1

Objetivo

Al termino del curso, el participante

identificara las diferencias de los sistemas
entre la familia Airbus A320 NEO con
motor PW1100G, respecto al Airbus A320
CEO con motor V2500.
Describirá la operación del motor
PW1100G, las interfaces con los diversos
sistemas del planeador identificando las
tareas de mantenimiento en línea.

2
Contenido

CONTENIDO:

1. Generalidades Capítulo 70
2. Sistema de Combustible del Motor Capítulo 73
3. Sistema de Control del Empuje Capítulo 73
4. Sistema de Ignición y Arranque Capitulo 74
5. Sistema de Aire Capítulo 75
6. Sistema de Controles del Motor Capítulo 76
7. Sistema de Indicación (Monitoreo) del Motor
Capítulo 77
8. Sistema de Empuje de Reversa Capítulo 78
9. Sistema de Aceite Capítulo 79

3
PW1100G-JM

4
 Power Plant Presentation
INTRODUCCTION
The PW1100G engines power the A319,
A320 and A321 aircraft of the A320 NEO
family. PW1100G engines are available in
several thrust ratings. The PW1100G engine
is an axial flow, dual-rotor, geared fan,
variable stator, ultra high bypass ratio power
plant.
 Power Plant Presentation
AIRBUS NEO SPECIFICATIONS
 Power Plant Presentation
INTRODUCCTION
The engine includes a Full Authority Digital
Engine Control (FADEC) system consisting of
the EEC with two independent channels,
sensors, actuators and other peripheral
components on the engine.

The FADEC system provides engine control,

engine monitoring and help for maintenance
and trouble shooting.

The power plant installation includes the

engine, the engine inlet, the exhaust, the
fan cowls and the reverser assemblies. The
pylon connects the engine to the wing
structure. The engine is attached to the
pylon by FWD and AFT mounts.
Power Plant Presentation
 Power Plant Presentation
INSTALLATION
The power plant installation includes the
engine, the engine inlet cowl, the fan cowls,
the thrust reverser assemblies and the
exhaust nozzle and centerbody.
The engine is attached to the pylon by
forward and aft mounts to transmit the
engine and thrust loads. The pylon connects
the engine to the wing structure. The
forward engine mount is located on the
Compressor Intermediate case. The rear
engine mount is located on the Turbine
Exhaust Case.
Power Plant Presentation
 Power Plant Presentation
MODULAR CONCEPT
The engine rotor comprises of a single stage
fan rotor, 3 stage LP Compressor, 8 stage HP
Compressor, 2 stage HP turbine and 3 stage
LP turbine. The engine is built on a modular
concept.
The different modules are:

Fan rotor,
Fan case,
FDGS,
Fan Intermediate Case (FIC),
Low Pressure Compressor (LPC),
Compressor Intermediate Case (CIC),
High Pressure Compressor (HPC),
Diffuser and Combustor,
High Pressure Turbine (HPT),
Turbine Intermediate Case (TIC),
Low Pressure Turbine (LPT),
Turbine Exhaust Case (TEC),
Angle and Main Gear boxes.
Power Plant Presentation

ENGINE MODULES
 Power Plant Presentation
FAN ROTOR AND FAN CASE
The fan rotates in a clockwise direction as
viewed from the aft looking forward.
The inlet cone is made of composite
material and is anti-iced with a continuous
airflow from of the 2.5 compressor stage.

The fan case provides an annular path for

the bypass air flow.
The case is made of single piece composite
material (Kevlar). It holds the outer edge of
the Fan Exit Guide Vanes (FEGV).
The inner walls behind the fan blade area
are provided with acoustic liners for noise
reduction.

A rubberized strip along the fan blade area

helps in minimizing the gap and prevents
contact between the blades and the case.
Power Plant Presentation
 Power Plant Presentation
FAN DRIVE GEAR SYSTEM (FDGS) AND
FAN INTERMEDIATE CASE (FIC)
The FDGS allows the fan to be driven by the
LP shaft at a lower speed.
The FDGS is a reduction gear mechanism
which comprises of a central sun gear and
five planetary gears arranged like a star.
It helps in reducing the fan rotating speed
and permits the LPC to rotate at a higher
speed. This helps in improving engine
performance and efficiency.
The ratio of the LPC speed: fan speed is
approximately 3:1.
The LPC rotates in the opposite direction of
the fan rotor.
Power Plant Presentation

FAN DRIVE GEAR SYSTEM (FDCS)

FAN INTERMEDIATE CASE (FIC)
 Power Plant Presentation
LOW PRESSURE COMPRESSOR AND
COMPRESSOR INTERMEDIATE CASE
The LPC comprises of 3 stages of axial flow
compressor with integrally bladed rotor,
stators and the case.
It is connected to the FDGS to the front and
the LP turbine shaft splines at the rear.
It rotates counter clockwise viewed from the
rear.
It acts as a super charger to pressurize the
air before it enters into the HPC.
It houses the 2.5 stage bleed valve at the
rear which releases the air during engine
operation to prevent surge and stall
conditions.
Power Plant Presentation

COMPRESSOR INTERMEDIATE CASE (CIC)

LOW PRESSURE COMPRESSOR (LPC)
 Power Plant Presentation
HIGH PRESSURE COMPRESSOR ROTOR
The HPC comprises of eight stages axial flow
compressor and the shaft which are driven
by the HP turbine.
A single stage of Variable Inlet Guide Vane
(VIGV) and the first three stages of Variable
Stator Vanes (VSVs) of the HPC stators
ensure a smooth entry of air to the HPC.
Each stage of the variable stators is
connected by the unison rings.
Power Plant Presentation

HIGH PRESSUERE COMPRESSOR (HPC)

 Power Plant Presentation
DIFFUSER AND COMBUSTION CHAMBER
ASSEMBLY
The unit houses the diffuser, the annular
combustion chamber and the turbine nozzle
assembly. It also provides the brackets for
mounting the Main Gear Box (MGB).
The diffuser converts the kinetic energy of
the air coming out of the HPC into pressure
energy before it is fed into the combustion
chamber.
Power Plant Presentation

DIFFUSER

COMBUSTION CHAMBER
 Power Plant Presentation
HIGH PRESSURE AND LOW PRESSURE
TURBINES
The HP Turbine is made of two stage axial
flow turbine, two stage stator and turbine
case.
The HP turbine unit has splines which
attaches it to the HP Compressor shaft.
HP Turbine drives the HP Compressor.
Integrated in the HPT assembly is the TIC
which directs the HP Turbine airflow to align
with the LP Turbine. It supports the n°4
bearing.
Power Plant Presentation

HIGH PRESSUERE TURBINE (HPT)

LOW PRESSUERE TURBINE (LPT)

INTEGRATED TIC
 Power Plant Presentation
TURBINE EXHAUST CASE
The TEC permits an exit path for the gas
flow coming out of the turbines.
It supports the rear roller bearings 5 and 6.
The TEC provides the attachment point for
the rear engine mount.
It houses four Exhaust Gas Turbine (EGT)
thermocouples.
Power Plant Presentation

TURBINE EXHAUST CASE (TEC)

 Power Plant Presentation
ENGINE GEAR BOX
A crank pad to turn the HP rotor is located
on the LH rear of the MGB.
The Air Starter is mounted on the right side
aft of the MGB. During engine start the drive
is transmitted through the MGB and AGB to
drive the HP Compressor.

The AGB is located forward of the MGB in

the core engine area.
The MGB is connected to the AGB through a
lay shaft.
The AGB is connected to the HP rotor by
bevel gears and the tower shaft.
Power Plant Presentation

MAIN GEARBOX WITH ACCESSORIES

 Power Plant Presentation
AERODYNAMIC STATIONS AND
BOROSCOPIC PORTS
Several boroscopic ports are provided for
preliminary inspection of the gas path
without engine disassembly.
Each stage of the rotor, both compressors
and turbines have boroscopic ports located
at different positions on the engine case.

The main aerodynamic stations are

identified in the gas path. Some stations
have pressure and/or temperature sensors
for engine monitoring.
Power Plant Presentation

BOROSCOPE PORTS

ENGINE STATIONS
 Power Plant Presentation
ENGINE BEARINGS
The engine bearings provide reduce rolling
friction and supports the rotor axially and
radially within the structure.
It bears the different loads of the rotating
shaft.
There are five bearing compartments
containing a total of seven bearing.
No. 1 and 1.5 are tapered roller bearing and
are used to support the fan rotor and FDGS.
No. 2 and 3 are ball bearings and support
the front part of LP and HP rotor
respectively.
No. 4 is roller bearing and support the rear
of N2.
No. 5 and 6 are roller bearing and support
the rear of N1 rotor.
Power Plant Presentation

BALL
TAPERED ROLLER (2, 3)
(1, 1.5) ROLLER
(4, 5, 6)

MAIN ENGINE BEARING LOCATIONS

 Power Plant Presentation
PYLON & ENGINE DRAINS
The drains from the engine and pylon exit
the nacelle through a drain mast.
The drains system provides a controlled leak
path exit to the 6 o'clock position of the
nacelle for hydraulic, oil and fuel systems.
The drains system is comprised of the upper
pylon drains hoses, lower drains through the
nacelle bifurcation and the scupper drains
assembly attached to the fan case providing
drainage for the oil reservoir.
At the lower bifurcation, lateral, core and aft
support for the 10 drains tubes is provided
through the mid-clamp support attached to
the Nacelle Anti-Icing (NAI) flag and
through the latch beam seal interface.
Power Plant Presentation
 Power Plant Presentation
DRAIN MAST
At the 6 o'clock position an aerodynamic
drain mast protrudes below the nacelle
surface. The drain mast also has exit holes
on the sides and bottom surface which are
identified to enable trouble shooting of the
leaking components.
Power Plant Presentation
 Power Plant Presentation
MODULAR CONCEPT - LP ROTOR, HP
ROTOR AND COMBUSTION CHAMBER
The Low Pressure (LP) rotor comprises a fan
driven by the FDGS, the Low Pressure
compressor and the LP shaft, all driven by
the LP turbine. The speed of the LP rotor is
indicated on the ECAM as N1.

The fan supplies most of the engine thrust.

The air produced by the fan is known as
secondary airflow or bypass airflow.
To improve the propulsive efficiency and fuel
consumption, the FDGS reduces the fan
speed thanks to reduction gear mechanism.
The 3-stage Low Pressure (LP) compressor
supplies air to the engine core. This is
primary airflow. The LP compressor rotates
at the same speed as the 3 stage LP
turbine.

The LP and the HP rotors are supported by

roller and ball bearings which are lubricated
and cooled.
Power Plant Presentation
 Power Plant Presentation
MODULAR CONCEPT - TRANSFER &
ACCESSORY GEARBOXES
The accessory gearbox is installed under the
core engine and is driven by the HP rotor
through the Angle gearbox.

The fuel pumps, oil pumps, hydraulic pump,

Integrated Drive Generator (IDG) and
FADEC alternator are all driven by the
gearbox.

During engine starting, the air turbine

starter rotates the HP compressor through
the gearboxes.
Power Plant Presentation
 Power Plant Presentation
PROPULSION CONTROL SYSTEM (PCS)
The Propulsion Control System (PCS)
regroups the following subsystems:
The FADEC system consists of an
Electronic Engine Control (EEC) and a
Prognostic Health Monitoring Unit
(PHMU),
The Engine Interface Unit (EIU).
In order to increase engine reliability and
efficiency, the FADEC gives the full range of
engine control to achieve steady state and
transient engine performances when
operated in combination with aircraft
subsystems.

The PHMU interfaces with the EEC. It

monitors the Engine vibrations and the Oil
debris.
Power Plant Presentation
 Power Plant Presentation
EIU
The EIU is an interface concentrator
between the airframe and the corresponding
engine. Two EIUs are installed in the A/C.
EIU-1 interfaces with Engine 1 and EIU-2
interfaces with Engine 2.
The main functions of the EIU are:
To give to the airframe the necessary
logic and information from engine and to
other systems (APU, ECS, Bleed Air,
Maintenance),
To give to the FADEC system some
necessary logic and information from
systems (example: flight/ground status).

The Fan Cowl latches of the A320 NEO are

monitored by proximity switches which send
their position signals to the EIU.
The EIU transfers signals to the FWC for
associated cockpit warnings based on
specific logic conditions.
Power Plant Presentation
 Power Plant Presentation
THRUST REVERSER SYSTEM
The flight crew manually selects reverse
thrust by lifting the latching levers on the
throttle control levers. The thrust reverser
system comprises of 2 translating sleeves,
10 blocker doors with cascade vanes per
engine. The EEC in accordance with the EIU
control valves inside the Hydraulic Control
Unit (HCU) for deploy and stow sequences.
HCU supplies hydraulic power to operate
thrust reverser actuators.
Power Plant Presentation
 Power Plant Presentation
THRUST REVERSER SYSTEM
Reverse thrust is only available on the
ground.
Power Plant Presentation
 Power Plant Presentation
OIL SYSTEM
The oil system comprises of an Oil tank, oil
pumps located within the Lubrication and
Scavenge Oil Pump unit (LSOP), Oil Control
Module (OCM), filters and heat exchangers.
The oil is used to lubricate and cool the
bearings, the Fan Drive Gear System
(FDGS), gearboxes and accessories.
Power Plant Presentation
 Power Plant Presentation
IGNITION AND STARTING SYSTEMS
The Engine starting system is used for
normal engine starts, in-flight restarts and
ground monitoring.
The EEC controls the Starter Air Valve (SAV)
to supply air to the Starter for initial N2
rotation.
Then the EEC controls the ignition for
combustion starting.
Parameters are displayed on the ECAM
during the sequence.
Power Plant Presentation
 Power Plant Presentation
CONTROL AND INDICATING - CONTROL
PANELS

This section will highlight the control panels

and indications for the engines.

The engines are controlled by throttle

control levers which are installed on the
center pedestal. They can only be moved
manually.

For reverse thrust operation, two latching

levers let the throttle control levers move
rearward into the reverse thrust section.

The A320 family aircraft normally operate in

the auto thrust mode, when in flight.
The autothrust can be disconnected with an
instinctive disconnect pushbutton (2 red
buttons are installed on the outside of the
lever).
This lets the engines be controlled in manual
thrust mode.
Power Plant Presentation
 Power Plant Presentation
CONTROL AND INDICATING - ECAM
ENGINE
The engine primary parameters are
permanently displayed on the upper ECAM.
The engine secondary parameters are
presented on the lower ECAM ENGINE page
when selected or displayed automatically
during engine start or a fault.
Some engine parameters are permanently
displayed on the CRUISE page in flight.
Power Plant Presentation
 Power Plant Presentation
MAINTENANCE/TEST FACILITIES
On the maintenance panel, the ENG FADEC
GND PWR permits to supply the FADEC
system for maintenance tasks, when the
engines are not running.
Power Plant Presentation
 Power Plant Presentation
SAFETY PRECAUTIONS minutes before you remove the tank filler
When you work on aircraft, make sure that cap. If you do not, pressurized oil can flow
you obey all the Aircraft Maintenance out of the tank and cause dangerous burns.
Manual (AMM) safety procedures.
This will prevent injury to persons and/or When opening the engine cowls:
damage to the aircraft. Here is an overview Respect the wind limitations and the
of main safety precautions related to the opening/closing sequence,
engines. Always secure cowls with the hold-open
rods,
Make sure that all engine danger areas are Make sure that the slats are retracted
as clear as possible to prevent damage to and install a warning notice to prevent
the engine, the aircraft or persons in the slat operation.
area.

Be careful: The entry corridor will be closed

when the engine power is above the
minimum.
Make sure that you have fire-fighting
equipment available.

Do not try to stop the fan from turning by

hand.

After engine shutdown, let the oil tank

pressure bleed off for a minimum of 5
Power Plant Presentation
 Power Plant Presentation
INLET COWL
The inlet cowl is composed of an inner
barrel, outer barrel, forward bulkhead, aft
bulkhead and a nose lip.
The outer barrel has a small flush inlet vent
scoop located at 12 o' clock position to
provide ram air for fan compartment
cooling. It also has Nacelle Anti Ice Exhaust
Ports at the 6 o' clock position.
The inner and outer barrels are made of
composite material.
The forward and aft bulkhead provides
support and rigidity to the structure.
The inlet lip is made of a single piece
aluminum alloy for engine anti-ice purpose.

It includes installation of interphone jack for

service interphone.

For removal and installation, the inlet cowl

is attached to the engine at the attach ring
with 40 bolts.
Power Plant Presentation
 Power Plant Presentation
AIR INTAKE FUNCTIONS
The main function of the inlet cowl is to
guide the airflow into the engine inlet and to
permit an aerodynamic airflow over the
outer surface of the engine.

When the engine anti icing is selected to ON

from the cockpit overhead panel, hot bleed
air from the engine is ducted to the cowl
nose lip to prevent ice build-up. The hot air
enters to the inlet lip through a dedicated
duct at the 4 o' clock position in the outer
bulkhead. The air then exhausts overboard
through a flush exit ports at the 6 o' clock
position in the outer barrel.
Power Plant Presentation
 Power Plant Presentation
FAN COWL DOORS
There are two fan cowl doors to enclose the Aerodynamic strakes are mounted on the
fan case and provide aerodynamic fan cowls to improve aircraft performance
smoothness around the engine. during manoeuvres.

They are attached to the pylon by three

hinges with hinge pins.
The door assembly is latched along the
bottom centerline by three latches. These
latches have a mounting mechanism and
visual indicators to ensure that they are
properly secured.
Proximity sensors are installed on each latch
which sends its position signal to the Engine
Interface Unit (EIU) for generating
necessary warning.

The door can be opened manually. Each

door is provided with 2 telescopic hold open
rods, for opening.
The fan cowl door rests on 4 axial locators,
when closed.
It also has hoist points, for removal and
installation.
Power Plant Presentation
 Power Plant Presentation
THRUST REVERSER COWL DOORS
The thrust reverser cowl doors (or "C"
Ducts) are in two halves. Each half includes
one translating sleeves, two actuators, five
blockers doors and cascades.
The thrust reverser cowls provide a smooth
air flow around the engine area and enclose
the engine core components, gear boxes
and pipelines.

Each half is supported by 3 hinges at the

pylon. The assembly is latched along the
bottom centerline by seven latches.
Power Plant Presentation
 Power Plant Presentation
EXHAUST NOZZLE
The exhaust nozzle is formed by the center
bodies and nozzle assembly. The annular
passage between the exhaust nozzles and
the centerbodies provide a smooth exit of
the exhaust gas flow.

The fire seal fingers (turkey feathers) at the

top of the exhaust nozzle prevents any
flame from entering the core compartment
area in the event of fire.
Power Plant Presentation
 Power Plant Presentation
ENGINE MOUNTS
The engine is mounted to the pylon by the
forward and aft mounts. They transfer the
engine and thrust loads.

The forward mount assembly bears the

engine thrust, vertical and lateral loads. The
forward mount is attached to the engine at
the Compressor Intermediate Case at 12 o'
clock position. The forward mount is
attached to the pylon by the help of four
attachment bolts.

The aft mount assembly bears the engine

vertical and radial loads. It is attached to
the engine at the Turbine Exhaust Case
(TEC) at 12 o' clock position. It is attached
to the pylon by four bolts.
Power Plant Presentation
 Power Plant Presentation
STORAGE AND PRESERVATION
Storage and preservation procedures must
be applied to engines which are not
operated. The preservation procedures
protect the engine against corrosion, liquid
and debris entering the engine, and
atmospheric conditions during period of
inactivity.
Power Plant Presentation
 Component Location
SYSTEM OVERVIEW
The power plant installation includes the
engine, the engine inlet, the exhaust, the
fan cowls and the reverser assemblies. The
pylon connects the engine to the wing
structure. The engine is attached to the
pylon by FWD and AFT mounts.
Component Location
 Component Location
THRUST REVERSER SYSTEM
The thrust reverser system operated from
the cockpit consists of 2 hydraulically
operated translating sleeves.
When the translating sleeve moves aft
during deployment, it lifts blocker doors that
redirect the engine fan airflow.
Component Location
 Component Location
COMPONENT LOCATION - FADEC
The engine system components are at the
following locations.

The EEC and Prognostics and Health

Management Unit (PHMU) are on the RH
side of the fan case.
Component Location
PW1100G-JM

81
 Fuel Distribution
COMPONENT LOCATION - FUEL
The primary components of the fuel system
are on the RH side of the engine core.
The Integrated Fuel Pump and Control
(IFPC) is attached with bolts to the fuel
manifold on the right side of the main
gearbox at the 3 o'clock position.
Fuel Distribution
 Fuel Distribution
FUEL DISTRIBUTION
The fuel distribution system supplies fuel
from tanks to the engines. The fuel is
metered, filtered and supplied at the
pressure and flow rate necessary to enable
stable engine operations during all the
phases. The metered Fuel Flow (FF) is sent
to the fuel nozzles for combustion, and
pressurized fuel is supplied to the fuel-
operated actuators of the engine (e.g. Air
valves). The fuel is also heated to prevent
ice formation and used to cool engine oil
and Integrated Drive Generator (IDG) oil.
Fuel Distribution
 Fuel Feed From Aircraft
FUEL FEED FROM AIRCRAFT
When the ENGine MASTER Lever is selected
ON, the Low Pressure Shut-Off Valve
(LPSOV) opens and fuel from the aircraft
tanks flows through the main fuel supply
line to the inlet port of the boost pump in
the IFPC.
Fuel Feed From Aircraft
 Heat Exchangers and Fuel Return to Tank
HEAT EXCHANGERS AND FUEL RETURN
TO TANK
The boost pump sends LP fuel from the
engine fuel supply line to the IDG FOHE.
Fuel flow is used to cool down the IDG oil
through the IDG FOHE and the engine oil
through the engine FOHE. In turn, fuel is
heated and de-iced.
Heat Exchangers and Fuel Return to Tank
 Heat Exchangers and Fuel Return to Tank
HEAT EXCHANGERS AND FUEL RETURN
TO TANK
The FRV controls fuel to flow back to the
aircraft tanks from downstream of the IDG
FOHE and before it enters the engine FOHE
as part of the fuel heat management
system. The FRV is controlled by the
Electronic Engine Control (EEC) depending
on the fuel temperature.
Heat Exchangers and Fuel Return to Tank
 Integrated Fuel Pump and Control
INTEGRATED FUEL PUMP AND CONTROL
The IFPC is an electronically controlled unit
which integrates the fuel metering
components and the fuel pumps in a single
unit to limit the space and the number of
external tubes required for the system. The
IFPC uses dual coil torque motors and
solenoids to control hydro-mechanical
valves in relation to the fuel flow.
Integrated Fuel Pump and Control
 Integrated Fuel Pump and Control
FUEL METERING VALVE AND HIGH
PRESSURE SHUT-OFF VALVE
The EEC controls a dual Torque Motor (TM)
which positions the FMV in the desired
position. The close loop monitoring is
ensured by the EEC using the valve LVDT
feedback signals.
Integrated Fuel Pump and Control
 Integrated Fuel Pump and Control
PRESSURE REGULATING VALVE AND
BYPASS DIRECTIONAL CONTROL VALVE
Inside the IFPC, the fuel from the main
pump is directed to the FMV and to the
Pressure Regulating Valve (PRV). The
purpose of the PRV is to maintain a constant
fuel pressure drop across the FMV to ensure
the correct fuel flow and acceleration for the
engine.
Integrated Fuel Pump and Control
 Integrated Fuel Pump and Control
PRESSURE REGULATING VALVE AND
BYPASS DIRECTIONAL CONTROL VALVE
Pressurized fuel that passes through the
PRV is directed to the BDCV. The BDCV
directs fuel by-passed by the PRV to the
engine FOHE at low engine power or when
the fuel temperature is low to help in
maintaining the engine oil and fuel within
operating limits.
Integrated Fuel Pump and Control
 Integrated Fuel Pump and EEC Control
EEC CONTROL
The EEC controls the dual TCM/Overspeed
TM for HPSOV positioning.
It monitors the valve fully closed position
with the two proximity switches.

For the air system, the EEC controls the

fuel-operated actuators with dual channel
TMs and it monitors their position thanks to
LVDT position feedbacks.
Integrated Fuel Pump and EEC Control
 Fuel Flow Transmitter
FUEL FLOW TRANSMITTER, FLOW
DIVIDER VALVE AND FUEL NOZZLES
The metered fuel from the FMV crosses the
HPSOV and flows to the fuel flow
transmitter.
The fuel flow transmitter sends the fuel flow
rate to the EEC channel A and directs fuel to
the Flow Divider Valve (FDV).
Fuel Flow Transmitter
 Flow Divider Valve
FLOW DIVIDER VALVE
The EEC commands the FDV opening during
starting to improve fuel atomization.
During engine start, the FDV sends most of
fuel to the primary manifold.
Above idle, the FDV evenly divides metered
fuel flow between the primary and
secondary fuel manifolds.
Flow Divider Valve
 Fuel Nozzles
There are 18 fuel nozzles mounted to the
outer diffuser case. All the nozzles atomize
fuel inside the combustor.
Twelve of them are duplex nozzles featuring
both a primary and a secondary fuel flow
paths while six others are simplex nozzles
providing only a secondary fuel flow path.
Fuel Nozzles
 Servo Fuel Pump
SERVO FUEL PUMP
The servo pump housed in the IFPC is a
gear-stage pump which sends pressurized
fuel to a wash filter. Fine filtered,
pressurized fuel from the wash filter is
supplied to the engine air system actuators
where it is used as servo and muscle
pressure to position the actuator pistons.
These actuators are:
the Low Pressure Compressor (LPC)
Stator Vane Actuator (SVA),
the LPC (2.5) Bleed Valve Actuator
(BVA),
the turbine Active Case Cooling (ACC)
valve,
and the High-Pressure Compressor
(HPC) SVAs (primary and secondary).
Servo Fuel Pump
 Servo Min Pressure & Pump Sharing Valve
SERVO MINIMUM PRESSURE AND PUMP
SHARING VALVE
The Servo Minimum Pressure and Pump
Sharing Valve is a spring loaded valve that
provides the five air system actuators with
main pump fuel pressure when servo pump
fuel pressure is not enough during start.
Servo Min Pressure & Pump Sharing Valve
 Ecology System
ECOLOGY SYSTEM
At engine shutdown, residual fuel in the
manifolds downstream of the FDV is drained
back through the FDV to an ecology
collector tank.
The collected fuel remains in the ecology
collector tank until the next engine start
when the fuel is drawn back into the fuel
system.
During shutdown, the fuel pressure from the
IFPC is reduced and the FDV closes to
prevent fuel from entering the combustor
and to drain any fuel remaining in both the
primary and secondary fuel lines to the
ecology collector tank.
At next engine start up, the ejector pump
draws the fuel from the ecology collector
tank back to the IFPC boost pump. The tank
has an outlet float valve which closes when
the tank has reached its minimum capacity
and a check valve to avoid fuel transfer
from the suction line.
Ecology System
 Starting - Initiation
STARTING - INITIATION
During starting, the servo pump fuel
pressure is not enough to control the air
system actuators and to close the Servo
Minimum Pressure and Pump Sharing Valve.
In this position, the Servo Minimum
Pressure and Pump Sharing Valve directs a
portion of pressurized fuel from the main
pump to the five actuators. The other
portion of fuel from the main pump is sent
to the PRV and to the FMV. The PRV opens
partly and directs the excess of fuel flow to
the BDCV which is spring loaded to send it
to the engine FOHE.
Starting - Initiation
 Starting - Acceleration
STARTING - ACCELERATION
As the pumps rotation speed increases with
the engine acceleration, the fuel pressure
also increases. The FMV opens more and as
a consequence the fuel pressure pushes the
BDCV out of its rest position to direct the
excess fuel flow to the fuel filter.
In parallel, the fuel pressure from the servo
pump increases and pushes the Servo
Minimum Pressure and Pump Sharing Valve,
segregating the burn flow from the servo
fuel.
Starting - Acceleration
 Shutdown – Normal Shutdown
SHUTDOWN - NORMAL SHUTDOWN
During a normal engine shutdown, the
Master Lever controls the LPSOV to close
and sends a shutdown signal to the EEC.
In turn when the related fuel pressure
drops, the FDV closes to let the remaining
fuel in the nozzle manifolds to drain in the
ecology drain tank, and the Servo Minimum
Pressure and Pump Sharing Valve reopens.
After the HPSOV is confirmed closed by the
proximity switches, the EEC tests the FMV
via its TM then closes it.
Shutdown – Normal Shutdown
 Shutdown – Abnormal Shutdown
SHUTDOWN - ABNORMAL SHUTDOWN
The abnormal shutdown is initiated in case
of an overspeed (N1 or N2), shaft shear
(fan, LP or HP) or Thrust Control Malfunction
(TCM) event detected on ground.
In such case, the TCM/overspeed TM directs
fuel pressure to the back side of the HPSOV
and of the PRV. This causes the PRV to open
and stop fuel flow to the FMV, allowing rapid
closure of the HPSOV and rapid engine
shutdown.
Shutdown – Abnormal Shutdown
 Fuel Indicating
FUEL INDICATING case of clogging detection. According to the
The engine fuel indicating monitors the status, the EEC will generate various
system condition and provides the system warnings on the EWD: ENG X HEAT
status to the cockpit displays. EXCHANGR CLOG or ENG X FUEL SENSOR
The fuel flow transmitter sends signals to FAULT.
the EEC which enables the calculation of the For monitoring and Thermal Management
fuel flow to the combustor. System control by the EEC, the fuel
The fuel flow is a primary engine parameter temperature is sensed by two dual channel
and is displayed on the EWD permanently. temperature sensors.
The EEC also sends this data for the fuel
used computation and display on the
System Display (SD).
The Fuel Filter Differential Pressure (FFDP)
sensor measures the differential pressure
across the fuel filter.
This helps to detect if the filter is partially or
totally clogged.
According to the received value, the EEC will
generate various warnings on the EWD: ENG
X FUEL FILTER DEGRAD or ENG X FUEL
FILTER CLOG or ENG X FUEL SENSOR FAULT
and on the SD: CLOG.
The IDG Fuel-Oil Heat Exchanger (FOHE)
differential pressure sensor is used to sense
the differential pressure on the fuel side of
the FOHE and send a signal to the EEC in
Fuel Indicating
PW1100G-JM

124
 Propulsion Control System
GENERAL
The Propulsion Control System (PCS)
consists in Engine Interface Unit (EIU) and
FADEC System which includes Electronic
Engine Control (EEC) and Prognostics and
Health Management Unit (PHMU).
Each EIU is dedicated to an engine. EIU 1
and 2 are located in the aircraft avionics bay
80VU.
Propulsion Control System
 Propulsion Control System
COMPONENT LOCATION
The engine system components are at the
following locations.

FADEC
The EEC and Prognostics and Health
Management Unit (PHMU) are on the RH
side of the fan case.
The FADEC Permanent Magnet Alternator
(PMA) is on the forward face of the main
gearbox.
Propulsion Control System
 Engine Interface Unit
ENGINE INTERFACE UNIT
Each EIU is an interface concentrator
between the airframe and the corresponding
EEC on the engine.
It ensures the segregation of the 2 engines
and aircraft electrical power supply to the
FADEC.
It concentrates data from or to the cockpit
panels and displays.
Engine Interface Unit
 Fadec
FADEC
The FADEC consists in a dual channel EEC
with crosstalk and failure detection, a PHMU
and sensors used for control and
monitoring.
The FADEC system manages the engine
thrust and optimizes the performance.

The EEC interfaces with most of the A/C

systems through the EIU.

The FADEC controls the engine parameters

displayed in the cockpit.
The primary parameters (N1, N2, Exhaust
Gas Temperature (EGT) and Fuel Flow (FF))
are sent by the EEC to the ECAM through
Display Management Computers (DMCs).
The engine system page shows secondary
parameters: oil quantity, pressure and
temperature.
The vibration figures are communicated by
the PHMU to the EEC.
Fadec
 Power Management
POWER MANAGEMENT
The FADEC provides automatic engine thrust
control and thrust parameter limit
computation.
The FADEC manages power according to two
thrust modes:
manual mode depending on Throttle
Lever Angle (TLA),
autothrust mode depending on
autothrust function generated by the
Auto Flight System (AFS).
Power Management
 Engine Limit Protection
ENGINE LIMIT PROTECTION
The FADEC ensures engine integrity
protection. It provides overspeed protection
for N1 and N2 or rotor shaft shear by
driving to close the Thrust Control
Malfunction (TCM)/Overspeed torque motor
in the Integrated Fuel Pump and Control
(IFPC).
Shaft shear detection logic is only active at
high power settings.
Engine Limit Protection
 Engine System Control
ENGINE SYSTEM CONTROL
The FADEC provides optimal engine
operation by controlling:
combustor metering valve and fuel flow,
compressor airflow and turbine case
cooling,
thermal management (oil cooling, fuel
heating),
control and monitoring sensors,
BITE (fault detection, isolation,
annunciation and transmission to the
aircraft),
nacelle anti-ice.
Engine System Control
 Starting and Ignition Control
STARTING AND IGNITION CONTROL
The FADEC controls the engine start
sequence in automatic or manual mode
when initiated from the control panels.
It monitors N1, N2, EGT and oil parameters
and then can abort or recycle an engine
start.
Starting and Ignition Control
 Thrust Reverser
THRUST REVERSER
The FADEC supervises the thrust reverser
operation.
Thrust Reverser
 Fadec Architecture
ARCHITECTURE
The FADEC consists in the Electronic Engine
Control (EEC), the Prognostic and Health
Monitoring Unit (PHMU) and peripherals
(sensors and output drivers).

ARCHITECTURE - EEC
The EEC is a microprocessor controlled
digital unit with two independent control
channels identified as channel A and B.
Each channel has its own processors, power
supply, program memory, selected input
sensors and output drivers.
In addition to input/output redundancy (for
comparison and backup), data is sent
internally between the two channels by a
crosstalk data link.
Each channel receives inputs from the A/C
and FADEC system sources. Thus, each
channel can monitor and control the
operation of the engine and transmit engine
data to the A/C and to engine subsystem
duplicated controls (torque motors and
solenoids).
Fadec Architecture
 Fadec Architecture
ARCHITECTURE - DSU
The DSU is a data memory plug attached to
the engine case bracket by a lanyard and
connected on the EEC channel A for engine
identification and rating, engine trim data
storage and detected failures storage.

ARCHITECTURE – PHMU
The PHMU is a single channel component
with internal software that performs the
following engine health monitoring
functions:
Vibration analysis,
Engine trim balance solution
computation,
Oil Debris Monitoring (ODM),
Auxiliary Oil Pressure (AOP) signal
conversion.
Fadec Architecture
 Fadec Process
PROCESS
Most of the FADEC operations are based on engine start.
the same principle, they respond to a If a feedback fault is detected in the
demand from the A/C or from the EEC preferred channel, the data is retrieved from
internal schedules, and they take into the standby channel via the crosstalk data
account input parameters from the A/C and link.
from the engine sensors. Most of the
sensors and output drivers are duplicated
for redundancy and segregated to each EEC
channel.
For a control loop, one EEC channel
elaborates a single command signal sent to
an engine subsystem control and it makes
sure that its command has been followed by
monitoring the dual feedback from this
engine subsystem. The EEC also
continuously performs integrity test of its
control circuits.

When fully operational, the EEC starts and

operates in an Active-Standby mode. Under
this control scheme, only one channel of the
EEC has full authority over all engine
functions and is identified as the preferred
channel. The preferred channel is alternated
upon every engine shutdown for the next
Fadec Process
 Engine Interfaces
GENERAL
In order to provide a full range of engine
control and monitoring, the Propulsion
Control System (PCS) exchanges data within
its own computers (Engine Interface Unit
(EIU), Electronic Engine Control (EEC),
Prognostic and Health Monitoring Unit
(PHMU)) and with the other aircraft systems
computers. The EIU is the main interface
with the aircraft systems.
Inputs or outputs are transmitted on a
digital, analog or discrete format.

149
Engine Interfaces
 Engine Interfaces
PCS INTERFACES BMC #: for bleed computation
The EIU performs the following bus transfer. FWC 1/2: for warnings display.
EIU digital inputs from:
GCU #: for idle modulation based on
Integrated Drive Generator (IDG)
load.
DLRB: for EIU dataloading.
ACSC 1/2:for bleed decrement computation.
CFDIU: for BITE purposes (Normal Mode
and Menu Mode).
BMC 1/2: for bleed computation.
LGCIU 1/2: for flight/ground status
computation.
FCU: for Autothrust function and Thrust
Control Malfunction (TCM) protection
in flare.
EIU digital outputs to:
ADIRU 1/2: for air data correction.
CFDIU: for BITE purposes (Normal Mode
and Menu Mode).
DLRB: for EIU dataloading.
SDAC 1/2: for engine parameters
acquisition.
FDIMU (ACMS): for condition monitoring
and troubleshooting purpose.
Engine Interfaces
 Engine Interfaces
PCS INTERFACES Nose Landing Gear (NLG) compressed:
The EIU performs the following discrete for flight/ground status computation.
exchange. From SECs:
EIU discrete inputs from: Ground Spoiler OUT
From cockpit controls: TLA < -3 deg
Master lever ON/OFF From SFCC:
Throttle position (switches): for thrust Flaps and Slats lever retracted
reverser operation. From engine:
Rotary selector Ignition/Auto/Crank FRTTV Selected OFF (EEC)
Wing De-Ice P/B OFF: for bleed Low Oil Pressure sensor: for OIL LO
decrement computation. PRES warning.
Nacelle Anti-Ice P/B ON/OFF: for Nacelle Engine position and type
Anti-Ice (NAI) control and bleed Latch Door Monitoring Proximity
decrement computation. Switches.
Fire handle ON: for engine isolation. EIU discrete outputs:
Manual Engine Start P/B ON Fuel HPSOV Closed
FADEC Ground Power ON N2 Not Below Idle
Bump ON/OFF TLA in Take Off Position
APU Master Switch ON/OFF: for bleed Start Valve Closure
decrement computation. APU Boost Command
From LGCIUs: Master Lever Fault Light
LH Landing Gear compressed: for Oil Low pressure and Ground
flight/ground status computation. NAI P/B Fault Light
RH Landing Gear compressed: for Latch Door Monitoring Proximity Switches
flight/ground status computation.
Engine Interfaces
 Engine Interfaces
The EIU provides the following power
supplies.
EIU power supply outputs to:
PHMU (28V DC).
Hydraulic pump depressurization solenoid
(28V DC).
EEC channels (28V DC).
Igniters (115V AC).
Thrust reverser Valves (28V DC for ICV &
DCV).
Engine Interfaces
 Engine Interfaces
PCS INTERFACES
Unless specified differently, signals are dual
(from/to both EEC channels).
The EEC performs the following bus transfer.
EEC digital inputs from:
EIU # (channel A): for aircraft data
exchange.
ADIRU 1/2: for engine control (alt, TAT, PT,
CAS, Mn).
PHMU: for vibration monitoring and trim
balancing.
EEC digital outputs to:
EIU #: for engine data exchange.
FMGC 1/2: for Autothrust function and TCM
protection in flare.
PHMU: for vibration monitoring and trim
balancing.
DMC 1/2/3: for parameters, faults and
warnings display.
FWC 1/2: for warnings display.
GCU #: for power supply management.
Engine Interfaces
 Engine Interfaces
The EEC performs the following
discrete/analog exchange.
EEC discrete/analog inputs from:
Cockpit controls:
Master lever OFF: for shutdown and reset.
Throttle position (resolvers): for manual and
auto thrust control.
Autothrust disconnect P/B (ch B)
FADEC Ground Power OFF
Nacelle Anti-Ice P/B ON/OFF: for NAI control
and bleed decrement computation.
FCU:
Autothrust engagement (ch B)
SECs:
TCM ground operation
Engine:
Engine sensors and subsystems
feedbacks
Engine position (ch A).
EEC discrete/analog outputs to:
PHMU:
Nf (ch B), N1 (ch A), N2 (ch A)
Engine subsystems:
Control signals
EIU:
FRTTV Selected OFF.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES
Unless specified differently, signals are dual
(from/to both EEC channels).
The EEC is the main controller and
monitoring device over the engine
subsystems.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - AIR SYSTEM
For the air system management, the EEC
sends and receives the following data.
Compressor Stator Vane Control
System:
- LPC SVA TM control signal,
- HPC master SVA Torque Motor (TM)
control signal,
- LPC SVA, HPC master and slave SVAs
LVDT feedback signal.
Compressor Bleed Control System:
- LPC Bleed Valve Actuator (BVA) TM
control signal,
- LPC BVA LVDT feedback signal,
- HPC BV solenoid control signal,
- HPC active and passive bleed pressure
sensors.
Turbine Active Case Cooling Control
System:
- TACC Valve TM control signal,
- TACCV LVDT feedback signal (ch A).
Buffer/Ventilation Control System:
- HPC Buffer Shut Off Valve (SOV) solenoid
feedback signal,
- Buffer Air Pressure Sensor (BAPS)
feedback signal.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - FUEL SYSTEM Pressure Sensor feedback signal.
For the fuel system management, the EEC
sends and receives the following data.
Fuel Supply for combustion:
- Fuel Metering Valve (FMV) TM control
signal,
- FMV LVDT feedback signal,
- TCM / Overspeed TM control signal,
- HP Shut Off Valve proximity switch
feedback signal,
- Fuel Flow Meter (FFM) control signal (ch
A),
- Flow Divider Valve (FDV) solenoid control
signal,
- Fuel Filter Differential Pressure Sensor
feedback signal.
Thermal Management System:
- Bypass Direction Control Valve (BDCV)
solenoid control signal,
- Fuel Temperature sensor feedback signal,
- Fuel Return To Tank (FRTT) Valve solenoid
control signal,
- FRTTV Proximity Switch feedback signal,
- FRTT Temperature Sensor feedback
signal,
- IDG Fuel/Oil Heat Exchanger Differential
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - OIL SYSTEM
For the oil system management, the EEC
sends and receives the following data:
Oil Supply:
- Oil Filter Differential Pressure sensor
feedback signal,
- Fuel Oil Heat Exchanger Bypass Valve
(FOHEBV) TM control signal,
- Active Oil Damper Valve (AODV) solenoid
control signal,
- Variable Oil Reduction Valve (VORV) TM
control signal,
- VORV LVDT feedback signal.
Oil Monitoring:
- Oil Level (OL) sensor feedback signal (ch
B),
- Main Oil Pressure (MOP) sensor feedback
signal,
- Main Oil Temperature (MOT) sensor
feedback signal,
- Auxiliary Oil Pressure (AOP) sensor
feedback signal via PHMU,
- Oil Debris Monitoring (ODM) sensor
feedback signal (ch A) via PHMU,
- Low Oil Pressure (LOP) switch feedback
signal to the EIU.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - IGNITION AND
STARTING SYSTEMS
For the ignition and starting systems
management, the EEC sends and receives
the following data:
Ignition:
- Ignition Exciter control signal (2 pairs).
Starting:
- Starter Air Valve (SAV) solenoid control
signal,
- Air starter speed sensor feedback signal.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - NACELLE ANTI-
ICE SYSTEM
For the Nacelle Anti Ice system
management, the EEC sends and receives
the following data:
NAI:
- Upstream PRSOV solenoid control signal
(ch B),
- Downstream PRSOV solenoid control
signal (ch A),
- Upstream pressure sensor feedback
signal (ch B),
- Downstream pressure sensor feedback
signal,
- Dual temperature sensor feedback signal.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - THRUST
REVERSER SYSTEM
For the thrust reverser system
management, the EEC sends and receives
the following data.
Thrust Reverser:
- Isolation Control Valve (ICV) solenoid
control signal by EIU and EEC,
- ICV pressurized proximity switch
feedback signal,
- ICV inhibition proximity switch feedback
signal,
- Directional Control Valve (DCV) solenoid
control signal by EIU and EEC,
- Locking Feedback Actuators primary lock
proximity switch feedback signal,
- Locking Actuators primary lock proximity
switch feedback signal,
- Locking Feedback Actuators LVDT
feedback signal,
- Track Locks proximity switch feedback
signal.

Note: Tertiary Lock Valve (TLV) solenoids

are controlled independently by SEC.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - ENGINE SENSORS
For the engine control and monitoring, the
EEC receives the following data.
Engine Sensors:
- N1 feedback signal,
- Nf feedback signal,
- N2 feedback signal,
- P ambient feedback signal (ch A),
- Ps14 feedback signal (ch B),
- P2 feedback signal,
- P25 feedback signal (ch A),
- P3 feedback signal (2 pairs),
- T2 feedback signal,
- T25 feedback signal (ch A),
- T3 feedback signal,
- Core Nacelle Temperature feedback signal
(ch B),
- NAI Temperature feedback signal,
- EGT feedback signal (2 pairs),
- Forward Vibration feedback signal to
PHMU,
- Aft Vibration feedback signal to PHMU.
Engine Interfaces
 Engine Interfaces
FADEC INTERFACES - COCKPIT
CONTROLS
For the engine control, the EEC receives the
following data.
Cockpit Controls:
- Master Lever position,
- Thrust Lever resolver angle,
- Auto Thrust (A/THR) Disconnect P/B (ch
B),
- Flight Control Unit (FCU) A/THR
engagement (ch B),
- FADEC Ground Power P/B,
- NAI P/B.
Engine Interfaces
 Fadec Electrical Power Supply Control
EEC
The Electronic Engine Control (EEC) is NOTE: The EIU takes its power from the
electrically supplied by the A/C electrical same bus bar as the EEC.
network when high pressure rotor speed
(N2) is below 10% or when the dedicated
Permanent Magnet Alternator (PMA) has
failed, and then by its dedicated PMA when
N2 is above 10%.

EEC - AIRCRAFT POWER

The EEC is supplied by the A/C electrical
power network when N2 is below 10%. Each
channel is independently supplied by the
A/C 28V DC through the Engine Interface
Unit (EIU).
The aircraft 28V DC permits the EEC to:
- automatic ground check of the Full
Authority Digital Engine Control (FADEC)
system when the engine is not running,
that is to say FADEC GrouND PoWeR ON
for interactive tests and data loading,
- control starting: MASTER lever ON or
mode selector on IGNition or CRANK,
Starter Air Valve (SAV),
- control reverser system.
Fadec Electrical Power Supply Control
 Fadec Electrical Power Supply Control
EEC - AUTO DEPOWERING
The FADEC is automatically depowered on
the ground, through the EIU, after engine
shutdown.
The EEC automatic depowering occurs on
the ground:
- 5 min after A/C power-up,
- 5 min after engine shutdown.
Power is not cut-off if Centralized Fault
Display System (CFDS) EEC menus are
active or Data Loading going on (software
upload/memory dump).

NOTE: An action on the ENGine FIRE P/B

provides EEC power cut-off from the
A/C network.

EEC - MANUAL REPOWERING

For maintenance purposes and Multipurpose
Control and Display Unit (MCDU) engine
tests, the ENGine FADEC GrouND PoWeR
panel permits FADEC power supply to be
restored on the ground with engines shut
down. When the corresponding ENGine
FADEC GrouND PoWeR P/B is pressed ON
the EEC recovers its power supply.
Fadec Architecture
 Fadec Electrical Power Supply Control
SUBSYSTEMS POWER SUPPLY
The Prognostics and Health Management
Unit (PHMU) receives aircraft 28V DC
directly from the aircraft normal DC power
bus through the EIU. The de-powering
conditions are the same as the EEC.
The Fan cowl door proximity switches are
supplied by another bus in 28V DC.
Power is also transferred to the reverser
system valves for Directional Control and
Isolation.
Fadec Electrical Power Supply Control
PW1100G-JM

185
 Ignition and Starting System
COMPONENT LOCATION - IGNITION &
STARTING
One ignition exciter box is on the RH side of
the engine fan case at 5 o'clock.
The air starter is at 3 o'clock aft of the main
gearbox.
Ignition and Starting System
 Ignition and Starting System
GENERAL
The Ignition system provides the electrical
spark needed to start or continue engine
combustion. The ignition system is made up
of two independent systems. The Ignition
system includes an ignition exciter, two
coaxial shield ignition leads and two igniter
plugs.
The Starting system drives the engine High
Pressure (HP) rotor at a speed high enough
for a ground or in flight start to be initiated.
The start system is made up of the electrical
Starter Air Valve (SAV) and the pneumatic
starter. Air bleed is taken from the aircraft
pneumatic system for engine start (Auxiliary
Power Unit (APU) bleed, external pneumatic
cart, other engine bleed).

CONTROL AND INDICATING

The Electronic Engine Control (EEC) controls
the ignition during automatic start and
manual start. 115 V AC from aircraft
electrical system is supplied to the ignition
exciter which provides the necessary
voltage to the igniter plugs to generate the
spark for combustion.
Ignition and Starting System
 Ignition and Starting System
GENERAL Each plug and corresponding circuit
The Electronic Engine Control (EEC) controls (identified as system A and system B) can
and monitors the Starting and Ignition be used at the same time or alternately to
systems for engine starting, cranking, and detect dormant failures.
ignition selection, on ground and in flight.
For engine starting, two modes are
available; automatic or manual.
Both modes can be used on ground or in
flight but in flight sequence are less
protective to enhance the restart capability.
For engine cranking, two sequences can be
manually selected: dry or wet.
The EEC controls the starting and ignition
components according to cockpit commands
and protective logics.
The main engine parameters to be
monitored during starting are displays on
the E/WD (N1, EGT, N2, Fuel Flow) and on
the SD (Oil Press, IGN system, Starter Air
Valve position and available pneumatic
pressure).

The ignition system is composed of a dual

channel ignition exciter supplying two spark
igniter plugs.
Ignition and Starting System
 Ignition and Starting System
The starting system consists of a Starter Air
Valve (SAV), air duct and an Air Turbine
Starter (ATS).
The SAV is electrically controlled by the EEC
and pneumatically operated.
The ATS is attached to the aft of the main
gearbox at the 5 o'clock position. It is fitted
with a speed sensor which is used for
system control and monitoring by the EEC.
Ignition and Starting System
 Ignition and Starting System
AUTOMATIC START
The EEC shall enter the automatic start
mode when all of the following conditions
are true:
- the engine is not running, and
- the selected rotary selector is set to
IGN/START, and
- the selected ENG MASTER lever is set to
ON, and
- the ENG MAN START pushbutton is OFF.

When the ENG MODE rotary selector is set

to IGN/START position, FADEC is powered
up.
The ENGINE page is automatically shown on
the System Display (SD) page of the ECAM
system.
Ignition and Starting System
 Ignition and Starting System
AUTOMATIC START
As soon as the ENG MASTER lever is set to ON
position, the LPSOV opens and the automatic
starting sequence begins.
The EEC will automatically control the:
- Thrust Control Malfunction (TCM) cutback test,
- HPC active bleed valve (opening and closing),
- Hydraulic pump depressurizing (via EIU) if
necessary during in flight restart,
- SAV (opening and closing),
- Igniters (one or two, on and off),
- Fuel Flow (FMV and HPSOV opening).
First, the EEC energizes the SAV solenoid. This
supplies the starter with aircraft pneumatic
pressure.
Ignition and Starting System
 Ignition and Starting System
AUTOMATIC START
When the engine reaches the minimum fuel
pressurization speed (18% N2), the EEC
activates one igniter and controls the
appropriate fuel flow to the burner.
On the SD ENGINE page, the corresponding
spark igniter system (A or B) controlled by
the EEC comes into view.
On the E/WD, the FF increases.
Ignition and Starting System
 Ignition and Starting System
AUTOMATIC START
The EEC monitors the Exhaust Gas
Temperature (EGT) and N2 according to
their schedules to provide the correct fuel
flow for a good acceleration.
When N2 reaches 51% N2, the automatic
start sequence ends when the EEC controls
the SAV to close and the igniter to OFF.
The engine continues to accelerate and
stabilizes at idle speed.
The usual standard parameters are:
- N1 = 19%,
- N2 = 58%,
- EGT = 440 ºC,
- FF = 227 kg/h.
If the second engine has to be started, the
ENG MODE rotary selector should stay on
the IGN/START position.
This will avoid activating the continuous
ignition on the running engine if the selector
is cycled to NORM and again to IGN/START.
Ignition and Starting System
 Ignition and Starting System
AUTOMATIC START
Automatic start abort:
The EEC has the authority to abort a start
only on the ground.
The EEC will abort the start, dry motor the
engine for 30 seconds and attempt a single
start for the following reasons:
- no light up (EGT low and constant),
- no N2 acceleration (hung start),
- EGT reaches starting limit (impending hot
start).

NOTE: The maximum EGT during start

sequence is 700º C.

The EEC will abort a start, dry motor the

engine for 30 seconds and not attempt a
restart for the following conditions:
- Failure of automatic restart,
- N1 locked rotor,
- EEC unable to command both igniters,
- Loss of EGT indication (T5 sensors failed),
- EEC unable to control fuel flow.
The EEC will also abort a start, will not dry
motor the engine and will not attempt a
restart if the starter duty cycle is exceeded.
Ignition and Starting System
 Ignition and Starting System
MANUAL START
A manual engine start procedure is included
in the EEC engine starting logic.
In the manual start mode, engine starting
control is under limited authority of the EEC.
The SAV, fuel, and ignition are controlled
from the cockpit via the EEC.
Ignition and Starting System
 Ignition and Starting System
MANUAL START
Bleed air source being available, a manual
start sequence is commanded by first
setting the rotary selector to the IGN/START
position to power and signal the EEC.
The ENGINE page appears on the SD page
of the ECAM.
The ENGINE page displays the IGN
indication, SAV position and bleed pressure
during this sequence.
At the same time, the APU bleed demand
will increase and the pack valves will close.
Ignition and Starting System
 Ignition and Starting System
MANUAL START
The next action is to engage the ENG MAN
START push-button to the ON position. This
will lead the EEC to open the SAV.
Ignition and Starting System
 Ignition and Starting System
MANUAL START position after it has already been selected
When N2 is above the minimum fuel ON.
pressurization speed (on-ground
approximately 18% N2), the ENG MASTER
lever is set to the ON position. The EEC
commands fuel flow and both igniters
simultaneously.

The EEC monitors the EGT and N2 according

to their schedules to provide the correct fuel
flow but EGT limit protection is inactive.
When N2 reaches 51% N2, the manual start
sequence automatically ends when the EEC
controls the SAV to close and the igniters to
OFF.
The engine continues to accelerate and
stabilizes at idle speed.

Manual start abort:

When a manual engine start has been
initiated on ground or in flight, it shall be
interrupted by either:
- de-selecting the ENG MAN START push-
button before the ENG MASTER lever is
commanded ON, or
- selecting ENG MASTER lever back to OFF
Ignition and Starting System
 Ignition and Starting System
CONTINUOUS IGNITION
Continuous ignition is manually selected or
automatically controlled by the FADEC.
During continuous ignition both igniters are
active.

Manual command:
Once the engine is running and above idle,
the pilot can manually command continuous
ignition at any time by moving the rotary
selector to the IGN/START position.
Following a ground start, the rotary selector
must be moved back to NORM before
continuous ignition can be manually
selected by moving it back to IGN/START
position.
Continuous ignition shall remain
commanded by the EEC until the rotary
selector is moved back to NORM.
In the event that data position of the rotary
selector sent by Engine Interface Unit (EIU)
to EEC is not available or invalid, the EEC
shall use the last valid value of the rotary
selector position if the aircraft is on ground
until a valid configuration is received again.
Ignition and Starting System
 Ignition and Starting System
ENGINE CRANK - DRY CRANK WARNING: the EEC is able to initiate a start
Cranking function is used to motor the sequence immediately following
engine on the ground for a short time with a dry motoring sequence by
the use of the starter. setting the ENG MODE rotary
There are two cranking modes: selector to IGN/START position
- dry cranking, and the ENG MASTER control
- wet cranking. lever to ON position.

The dry cranking procedure is used to motor

the engine to remove unburned fuel from
the combustion chamber or cool down the
engine or for some fuel or oil leak tests.
The EEC shall enter the engine dry crank
sequence when all of the following
conditions are true:
- the engine is not running and,
- the aircraft is on ground and,
- the rotary selector is set to CRANK.
This will power up the EEC and isolate both
ignition systems.
The ENGINE page appears automatically on
the ECAM SD.

When the ENG MAN START P/B is set to ON,

the EEC commands the SAV to open.
Ignition and Starting System
 Ignition and Starting System
ENGINE CRANK - WET CRANK The SAV command is maintained 30
The wet cranking procedure is used to seconds to blow all the fuel from the engine.
motor the engine for specific fuel or oil leak The wet motoring ends by pushing the ENG
tests. MAN START pushbutton to OFF or/and
The fuel flow is commanded but both positioning the ENG MODE rotary selector to
ignition systems are isolated. The fuel goes NORM position.
through the IFPC to the actuator fuel
pressure lines, the engine fuel manifolds
(primary fuel lines only), and nozzles. Fuel
is then sprayed in the combustion chamber.
The first steps of the wet crank sequence
are the same as the ones for the dry crank:
- the engine is not running,
- the aircraft is on ground,
- the rotary selector is set to CRANK (EEC
powered, both ignition systems isolated,
ENGINE page appears),
- the ENG MAN START P/B is set to ON.
(SAV opening).
When N2 speed stabilizes, the ENG MASTER
lever is set to the ON position to command
the fuel flow.
After 15 seconds, the ENG MASTER lever is
set to the OFF position to cut the fuel
supply.
Ignition and Starting System
 Start Failures
NO LIGHT UP
If during an automatic start, the EEC
identifies a low EGT:
- It shuts down the fuel supply and the
selected igniter,
- It generates the ECAM alert "ENG x IGN
A(B) FAULT",
- It maintains the Starter Air Valve (SAV)
open to clear fuel vapors and cool the
turbine for 30 seconds,
- Then it controls simultaneously the fuel
flow and both igniters,
- When N2 reaches the starter cutout
speed (or the light up is confirmed), it
switches the igniters off and controls the
SAV closure 1 seconds after (or 1 seconds
after the starter duty cycle is exceeded).
Start Failures
 Start Failures
IMPENDING HOT START
If during an automatic start, the EEC
identifies an impending hot start, it
maintains the SAV open, the selected igniter
on and controls a fuel depulse procedure: it
cycles fuel off for 2 seconds and back on for
12 seconds via the Fuel Metering Valve
(FMV) for a maximum of 28 seconds to
lower EGT below the limit. The EEC will
generate the ECAM alert "ENG x START
FAULT (HOT START)".
If the fault disappears, the starting
sequence goes on normally up to the engine
stabilizes at idle speed.
If the fault is still present, the EEC shuts
down the fuel supply and the igniter,
performs a dry motor for 30 seconds and
attempts a single auto-restart.
Start Failures
 Start Failures
STARTER TIME EXCEEDED
If during a start or a crank sequence, the
EEC identifies an excessive starter duty, it
will generate the ECAM alert "ENG x START
FAULT (STARTER TIME EXCEEDED)" and
abort the automatic sequence.
Start Failures
PW1100G-JM

224
 Air System
COMPONENT LOCATION - AIR
The next picture shows the compressor
airflow control and the turbine case cooling
systems.
Air System
 Air System
GENERAL
The engine air system makes sure that the
compressor airflow and turbine clearances
are controlled.
The system also deals with the cooling,
pressurizing and ventilation airflows.
External and internal tubing is used to
achieve the various functions.
Air System
 Air System
COMPRESSOR AIRFLOW CONTROL
The compressor control system optimizes
the compressor performance and its stability
during engine start, transient and reverse
thrust operations.
The two subsystems that comprise the
compressor control system are the:
- Compressor Stator Vane Control System,
- Compressor Bleed Control System.

STATOR VANE CONTROL SYSTEM

The first stage LPC stator vanes and the
HPC Inlet Guide Vanes (IGV) and the 1st, 2nd
and 3rd HPC stages have variable stator
vanes.
The Electronic Engine Control (EEC) controls
the vanes positioning to adjust the
compressor airflow via three Stator Vane
Actuators (SVAs) and mechanical linkages.
Each of the LPC SVA and the primary HPC
SVA comprises an electrically controlled dual
coil torque motor and a fuel operated
Electro-Hydraulic Servo Valve (EHSV).
Air System
 Air System
COMPRESSOR AIRFLOW CONTROL - to Ps3 pressure.
BLEED CONTROL SYSTEM
The compressor bleed control system
comprises one LPC Bleed Valve Actuator
(BVA) and two HPC bleed valves.
The LPC bleed system is used to control the
LPC discharge 3rd stage airflow into the fan
discharge.
The EEC modulates the LPC BVA and
mechanical linkages accordingly.
The LPC BVA comprises an electrically
controlled dual coil torque motor and a fuel
operated EHSV.
The actuator LVDT transmits the piston
position to each EEC channel individually.

The HPC bleed system is used to control the

HPC 6th stage airflow into the core area.
The system has two ON-OFF HPC bleed
valves; one is active, the other passive, and
both spring-loaded open and pneumatically
closed at certain engine operating
conditions.
The active valve is EEC controlled closed
through the HPC bleed valve solenoid thanks
Air System
 Air System
TURBINE ACTIVE CASE COOLING
SYSTEM
The Turbine Active Case Cooling (ACC)
system cools and controls the expansion of
the turbine case to match the radial
expansion of the rotary parts; this improves
the fuel efficiency and extends the turbine
case life.
The EEC modulates the turbine ACC air
valve to let some fan air flow be discharged
via manifolds and tubes around the LP and
HP turbine cases. The turbine ACC air valve
comprises an electrically controlled Single
Stage Servo Valve (SSSV) and a fuel
operated actuator that operates the
butterfly.
Air System
 Air System
TURBINE COOLING AIR SYSTEM
The Turbine Cooling Air (TCA) System is a
passive system that provides a continuous
flow of cooling air inside the turbine cases.
The system consists of 19 external tubes or
jumpers that direct calibrated HPC bleed air
(3rd and 6th stages) to the followings:
- High Pressure Turbine (HPT) 2nd stage
vanes,
- Inter-stage HPT cavity,
- Turbine Intermediate Case (TIC) Stator
Vanes, including the inner and outer
diameter cavities,
- Low Pressure Turbine (LPT) case outer
cavity and LPT rotor inter-stage cavities.
Air System
 Air System
ENGINE BEARING COOLING SYSTEM
The engine bearing cooling system provides
cooling buffer air to the engine main bearing
compartments and supplies sealing air to
prevent oil leakage. It consists of:
- the buffer/ventilation system for bearing
numbers 1, 1.5, 2, 3, 5 and 6,
- the engine bearing cooling system for
bearing number 4.

BUFFER / VENTILATION SYSTEM

The bearing compartments numbers 1, 1.5,
2, 3, 5 and 6 are cooled and pressurized by
the HPC 3rd stage through the LP buffer
shutoff valve at low power or by the 2.5
bleed air valve at high power through the
LPC check valve.
The LPC check valve is a passive device that
is open until the HPC 3rd stage pressure
delivered by the LP buffer shutoff valve is
higher than the 2.5 pressure, to prevent a
reverse flow.
The LP buffer shutoff valve is open through
the integrated EEC controlled HPC buffer
shutoff valve solenoid thanks to Ps3
pressure.
Air System
 Air System
ENGINE BEARING COOLING SYSTEM -
NUMBER 4 BEARING COOLING SYSTEM
The Buffer Air Heat Exchanger (BAHE) uses
station 2.5 bleed air to cool HPC 3rd stage
air before it is delivered to the number 4
bearing housing. The station 2.5 air exits
the BAHE and is routed into the fan
discharge.
Air System
 Air System
COMPARTMENT COOLING
The compartment cooling system ensures
the ventilation of the fan compartment, the
core compartment and dedicated
components inside the core compartment.

The cooling of the core compartment is

achieved through a passive ventilation
system. Fan bypass airstream is directed to
the nacelle core, ignition leads, igniter plugs
and Environmental Control System (ECS)
bleed valves through openings on the inner
contour of the thrust reverser cowl doors
and exhausts through bottom holes and
gabs of the Inner Fixed Structure (IFS)
trailing edge. Additional tubes are dedicated
for the cooling of the ACC Valve, Starter Air
Valve (SAV) and the Flow Divider Valve
(FDV).
Air System
PW1100G-JM

243
 Throttle Control System
THROTTLE CONTROL LEVER
The Throttle control handle comprises: In the forward thrust area, there are two
 a throttle control lever which incorporates detent points, the MAX CLIMB detent point
stop devices, autothrust instinctive set to 25 deg.TLA and the MAX
disconnect pushbutton switch CONTINUOUS/FLEX TAKE-OFF detent point
 a graduated fixed sector set to 35 deg.TLA.
 a reverse latching lever.
The throttle control lever is linked to a
mechanical rod. This rod drives the input
lever of the throttle control artificial feel
unit.

The throttle control lever moves over a

range from -20 deg.TLA (Reverser Full
Throttle stop) to +45 deg.TLA:
 -20 degrees TLA corresponds to Reverser
Full Throttle stop
 +45 degrees TLA corresponds to Forward
Full Throttle stop
An intermediate mechanical stop is set to 0
deg. TLA. This stop is overridden when the
reverse latching lever is pulled up for
selection of the reverse power. This stop is
reset as soon as the throttle control lever is
selected back to forward thrust area.
Throttle Control System
 Throttle Control System
THROTTLE CONTROL UNIT 1.9 TRA. The accuracy of the throttle
A mechanical rod transmits the throttle control unit (error between the input lever
control lever movement. It connects the position and the resolver angle) is 0.5
throttle artificial feel unit to the input lever deg.TRA. The maximum discrepancy
of the throttle control unit. The throttle between the signals generated by two
control unit comprises: resolvers is 0.25 deg.TRA.
- An input lever The TLA resolver operates in two quadrants.
- Mechanical stops, which limit the angular The first quadrant is used for positive angles
range and the second quadrant for negative
- 2 resolvers (one resolver per FADEC angles. Each resolver is dedicated to one
(ECU/EEC) FADEC channel (ECU / EEC) and receives its
- 6 potentiometers installed three by three electrical excitation current (6 VAC) from
- A device, which drives the resolver and the related FADEC channel (ECU / EEC)
the potentiometer
- A pin device for rigging the resolver and
potentiometers
- 1 switch whose signal is dedicated to the
EIU
- 2 output electrical connectors

The input lever drives two gear sectors

assembled face to face. Each sector drives
itself a set of one resolver and three
potentiometers. The relationship between
the throttle lever angle and throttle resolver
angle (TRA) IS LINEAR AND 1 DEG.TLA =
Throttle Control System
 Engine Thrust Management
GENERAL
The engine thrust is controlled under the
management of the Electronic Engine
Controller (EEC).
The engine thrust can be set:
- manually from the throttle control lever
or,
- automatically from the Auto Flight
System (AFS).
The engine thrust parameters are displayed
on the ECAM.
Engine Thrust Management
 Engine Thrust Management
THRUST LIMIT MODE N1 LIMIT
The throttle levers are used as thrust limit For each thrust limit mode selection, an N1
mode selectors. rating limit is computed by the EEC
Depending on the throttle lever position, a according to Thrust Lever Angle (TLA) and
thrust limit mode is selected and appears on the air data parameters from the Air Data
the upper ECAM display. Inertial and Reference Units (ADIRUs). This
If the throttle levers are set between two indication is displayed in green on the upper
detent points, the upper detent will ECAM display near the thrust limit mode
determine the thrust limit mode. indication.

An additional Soft Go-Around (SGA) mode is

available.
It is automatically selected if during
approach, the TOGA detent is set and the
thrust levers are then moved back to the
FLX/MCT detent.
Note:
- On the ground with the engines
running, the displayed N1 rate limit
corresponds to the TO/GA thrust limit
whatever the thrust lever position is.
- On the ground with the engines
running and if FLEX mode is selected,
FLEX N1 is displayed whenever the
thrust lever position is between IDLE
and FLX/MCT.
Engine Thrust Management
 Engine Thrust Management
ACTUAL N1
The actual N1 is the actual value given by
the N1 speed sensor and is used as a
reference for the engine thrust control loop.
This actual N1 is displayed in green on the
N1 indicator.

N1 COMMAND
The N1 command, used to regulate the fuel
flow.
Engine Thrust Management
 Engine Thrust Management
AUTOTHRUST CONTROL MODE
The A/THR function is engaged manually
when the A/THR P/B is selected or
automatically at take-off power application.

AUTOTHRUST ACTIVE
When engaged, the A/THR function becomes
active when the throttle levers are set to
CLimb detent after take-off.
The N1 command is the FMGC N1 target.
The A/THR function is normally active when
the throttle levers are set between IDLE and
CLimb (including CLimb).
The A/THR active range is extended to MCT
in the case of single engine operation.
When the throttle levers are set between
two detent points, the N1 command is
limited by the throttle lever position.
Engine Thrust Management
 Engine Thrust Management
AUTOTHRUST NOT ACTIVE
When engaged, the A/THR function becomes
inactive when the throttle levers are set
above CLimb with both engines running.
In this case, the N1 command corresponds
to the N1 throttle (TLA).

Note: The A/THR function is inactive

above MCT in case of single
engine operation.
Engine Thrust Management
 Engine Thrust Management
MANUAL CONTROL MODE
The engines are in manual control mode
when the A/THR function is not engaged, or
engaged and not active (throttle levers not
in the A/THR operating range and no Alpha
Floor detected).
Engine Thrust Management
 Engine Thrust Management
THRUST CONTROL MALFUNCTION
The Thrust Control Malfunction (TCM) is a
FADEC protection function against un-
commanded and uncontrollable excessive
power excursion in which the normal thrust
control becomes inoperative.
Engine Thrust Management
PW1100G-JM

262
 Engine Monitoring
INDICATING
The engine indicating system has sensors
that measure some engine parameters.
These parameters are supplied to the
Electronic Engine Control (EEC) and / or to
the Prognostic and Health Monitoring Unit
(PHMU) for computation and transmission.
They are sent to the Electronic Instrument
System (EIS) for display on the EWD and on
the SD-ENGINE Page. In conjunction with
inputs from the ADIRS, they are also used
to control and monitor the engine with the
Throttle Lever Angle (TLA) position in
manual thrust control mode or with the
Engine Interface Unit (EIU) inputs in auto
thrust control mode.
Engine Monitoring
 Engine Monitoring
PRIMARY PARAMETERS - N1 SPEED FAN SPEED
The N1 speed sensor is mounted on the rear The Fan Speed (Nf) sensor senses the fan
of the Compressor Intermediate Case (CIC) rotor speed and sends it to the EEC. There
at approximately 4 o'clock position. The N1 is no indication of Nf on the ECAM.
speed sensor detects the rotational speed of
LP rotor assembly. The indication is shown
in the ECAM EWD by a needle and a N1
digital indication display.

N2 SPEED
The N2 speed sensor is installed on the right
hand side of the Angle Gear Box (AGB). The
N2 speed sensor detects the rotational
speed of the HP rotor assembly. The N2
rotational speed is indicated in the ECAM
EWD by digits.
The digital display is shown on a grey
background during engine start.

Both the N1 and N2 speed sensors are dual

channel magnetic speed sensors and
transmit the corresponding signals to the
EEC for processing and monitoring and to
the PHMU via the EEC for vibrations
computation.
Engine Monitoring
 Engine Monitoring
PRIMARY PARAMETERS - EGT
PARAMETERS
The engine EGT is sensed and averaged by
four thermocouple probes (T5 probes)
located around the circumference of the
Turbine Exhaust Case (TEC). The actual
engine EGT is displayed in the ECAM EWD
by a needle and an EGT digital indication.
Each probe is a single channel Chromel /
Alumel thermocouple. The signals from the
two T5 probes on the left side of the engine
are electrically averaged and sent to
Channel A of the EEC.
Engine Monitoring
 Engine Monitoring
PRIMARY PARAMETERS - FUEL
PARAMETERS DESCRIPTION
The Fuel Flow Meter (FFM) is installed on
the intermediate case right hand side of the
engine core at approximately the 3 o'clock
position. The fuel flow and the fuel used are
displayed on the ECAM EWD by digital
indications. The FFM is a magnetic drum and
impeller type.
The fuel used value is computed by the EIS
from the fuel flow value sent by the EEC.
Engine Monitoring
 Engine Monitoring
PRIMARY PARAMETERS - FUEL
PARAMETERS DESCRIPTION
The fuel filter differential pressure sensor is
bolted to the fuel manifold which is attached
to the Main Gearbox (MGB) at the 3 o'clock
position. The sensor signal is transmitted by
the EEC to the ECAM system to generate
clogging alerts when the fuel differential
pressure across this filter exceeds the
thresholds.
Engine Monitoring
 Engine Monitoring
SECONDARY PARAMETERS - OIL
PARAMETERS DESCRIPTION
The Oil Level (OL) sensor is located in the
oil tank. It sends the oil quantity analog
signal to the EEC. The EEC sends the signal
for display on ECAM SD ENGINE page.

The Main Oil Pressure (MOP) sensor is

located on the left hand side of the engine
on the Oil Control Module (OCM), rear lower
side. It is a dual channel sensor which sends
the signal to the EEC for monitoring. EEC
sends the signal for display on ECAM SD
ENGINE page.
Engine Monitoring
 Engine Monitoring
OIL PARAMETERS
In case of abnormal condition, sensors send The Oil Debris Monitoring (ODM) sensor is
signals to trigger messages on ECAM and / located on the top front side of the oil tank.
or CFDS. It sends signals proportional to size and
type of the pollution particles to the PHMU.
An Oil Filter Differential Pressure (OFDP) The PHMU monitors the debris for quantity
sensor is installed adjacent to the oil and identifies whether it is ferrous or non-
pressure filter unit on the Lubrication and ferrous debris. The data is transmitted to
Scavenge Oil Pump (LSOP) unit. The the EEC for analysis and to generate an
pressure sensor signal is transmitted by the ECAM message and trend monitoring
EEC to the ECAM system to generate the accordingly. The data is also stored in the
main oil filter clogging alerts when the oil Data Storage Unit (DSU).
differential pressure across this filter
exceeds the thresholds. Two indications are
available: DEGRAD or CLOG.

An Auxiliary Oil Pressure (AOP) sensor is

located on the left side of the engine, below
the Variable Oil Reduction Valve /Journal Oil
Shuttle Valve (VORV/JOSV). It measures the
pressure of oil delivered to the journal
bearings in the Fan Drive Gear System
(FDGS). It sends a signal to the EEC, where
it is used in conjunction with other oil
parameters to detect a Fan Drive Gearbox
Engine Monitoring
 Engine Monitoring
VIBRATION PARAMETERS
The vibration monitoring function within the
PHMU uses the two vibration sensors to
measure the Fan related vibrations (VIB N1)
and the Core related vibrations (VIB N2),
stores this information and sends it to the
EEC. It is used for ECAM display in the
ENGINE SD page. It's also used for the fan
trim balance procedure.
The PHMU receives Nf, N1 and N2 data from
EEC to capture and compute the appropriate
vibration data.

The Forward Vibration Sensor is a single

channel piezoelectric accelerometer,
installed at 10 o'clock on the HP Compressor
casing.

The Aft Vibration Sensor is a single channel

piezoelectric accelerometer, installed at 3
o'clock on the LP Turbine casing.
Engine Monitoring
 Engine Monitoring
NACELLLE TEMPERATURE INDICATION
The nacelle temperature is monitored by a
temperature probe installed in the ventilated
core compartment.
The nacelle temperature is displayed on the
ECAM ENGINE SD, except during starting or
cranking sequences where it is replaced by
starting parameters
Engine Monitoring
 Engine Monitoring
OTHER SENSORS FOR ENGINE CONTROL
AND MONITORING
Various sensors are used by the EEC for the
engine control and monitoring.

The T2 sensor measures the air inlet

temperature for engine rating, Mach number
calculation and bleed scheduling. It is
located in the air inlet cowl at 1 o'clock
position.

The P 2.5/T 2.5 sensor measures the air

pressure and temperature downstream of
the booster at the High Pressure
Compressor (HPC) inlet. It is located on the
Compressor Intermediate Case at 1 o'clock
position.

The T3 sensor measures the compressor

discharge temperature for total temperature
calculation. It is located on the diffuser
case, forward of the fuel nozzles at 1 o'clock
position.
Engine Monitoring
PW1100G-JM

283
 Thrust Reverser System
SYSTEM OVERVIEW - THRUST
REVERSER SYSTEM
The thrust reverser system operated from
the cockpit consists of 2 hydraulically
operated translating sleeves.
When the translating sleeve moves aft
during deployment, it lifts blocker doors that
redirect the engine fan airflow.
Thrust Reverser System
 Thrust Reverser System
COMPONENT LOCATION - THRUST
REVERSER
Two translating sleeves are hydraulically
operated. The Hydraulic Control Unit (HCU)
is installed on the pylon.
On the A320NEO PW1100G, the HCU is
made of an Isolation Control Unit (ICU) and
a Directional Control Unit (DCU) attached
together. Reverser inhibition is possible via
a remote lever.
Thrust Reverser System
 Thrust Reverser System
THRUST REVERSER SYSTEM LAYOUT
The thrust reverser system is of the
aerodynamic blockage type.
For each engine, it consists of two
translating sleeves, ten blocker doors and
cascade vanes to redirect fan discharge
airflow.

Each system is pressurized by its dedicated

hydraulic power source:
- the green hydraulic pressure for engine 1,
- and the yellow one for engine 2.
Each system is made of one Hydraulic
Control Unit (HCU) including an Isolation
Control Valve (ICV) and a Directional
Control Valve (DCV), two worm drive
actuators per side, locking and monitoring
devices.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
The EEC confirms the engine is running. The
thrust reversers are stowed, locked and not
inhibited.
In these conditions:
- the ICV, DCV, Track Lock Valves (TLV) are
de-energized to prevent pressurization,
- the 6 proximity sensors indicate locked,
- the ICV pressure switch indicates a low
pressure,
- both LVDTs indicate a stowed condition,
- the HCU inhibition lever proximity sensor
indicates a non-inhibited condition.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
When the thrust-reverser lever is set to the
deploy position, the following sequence
occurs.
1-As soon as the Spoiler Elevator Computers
(SECs) receive the signal from the TCU
potentiometers (Throttle Lever Angle (TLA)
< -3°), and from the Radio Altimeter (RA)
(altitude < 6 ft), they control the powering
of the TLVs to open. In this position, the
TLVs are ready to let the hydraulic pressure
release the Track Lock (TL) when the ICV
will be controlled open.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
2-When the Engine Interface Unit (EIU)
receives the signals from the Throttle
Control Unit (TCU) switch (TLA < -3.8°) and
from the Landing Gear Control and Interface
Units (LGCIUs) (aircraft on ground), it
controls the closure of internal relays
involved in the ICV and DCV powering.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
3-When the Electronic Engine Control (EEC)
receives the signals from the TCU resolvers
(TLA < -4.3°), it closes an internal relay to
power the ICV to open. The pressure is sent
to the actuators rod chambers to perform
an overstow and to the TLs to release the
latches.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
4- When the EEC receives the signals from
the TCU resolvers (TLA < -4.8°) provided
the TLs are confirmed unlocked, it closes an
internal relay to power the DCV to open.
The pressure is sent to the actuators jack
heads to release the actuators internal
primary locks and command the translating
sleeves deployment.
Thrust Reverser System
 Thrust Reverser System
DEPLOY SEQUENCE
5-Above 85 % of travel, the EEC commands
the engine to accelerate from reverse idle to
max reverse thrust. Maximum allowable
thrust is defined as a function of sleeve
travel and TLA.
At 95% of travel, the actuators engage their
integral snubbing devices, thus decreasing
their extension speed before the full
opening.
Thrust Reverser System
 Thrust Reverser System
STOW SEQUENCE
When the thrust-reverser lever is set to the
stow position, the following sequence
occurs.
1-When the EEC receives the signals from
the TCU resolvers (TLA > -4.8°), it de-
energizes the DCV. The pressure is sent only
to the actuators rod chambers to stow the
translating sleeves until the actuators
internal primary locks are re-engaged.
Thrust Reverser System
 Thrust Reverser System
STOW SEQUENCE
2-15 seconds after the SECs receive the
signals from the TCU potentiometers (TLA >
-2°), they de-energize the TLVs to re-
engage the TLs.
Thrust Reverser System
 Thrust Reverser System
STOW SEQUENCE
3-15 seconds after the stow sequence is
completed, the EEC de-energizes the ICV.
Thrust Reverser System
 Thrust Reverser System
GROUND ASSISTED STOW SEQUENCE
(GASS)
The EEC shall initiate a thrust reverser
GASS operation on ground only in order to
lock the thrust reverser system in the
following two cases:
at least one primary lock is detected
unlock after the normal stow sequence is
completed (operational case),
if at least one primary lock is detected
unlock after the engine start
(maintenance case).
Thrust Reverser System
PW1100G-JM

310
 Oil System
COMPONENT LOCATION - OIL
The engine oil tank is attached with
frangible mounts to the fan case on the left
hand side of the engine at the 9 o'clock
position.
The Lubrication and Scavenge Oil Pump
(LSOP) is attached to the rear of the main
gearbox at the 6 o'clock position.
Oil System
 Oil System
OIL SYSTEM LAYOUT
The oil system:
- Lubricates the engine bearings, Angle
Gearbox (AGB), Main Gearbox (MGB) and
Fan Drive Gear System (FDGS) with
filtered, non-pressure regulated oil,
- Regulates the temperature of the engine
oil with the Air/Oil Heat Exchanger
(AOHE), engine fuel with the Fuel/Oil
Heat Exchanger (FOHE), Integrated Drive
Generator (IDG) oil with IDG Oil/Oil Heat
Exchanger (IDGOOHE),
- Scavenges the hot lubrication oil back to
the tank,
- Vents overboard the excess of sealing air
from the bearing compartments.
Oil System
 Oil System
OIL SUPPLY
Oil flows from the pressurized oil tank to the
lube pump in the Lubrication and Scavenge
Oil Pump (LSOP).
The pressurized oil is directed to the main
oil filter and to the Oil Control Module
(OCM). The main part of the filtered oil
flows to the Fuel/Oil Heat Exchanger Bypass
Valve (FOHEBV) which modulates the oil
flow between the AOHE and the FOHE. The
oil flow that is directed to the AOHE also
flows through the IDGOOHE.
Oil System
 Oil System
OIL SUPPLY
Oil from the heat exchangers is sent via the
OCM to the No. 3, 4, 5, 6 bearings and to
the AGB and MGB.
Oil is also sent to the Variable Oil Reduction
Valve (VORV) / Journal Oil Shuttle Valve
(JOSV) which modulates the flow of oil to
the No. 1, 1.5, 2 and Fan Drive Gear System
(FDGS) based on engine power settings.
The VORV is electrically controlled and
monitored by the EEC to bypass part of the
oil flow to the front bearings at low power
setting.
The JOSV is a mechanical device that keeps
a continuous supply of oil to the fan drive
journal bearings from the main oil supply in
normal condition or from the auxiliary oil
supply in windmill or zero or negative
gravity conditions.
Oil System
 Oil System
OIL SUPPLY
The other part of the filtered oil is sent
through the Active Oil Damper Valve
(AODV) to the No. 3 bearing damper for N2
vibration control. The AODV is electrically
controlled by the EEC to supply oil to the
damper during starting and acceleration and
shut it off at high power
Oil System
 Oil System
OIL SCAVENGE AND VENTING
The engine oil scavenge system is used to
return the hot lubrication oil to the tank
through the LSOP.
The LSOP has six scavenge pumps that are
used to pull scavenge oil from the:
- No. 1, 1.5, 2 bearing and FDGS,
- No. 3 bearing compartment,
- No. 4 bearing compartment,
- No. 5 and 6 bearing compartment,
- MGB,
- AGB.
Six magnetic chip collectors, installed
upstream of the scavenge pumps, catch
ferrous metal particles.
The scavenge pumps send the scavenge oil
to the oil tank through the Oil Debris
Monitor (ODM) and the deaerator.
Oil System
 Oil System
OIL SCAVENGE AND VENTING
The engine oil breather system is used to
remove sealing air from the bearing
compartments, separate the air from the oil,
and vent it overboard.
In the tank, the deaerator is a static
component that separates the air that is
mixed with the scavenged oil. Part of the air
is used to pressurize the tank and the
excess is sent to the centrifugal deoiler.
The deoiler is mechanically connected and
driven by the MGB and receives the air/oil
mist internally from the MGB, from the tank
by the breather line and from the No. 3
bearing compartment by a dedicated
breather vent tube.
Oil System
 Oil System
OIL MONITORING AND INDICATING PHMU. The PHMU calculates the number of
The oil monitoring and indicating system particles in a given time period and sends it
comprises: to the EEC channel A.
- Oil Level (OL) indicating, The EEC compares the data to predefined
- Oil Debris Monitoring (ODM), values and generates a maintenance signal.
- Main Oil Temperature (MOT) indicating,
- Main Oil Pressure (MOP) indicating, LOW OIL PRESSURE INDICATING
- Low Oil Pressure (LOP) indicating, The low oil pressure switch is installed on
- Oil Filter Differential Pressure (OFDP), OCM.
- Auxiliary Oil Pressure (AOP) indicating. It detects low oil pressure condition on the
oil supply line and sends the signals to the
OIL LEVEL INDICATING Engine Interface Unit (EIU).
The oil level sensor is installed on the top of
the oil tank.
It is of the magnetic float and reed switch
type. The signal proportional to the oil level
is sent to the EEC channel B

OIL DEBRIS MONITORING

The Oil Debris Monitoring (ODM) sensor is
installed between the main oil scavenge line
and the deaerator in the oil tank.
It detects any type of pollution that crossed
its electromagnetic field.
The signal corresponding to the ferrous and
non-ferrous debris is processed by the
 Oil System
OIL FILTER DIFFERENTIAL PRESSURE
The oil filter differential pressure sensor is
installed on the OCM, adjacent to the oil
filter.
The differential pressure signal is sent to
both EEC channels.
When the differential pressure across the
filter is more than the specified limit, a
maintenance signal is generated.
When the differential pressure across the
primary oil filter element is too much, the
filter bypass valve will open.
The pressurized oil then will go directly to
the secondary filter and an oil filter bypass
signal is also generated.
Oil System
PW1100G-JM

328
 Engine Cowl Doors
OPENING OF THE ENGINE FAN COWL
DOORS
Before working on the engine, safety Put WARNING NOTICE(S) in position to tell
precautions have to be taken. persons not to energize FADEC 1(2).

WARNING: Make sure that the slats are retracted.

KEEP PERSONNEL AND EQUIPMENT Put WARNING NOTICE(S) in the cockpit to
CLEAR OF THE FAN COWL DOORS WHEN tell persons not to move the slat control
THE HOLD OPEN RODS ARE NOT lever.
LOCKED. THE COWL DOORS CAN CLOSE CAUTION:
QUICKLY AND INJURY TO PERSONS OR DO NOT OPEN THE FAN COWL IF THE
DAMAGE TO EQUIPMENT CAN OCCUR. WING LEADING EDGE SLATS ARE
EXTENDED. DAMAGE TO THE FAN COWL,
DO NOT ATTEMPT TO OPEN THE FAN WING LEADING EDGE SLATS AND WING
COWL DOORS IF THE WIND SPEED IS CAN OCCUR.
HIGHER THAN 96 KM/H (60 MPH).

BE CAREFUL IF YOU OPEN A FAN COWL

DOOR WHEN THE WIND SPEED IS 40
KM/H (25 MPH) OR MORE. IF THE WIND
MOVES THE FAN COWL DOOR, INJURY
TO PERSONS AND/OR DAMAGE TO THE
ENGINE CAN OCCUR.

In the cockpit, the ENG MODE rotary

selector is in the NORM position.
Engine Cowl Doors
 Engine Cowl Doors
On the engine, unlock and open the three
latches:
Push the fan cowl door latch triggers to
release the AFT latch, CENTER latch and the
FWD latch on the bottom of the left fan cowl
door.
Pull down in sequence each handle (first the
AFT then the CENTER then the FWD) to
open the three latches.
Move the latches away from the three latch
keepers.
NOTE: The push-open devices on the fan
cowl doors will push the doors apart after
you release the last latch.
Engine Cowl Doors
 Engine Cowl Doors
Manually lift and hold the left fan cowl door
at the lower edge.
Lift the left fan cowl door until the
telescoping Hold Open Rod (HOR) correctly
engages and locks into position (green band
visible).
Make sure that the telescoping HOR is at the
correct length.
Remove, lock and attach the fixed HOR to
the bracket on the engine.
Slowly lower the left fan cowl door until the
fixed HOR and the telescoping HOR hold the
weight of the door.

If required, repeat this procedure for the

other fan cowl door.
Make an entry in the logbook.
Engine Cowl Doors
 Engine Cowl Doors
OPENING OF THE ENGINE THRUST
REVERSER COWL DOORS
Do the deactivation of the thrust reverser
system for maintenance as per the AMM.

WARNING: DO NOT KEEP OPEN A THRUST

REVERSER DOOR WHEN THE
WIND SPEED IS 83.5 KM/H (51.6
MPH) OR MORE. IF THE WIND
MOVES THE THRUST REVERSER
DOOR, INJURY TO PERSONS
AND/OR DAMAGE TO
EQUIPMENT CAN OCCUR.
Engine Cowl Doors
 Engine Cowl Doors
If necessary, engage the closure assist
assembly.
NOTE: The closure assist assembly only
helps to open or close the L1A and L1B
latches. It is not necessary to use the
closure assist assembly if you can open and
close these latches without it.
Engine Cowl Doors
 Engine Cowl Doors
On the Thrust Reverser Cowl, push the latch
trigger to release and open the latches in
sequence: L5, L4, L3, Bifurcation Latching
System (BLS), L2, L1A and L1B.
Engine Cowl Doors
 Engine Cowl Doors
Connect the hand pump flexible hose to the
quick disconnect fitting of the Door Opening
System (DOS) actuator and operate it until
the DOS actuator opens the left thrust
reverser door to 45 degrees.
Manually release the pressure from the DOS
actuator.

WARNING: DO NOT MOVE BETWEEN THE

ENGINE AND THE OPEN
THRUST REVERSER DOOR
UNTIL THE COMPRESSIVE LOCK
IN THE DOS ACTUATOR IS
ENGAGED. THE THRUST
REVERSER DOOR IS HEAVY. IT
WILL CLOSE QUICKLY IF THE
DOS ACTUATOR FAILS. THIS
CAN CAUSE INJURIES TO
PERSONNEL AND DAMAGE TO
EQUIPMENT.
Engine Cowl Doors
 Engine Cowl Doors
Release and extend the hold open rod.
Adjust it as necessary and attach it to the
HOR support bracket on the fan case. Make
sure it is locked (green band visible).
If necessary, repeat the sequence to open
the right Thrust Reverser Cowl.
Engine Cowl Doors
 Engine Cowl Doors
CLOSING OF THE ENGINE THRUST
REVERSER COWL DOORS
Pay attention of the warnings and cautions
mentioned for Fan and Thrust Reverser
cowls opening.
Make sure that you did the deactivation of
the thrust reverser system for maintenance.
NOTE: Do not close the thrust-reverser
cowl-doors at the same time. Thrust-
reverser cowl-doors must be closed one
after the other.

Connect the hand pump flexible hose to the

quick disconnect fitting of the DOS actuator
and operate it until the DOS actuator opens
the left thrust reverser door to be able to
release the HOR from its support bracket on
the fan case.
Adjust the length of the HOR as necessary
and attach it to the HOR stow bracket on
the left thrust reverser door

Operate the hand pump until the DOS

actuator is fully extended, the compressive
lock in the actuator disengages, and the
pressure relief valve in the actuator is open.
Engine Cowl Doors
 Engine Cowl Doors
If necessary, engage the closure assist
assembly:
- Move it out of the stow bracket.
- Adjust the length until the end fitting can
be attached to the closure assist hook on
the right thrust reverser door.
- Engage it in the closure assist hook.
- Turn the body of the closure assist
assembly with a WRENCH to pull the two
thrust reverser doors together until you
can engage the L1A and L1B latches at
the bottom of the doors.
- Stow the closure assist assembly in its
storage position.
When you engage the L1A and L1B latches,
if the force you measure is not between
17.8 daN (40 lbf) and 22.2 daN (50 lbf),
adjust the thrust reverser doors.

Close the remaining thrust reverser door

latches in the sequence that follows: L1A,
L1B, 2, BLS, 3, 4 and 5.
Engine Cowl Doors
 Engine Cowl Doors
CLOSING OF THE ENGINE FAN COWL
DOORS
Manually lift and hold the left fan cowl door
at the lower edge so that the weight is not
on the HOR and telescoping HOR.
Disconnect the fixed HOR from the engine
bracket and attach it to the stow bracket on
the left fan cowl door.
Manually lift the left fan cowl door until the
telescoping HOR extends sufficiently so that
you can turn the release collar.
Turn the collar and pull it up to unlock the
telescoping HOR.

NOTE: When the telescoping HOR is

unlocked, you will no longer see a
green band adjacent to the release
collar. You will see a red band
adjacent to the release collar.

Slowly lower the left fan cowl door until it is

on the bottom. Perform the same steps to
lower the right fan cowl door.
Push the right fan cowl door until it is
against the inlet cowl.
Engine Cowl Doors
 Engine Cowl Doors
Push the left fan cowl door against the right
fan cowl door.
Make sure that the alignment pins go into
the holes adjacent to the FWD, CENTER and
AFT latches.
Make sure that the axial locators on the left
fan cowl door engage the locator clips on
the inlet cowl.

NOTE: The push-open devices on the fan

cowl doors will push the doors as you
close them.
Engine Cowl Doors
 Engine Cowl Doors
Once the side latch on the right fan cowl
door is latched and flush with the cowl,
engage the hook on the FWD latch with the
related latch keeper.
Close the FWD latch until it is flush with the
door surface and locked into position.
Engage the hook on the CENTER latch with
the related latch keeper.
Close the CENTER latch until it is flush with
the door surface and locked into position.
Engage the hook on the AFT latch with the
related latch keeper.
Engine Cowl Doors
 Engine Cowl Doors
Make sure that the force to close each latch
is between 8.9 daN (20 lbf) and 13.3 daN
(30 lbf). If not, adjust the fan cowl latches.
Make sure that the distance between the left
and right fan cowl doors is between 1.5 mm
(0.060 in.) and 4.5 mm (0.180 in.). If not
adjust the fan cowl latches.
Engine Cowl Doors
 Thrust Reverser Handling
THRUST REVERSER DEACTIVATION AND
LOCKOUT

Thrust reverser deactivation for ground

maintenance:
- Apply the applicable safety precautions.
- Open the oil tank access-door on the left
fan cowl door.
- Turn the lever on the inhibit cable handle
assembly to the inhibited position and
secure it with the lockout pin.

Thrust reverser deactivation for flight:

- Apply the applicable safety precautions.
- Do the Thrust Reverser deactivation for
ground maintenance.
- Install the translating sleeve lockout pins
in the latch beam.
Thrust Reverser Handling
 Thrust Reverser Handling
MANUAL OPERATION OF THE THRUST
REVERSER TRANSLATING SLEEVES

Manual extention of the thrust reverser

translating sleeves:
- Apply the applicable safety precautions.
- Open the fan cowl doors.
- Do the deactivation of the thrust reverser
system for maintenance.
- Do the deactivation of the Thrust
Reverser Actuation System (TRAS)
locking feedback actuator for the
applicable thrust reverser half.
- Do the deactivation of the TRAS locking
actuator for the applicable thrust reverser
half.
- Do the deactivation of the TRAS track
lock for the applicable thrust reverser half

Manual retraction of the thrust reverser

translating sleeves:
- Perform the steps in the opposite order.
- Do the operational test of the thrust
reverser with the MCDU.
Thrust Reverser Handling
Thrust Reverser Handling
Thrust Reverser Handling
 Power Plant System Line Maintenance
ENGINE OIL SERVICING - add approved oil as necessary up to the
Caution: The engine should be shut down for FULL mark on the sight gage,
at least 5 minutes prior to oil - install oil filler cap - make sure to LOCK
servicing. This allows the residual the cap.
pressure in the oil tank to
decrease. If you open the filler cap
when there is pressure in the tank
the hot oil can spray out and burn
you.
Note: If possible, the engine oil should be
checked and serviced within 15 to
120 minutes after engine shutdown.

Note: If the engine has been shutdown for

more than 2 hours, dry-motor the
engine until the oil pressure is stable.

Procedure:
- open engine oil service door on left fan
cowl,
- check oil level on the sight gage on the oil
tank,
- raise filler cap handle to vertical
(unlocked position),
- turn the oil filler cap counterclockwise
and lift to remove,
Power Plant System Line Maintenance
 Power Plant System Line Maintenance
OIL DEBRIS MONITOR (ODM)
An Oil Debris Monitor (ODM) is used to
sense the size and quantity of ferrous and
non-ferrous metal in the scavenge oil
system. It is an in-line sensor installed
between the main oil scavenge line and the
de-aerator in the oil tank assembly.
When the ODM detects metallic debris in the
engine lubrication system, it signals the
Prognostics and Health Management Unit
(PHMU) which processes to the Engine
Electronic Controller (EEC); then the Engine
Interface Unit (EIU) generates appropriate
maintenance message.
Power Plant System Line Maintenance
 Power Plant System Line Maintenance
OIL DEBRIS MONITOR (ODM) - CHIP
COLLECTORS
The engine oil scavenge system has six
magnetic chip collectors which catch ferrous
metal particles that might exist in the
scavenge and supply oil:
The Angle Gearbox (AGB), Main Gearbox
(MGB), No. 1, 1.5 and 2 Bearing and Fan
Drive Gear System (FDGS), No. 3 bearing,
and No. 5 and 6 bearing magnetic chip
collectors are located on the lubrication and
scavenge oil pump, at the 6 o'clock position.
Power Plant System Line Maintenance
 Power Plant System Line Maintenance
MEL / DEACTIVATION - START VALVE
MANUAL OPERATION
In case of an electrical failure of the Start
Air Valve (SAV), the SAV can be operated
manually to start the engine.
The aircraft may be dispatched per MEL with
the valve INOP closed.
- First establish the communications with
the cockpit (Interphone jack on engine
inlet cowl),

WARNING: STAY AWAY FROM THE DANGER

AREAS AT THE FRONT AND THE
SIDES OF THE ENGINE DURING
OPERATION. THE SUCTION IS
SUFFICIENT AT THE AIR INTAKE
COWL TO PULL A PERSON INTO
(IN PART OR FULLY) THE
ENGINE. THIS CAN KILL A

PERSON OR CAUSE A BAD

INJURY.

The valve will close when the shaft is

released. The SAV is an LRU.
Power Plant System Line Maintenance
 Power Plant System Line Maintenance
MAINTENANCE TIPS
For IDG servicing the left thrust reverser
cowl-door has to be opened as the IDG
installation change to core mounted area.
The IDG has two new additional sensors (oil
level sensor and oil filter DPI) providing
warnings IDG OIL LVL, IDG FILTER CLOG,
which permit to increase the periodic
inspection interval.
Power Plant System Line Maintenance
 Thrust Reverser Handling
MAINTENANCE TIPS
Follow the General Warnings and Cautions,
related Safety Data and Standard
Precautions for Maintenance Procedures.
Thrust Reverser Handling
PW1100G-JM

375
 Fire Protection System
SYSTEM OVERVIEW
The engine and APU fire protection is done For the APU, there is only one fire
by two sub-systems: the FIRE detection extinguisher bottle, which is installed in the
system and the FIRE extinguishing system. aft fuselage forward of the APU firewall. Its
discharge is controlled by one AGENT
ENGINE AND APU FIRE PROTECTION P/BSW. On the ground, an APU FIRE will
The engines and the APU have individual fire cause an automatic shutdown of the APU
detection systems. and an automatic discharge of the bottle.
Each system has two identical detection
loops (A and B) installed in parallel. Each The TEST buttons are used to do tests on
loop includes 3 detector elements. the different fire detection and extinguishing
These detection elements are located systems and make sure they operate
around the Accessory Gear Box (AGB), Core correctly.
engine area and pylon area.
The two loops are monitored by a Fire
Detection Unit (FDU). FDU 1 monitors the
loops on engine 1 and FDU 2 monitors the
loops on engine 2.
The FDU sends FIRE and FAULT signals to
the Flight Warning Computer (FWC) for
display on ECAM.

The APU has two identical loops (A and B)

installed in parallel on the APU
compartment. These loops are monitored by
376
FDU APU.
Fire Protection System

377
 Fire Protection System
ENGINE AND APU FIRE PROTECTION
(NEO SPECIFIC)
For Pratt and Whitney (PW) 1100G engine,
the accessory gear box is located in the
Core engine area.
The PW has 3 fire detectors (pylon, AGB and
core).

378
Fire Protection System

379
 Fire Protection System
COMPONENT LOCATION - ENGINE FIRE
DETECTION
Each fire detection loop contains 3 detector
elements connected in parallel.
The PW fire detectors are located:
- one around the AGB,
- one in the Core compartment (270 to 330
degrees) between the fuel nozzles and
the aft circumferential ventilation outlet,
- one protecting the pylon above the
combustion chamber.

ENGINE FIRE EXTINGUISHING

The engine fire extinguishing bottles are in
the pylon. There are access panels on the
two sides of the pylon.

380
Fire Protection System

381
PW1100G-JM

382
 Fuel System
SYSTEM INTRODUCTION - A319/A320 wing tanks is controlled by transfer valves.
The new A319/A320 Fuel System is a The fuel system also feeds the APU directly
combination of the common Wing Structure from the left hand side. The APU LP valve is
of the SA A/C manufactured (A319/320) installed to supply or cut off fuel to the APU.
and the Fuel System Components installed It closes when the APU is shut down or
in A321 since entry into service and will be when the APU FIRE pushbutton is released
the manufacturing standard with the out.
beginning of delivery of all NEO SA A/C.
The benefit to combine both layouts, on the
new A319/A320 Fuel System, is to achieve
the following:
- Weight reduction,
- Better protection against UERF,
- Cost improvements,
- Communality in between all SA Aircraft
variants.

Two fuel pumps are installed in each wing

tank. One fuel pump is installed for the APU.
Fuel is supplied to the engines from the
wing tanks only. As the fuel level in the wing
decreases, the center tank fuel is
transferred to the wing tanks until the
center tank is empty.
383
Fuel transfer from the center tank to the
Fuel System

384
 Fuel System
SYSTEM INTRODUCTION - A321
The A321 fuel tanks are integrated into the
center fuselage area and the wings. Like the
A318/A319/A320, the center tank is part of
the center wing box but unlike the
A318/A319/A320, the wing tanks are not
divided. The tanks are simply called left and
right wing tanks.

385
Fuel System

386
 Fuel System
CTR TK AUTO MODE XFR
Each center tank transfer valve is controlled
independently by its adjacent wing tank
level sensors, i.e. full and underfull.
When the fuel level in one wing has
decreased by 200 kg, and has therefore
reached the underfull level, the center tank
transfer valve is controlled to open, and is
displayed green, in line on the ECAM. Fuel is
transferred from the center tank to the wing
tank. When the full level is reached, the
transfer valve is controlled to close, and is
displayed green, cross line on the ECAM.

NOTE: This sequence can be initiated on

ground depending upon the fuel
level.

The transfer sequence is terminated; the

center tank transfer valves close when the
center tank low level sensors are dry and 5
minutes time delay has elapsed.

387
Fuel System

388
 Fuel System
GENERAL
The main fuel pump system supplies fuel - Centre Tank (CT) transfer system,
from the wing fuel tanks to the engines. - the fuel recirculation cooling system,
Each wing tank has two centrifugal booster
pumps. FUEL PUMP CANISTER
The canister lets you replace the fuel pump
CROSSFEED VALVE without draining fuel. The fuel pump
The crossfeed valve divides the engine fuel element is located in a canister attached to
feed system into two independent systems. the bottom skin of the wing, with an inlet
The valve is located in the center tank and connected to a fuel strainer.
is usually in the closed position. In this The canister has different outlets:
position, it divides the main fuel pump - one upper outlet is connected to the
system into two parts, one part for each engine feed line and contains an internal
engine. When the crossfeed valve is open, flap-type check valve,
either tank can supply fuel to either engine.
The valve is electrically controlled and
operated by two DC motors.

MAIN FUEL PUMPS

The main pumps are driven by a 3-phase
115V AC motor. The two pumps in each
wing tank are supplied by different electrical
power supply bus bars. When it is in
operation, each main pump may supply fuel
to: 389
- its related engine,
Fuel System

390
 Fuel System
CENTER TANK JET PUMP OPERATION - A non-return valve (NRV),
Whenever the center tank jet pump is - A jet nozzle.
activated, as controlled by A/C logic, the The NRV has a spring and a valve assembly.
center tank supplies fuel to its respective If the related pump is set to off, the spring
Wing Tank inner cell. closes the NRV. Thus, fuel cannot enter the
When a fuel jet pump is not in operation, fuel pump that is set to off.
the check valves prevent any reverse flow of When the related fuel pump is on, fuel goes
fuel through the jet pump. The center fuel into the jet pump through the inlet X. The
jet pump element is located inside the fuel flows through the NRV and the jet
center tank, with a lower inlet connected to nozzle.
a fuel strainer.
The CT transfer valve is located to the
center tank bottom skin with a connection
to the transfer valve actuator, located inside
the blue or yellow hydraulic compartment.

JET PUMP OPERATION

The scavenge jet pump has:
- A jet pump body,
- A jet adaptor assembly.
The jet pump body fully contains the jet
adaptor assembly. The jet pump body has a
flange at one end for the installation to the
tank structure. The jet pump body has also
three threaded openings: 391
- Z is the outlet from the jet pump,
Fuel System

392
 Fuel System
AIR RELEASE VALVE
The air release valve releases air, trapped in
the engine fuel feed line, into the wing tank.
The air release valve is installed at the
highest point between the pump and the LP
fuel valve.

LOW PRESSURE (LP) FUEL VALVE

The LP fuel valve is installed on the wing
tank front spar, in the feed line to the
engine. Each LP fuel valve has an actuator
with 2 electric motors. Each one of them is
supplied by different 28 V DC power
sources.

393
Fuel System

394
 Fuel System
WING TANK PUMP OPERATION AND
TRANSFER VALVE SUPPLY
The center tank is emptied first by
transferring fuel to the respective inner cell.
The wing tank pumps are connected to the
CT XFER VALVE in order to supply the CT Jet
Pump with motive fuel pressure. As soon as
the under full level sensor is dry, the
transfer valve opens and fuel is transferred
into the wing tank inner cell. When the Full
Level sensor becomes wet, the transfer
valve closes and the transfer stops. Left and
right CT transfer is controlled independently.
When the low level sensor inside the CT
becomes dry, the CT XFR VALVE will be
closed after 5 min.
The pumps in each wing tank are located in
the lowest area of the inner cell in a
collector cell. Seven clack valves at the
bottom of rib 2 allow the fuel to flow into
the collector cell but prevent the fuel from
flowing back during wing down manoeuvres
of the aircraft. Thereby the fuel pumps are
sufficiently immersed in fuel even if the fuel
level in the tank is low.
395
Fuel System

396
Fuel System

397
 Fuel System
WING TANK PUMP PRESSURE
SWITCHES/BYPASS SUCTION VALVE
The pressure switches monitor the output of The other scavenge jet pump mixes fuel and
the pumps through a pressure pipe. If the water within the outer cell.
pressure from the main pump decreases to Each scavenge jet pump receives its motive
less than 6 psi (0.41 bars) the pressure fuel pressure from the wing tank pumps, if
switch sends a warning signal to the ECAM running.
system.
A bypass suction valve is installed on the
engine feed line, downstream of the main
pumps. If both wing tank pumps fail with
the crossfeed valve closed, the bypass
suction valve lets fuel be sucked from the
wing tank by the engine fuel pump system
and thus engine supply is done by "gravity".

WING SCAVENGE JET PUMPS

One of the two scavenge jet pumps in the
outer cells removes fuel out of the vent
surge tank to the rear intercell transfer
valve. A Check valve, in the line between
the vent surge tank, combined with this jet
pump, makes sure that fuel cannot enter
the vent surge tank via the pump if the wing
tank pumps are off. 398
Fuel System

399
Fuel System

400
 Fuel System
DEFUEL TRANSFER VALVE
The defuel transfer valve is electrically
controlled and operated by one DC motor.
The control is done through the Refuel /
Defuel control panel in the belly fairing. The
valve can only be controlled to open on
ground.
When open, the valve interconnects the
right hand engine supply line with the Refuel
Gallery and allows fuel transfers and
defueling operations.

401
Fuel System

402
 Fuel IDG Cooling System
PRINCIPLE
The temperature of the Integrated Drive return line. If the pressure increases, fuel
Generator (IDG) oil is decreased by fuel bleeds through the valve into the outer cell.
through a recirculation system. Some of the The check valve prevents fuel flow from the
fuel that supplies the engines is used to wing tank to the engine when the
decrease the temperature of the IDG oil. A recirculation system is not in operation.
Fuel Return To Tank valve (FRTT) lets the Note: When the outer cell is full, the fuel
hot fuel return to the outer cell. The FRTT overflows into the inner cell through a spill
opens the fuel flow back to the aircraft tank pipe.
in special engine configurations (N2, fuel
flow...). The return valve mixes the hot fuel
with cold fuel from the Low Pressure (LP)
fuel pump to keep the temperature of the
returned fuel less than 100°C (212°F). The
Fuel Level Sensing Control Unit (FLSCU) 1
and the Engine Electronic Control (EEC) 1
control the recirculation system in the left
wing. FLSCU 2 and EEC 2 control the right
wing system.

FUEL RETURN
The recirculated fuel is sent to the outer cell
through a check valve and a pressure-
holding valve to not let the fuel get to
boiling temperature. The pressure-holding
403
valve keeps a pressure of 15.5 psi in the
Fuel System

404
 Fuel System
FUEL RETURN TO TANK VALVE CLOSURE
- OVERFLOW
The FRTT closes if the center tank transfer
valves do not obey the logic signals of the
full level sensors. This causes the wing tank
to overflow through the tank ventilation
system into the vent surge tank.
The overflow sensor sends an electrical
signal to the FLSCU. The FLSCU sends a
closure signal to the EEC through the Engine
Interface Unit (EIU).

405
Fuel System

406
 Fuel System
FUEL RETURN TO TANK VALVE CLOSURE
- OUTER CELL HIGH TEMPERATURE
The FRTT closes if the fuel temperature is
too high in the outer cell, i.e. 52.5°C
(126.5°F). Because the returned fuel from
the engine is hot, the FLSCU prevents an
overtemperature in the wing tanks. The
FLSCU sends a closure signal to the EEC
through the EIU. The EEC closes the FRTT
and stops the fuel supply back to the outer
cell.

407
Fuel System

408
 Fuel System
FUEL RETURN TO TANK VALVE CLOSURE
- INNER CELL HIGH TEMPERATURE
The FRTT closes if the fuel temperature in
the inner cell is too high, i.e. 55°C (131°F).
Thus a large volume of high-temperature
fuel will not go into the inner cell if the
intercell valve opens. This also keeps the
fuel temperature at an acceptable level if a
tank rupture occurs.

409
Fuel System

410
 Fuel System
FUEL RETURN TO TANK VALVE CLOSURE
- PUMP PRESSURE LOSS
The FRTT closes if a fuel pump Low Pressure
(LP) is sensed by all pump pressure
switches of one wing for the related engine
when the crossfeed valve is closed, or if a
fuel pump LP is sensed by all pump pressure
switches of the two wings when the
crossfeed valve is open.

411
Fuel System

412
 Fuel System
FUEL RETURN TO TANK VALVE CLOSURE
- LOW LEVEL
The FRTT closes when the fuel level in the
inner cell decreases to the INNER LOW
LEVEL sensor at 280 kg (620 lbs).
Note: When the FRTT closes, this decreases
the quantity of fuel that cannot be used.

413
Fuel System

414
PW1100G-JM

415
 Engine Air Intake Ice Protection System
USERS
The Nacelle Anti-Ice (NAI) System is electrical power supply, the valves will go
designed to prevent ice formation on the fully open provided the engine bleed air
engine inlet which could affect the engine supply pressure is high enough. In the
operation. The engine air intake is heated absence of air pressure, the valve is spring-
during icing conditions using its related loaded to the closed position.
bleed air. The hot air is then discharged
overboard. CONTROLS
When the ENG ANTI ICE P/BSW is selected
SOURCE ON, signals are sent to EEC for controlling
Hot air for the Nacelle anti-ice system is the valves and to the EIU to calculate the
supplied by a dedicated HP Compressor bleed decrements.
(HPC) bleed:
- on the PW1000G, 6th stage.

VALVE
The NAI System is controlled and monitored
by the (Propulsion Control System (PCS)
(Engine Electronic Controller (EEC) and
Engine Interface Unit (EIU)). Each engine
NAI System consists of two electrically
controlled, pneumatically operated Pressure
Regulating and Shut-Off Valves (PRSOV).

The EEC energizes the solenoid to CLOSE 416

the PRSOV. Therefore, in case of loss of
Engine Air Intake Ice Protection System

417
 Engine Air Intake Ice Protection System
NAI SYSTEM
Each engine air intake has its own The airflow exits the air intake lip by a
independent Nacelle Anti-Ice (NAI) single exhaust grid at the bottom of the
protection system. nacelle outside the fan which has 6 oval
NAI System uses the hot bleed air from a holes.
dedicated engine bleed port (6th stage High
Pressure Compressor (HPC) for PW1100G).
This bleed air is lead to engine air inlet
through a feed duct which passes along the
RH side of the engine core and fan case.

Each engine NAI system consists of one

command P/B SW but two Pressure
Regulating and Shut -Off Valves (PRSOVs)
for good operability, two Pressure
Transducers (PTs), temperature protection
and supply ducts.
Both PRSOVs are located on the engine
core, Right Hand (RH) side.

AIR INLET COWL

The air is released into the air intake lip (D-
Duct) through a swirl system which mixes
the air and injects it in a specific pattern for
effective heating. 418
Engine Air Intake Ice Protection System

419
 Engine Air Intake Ice Protection System
PRSOV CONTROL AND OPERATION When the engine is running and a "Hot Air
The NAI system is controlled and monitored Leakage" event is detected, the EEC
by the Propulsion Control System (PCS) energizes PRSOVs solenoids, which provide
(Engine Electronic Controller (EEC) and insulation function.
Engine Interface Unit (EIU)).The EEC
controls the PRSOV operation by
energizing/de-energizing the solenoids.
PRSOV 1 is controlled by EEC Channel A and
PRSOV 2 is controlled by Channel B. Each
PRSOV pneumatically regulates the
downstream air pressure.
When the NAI PB S/W is selected to 'ON'
position, the EEC de-energizes the solenoid
valves of PRSOV to OPEN the valves. Only
when both the valves are open the bleed air
is fed to the engine intake lip.
The PRSOV 1 regulates the upstream
pressure then in cascade PRSOV 2 the
downstream pressure at different threshold.

MONITORING
The EEC does a detailed monitoring of the
PRSOVs with two PTs (PT1 & PT2) located
downstream each PRSOV.
PT1 is located in between the PRSOVs in the 420
core engine area. It gives the feedback to
Engine Air Intake Ice Protection System

421
 Engine Air Intake Ice Protection System
ENGINE ANTI ICE P/BSW FAILURE CONDITION
The P/B SW sends a discrete signal to the The fail safe position of the valves in case of
EEC to operate the PRSOVs. EEC dual channel failure is OPEN.
The P/B SW position and the opposite In case of a single valve failure, the
engine P/B SW position are monitored by corresponding valve being failed open, the
the EIU for computing the bleed anti-ice function is still available.
decrements. The two pressure Transducers (PT1 for core
The "FAULT" light is triggered by the EIU zone and PT2 for fan zone) monitors leak or
based on the input from EEC. It appears burst scenarios and a dual fan case
when the engine is running and NAI is failed thermocouple helps in identifying over
in OPEN or CLOSED. It also appears in case temperature conditions due to leaks or
of monitoring fault. burst. The EEC monitors the same and
generates warning messages to the FWS.
PCS (EEC and EIU)
The EEC controls the PRSOV to open when
the P/B SW is set to ON. The EEC monitors
the position of the PRSOV by the two NAI
transducers to trigger associated fault
messages.
The System Data Acquisition
Concentrator/Flight Warning System
(SDAC/FWS), Flight Data Interface and
Management Unit (FDIMU) and Centralized
Fault Display Interface Unit (CFDIU)
interfaces with the PCS. 422
Engine Air Intake Ice Protection System

423
PW1100G-JM

424
 Pneumatic System
SYSTEM INTRODUCTION
The Airbus Single Aisle family pneumatic
system supplies High Pressure (HP) air for:
Air conditioning,
Wing ice protection,
Water Tank pressurization,
Hydraulic reservoir pressurization,
Engine starting,
Fuel tank inerting system.

High Pressure air can be supplied from three

sources:
The Engine Bleed system,
The APU,
A HP Ground Air source.

The pneumatic system operates electro-

pneumatically and is controlled and
monitored by 2 Bleed Monitoring Computers
(BMC 1 & 2).
There is one BMC for each engine bleed
system.
Both BMCs exchange data.
Pneumatic System
 Pneumatic System
SYSTEM INTRODUCTION - ENGINE
BLEED
The Engine Bleed Air is pressure and An Overpressure Valve (OPV) is installed
temperature regulated before it supplies the downstream of the bleed valve to give
pneumatic system. protection to the system if an overpressure
Air is bled from an Intermediate Pressure condition occurs. On this PW Engine the OPV
(IP) stage (HP3) or the HP8 stage with the is installed in the engine core.
High Pressure Valve (HPV) which is used for
the pneumatic regulation.
The IP check valve gives protection to the IP
stage from reverse flow when the HP valve
is open.
Note: The Engine Bleed Air System (EBAS)
uses electro-pneumatic valves.

The HP bleed is only used when the engines

are at low power and for engine efficiency
the High Pressure Valve (HPV) is kept closed
during cruise.

The Pressure Regulating Valve (PRV)

regulates the bleed air pressure.
The PRV is used as a protective shut off
valve when the parameters are abnormal. In
case of EBAS electrical failure, the PRV
operates in back-up pneumatic mode.
Pneumatic System
 Pneumatic System
SYSTEM INTRODUCTION - LEAK
DETECTION
Leak detection loops are installed along the
hot air supply ducts of the pneumatic
system. The loops are made of multiple
sensing elements connected in series to the
BMCs Overheat Detection System (OHDS).
If a leak is detected, a signal is sent to the
BMC 1 or 2 which automatically isolates the
affected area by closing the crossbleed
valve and shutting off the engine bleed on
the affected side.
The leak detection system is organized into
three loops. Here are the loops and the
protected areas:
Pylon: dual loop from the precooler to
the wing leading edge.
Wing: dual loop from wing leading edge,
including the wing air inlet supply, and
belly fairing (cross bleed duct, pack
supply ducts and APU forward supply
duct).
Pneumatic System
 Pneumatic System
CONTROL & INDICATING
This section is related to the control panels
and indications for the pneumatic system.

CONTROL PANEL
Controls for the pneumatic system are part
of the AIR COND panel and are operated
from the overhead panel.
Pneumatic System
 Pneumatic System
CONTROL & INDICATING - ECAM
INDICATION
The pneumatic system indications are
displayed on the lower part of the ECAM
BLEED page:
- HPV, PRV positions with delivered bleed
pressure and temperature,
- APU bleed and crossbleed status.
Pneumatic System
 Pneumatic System
MAINTENANCE/TEST FACILITIES
Using the Multipurpose Control and Display
Unit (MCDU), you can have access to the
Centralized Fault Display System (CFDS)
fault messages of the PNEUMATIC system.
BMC1 and BMC2 Built-In Test Equipment
(BITE) is standard type 1.
Pneumatic System
 Pneumatic System
SAFETY PRECAUTIONS
When you do work on the aircraft, make
sure that you obey all the Aircraft
Maintenance Manual (AMM) safety
procedures. This will prevent injury to
people and / or damage to the aircraft. Here
is an overview of the main safety
precautions related to the pneumatic
system.

Make sure that the pneumatic system is

depressurized before you start the work. HP
air can cause unwanted pressurization of
the aircraft, and injury to personnel.
Pneumatic System
 Pneumatic System
SYSTEM OVERVIEW
The Pneumatic system is used to supply installed downstream the IPCV and HPV
High Pressure (HP) air for air conditioning, regulates the bleed pressure.
pressurization, Fuel Tank Inerting System Each Bleed Monitoring Computer (BMC)
(FTIS), engine start and anti-icing. HP air controls and monitors its engine bleed
can be supplied from the two engines, the system and the opposite.
APU or an external ground source. An Overpressure Valve (OPV) is installed
downstream from the bleed valve as a
ENGINE BLEED protection of the system if the pressure is
The engine bleed air is pressure regulated too high.
and temperature controlled before it
supplies the aircraft pneumatic system. The engine bleed air is temperature
Air is bled from the engine High Pressure regulated. The hot bleed air goes through
Compressor (HPC) stages: HP3 via an an air-to-air heat exchanger called
Intermediate Pressure Check Valve (IPCV) Precooler. Fan discharge air, modulated by
and HP8 via the HP Valve (HPV). the Fan Air Valve (FAV), is blown across the
precooler to keep the temperature within
The High Pressure Bleed Valve (HPV) limits.
supplies air to the system when the engine
is at low power. When the Intermediate
Pressure (IP) bleed is sufficient, the HPV
closes.
The bleed valves are electro-pneumatically
controlled.

The Pressure Regulating Valve (PRV)

Pneumatic System
 Pneumatic System
SYSTEM OVERVIEW - LEAK DETECTION
Leak detection loops are installed along the
hot air supply ducts of the pneumatic
system and are connected to the BMCs. The
leak detection system is organized into
three loops. Here are the loops and the
protected areas:
PYLON: the precooler outlet area,
WING: wing leading edge and belly
fairing,
APU: APU aft supply duct (left hand side
of the fuselage) from APU firewall to
wheel well area.
Pneumatic System
 Pneumatic System
COMPONENT LOCATION
The primary components of the pneumatic
system are installed on the engines and in
the pylons.

PRESSURE REGULATION COMPONENTS

The pressure regulation components on the
engines are the:
Engine HPV,
Engine BLEED PRV,
OPV,
Bleed Monitoring Pressure Sensor
(BMPS),
Bleed Pressure Sensor (BPS),
Differential Pressure Sensor (DPS).
To get access, open the right fan cowl and
thrust reverser cowl.
Pneumatic System
 Pneumatic System
TEMPERATURE REGULATION
COMPONENTS
The temperature regulation components are
in the pylons:
the FAV,
the Precooler,
the Bleed Temperature Sensor (BTS).
Pneumatic System
 Pneumatic System
OTHER COMPONENTS
The Crossbleed valve is in the forward
section of the lower fuselage belly fairing
area.

The access to the HP ground connector is

through a small access door on the lower
fuselage belly fairing.

The APU bleed valve is on the APU.

Pneumatic System
 Engine Pneumatic System
GENERAL
The Engine Bleed Air System (EBAS)
supplies pressure and temperature
regulated airflow from each engine to the air
system users.
During normal operation, each engine bleed
system is isolated from adjacent system by
the Crossbleed valve; except during 2nd
engine starting using air bled from 1st
started engine, Crossbleed valve opened or
under APU Bleed.
The pressure regulation system is controlled
and monitored by two Bleed Monitoring
Computers (BMCs).
As compared to A320 CEO, the NEO engine
has higher bleed air temperatures during
High Pressure (HP) operation, lower air
pressure during Intermediate Pressure (IP)
operation, lower fan pressures for cooling
air flow supply and limited space for
installation due to new pylon configuration.
Engine Pneumatic System
 Engine Pneumatic System
BMC
Normally BMC 1 Channel A does all the
control and monitoring of the LH EBAS and
BMC 2 Channel A the RH EBAS.
Each BMC channel A controls torque-motor
and solenoid for the electro-pneumatic
valves, monitors sensors. As both BMC
interface, each one is capable to control
both sides.
The channel B is a fully hardware part able
to detect the system overtemperature:
Electrical Protection Function (EPS). This
detection is fully independent from software
part.
Engine Pneumatic System
 Engine Pneumatic System
HPC - HP VALVE (HPV)
The engine air bleed pressure is HPC - IP CHECK VALVE (IPCV)
pneumatically regulated by the HP Valve An Intermediate Pressure Check Valve
(HPV) when air is supplied by the High (IPCV) lets air to be bled from the engine IP
Pressure Compressor (HPC) stage or directly stage. It is closed when air is bled from HP
by the Pressure Regulating Valve (PRV) stage. The purpose of this IPCV is to allow
when the air is supplied by the Intermediate the flow from IP stage and avoid the reverse
Pressure (IP) HPC stage. flow from either the HP port or the
The HPV lets air to be bled from the engine pneumatic manifold
HP stage at lower power settings. It is a
pressure regulating and shut-off valve with
a butterfly closure element. It regulates the
pressure of the bleed air between 15 and 65
psig. With the Solenoid energized, the
minimum upstream muscle pressure needed
to operate the valve is 15 psig. When the
solenoid is not energized, the HPV is
commanded to the full closed position.
When the solenoid is energized but without
pressure in the valve body, the HPV stays
closed.
Engine Pneumatic System
 Engine Pneumatic System
PRESSURE REGULATING VALVE (PRV) OVERPRESSURE VALVE (OPV)
The Pressure Regulating Valve (PRV) is a 4 The Overpressure Valve (OPV) downstream
inch diameter butterfly valve, installed of the PRV in the engine core, protects the
downstream of the IPCV and HPV. system against damage if overpressure
It regulates the pressure of the bleed air at occurs.
42 ± 2 psig in normal dual bleed operation
(50 ± 2 psig in single bleed operation).
Its setting is modulated by the electric
command on the torque-motor.
When the torque-motor is de-energized, the
PRV is commanded to the full closed
position.
When the torque-motor is energized but
without pressure, the PRV stays closed.
With the torque-motor energized, the
minimum upstream muscle pressure needed
to operate the valve is 15 psig.
The PRV operates as a shut off valve when
abnormal conditions occur. In case of
electrical failure of the EBAS, pressure
control is ensured by the PRV in back-up
pneumatic control mode.
The valve has a manual override and test
port for pneumatic test in-situ.
Engine Pneumatic System
 Engine Pneumatic System
PRESSURE SENSORS - BLEED
MONITORING PRESSURE SENSOR
(BMPS)
The Bleed Monitoring Pressure Sensor
(BMPS) is used to perform bleed port
switching function. It is also used to
estimate the position of the HPV butterfly
and to monitor the HPV and the PRV. and OPV position.

PRESSURE SENSORS - BLEED PRESSURE

SENSOR (BPS)
The Bleed Pressure Sensor (BPS) is installed
downstream the PRV. It provides to BMC the
actual bleed air pressure delivered through
the PRV. This sensor is also used by the BMC
for system monitoring (overpressure and
low pressure alarms) and to monitor the
position of the OPV butterfly.
Engine Pneumatic System
 Engine Pneumatic System
BLEED TEMPERATURE SENSOR (BTS)
The dual Bleed Temperature Sensor (BTS)
installed downstream the Precooler provides
to the BMC the actual EBAS temperature.
The BMC uses EBAS temperature to position
the Fan Air Valve (FAV).
The wiring connected to channel A of the
BTS is fully segregated from the wiring
connected to channel B.
Both BMCs interchange temperature
measurements and can carry out both sides
temperature regulation.
This dual sensor is also used by the BMCs
for system monitoring (overtemperature
and low temperature alarms).
Engine Pneumatic System
 Engine Pneumatic System
TEMPERATURE REGULATION - FAN AIR
VALVE (FAV)
The FAV pneumatically regulates the fan
airflow to the Precooler for bleed air
temperature regulation.
The FAV butterfly valve actuator rod is
adjusted by the BMC via a torque motor
servo-control depending on BTS input.
The BMC set point is 200°C (392°F) in
normal operations and 160°C (320°F) in
Climb and Hold with 2 bleeds and Wing Anti-
Ice (WAI) off.
With no electrical power and enough muscle
pressure, the FAV valve is fully open.
The valve has a test port for pneumatic test
in-situ.
Engine Pneumatic System
 Engine Pneumatic System
PROTECTION - ISOLATION
The PRV operates as a shut-off valve. It is - Associated Starter Air Valve (SAV) not
commanded to close in the following closed,
conditions: - HPV failed open,
- Over-temperature downstream of the - Dual BTS channels failed.
Precooler (BTS):
257°C (495°F) < T ≤ 270°C (518°F)
during 55s,
270°C (518°F) < T ≤ 290°C (554°F) for
15s,
T > 290°C (554°F) for 5s.
- Overpressure downstream of the PRV >
60 ± 3 psig at BPS,
- Engine fire (consequence of crew action
on the ENG FIRE P/B),
- Leak detection in pylon/wing/fuselage
ducts surrounding areas,
- APU bleed valve not closed & APU BLEED
P/B selected:
Depending on the Crossfeed Bleed Valve
(CBV) position, only one PRV (left engine
PRV if CBV is closed) or both (if XBleed is
open).
Engine Pneumatic System
 BMC Interfaces
BMC
The pneumatic system uses 2 identical
controllers with a microprocessor and
command channel A and a back-up channel
B. Each channel is supplied by a different
28V DC bus bar.
Both Bleed Monitoring Computers (BMCs)
will work as MASTER/SLAVE so long as the
ARINC429 cross communication is working
properly.
BMC Interfaces
 BMC Interfaces
EIU
The Propulsion Control System (PCS)
informs both BMCs via both Engine Interface
Units (EIUs) when engines start/run.
The Electronic Engine Control (EEC) will
need information relative to the Aircraft
Environmental Control System (ECS) from
the EIU ARINC data bus as system bleed
pressure, bleed and anti-ice configuration.
The EIUs receive positions of ENG BLEED
P/Bs ON, APU BLEED P/B OFF, Crossbleed
valve status.
BMC Interfaces
 BMC Interfaces
DATA LOADING
The up and down data loading system is an
interface between the onboard computers as
BMCs and the ground-base data processing
stations.
For data loading purposes, the BMC 1
Channel A is connected to Data Loading
Routing Box (DLRB). The BMC 2 Channel A
will be loaded through BMC 1 Channel A.
The BMC 2 will be uploaded through the
crosstalk bus from the BMC 1 once the BMC
1 has been fully uploaded from the data
loader.
BMC Interfaces
 BMC Interfaces
ACSC
The BMC inform the Air Conditioning System
Controller (ACSC) on the precooler outlet
temperature for pack flow calculation. The
bleed pressure Sensor (BPS) and the wired
Crossbleed valve position are used for Pack
Inlet Pressure Sensor (PIPS) monitoring.
The BMC send a discrete input of its
Pressure Regulating Valve (PRV) position.
Another discrete signal informs about the
precooler delivered bleed pressure.
BMC Interfaces
 BMC Interfaces
DISPLAY
The BMCs 1 and 2 transmit ARINC signals to
the System Data Acquisition Concentrator
(SDAC) for monitoring, fault indication,
warning and data recording purposes by the
Flight Warning Computer (FWC), Electronic
Instrument System (EIS) and Digital Flight
Data Recording System (DFDRS).
The Centralized Fault Display Interface Unit
(CFDIU) is connected to the BITE of the
BMCs to centralize the pneumatic system
data for maintenance via the Multipurpose
Control and Display Units (MCDUs), printer
and Aircraft Communication Addressing and
Reporting System (ACARS).
BMC Interfaces
 BMC Interfaces
APU
The APU/Electronic Control Box (ECB)
system sends to the Engine Bleed Air
System EBAS/BMC the information about
APU bleed valve position in order to
command the PRV to close when APU BLEED
P/B is ON.

The EBAS transmits to the ECB information

related to the APU Bleed Valve open
Command in order to provide APU Bleed
valve control in when APU flow is required.
BMC Interfaces
 Pneumatic Leak Detection System
ROUTING
The leak detection system is used to detect
leaks in the vicinity of the packs, wings,
pylons and APU hot air ducts.
There are two independent loops as
redundancy in both pylons and both wing
sides.
The APU hot air duct is monitored by a
single loop.
Protected areas with double loop for:
- Engine 1 and Engine 2 pylons,
- RH wing and pack 2,
- LH wing, pack 1 and mid fuselage APU
duct.
Protected areas with single loop for:
- APU duct.
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
DETECTION LOGIC
Both Bleed Monitoring Computers (BMCs)
permanently receive signals from the leak
detection loops primarily tested at power-
up.
They exchange data via an ARINC bus for
the double loop detection.
Each BMC channel A normally controls its
side engine bleed air system, so monitors
the OverHeat Detection System (OHDS).

NOTE: The wing and pylon loops A are

connected to one BMC and wing and
pylon loops B to the other BMC.

The crosstalk bus allows wing leak warnings

to be activated through an AND logic. The
APU loop is connected to BMC 1 only.
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
WARNING CONSEQUENCES
The ENG BLEED FAULT light comes on when displayed on the STATUS SD page.
a leak is detected by the wing loops A and B Dual engine loop failure is identified by the
or by the pylon loops A and B. The APU AIR ENG 1(2) LEAK DET FAULT and is NO
BLEED FAULT light comes on when an APU GO.
duct leak is detected.
If one BMC is failed, the other BMC takes
When an overheat condition is detected by over monitoring of the bleed system and
both loops, the following alerts are triggers the ECAM warnings.
generated for the affected zone: The aircraft dispatch is for 10 days with the
- AIR ENG 1(2) LEAK for a leak/overheat BMC 1 inoperative for non-ETOPS operations
detected in the Pylons, provided that the Engine 1 Bleed Air System
- AIR L(R) WING LEAK for a leak/overheat (EBAS 1) is considered inoperative and the
detected in the Wings, APU leak detection loop is considered
- AIR APU LEAK for a leak/overheat inoperative.
detected in the APU line,
- AIR APU LEAK [APU LEAK FED BY ENG]
for a leak/overheat detected in the APU
line and the leak is automatically isolated.
A new warning alert has been introduced on
the A320neo, the AIR BLEED LEAK to isolate
a bleed leak in the opposite pylon to the
operative bleed with manually open
Crossbleed Valve.
The failure of a single loop for Pylon or Wing
is identified by a MAINTENANCE message
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
MEL ITEMS - EBAS MEL HPV FAILURE
The aircraft dispatch is for 10 days with the Failed closed High Pressure Valve (HPV) can
Engine Bleed Supply System inoperative on lead to low bleed pressure or low bleed
one side provided that: temperature when engine is at low power
- The associated bleed is isolated by setting settings (in idle or in holding conditions).
the ENG BLEED P/BSW to OFF, HPV failed in open position, leads to Bleed
- The X-BLEED valve is manually open to overpressure or Bleed overtemperature
supply both sides, identified by AIR ENG 1(2) BLEED FAULT.
- The speed brakes are operative. In case of failure of one HPV, the aircraft
For an Extended Range Twin Engined can be dispatched for 10 days with the valve
Aircraft Operations (ETOPS) flight, Auxiliary secured closed.
Power Unit (APU) Bleed should be available.
One Engine Bleed Air System (EBAS)
remaining available, it supplies both sides
for Wing Anti-Ice (WAI) and air
conditioning.
However, there is limitation on A320 NEO
compared to A320 CEO due to lower
capacity of the heat exchanger in case of
single bleed operations.

NOTE: Only one PACK can be supplied.

Therefore, the associated
operational procedure will ask to
switch one PACK off.
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
MEL ITEMS - BLEED VALVE
DEACTIVATION
In case of failure, Pressure Relief Valve
(PRV) and HPV have to be deactivated
CLOSED for dispatch under Minimum
Equipment List (MEL).
The deactivation procedure is the same for
both valves:
- make sure pneumatic system in not
pressurized, BLEED switches OFF,
- deactivate the thrust reverser,
- open the RH fan and reverser cowls,
- reactivate the thrust reverser.
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
MEL ITEMS - WING LEAK DETECTION
The WING leak detection is a dual-loop
system. To generate a WING LEAK warning,
both A and B loops have to detect the
overheat. For dispatch, WING leak detection
must be operational (at least one loop) on
each wing. If a single loop fails, the
MAINTENANCE message AIR BLEED will be
displayed on the STATUS page associated
with a Centralized Fault Display System
(CFDS) message L(R) WING LOOP (INOP).
The aircraft may be dispatched per MEL with
the MAINTENANCE message displayed.

The protected areas are:

- wing leading edge (wing anti-ice supply
duct),
- air conditioning compartment - belly
fairing - (pack supply, crossbleed
manifold, APU supply, ground air supply),
- APU forward supply duct (from the APU
check valve through the wheel well).
Pneumatic Leak Detection System
 Pneumatic Leak Detection System
MAINTENANCE TIPS - CFDS - valves.
CFDS menus for all failure reports and
interactive mode displays are generated by
the Bleed Monitoring Computer (BMC) itself.
In normal mode, the BITE transmits
maintenance messages (Standard A type 1)
for detection results on level of:
- OverHeat Detection System (OHDS),
- Valves,
- Precooler,
- Sensors,
- External communication,
- Internal communication,
- BMC (Hardware and Software).

The electrical test verifies the EBAS

following functions:
- Central Processing Unit (CPU)
(microprocessor, RAM, ROM),
- discrete outputs,
- leak detection loops and interfaces,
- discrete and analog inputs,
- digital Inputs/Outputs,
- torque motors, solenoid,
- pressure sensors failures,
- temperature sensors failures,
Pneumatic Leak Detection System
 Maintenance Tips
MAINTENANCE TIPS - TEST SET
The Test Set P/N 98L36103002000 is
available to assist in troubleshooting the
pneumatic system. The test set enables
calibrated pressure to be applied to
individual valves, components and isolated
parts of the system to check for normal
operation and sense line integrity (i.e.: PRV,
HPV, Overpressure Valve (OPV), Fan Air
Valve (FAV), Bleed Pressure Regulated
Transducer...).
Maintenance Tips
 Maintenance Tips
MAINTENANCE TIPS - ENGINE START
WITH GROUND AIR
To perform an engine start with ground air,
the connection is located on the lower
fuselage. The access door is on the belly
fairing.

During a ground air start, the crossbleed

valve must be operated manually. For
safety, it is recommended to use the ground
air supply to start the first engine. Then
disconnect the ground air supply and
perform a crossbleed start for the second
engine.
Maintenance Tips
Thank you for your attention