW

HOLD OPEN COWL BRACE INSTALLATION

To support the fan and thrust reverser cowls, during

engine removal or installation, special braces are
installed.

This enables the engine to be changed under the wing

without removing the fan cowls and the thrust reverser
cowl doors.
TMU70CF01-T03 LEVEL 3
UF94200

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ENGINE REMOVAL AND INSTALLATION OVERVIEW

BOOTSTRAP SYSTEM INSTALLATION

For engine removal or installation, bootstraps are

installed on the forward mount and rear part of the
pylon.
TMU70CF01-T04 LEVEL 3
UF94200

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ENGINE REMOVAL AND INSTALLATION OVERVIEW

DYNAMOMETER & CHAIN PULLEY BLOCK INSTALLATION

Four dynamometers and chain pulley blocks are installed

at the end of the bootstraps to ensure the correct
tension during engine removal or installation.
TMU70CF01-T05 LEVEL 3
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MECHANICS / ELECTRICS & AVIONICS COURSE 70 POWER PLANT (CFM56-5A)

ENGINE REMOVAL AND INSTALLATION OVERVIEW

ENGINE CRADLE AND TROLLEY

These two associated tools permit the engine to be

removed and carried.
TMU70CF01-T06 LEVEL 3
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ENGINE REMOVAL AND INSTALLATION OVERVIEW - ENGINE CRADLE AND TROLLEY

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ENGINE REMOVAL AND INSTALLATION OVERVIEW

ENGINE HYDRAULIC POSITIONER

This is a special hydraulic trolley which provides

more facilities to position and install the engine.
For engine transportation, the same cradle can be
transferred from the engine hydraulic positioner to a
standard trolley.
TMU70CF01-T07 LEVEL 3
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ENGINE REMOVAL AND INSTALLATION OVERVIEW - ENGINE HYDRAULIC POSITIONER

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77 - MAINTENANCE PRACTICES SPECIFIC PAGES

77-00-00 CFDS SPECIFIC PAGE PRESENTATION

CONTENTS:
FADEC
EVMU
TMUPWCS01 LEVEL 3
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CFDS SPECIFIC PAGE PRESENTATION

The engine SYSTEM REPORT/TEST menu gives access to the After the page title:
different computers of the engine: - the first line indicates the suspect element
for engine interfaces: EIU1, EIU2 (PS3 PRESSURE)
for FADEC systems: - the second line recalls the corresponding fault
ECU1(FADEC1 CHANNELA), (FADEC1 CHANNELB) message of the LAST LEG or PREVIOUS LEGS REPORT
ECU2(FADEC2 CHANNELA), (FADEC2 CHANNELB) (PS3 SENS LINE, ECU)
for engine vibration: EVMU. - OCCURRENCES: number of times that the failure
occured
NOTE: EIU1 and 2 have no specific functions.
- ECU DSG: ECU designation (ECU 1)
- the messages are followed by the main parameter
FADEC
values sensed when the fault occurred.
ex: T495SEL is EGT selected.
This page shows the menu of the Full Authority Digital
The second page of the failure gives values of the
Engine Control, FADEC 1A.
other parameters sensed when the fault occurred.
The FADEC is a type 1 system.
The FADEC 1(2)A(B) menu is available in CFDS back up
mode.

NOTE: To get access to the SYSTEM REPORT/TEST of FADEC

1(2)A(B), the ENG FADEC 1(2) GND PWR pushbutton
switch must be set to ON if the FADEC is
automatically de-energized:
- 5 minutes after engine shutdown or
- 5 minutes after aircraft power up.

TROUBLE SHOOTING REPORT

The trouble shooting report is used as additional
TMUPWCS01-T01 LEVEL 3

trouble shooting to get more information about the

suspect element in clear message.
There are two pages of the trouble shooting report for
each failure.
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CFDS SPECIFIC PAGE PRESENTATION - FADEC

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CFDS SPECIFIC PAGE PRESENTATION

EVMU

The Engine Vibration Monitoring Unit (EVMU) menu

consists of two pages.
The EVMU is a type 1 system.

GROUND FAILURES
This page gives the fault messages of the failures
occurred during the power-up test or an MCDU test.
Only EVMU and Accelerometer faults are displayed.

NOTE: The accelerometers are only tested on the ground.

TMUPWCS01-T02 LEVEL 3
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CFDS SPECIFIC PAGE PRESENTATION - EVMU

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CFDS SPECIFIC PAGE PRESENTATION

EVMU (CONT’D) The "ACQUISITION SHALL TAKE PLACE" message is displayed

only if the EVMU is configured with the bearing 1
The second page of the EVMU menu presents specific accelerometer.
functions only. If Bearing 1 accelerometer is faulty, the message:
"ENG L(R) BEARING 1 ACCLRM
INITIAL VALUES DEFECT
This menu allows the initial values to be acquired, ACQUISITION OF INITIAL VALUES IMPOSSIBLE" is
read or loaded. displayed.
This menu deals with the initial values which are the If the EVMU is configured on the second accelerometer,
actual vibration values of N1 and N2 when the engine the message:
is installed. "ENG L(R) SECOND ACCLRM USED
RECONFIGURE ACCELEROMETERS THEN
NOTE: When stored, the initial values are taken into REPEAT ACQUISITION REQUEST" is displayed.
account for advisory calculation in limit 2.
The computation of the advisory level is made CANCEL
according to the: This function is used to cancel the acquisition demand
- Maximum value of advisory in limit 1 of the initial values.
calculation, when initial value not stored. An action on the CANCEL line key replots this screen
- Initial value in limit 2 calculation, when to indicate that the cancel function is taken into
stored. account.
The advisory level is permanently compared with
the actual level. If the advisory level is NOTE: If the ACQUIRE function was selected by accident,
reached, digital information is sent to the you must cancel it to avoid any new initial
ECAM(Refer to AMM 77-30-00). values acquisition.

ACQUIRE
This function is used when an acquisition of initial
TMUPWCS01-T03 LEVEL 3

values is required.
Acquisition is recommended (Refer to AMM 71-00-00)
when a new engine is installed.
Here the acquisition is ordered and will be performed
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automatically during next flight.

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TMUPWCS01-P03 LEVEL 3
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CFDS SPECIFIC PAGE PRESENTATION - EVMU (CONT’D)

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CFDS SPECIFIC PAGE PRESENTATION

EVMU (CONT’D) LOAD N1

This function is used to load the N1 initial values,
READ N1 page 1 step by step, RPM by RPM.
This function allows the operator to read the initial There are as many pages as different RPM percentages,
values recorded during the last acquisition. which are also listed in the READ function.
This is the first page reporting the INITIAL VALUES For each % RPM, one initial value can be entered at a
for N1, they are listed from 20% RPM to 65% RPM. time by using the MCDU keyboard and then validated by
READ N1 page 2 selecting the line key adjacent to the < X.X UNITS.
This is the second page reporting the INITIAL VALUES For the following initial value, the NEXT PAGE key is
for N1, they are listed from 70% RPM to 125% RPM. When selected.
a value is not acquired N/A, is displayed. A QUIT line key cancels any modification of the related
screen.
NOTE: The READ function for N2 values is the same.
NOTE: The LOAD function for N2 values is the same.
LOAD
This function is used to load:
- Engine Serial Number
- N1 initial values
- N2 initial values
This menu offers the possibility to load the initial
values when the EVMU is replaced (Refer to AMM
77-32-34).
After printing the initial values of the old EVMU,
they are reloaded in the new EVMU if they need to be
conserved for the in-service engine.
From this menu the engine serial number can be entered
by using the MCDU keyboard and then validated by
TMUPWCS01-T04 LEVEL 3

selecting the S/N line key.

NOTE: The engine S/N is used for the EVMU only. If the
engine Serial Number known by the EVMU, through
UF94200

the CFDS, is not the same number as the one

loaded in this page, an acquisition of the
initial values is not possible.

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CFDS SPECIFIC PAGE PRESENTATION

EVMU (CONT’D)

ACC. RECONFIGURATION

BEAR 1
This menu page indicates which vibration accelerometer
is used for both engines at the present time.
This menu enables the operator to select the
accelerometer BEAR 1 or ACC. 2 used for the next
flights.

NOTE: ACC. 2 should be selected if BEAR 1 accelerometer

is faulty (Refer to the TSM 77).

ACC. 2
The next selection after BEAR 1 is ACC. 2 for second
accelerometer.
If the second accelerometer is declared faulty, the
message "ACC. 2 DEFECT" is displayed and previous
configuration is conserved.

NOTE: when an acquisition of the initial values is

ordered with ACC.2 configured, the message:
"IMPOSSIBLE INITIAL VALUES REQUESTED" is
displayed and BEAR 1 selection cannot be switched
to ACC. 2.
TMUPWCS01-T05 LEVEL 3
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CFDS SPECIFIC PAGE PRESENTATION

EVMU (CONT’D) There are as many pages as different speeds, which are
also listed in the READ item.
ENGINE UNBALANCE Each speed can be entered through the MCDU keyboard
This menu page is used to acquire engine unbalance and then validated by selecting the corresponding line
data and enables fan balancing to be performed. key.
This menu offers the possibility to get results for REQuire NumbeR is displayed to indicate the requested
Fan trim balancing: speed.
- in flight, through the LOAD function The QUIT line key cancels any modification (Refer to
- on ground, through the BALANCING function. AMM 77-32-34).
One of these two procedures has to be performed when
the engine needs to be rebalanced. NOTE: The acquisition of unbalance data is only
possible if the BEAR 1 accelerometer is
READ available.
According to the five predetermined speeds, already If the BEAR 1 accelerometer is faulty, the message:
loaded for acquisition, this page shows the fan "BEAR 1 LEFT(RIGHT) DEFECT
unbalance data stored during the last flight NO UNBALANCE DATA AVAILABLE" is displayed.
acquisition. If the EVMU is configured on the second accelerometer,
Data, on the fan unbalance READ page, is indicated for the message:
five N1 speeds. "ACC 2 LEFT (RIGHT) USED
For each N1 speed, the displacement and the phase are RECONFIGURE ACCELEROMETERS
indicated. THEN REPEAT STORAGE REQUEST" is displayed.
For verification of the results, refer to the fan trim
balancing procedure (AMM 71-00-00). BALANCING
This function enables fan trim balancing data to be
NOTE: To allow the system to store the balancing data, obtained on the ground during engine run-up.
the N1 speeds must be stabilized by the pilot This procedure is required if the acquisition of
during the cruise phase. unbalance data is not available in flight.
TMUPWCS01-T06 LEVEL 3

To get the results, both accelerometers (BEAR 1 and

LOAD ACC.2) are used (Refer to AMM 77-32-34 procedure).
The LOAD function is used for the acquisition of fan
unbalance data automatically during the next flight.
UF94200

This function permits the operator to load five speeds

which are: 62 % N1, 84 % N1 and 3 speeds between 93
and 96 % N1 (refer to AMM fan trim balancing 71-00-00).

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CFDS SPECIFIC PAGE PRESENTATION

EVMU (CONT’D)

FREQUENCY ANALYSIS
This page allows the operator to program a frequency
analysis acquisition for the next flight, through the
LOAD function.
A print-out will be automatically performed during the
next flight when all conditions are met. This print-out
shows a spectrum analysis according to the N1 and N2
speeds.

NOTE: The frequency analysis is not for line

maintenance use. For more specific information
refer to AMM 77-32-34.
TMUPWCS01-T07 LEVEL 3
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