Prepared by: Argha Saha Engg. Training Dept.

IndiGo

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Construction features
IAE V2500-A5 PW 1100G-JM
Fan blades Single stage of fan blade with 22 wide chord blades. Single stage of fan blade with 20 wide chord blades.
LPC spool Four stage of Booster compressors (1.5, 2, 2.3, and 2.5) driven 3 stages of LP compressors driven by 3 stages of Low
by 5 stages of Low Pressure turbine. Pressure turbine.
HPC spool 10 Stages of HPC driven by 2 stages of High Pressure turbine. 8 Stages of HPC driven by 2 stages of High Pressure
turbine.
Bearings & Sump. Comprises of 5 bearings contained in three bearing Comprises of 7 bearings contained in five bearing
compartments. compartments. (1-TRB,1.5-TRB, 2-B, 3-B, 4-R, 5-R, 6-
(1-B, 2-R, 3-B, 4-R, 5-R) B: Ball bearing R: Roller bearing. R)
Forward bearing compartments contain bearing 1, 2 & 3 TRB: Tapered Roller bearing B: Ball bearing R:
located in CIC. Middle bearing compartment contain bearing Roller bearing.
no. 4 in combustion chamber area and third bearing Forward bearing compartment contain bearings 1, 1.5
compartment contain bearing no. 5 in Turbine exhaust case. & 2 in two separate compartments in FIC (Fan
intermediate case), third bearing compartment
contain bearing no. 3 in CIC, and fourth bearing is
contained in TIC. Fifth bearing compartment contain
bearing no. 5 & 6 in TEC (turbine exhaust case.)
Fan Rotation Fan rotates at the same speed with respect to LPC. FDGS is not Fan rotates at one third speed with respect to LPC.
present. The direction of fan rotation is clockwise as viewed
from rear.
Fan Cowl Attached to the pylon by four hinges. Attached to each other Attached to the pylon by three hinges. Attached to
half by 4 latches. (Proximity detectors are not present). each other half by 3 latches. (Presence of Proximity
detectors).
Core Cowl Attached to the pylon by four hinges. Attached to each other Attached to the pylon by three hinges. Attached to
half by 6 latches. each other half by 7 latches.
CNA Has a Common Nozzle Assembly where the primary air and Does not have CNA, separate exhaust path for Core &
the bypass air mixed together to reduce the thermal shear the bypass air.
effect. & noise before exiting to the atmosphere.
P2/T2 probe Presence of P2/T2 probe for sensing inlet pressure & Only T2 probe is present as the engine is N1 rated.
temperature at the inlet cowl.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

Inlet lip anti icing Exhaust Exhaust is present in the RH side of inlet cowl. (TAI). Inlet In the 6 o clock position of inlet cowl. Inlet anti ice air
thermal anti ice air circulated continuously through the is circulated through Swirl nozzle.
channel.
Exciter Box location In the RH side of Engine core. Two exciter boxes are present In Fan Case RH side. One box with two igniter exciter
for individual igniters. channels for supplying to individual igniters.
Location of Main Gearbox In the 6 o Clock position in the fan case. In the engine core.
HCU Accessed from left side of Pylon Accessed on opening the oil tank access door. Located
deactivation/inhibition on the left side of fan case.
lever
FADEC location/PHMU RH side of fan case. PHMU is not present. FADEC & PHMU both located on RH side of fan case.
Spinner/ Inlet cone. Deicing for spinner is done by rubber tip vibration. Anti-icing is done by 2.5 stage bleed air.

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Fuel Systems
IAE V2500-A5 PW 1100G-JM
Fuel System Components Separate fuel pump & fuel control is present. Has Integrated Fuel Pump & Control. (IFPC).
Location of Fuel Located on the LH side of the engine. Located on RH side of engine.
components.
Servo Pressure No separate pump is present for supplying muscle Separate Servo pump is present with wash filter.
pressure to servo actuators. Only Servo regulator is
present in Fuel Metering Unit.
Differential pressure Maintained constant by pressure drop governor & spill Maintained constant by PRV.
regulation across FMV valve.
Spilling of excel fuel on the Done by pressure drop governor & spill valve. Done by BDCV. (at low power/low fuel
inlet of HP pump temperature it sends the fuel to engine FOHE & at
high power it send to the downstream of FOHE to
fuel filter.)
Fuel nozzles Comprise of 10 fuel manifolds, each of them is supplying Comprise of 18 nozzles ( 6 simples and 12
to two fuel nozzles. (Simplex). Total 20 nozzles. duplex)
Fuel flow to nozzles Fuel is delivered to nozzles through Fuel Distribution Fuel is delivered to nozzles through Fuel Divider
Valve. Valve to primary & secondary orifices according
Prepared by: Argha Saha Engg. Training Dept. IndiGo

to sequence of starting and engine power

increment.
Presence Of Ecology Not present. Excess fuel after shutdown is accumulated in Excess fuel after shutdown is accumulated in the
Collector tank the bottom two manifolds. The fuel will be used as priming Ecology collector tank. That will be used for next
for the next start. start by drawing through ejector pump. Fuel will
be sent to the inlet of Boost pump.
Servo Minimum pressure Not present. Servo fuel pressure is regulated by Servo SMPPSV is present to deliver muscle fuel
& Pump sharing valve. regulator for the actuators. pressure from the output of main pump during
starting/low RPM when the servo pump output is
low for the servo actuators
Heat Management System Controlled by EEC by FDRV and ACOC depending on Controlled by EEC by RTT solenoid operated
engine power, fuel, engine & IDG oil temperatures valve, BDCV & FOHEBV.

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Propulsion Control Systems
IAE V2500-A5 PW 1100G-JM
FADEC Components FADEC comprise of EEC, its processors, PCBs etc. FADEC comprise of EEC & PHMU, Pressure sensors,
electrical connectors etc.
Thrust setting Thrust setting can be changed by changing the Thrust setting can be changed by changing the
programming of EEC by DEP (data entry plug). programming of EEC by DSU (data storage unit).
DSU is connected to EEC channel A by lanyard.
Working mode of EEC Works on Active Standby mode. (At a time one channel Works on Active-Active mode. (At a time one
is active, other channel remain in standby), In case any channel is active, other channel remain in
output gets faulty then the standby channel become standby), in case any output of the active channel
active. gets faulty then the standby channel also become
active to control the failed output.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

Power Supply EEC is powered via EIU by 28V DC aircraft power EEC & PHMU both are supplied by 28V DC by EIU
till 10% N2 is reached during starting or for
supply. Once 10% N2 is attained during starting then
FADEC ground power check. Fan cowl proximity
PMA supplies power to EEC. detectors are powered by 28V DC via EIU.
Power Management Engine is EPR rated. In case P2 or P4.9 probe get faulty, Thrust rated parameter: N1
then engine work on N1 rated mode. For N1 rated mode Thrust demand parameter: Fuel flow.
T2 signal and ADIRU sensing should be required. If any
of these signals get faulty then it goes to N1 de rated
mode.
Vibration monitoring & Engine vibration monitoring is done by EVMU and Vibration monitoring, Auxiliary oil pressure
Health monitoring sensed by accelerometers. monitoring and Oil debris monitoring is done by
PHMU.

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Starting & Ignition systems
IAE V2500-A5 PW 1100G-JM
Restart attempt after start EEC shall stop the engine under 50% N2 but not attempt EEC shall stop the engine under 50% N2 & shall
fault attempt a restart after 30 sec cranking under
to restart. Beyond 50% N2 engine can be shut down only
following conditions:
by putting the master lever off. a. High EGT (attempt a de pulse cycle)
b. Hung start
c. Faulty or no ignition. (next start both
igniters will be energized.)

Start valve Manual If start valve doesn’t open it can be manually overridden Start valve manual overridden facility is available
override but it is not recommended as during starting RPM
by ground maintenance staff.
is maintained at a fixed rate by modulating the
start valve to remove the rotor bow effect.
Ignition De energize & Occurs at 43% N2. Occurs at 51-55% N2.
start valve closing after
starting
Starting EGT limit 635 degree Celsius. 1083 Degree Celsius.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

Dual Cooling Feature Not present Has the dual cooling feature to reduce the starting
duration of the other engine by cranking both the
engine at the same time.

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Air System
IAE V2500-A5 PW 1100G-JM
Compressor air flow a. Has Booster stage bleed valve for releasing the LPC a. Has Booster stage bleed valve for releasing
controls 2.5 stage air at low RPM for preventing compressor the LPC 2.5 stage air at low RPM for
stall. Controlled by two actuators, one master preventing compressor stall. Controlled by
(controlled by EEC torque motor) and another slave. single actuators, (controlled by EEC torque
Both the actuators are hydraulically linked to operate motor).
the valve. b. Has single stage of VIGV before 1st stage of
LPC compressors operated by actuator fuel
b. Has single stage of VIGV and initial three stages of muscle pressure and controlled by EEC
VSVs in HP Compressors. Controlled by torque motor torque motor.
signal from EEC by single actuator and operated by fuel c. Has single stage of VIGV and initial three
muscle pressure. stages of VSVs in HP Compressors.
Controlled by two actuators, one primary
c. Has four handling bleed valves (three at the 7th stage (controlled by EEC torque motor) and
and one at 10th stage of HPC). Controlled by solenoid another secondary.
which takes signal from EEC and operated by PS3 d. Has two handling bleed valves, one active
muscle pressure. and one passive. Control the release of 6th
stage air of HPC. Controlled by solenoid
which takes signal from EEC and operated
by PS3 muscle pressure.

Engine Nacelle Anti ice Heated air taken from 7th stage of HPC Heated air taken from 6th stage of HPC
Continuous cooling air to Taken through continuous flow adapter from 10th stage Taken from 3rd & 6th stage of HPC to cool 2nd stage
turbine areas. of HPC. turbine blades, turbine inter stage cavity etc.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

Buffer air HPC 12th stage air cooled by fan air for sealing and HPC 3rd stage air cooled by LPC 2.5 stage air for
cooling bearing no. 4 compartment. cooling no. 4 bearing compartment through BAHE
(Buffer air heat exchanger).
Customer Bleed From 7th stage (IP) & 10th Stage (HP). From 3rd Stage (IP) & 8th Stage (HP).

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Thrust Reverser System
IAE V2500-A5 PW 1100G-JM
Primary Lock in actuators Only bottom actuators of each sleeve has primary locks All the 4 actuators of sleeves has primary locks.
Potentiometer signals to Open the hydraulic Shut off valve Open the track lock valve
SEC from TCU at TLA<-3
degree
Location of HCU In the pylon, access can be done from the left hand side. Located on the left hand side fan case. Access can
deactivation lever be done by opening the oil tank access panel on
the fan cowl.
TR deactivation procedure Move the HCU inhibition lever to the inhibited position, Move the HCU inhibition lever to the inhibited
engaging the lock pin. Thereafter the position of lockout position, Thereafter putting the lockout pin to the
pins and dummy pin on the outer surface of TR cowl are lockout cover on the latch beam
interchanged.
Lock & position sensors Total 2 LVDT on the upper actuator of both sleeve and Total 6 lock sensors (4 primary lock sensors in
two proximity lock detectors are on the lower actuator four actuators and two Track lock sensors) and
of both sleeves. two LVDT for position signals to EEC.

SALIENT POINT OF DIFFERENCES BETWEEN IAE V2500-A5 & PW 1100G-JM

Oil System
IAE V2500-A5 PW 1100G-JM
Lubrication and Scavenge Lubricating Pump & Scavenge pump are separate units Lubrication and Scavenge oil Pump (LSOP) is a
combined unit.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

System Overview Oil from the tank is drawn by pump and sent through The oil is drawn from the tank, pressuresised by
pressure filter. In case of oil clogging and during cold pump and filtered, thereafter passed through the
start the relief valve releases excess oil pressure OCM (oil Control Module).
developed. Thereafter oil is being cooled by FCOC and
ACOC, depending on HMS (heat management system OCM includes FOHEBV (for Heat management
function of EEC). Thereafter the oil flows to three system) and AODV (Active oil damping valve to
bearing compartment and two gearboxes. The oil after dampen out vibrations in bearing no. 3 by
lubrication is drawn by six scavenge pump (2 for MGB, supplying oil at low RPM and acceleration.) Both
One for AGB, one each for forward and aft bearing FOHEBV & AODV are controlled by EEC (by TM &
compartment and one for deoiler. Bearing no. 4 solenoid respectively).
compartment doesn’t have scavenge pump.)
Each scavenge line has one MCD and main scavenge line An excess oil is allowed to flow to the front
has MMCD. bearings 1, 1.5 & 2 at low RPM through VORV
The oil is returned back to the tank through de aerator. (Variable oil Reduction Valve) controlled by EEC
The excess air is removed from oil and sent to torque motors sensing engine power.
centrifugal deoiler.
Oil is continuously supplied to journal bearings of
The bearing no. 4 compartment sealing air pressure FDGS either by main oil pressure or by auxiliary
differential is maintained by scavenge valve which oil pressure through JOSV (Journal oil shuttle
regulates the air venting to deoiler. Valve).
The scavenge valve works pneumatically by taking 10th
stage Air as servo air pressure. It is opened more at low
RPM and tend to get closed at high RPM.

The scavenge line has Oil temperature sensor for

indication and also has scavenge filter.

Oil debris Detection By MCD and MMCD. Can detect only ferrous particles as Detected by ODM (Oil Debris Module) which
debris. detect both ferrous and nonferrous particles. Just
before the oil enter the oil tank.
Oil temperature and The scavenge line has Oil temperature sensor for The MOT (Main Oil Temperature) sensor, MOP
pressure sensing indication and also has scavenge filter. The Oil low (Main Oil Pressure) sensor, Low Oil pressure
pressure signal in the pressure line is sensed and sensor and differential oil pressure sensors are in
provide indication to ECAM via EIU. OCM.
Prepared by: Argha Saha Engg. Training Dept. IndiGo

Oil Upliftment For EDTO certified aircraft: If the ECAM indication If ECAM indication show oil level less than 16.5
shows oil quantity less than 19 qts, it is required to qts, it is required to uplift as per AMM task
uplift to FULL. reference.
For Non EDTO certified aircraft: If the ECAM
indication shows oil quantity less than 19 qts, it is Oil level need to be checked within 5-60 mins
required to uplift as per AMM task reference. after engine shut down.