70V25

British Airways Engineering Training Centre
ATA 70 V25 B2
A318/19/20/21 Single Aisle Family
ETBN 0413 A318/19/20/21
STL 945.1380/05 Issue 1
ISSUE 1 FEB 2008
Your Course Notes

These notes have been prepared by British
Airways Engineering Training to provide a
source of reference during your period of
training.
The information presented is as correct as
possible at the time of printing and is not
subject to amendment action.
They will be useful to you during your
training, but I must emphasise that the
appropriate Approved Technical Publications
must always be used when you are actually
working on the aircraft.
I trust your stay with us will be informative
and enjoyable.
JOHN QUINLISK
Training and Quality Delivery Manager
SINGLE AISLE TECHNICAL TRAINING MANUAL
POWER PLANT (V2500-A5)

FADEC
FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2
FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4
FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .8
EEC Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
EEC Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . .20
ENGINE CONTROLS
Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
ENGINE INDICATING
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Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
MAINTENANCE COURSE - T2 (V2500-A5/ME)

70 - POWER PLANT (V2500-A5)
TABLE OF CONTENTS
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Page 1
FADEC PRESENTATION (1)

PURPOSE
The Full Authority Digital Engine Control (FADEC) system provides
full range engine control throughout all flight and operational phases. It
consists of a dual channel Electronic Engine Control (EEC) and its
peripheral components and sensors.
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FADEC FUNCTIONS
The FADEC provides the engine system regulation and scheduling to
control the thrust and optimize the engine operation. The FADEC
provides:
- power setting with EPR or N1 back-up mode,
- P2/T2 heating,
- acceleration and deceleration times,
- idle speed governing,
- overspeed limits for N1 and N2,
- Fuel Flow (FF) control,
- Variable Stator Vane system (VSV) control,
- compressor handling bleed valves control,
- booster stage bleed valve system control,
- High Pressure (HP)/Low Pressure (LP) turbine Active Clearance Control
(ACC),
- automatic and manual engine starting,
- thrust reverser control,
- oil and fuel temperature management through the heat management
system.
- it allows the optimum adaptation of thrust rating schedules to the A/C

needs.
POWER SUPPLY
The FADEC system is self-powered by a dedicated Permanent Magnet
Alternator (PMA) when N2 is greater than 10%. The EEC is powered by
the aircraft 28 VDC electrical network for starting, as a backup and for
testing with the engine not running. 115 VAC is used for the power supply
of the ignition system and the P2/T2 probe heating.
FADEC BENEFITS
The application of a FADEC system provides multiple benefits:
- it saves weight and fuel by a full range control of the gas generator,
- it reduces pilot workload and maintenance cost,
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PURPOSE ... POWER SUPPLY

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FADEC ARCHITECTURE (1)

DUAL CHANNEL
FAULT STRATEGY
The Full Authority Digital Engine Control (FADEC) system is fully

redundant and built around two independent control channels. Dual inputs,
dual outputs and automatic switchover from one channel to the other
eliminate any dormant failure. The Electronic Engine Control (EEC)
consists of two channels A and B. Each channel can control the different
components of the engine systems. Channels A and B are permanently
operational. The channel in control manages the system.
Using the BITE system, the EEC can detect and isolate failures. It also
allows the EEC to switch engine control from the faulty channel to the
healthy one. Depending on the nature of the failure, the EEC will behave
differently in case of:
- single input signal failure, there is no channel changeover, the channel
in control uses the inputs from the other channel through the cross channel
data link,
- dual input signal failure, the system runs on synthesized values of the
healthiest channel,
- single output signal failure, there is an automatic switchover to the
standby active channel,
- complete output signal failure, there is no longer any current to drive
the torque motors or solenoids, the related component will go to the
"fail-safe" position.
DUAL INPUTS
All control inputs to the FADEC system are doubled. Only some
secondary parameters used for monitoring and indicating are single. To
increase the fault tolerant design, the parameters are exchanged between
the two control channels inside the EEC via the cross channel data link.
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HARDWIRED INPUTS
Most of the information exchanged between the A/C and the EEC is
transmitted over digital data buses, some signals over a single line. In
addition, some signals are hard-wired directly from the A/C to the EEC.
The Throttle Lever Angle (TLA) signal is sent directly from the throttle
resolvers to the EEC.
DUAL OUTPUTS
All the EEC outputs are double, but only the channel in control supplies
the engine control signals to the various receptors such as torque motors
and solenoids. The other channel calculation is used for crosschecking.
BITE CAPABILITY
The EEC is equipped with a BITE system which provides maintenance
information and test capabilities via the MCDU.
FAIL-SAFE CONTROL
If a channel is faulty and the channel in control is unable to ensure one
engine function, this control is moved to a fail-safe position. Example:
if the channel is faulty and the remaining channel in control is unable to
control the Variable Stator Vane (VSV) position, the vanes are set to the
fail-safe open position.
MAIN INTERFACES
To perform all its tasks, the EEC interfaces with A/C computers, either
directly or via the Engine Interface Unit (EIU), which is an interface
concentrator between the A/C systems and the FADEC system. There is
one EIU for each engine, located in the avionics bay.
EEC INPUTS
The EEC receives inputs from:
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- the Landing Gear Control and Interface Unit (LGCIU),
- the Air Data Inertial Reference Units (ADIRUs),
- the Flight Control Unit (FCU),
- the Environmental Control System (ECS) computers,
- the Centralized Fault Display Interface Unit (CFDIU),
- the cockpit engine controls including TLA, fire and anti-ice systems.
EEC OUPUTS
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The EEC sends outputs to:

- the Bleed air Monitoring Computers (BMCs),
- the Electronic Control Box (ECB),
- the Flight Warning Computers (FWCs),
- the Display Management Computers (DMCs),
- the Flight Management and Guidance Computers (FMGCs),
- the CFDIU,
- the Data Management Unit (DMU), in option.

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DUAL CHANNEL ... MAIN INTERFACES

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FADEC PRINCIPLE (2)

GENERAL
The Full Authority Digital Engine Control (FADEC) system manages
the engine thrust and optimizes the performance.
FADEC
The FADEC consists of the Electronic Engine Control (EEC) and its
peripheral components and sensors used for control and monitoring. The
EEC is in relation with the other A/C systems through the Engine Interface
Unit (EIU). The primary parameters exhaust pressure ratio, Low Pressure
Rotor Speed (N1), High Pressure Rotor Speed (N2), Exhaust Gas
Temperature (EGT), and Fuel Flow (FF) are sent directly by the EEC to
the ECAM. The secondary parameters are sent to the ECAM through the
EIU.
ENGINE LIMITS
The FADEC provides overspeed protection for N1 and N2, in order to
prevent the engine from exceeding limits, and also monitors the EGT
and exhaust pressure ratio.
ENGINE SYSTEMS
The FADEC provides optimal engine operation by controlling the:
- FF,
- compressor airflow and turbine clearance.
EIU
IGNITION AND STARTING
Each EIU, located in the avionics bay, is an interface concentrator between

the airframe and the corresponding FADEC located on the engine. There
is one EIU for each engine.
The FADEC controls the engine start sequence. It monitors exhaust

pressure ratio, N1, N2, and EGT parameters and can abort or recycle an
engine start. The FADEC controls the ignition and starting in automatic
or manual mode when initiated from the ENGine start or ENGine MANual
START panels.
POWER MANAGEMENT
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- minimum idle.
Approach idle is obtained when the slats are extended. Minimum idle
can be modulated up to approach idle depending on air conditioning,
engine anti-ice and wing anti-ice demands.
The FADEC provides automatic engine thrust control and thrust parameter
limit computation. The thrust is computed according to the exhaust
pressure ratio in normal mode or N1 in back-up mode. In fact, when the
exhaust pressure ratio mode is no longer operational the FADEC
automatically reverts to the N1 alternate control mode. The FADEC
manages power according to two thrust modes:
- manual mode depending on the Throttle Lever Angle (TLA),
- auto thrust mode depending on the auto thrust function generated by
the Auto Flight System (AFS).
The FADEC also provides two idle mode selections:
- approach idle,
THRUST REVERSER
The FADEC supervises the thrust reverser operation entirely. In case of
inadvertent deployment, the FADEC will command the automatic
restowing sequence.
NOTE: Note: during reverse operation the thrust is controlled as a
function of N1.
FADEC PRINCIPLE (2)
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GENERAL ... THRUST REVERSER

FADEC PRINCIPLE (2)
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EEC INTERFACES (3)

GENERAL
In order to provide a full range of engine control and monitoring, the
Electronic Engine Control (EEC) interfaces with the following sub
systems:
- air data computers, which transmit air data for engine control,
- Engine Interface Unit (EIU), which concentrates A/C signals and
transmits them to the EEC,
- for cockpit indication and control, and autothrust control, the EEC sends
signals to computers,
- engine sensors and controls.
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DIGITAL INPUTS
Inputs of each channel are isolated in order to prevent failure propagation.
Each channel receives inputs for both the Air Data/Inertial Reference
Units (ADIRUs) and the EIU. The EEC performs a fault detection on its
input parameters by determining if they are valid. This check is made by
applying a range of tests to each input. Faults detected by the EEC are
annunciated and recorded for maintenance or crew action, if required.
The ADIRUs send air data parameters to the EEC for engine control. The
EEC performs validation tests and selection logic between air data signals
from the ADIRUs and the engine sensors. ADIRU data is preferred over
engine data. The air data used to validate Altitude (P0), Total Air
Temperature (TAT), TOTal PRESSure, mach for the power management
and engine controls are:
- TAT, TOTal PRESSure, P0, mach number, from the ADIRUs,
- P2, T2 and P0 from engine sensors.
- engine control parameters,

- engine condition monitoring parameters,
- EEC status and fault indication,
- engine rating parameters,
- Full Authority Digital Engine Control (FADEC) system maintenance
data.
The EEC transmits outputs continuously on all buses in normal operation,
irrespective of whether the given channel is in active control or not. The
parameter values on the 2 output buses are normally identical as long as
the cross channel data link is functioning.
NOTE: Channel switchover does not affect the output data of the EEC.
DISCRETE/ANALOG SIGNALS
The EEC receives the Throttle Resolver Angle (TRA) signals, the
autothrust instinctive disconnect switch signals and engine sensor signals.
They are validated by the EEC. The EEC also sends signals to the engine
controls. The resolvers of the Throttle Control Unit (TCU) receive an
excitation current from the EEC. The EEC checks the range limits, the
rate limits and performs an interface fault detection test.
NOTE: 1 degree TLA corresponds to 1.9 degree TRA.
DIGITAL OUTPUTS
Each channel has 2 output ports and each bus has a separated line driver,
i.e. A1, A2, B1, B2, in such a way that propagation of failures is
prevented. The EEC output buses provide:
EEC INTERFACES (3)
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GENERAL ... DISCRETE/ANALOG SIGNALS

EEC INTERFACES (3)
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EEC INTERFACES (3)

BLOCK DIAGRAM
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Here are the interfaces between the EEC and the A/C in the form of a
block diagram.

EEC INTERFACES (3)
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BLOCK DIAGRAM
EEC INTERFACES (3)
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EIU INTERFACES (3)

GENERAL
There are 2 Engine Interface Units (EIUs), one for each engine. The EIU
is an interface concentrator between the A/C and the Full Authority Digital
Engine Control (FADEC) system. The main functions of the EIU are:
- to concentrate data from the cockpit panels,
- to ensure the segregation of the 2 engines,
- to provide the Electronic Engine Control (EEC) with an electrical power
supply,
- to give the necessary logic and information from the engine to the
aircraft systems.
EIU COMPOSITION
The EIU is composed of 5 main parts:
- discrete and analog inputs,
- digital inputs,
- digital outputs,
- discrete outputs,
- power supply switching.
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EIU FUNCTIONS
The EIU performs the following:
- acquisition of information,
- transmission of messages,
- logics for Low Oil Pressure (LOP) and Auxiliary Power Unit (APU)
boost,
- fault detection logic carried out by an internal BITE and transmission
of the result to the Centralized Fault Display System (CFDS).
INPUTS
The EIU receives the following:
- discrete signals which are of the ground/open circuit type,
- analog inputs which are of the differential type with a working range
of 1 to 9 volts,
- digital inputs on ARINC 429 lines.
OUTPUTS
The EIU sends the following:
- digital output signals on ARINC 429 buses,
- discrete signals which are of the 28V DC/open circuit or ground/open
circuit types.
EEC INTERFACE
The EIU receives 2 ARINC 429 output data buses from EEC channels
A and B and it uses data from the channel in control. If some data is not
available from the control channel, data from the other channel is used.
The EIU looks at particular engine data on the EEC digital data flow to
interface this with other aircraft computers and with cockpit panels for
control and monitoring. The EIU sends information, coming from all
aircraft computers, which have to communicate with the EEC, through
an output ARINC 429 data bus. The EIU does not deal with Air
Data/Inertial Reference Unit (ADIRU) and thrust lever information as
they communicate directly with the EEC.
NOTE: Note: There is no data flow during the EIU internal test or
initialization.
ECS INTERFACE
The EIU receives two input buses from the Environmental Control System
(ECS) primary and secondary computers of the Zone Controller (ZC).
The ECS determines the various air bleed configurations according to
logics of the air conditioning, wing anti-ice and nacelle anti-ice. This
information is transmitted by the EIU to the EEC to compute the bleed
air demand required at the engine customer bleed ports.
EIU INTERFACES (3)
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ENGINE START CONTROL
The EIU receives and generates all starting signals from the cockpit
engine panels. Therefore engine starting is not possible in case of EIU
failure. The control panels provide the EIU with the following signals:
- engine start mode selector position,
- master lever position,
- manual start P/B.
The EIU provides all starting signals to the EEC and to the ENGine start
panel FAULT light.
- 28V DC for its own power supply and for the FADEC power supply,
- 115V AC for engine ignition system power supply.
NOTE: Note: In case of EIU failure, the power supply for FADEC and
ignition is preserved (fail safe position).
CFDS INTERFACE
The Centralized Fault Display Interface Unit (CFDIU) communicates
with the BITE memory of the EIU and with the BITE memory of the
EEC via the EIU. The EIU interfaces with the CFDIU to generate the
EIU and the FADEC fault messages on the MCDU. To access the FADEC
menu function, the CFDS interrogates the EEC BITE memory through
the EIU.
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BMC INTERFACE
There is an interface between the EIU and the pneumatic system Bleed
Monitoring Computer (BMC) for engines 1 and 2. During engine start,
the EIU generates a ground signal for the BMC when the start valve
moves away from the closed position. On receipt of this ground signal,
the BMC closes the pneumatic system Pressure Regulating Valve (PRV).
OTHER INTERFACES
The EIU also receives other signals from various aircraft systems for
control and monitoring purposes. The EIU also generates signals for
various aircraft systems.
POWER SUPPLY
The EIU receives the following:
EIU INTERFACES (3)
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GENERAL ... POWER SUPPLY

EIU INTERFACES (3)
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EIU INTERFACES (3)
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EIU INTERFACES (3)

FMGS
The AutoTHRust (A/THR) function is provided by the Flight Management
and Guidance System (FMGS). Therefore, the FMGS sends all command
signals for engine power management via the Flight Control Unit (FCU)
and both EIUs. The FMGS assumes the following functions:
- computation of Engine Pressure Ratio (EPR) target,
- selection of A/THR modes,
- alpha floor protection,
- flexible takeoff,
- A/THR engagement.
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FEEDBACK
The EEC directly sends specific feedback outputs to the FMGS without
going through the EIU. The EIU also receives this data but does not
transmit it to FMGS. The EEC feedback output data to Flight
Management and Guidance Computer (FMGC) is as follows:
- Thrust Resolver Angle (TRA),
- EPR command,
- EPR actual,
- EPR target in feedback,
- EPR limit,
- EPR max,
- EPR reference throttle,
- thrust mode,
- Fuel Flow (FF),
- bleed configuration in feedback,
- engine rating identification,
- flexible temperature in feedback.

EIU INTERFACES (3)
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FMGS - FEEDBACK
EIU INTERFACES (3)
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EEC ELECTRICAL PWR SPLY CONTROL (3)

GENERAL
The Electronic Engine Control (EEC) is electrically supplied by:
- the A/C network when High Pressure Rotor Speed (N2) is below 10%
or when the dedicated generator has failed,
- the dedicated generator when N2 is above 10%.
POWERING N2 < 10%

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:
- automatic ground check of the Full Authority Digital Engine Control
(FADEC) system before the engine is running, that is to say FADEC
GrouND PoWeR ON,
- engine starting: MASTER lever ON or mode selector on IGNition or
CRANK,
- powering the EEC while the engine reaches 10% of N2.
- 5 min after A/C power-up,

- 5 min after engine shutdown.
NOTE: Note: An action on the ENGine FIRE P/B provides EEC power
cut-off from the A/C network.
MANUAL REPOWERING
For maintenance purposes and 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.
NOTE: Note: The FADEC is also repowered as soon as the engine start
selector is in IGNition/START or CRANK position, or the
MASTER lever is selected ON.
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NOTE: Note: the EIU takes its power from the same bus bar as the
EEC.
POWERING N2 > 10%

As soon as the engine is running above 10% of N2, the dedicated
generator directly supplies the EEC. The dedicated generator supplies
each channel with three-phase AC. Two transformer rectifiers provide
28V DC power supply to channels A and B. Switching between the A/C
28V DC supply and the dedicated generator power supplies is done
automatically by the EEC.
AUTO DEPOWERING
The FADEC is automatically depowered on the ground, through the EIU,
after engine shutdown. EEC automatic depowering occurs on the ground:
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GENERAL ... MANUAL REPOWERING

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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about engine thrust management is shown in this
module.
PREDICTED EPR
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The predicted Engine Pressure Ratio (EPR) is indicated by a white

circle on the EPR indicator and corresponds to the value determined
by the Throttle Lever Angle (TLA).

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BASIC INFORMATION - PREDICTED EPR

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BASIC INFORMATION (continued)
THRUST LIMIT MODES
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The throttle levers are used as thrust limit mode selectors. Depending
on the throttle lever position, a thrust limit mode is selected and
appears on the upper ECAM display. If the throttle levers are set
between two detent points, the upper detent will determine the thrust
limit mode. The thrust limit modes are:
- CL: Climb,
- FLX: Flexible take-off,
- MCT: Maximum Continuous Thrust,
- TOGA: Take Off/Go Around.
- MREV: Maximum Reverser

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BASIC INFORMATION - THRUST LIMIT MODES

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EPR LIMIT
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For each thrust limit mode selection, an EPR limit is computed

according to the Air Data Reference (ADR) and appears on the upper
ECAM display beside the thrust limit mode indication.

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BASIC INFORMATION - EPR LIMIT

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EPR TARGET
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For its auto thrust function, the Flight Management and Guidance
System (FMGS) computes an EPR target according to ADR and engine
parameters and sends it to the Electronic Engine Control (EEC).

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BASIC INFORMATION - EPR TARGET

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EPR COMMAND
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The EPR command, used to regulate the fuel flow, is the Flight
Management and Guidance Computer (FMGC) EPR target when the
auto thrust function is active. When the auto thrust function is not
active, the EPR command is the EPR corresponding to the TLA. EPR
command is either:
- EPR target,
- EPR corresponding to TLA.

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BASIC INFORMATION - EPR COMMAND

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ACTUAL EPR
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The actual EPR is the actual value given by the ratio of the LP turbine
exhaust pressure (P4.9) to the engine inlet pressure (P2). The actual
EPR is displayed in green on the EPR indicator. The actual EPR signal
is also compared to the EPR command.

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BASIC INFORMATION - ACTUAL EPR

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AUTOTHRUST CONTROL MODE
The auto thrust function is engaged when the A/THR P/B is on. The auto
thrust engages:
- when the A/THR P/B is pressed in,
- at take-off power application.
AUTOTHRUST ACTIVE
When engaged, the auto thrust function becomes active when the
throttle levers are set to the Climb detent after take-off. The EPR
command is the FMGC EPR target. The auto thrust function is active
when the throttle levers are set between IDLE and CL, including CL,
with 2 engines running.
NOTE: The auto thrust function active range is extended to MCT
in the case of single engine operation.
When the throttle levers are set between two detent points, the EPR
command is limited by the throttle lever position.
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NOTE: In alpha floor condition the auto thrust function becomes

active automatically. The EPR target is TOGA.

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AUTOTHRUST CONTROL MODE - AUTOTHRUST ACTIVE

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AUTOTHRUST CONTROL MODE (continued)
AUTOTHRUST NOT ACTIVE
When engaged, the auto thrust function becomes inactive when the
throttle levers are set above CL with 2 engines running. The EPR
command corresponds to the TLA.
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NOTE: The auto thrust function is not active above MCT in case of
single engine operation.
The auto thrust function is disengaged when the throttle levers are set
at the IDLE stop.

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AUTOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE

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MANUAL CONTROL MODE
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When the auto thrust function is not engaged, the EEC processes the EPR
command signal according to the TLA. In manual mode the auto thrust
is not engaged.

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MANUAL CONTROL MODE

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BACK-UP N1 MODE
Here are presented two back-up N1 modes:
- rated N1 mode,
- unrated N1 mode.
RATED N1 MODE
In case of EPR sensor failure, i.e. P2 or P4.9, the EEC automatically
reverts to the rated N1 mode. On the ECAM, the EPR indicator is
crossed amber. The EEC uses TLA, ADR and T2. T2 is used in N1
rated mode to limit the engine thrust. To select N1 mode on both
engines, the Engine N1 MODE P/Bs must be pressed in.
U3U06191 - U15T2M0 - UM76D1IAE000002
NOTE: The auto thrust function is not available in N1 mode.

When the N1 MODE P/Bs are pressed in, the lights come ON and a
signal is sent to their corresponding Full Authority Digital Engine
Control (FADEC) system to confirm or to force the N1 MODE
selection. On the ECAM, the EPR indicator is crossed amber and the
N1 MODE limit is displayed instead of the EPR limit. On the N1
indicator, the predicted N1, i.e. the white circle, replaces the predicted
EPR and an amber index appears to indicate the take-off N1 limit.

May 10, 2006

Page 40
U3U06191 - U15T2M0 - UM76D1IAE000002
BACK-UP N1 MODE - RATED N1 MODE

May 10, 2006

Page 41

BACK-UP N1 MODE (continued)
UNRATED N1 MODE
T2 is no longer available; the EEC reverts from the EPR mode to the
unrated N1 mode. In this case the N1 limitation is no longer computed.
The N1 command is directly related to the TLA.
U3U06191 - U15T2M0 - UM76D1IAE000002
NOTE: in unrated N1 mode, there is no longer an engine protection

against over boost, e.g. Go-Around.

May 10, 2006

Page 42
U3U06191 - U15T2M0 - UM76D1IAE000002
BACK-UP N1 MODE - UNRATED N1 MODE

May 10, 2006

Page 43
ENGINE WARNINGS (3)

OIL LO PR
FUEL FILTER CLOG
In case of OIL LOw Pressure (OIL LO PR), the MASTER WARNing

flashes and the aural warning sounds, i.e. a Continuous Repetitive Chime
(CRC). The failure is shown red on the EWD. This warning appears when
the oil pressure is lower than 60 PSI.
In case of FUEL FILTER CLOG, the failure is shown amber on the EWD.
This warning appears when the pressure loss across the fuel filter is
excessive, i.e. the differential pressure is greater than 5 PSI.
OIL HI TEMP
In case of OIL HIgh TEMPerature (OIL HI TEMP), the MASTER
CAUTion comes on and the aural warning sounds, i.e. Single Chime
(SC). The failure is shown amber on the EWD. Firstly the oil temperature
indication flashes green when the temperature is higher or equal to 155C
and the warning appears amber when the engine oil temperature is
between 155C and 165C for more than 15 minutes, or if the oil
temperature is greater than 165C.
U3U06191 - U15T2M0 - UM77D1IAE000003
OIL LO TEMP
In case of OIL LO TEMP, the MASTER CAUT comes on and the aural
warning sounds, i.e. an SC. The value of the corresponding parameter is
displayed amber on the ECAM page. This warning appears when the oil
temperature is below -10C .
OIL FILTER CLOG

In case of OIL FILTER CLOG, the failure is shown amber on the ECAM
displays. This warning appears when the pressure loss across the main
scavenge oil filter is excessive, i.e. the differential pressure is greater
than 12 PSI.

FUEL VALVE FAULT

In case of FUEL VALVE FAULT, the MASTER CAUT and the
corresponding engine panel FAULT light come on and the aural warning
sounds i.e. an SC. This warning appears when the fuel valve (pressure
regulating and shut-off valve) fails open or closed or in case of fuel valve
switch position failure.
EGT OVER LIMIT

In case of N1, N2 or EGT OVER LIMIT, the MASTER CAUT comes
on and the aural warning sounds, i.e. an SC. The failure message appears
amber on the EWD. The failure indications appear in the following cases:
- N1 100%: flashes red,
- N2 100%: steady red,
- EGT 610C: flashes amber,
- EGT 635C: flashes red for A319/A320,
- EGT 650C: flashes red for A321.
THR LEVER DISAGREE

In case of THRust LEVER DISAGREE, the MASTER CAUT comes on
and the aural warning sounds, i.e. an SC. The failure is shown amber on
the EWD. This warning appears when there is a disagreement between
both resolvers of a throttle lever.
ENGINE WARNINGS (3)
May 10, 2006

Page 44

THR LEVER ANGLE FAULT
In case of THR LEVER ANGLE FAULT, the MASTER CAUT comes
on and the aural warning sounds, i.e. an SC. The failure is shown amber
on the EWD. This warning appears when both resolvers on one throttle
lever are faulty.
EPR MODE FAULT

In case of EPR MODE FAULT, the MASTER CAUT comes on and the
aural warning sounds, i.e. an SC. The EPR indication is no longer
available. This warning appears when the Full Authority Digital Engine
Control (FADEC) is unable to sense or calculate EPR. The engine
automatically reverts to N1 MODE. Selection of the N1 MODE P/Bs on
the overhead panel will display:
- the N1 MODE window,
- the throttle lever reference, i.e. the white circle, and N1 max limit, i.e.
the amber index, on the N1 indicator.
U3U06191 - U15T2M0 - UM77D1IAE000003
FADEC FAULT
In case of FADEC FAULT, the MASTER CAUT comes on and the aural
warning sounds, i.e. an SC. The failure is shown amber on the EWD.
This warning appears when both Electronic Engine Control (EEC)
channels are faulty.

ENGINE WARNINGS (3)
May 10, 2006

Page 45
U3U06191 - U15T2M0 - UM77D1IAE000003
OIL LO PR ... FADEC FAULT

ENGINE WARNINGS (3)
May 10, 2006

Page 46
U3U06191 - U15T2M0 - UM77D1IAE000003
OIL LO PR ... FADEC FAULT

ENGINE WARNINGS (3)
May 10, 2006

Page 47
ENGINE MONITORING D/O (3)

GENERAL
INTERFACES
This system provides the vibration monitoring for both engines.
The EVMU interfaces with the ECAM, with the Centralized Fault Display
System (CFDS) and the Aircraft Integrated Data System (AIDS). CFDS
interface: maintenance fault messages and vibration data analysis. AIDS
interface: performance data reports.
DUAL ACCELEROMETER
A dual accelerometer is installed on each engine. It provides the analog
signals of N1 and N2 vibration frequencies. Only one sensor, A or B, of
the dual accelerometer is used at a time and during one flight. It is
automatically selected by the Engine Vibration Monitoring Unit (EVMU)
at each flight, the second one is in back-up mode in case of failure. These
accelerometers are also used for fan trim balance.
NOTE: There is no interface with the Electronic Engine Control (EEC).
NOTE: In case of sensor failure, the transfer to the second sensor is

carried out on the ground through the MCDU.
U3U06191 - U15T2M0 - UM77D2IAE000002
EVMU
An EVMU monitors the N1 and N2 vibration levels of both engines. The
EVMU determines for each engine, the N1 and N2 vibration levels by
analyzing:
- N1 and N2 speeds,
- dual accelerometer frequency signals.
The EVMU also computes the position and amplitude of the unbalance
and is capable of on-board fan trim balancing.
VIBRATION INDICATION
The N1 and N2 vibrations of the left and right engines are displayed on
the ENGINE and CRUISE pages. The maximum value that can be
displayed is of 10 units. 1 unit for N1 or N2 rotor corresponds to 0.3IPS
(Inch Per Second).

May 10, 2006

Page 48
U3U06191 - U15T2M0 - UM77D2IAE000002
GENERAL ... INTERFACES

May 10, 2006

Page 49
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE U3U06191
MAY 2006
PRINTED IN FRANCE
AIRBUS S.A.S. 2006
ALL RIGHTS RESERVED
AN EADS JOINT COMPANY
WITH BAE SYSTEMS

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British Airways Engineering Training Centre

ISSUE 1 FEB 2008

Your Course Notes

SINGLE AISLE TECHNICAL TRAINING MANUAL

POWER PLANT (V2500-A5)

Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44

MAINTENANCE COURSE - T2 (V2500-A5/ME)

May 11, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

FADEC PRESENTATION (1)

U3U06191 - U15T2M0 - UM73P1IAE000002

- it allows the optimum adaptation of thrust rating schedules to the A/C

FADEC PRESENTATION (1)

May 10, 2006

U3U06191 - U15T2M0 - UM73P1IAE000002

SINGLE AISLE TECHNICAL TRAINING MANUAL

PURPOSE ... POWER SUPPLY

FADEC PRESENTATION (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

FADEC ARCHITECTURE (1)

The Full Authority Digital Engine Control (FADEC) system is fully

U3U06191 - U15T2M0 - UM73P2IAE000002

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

U3U06191 - U15T2M0 - UM73P2IAE000002

The EEC sends outputs to:

MAINTENANCE COURSE - T2 (V2500-A5/ME)

FADEC ARCHITECTURE (1)

May 10, 2006

U3U06191 - U15T2M0 - UM73P2IAE000002

SINGLE AISLE TECHNICAL TRAINING MANUAL

DUAL CHANNEL ... MAIN INTERFACES

FADEC ARCHITECTURE (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

U3U06191 - U15T2M0 - UM73P2IAE000002

This Page Intentionally Left Blank

MAINTENANCE COURSE - T2 (V2500-A5/ME)

FADEC ARCHITECTURE (1)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

FADEC PRINCIPLE (2)

IGNITION AND STARTING

Each EIU, located in the avionics bay, is an interface concentrator between

The FADEC controls the engine start sequence. It monitors exhaust

FADEC PRINCIPLE (2)

May 10, 2006

U3U06191 - U15T2M0 - UM73P3IAE000002

SINGLE AISLE TECHNICAL TRAINING MANUAL

GENERAL ... THRUST REVERSER

FADEC PRINCIPLE (2)

May 10, 2006

SINGLE AISLE TECHNICAL TRAINING MANUAL

EEC INTERFACES (3)

U3U06191 - U15T2M0 - UM73D7IAE000001

- engine control parameters,

EEC INTERFACES (3)

May 10, 2006

U3U06191 - U15T2M0 - UM73D7IAE000001