V2500 Modulo II - R

Single Aisle
TECHNICAL TRAINING MANUAL

T2 (IAE V2500) (Lvl 2&3)
POWER PLANT IAE V2500
This document must be used for training purposes only
Under no circumstances should this document be used as a reference
It will not be updated.
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Single Aisle TECHNICAL TRAINING MANUAL
70 POWER PLANT IAE V2500 PRESENTATION (1)

INTRODUCTION
The IAE V2500-A5 engine is a two spool, axial flow, high bypass ratio
turbo fan power engine. The V2500-A5 powers the complete single aisle
family of aircraft except the A318. V2500-A5 engines are available in
several thrust ratings.
All the engines are basically the same. A programming plug on the
Electronic Engine Control (EEC) changes the available thrust.
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PART 2 OUT OF 2 Page 204
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INTRODUCTION

INSTALLATION
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.
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INSTALLATION

MODULAR CONCEPT
The V2500-A5 is designed using a modular concept. For easy
maintenance and quicker return-to-service, the engine is made of 5
primary modules:
- fan,
- Low Pressure (LP) compressor and intermediate case,
- High Pressure (HP) system,
- LP turbine,
- accessory drives.
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MODULAR CONCEPT

MODULAR CONCEPT (continued)
LP ROTOR
The LP rotor has the forward fan, the booster compressor and the LP
shaft, all driven by the LP turbine. The speed of the LP rotor is
indicated on ECAM as N1.
The fan assembly has 22 wide-chord blades and supplies most of the
engine thrust. The air produced by the fan is known as secondary
airflow or bypass airflow.
The intermediate case is the main structural support for the front of
the engine. To protect the fuselage in case of a fan failure, it is
designed to contain any broken blades. The 4-stage booster compressor
is enclosed in the intermediate case. The booster supplies air to the
engine core. This is primary airflow. The LP rotor (N1) is made of
the fan and the booster compressor driven by the LP turbine.
Open the cowls to gain access to the forward engine mount.
The five-stage LP Turbine extracts energy from the gas stream
delivered from the HP Turbine in order to drive the booster compressor
and the fan. Exhaust gas from the LP turbine goes through a nozzle
to supply propulsive thrust.
The LP rotor is supported by roller and ball bearings, which are
lubricated and cooled.
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The turbine exhaust case is the main structural support for the rear of
the engine. The AFT mount is attached to the top of the turbine exhaust
case.
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MODULAR CONCEPT - LP ROTOR

HP ROTOR AND COMBUSTION CHAMBER
The HP rotor is made of a 10-stage HP compressor driven by a 2-stage
HP turbine. The speed of the HP rotor is indicated on the ECAM as
N2.
The HP compressor is also the source of customer bleed air.
The HP rotor is supported by roller and ball bearings, which are
lubricated and cooled.
The annular combustion chamber is between the HP compressor and
HP turbine. It has ports for 20 fuel nozzles and 2 igniter plugs.
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MODULAR CONCEPT - HP ROTOR AND COMBUSTION CHAMBER

ACCESSORY GEARBOX
The accessory gearbox, installed at the bottom of the fan case, is driven
by the HP rotor through the Angle gearbox. The fuel pumps, oil pumps,
hydraulic pump, Integrated Drive Generator (IDG) and dedicated
alternator are all driven by the gearbox.
During engine starting, the starter rotates the HP compressor through
the gearboxes.
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MODULAR CONCEPT - ACCESSORY GEARBOX
POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW (continued)
THRUST REVERSER SYSTEM
Reverse thrust is controlled by the EEC. A manual selection of the
reverse is done when the flight crew lifts the latching levers on the
throttle control levers. The reverse thrust command is sent to the EEC
and the EIU. The DEPLOY command from the EEC goes through
the INHIBITION RELAY (controlled by the EIU) as a second level
of protection against accidental deployment.
In relation to commands from the EEC and the EIU, a Hydraulic
Control Unit (HCU) supplies hydraulic power to operate the thrust
reverser. The thrust reverser assembly has 2 hydraulically operated
translating sleeves. The translating sleeves are each energized by 2
actuators. When the translating sleeve moves aft during deployment,
it lifts blocker doors that redirect the engine fan airflow.
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70 - POWER PLANT IAE V2500 Page 4
SYSTEM OVERVIEW - THRUST REVERSER SYSTEM
SYSTEM OVERVIEW - THRUST REVERSER SYSTEM
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COMPONENT LOCATION
The engine system components are at the following locations.
FADEC
The EEC is on the RH side of the fan case. The FADEC alternator is
on the gearbox.
COMPONENT LOCATION - FADEC

COMPONENT LOCATION (continued)
STARTING
Two ignition boxes are on the RH side of the engine core. The air
starter is on the RH side of the gearbox front face.
COMPONENT LOCATION - STARTING

FUEL
The primary components of the fuel system are on the LH side of the
engine.
The fuel pump and the FMU are on the gearbox. The filter is on the
LH side of the fan case.
COMPONENT LOCATION - FUEL

AIR
The next picture shows the compressor airflow control system and
the turbine clearance control system.
On the LH side, there are 2 bleed valves for the 7th stage and one for
the 10th stage of the HP compressor.
On the RH side, one more bleed valve is installed for the 7th stage.
COMPONENT LOCATION - AIR
COMPONENT LOCATION - AIR


OIL
The oil tank, the pressure pump, the scavenge pumps and the filter
are on the gearbox.
COMPONENT LOCATION - OIL

THRUST REVERSER
The hydraulic shut-off valve is in the front lower part of the pylon.
The HCU is installed on the pylon above the engine centerline,
immediately forward of the C-duct. Access to the HCU is done from
the left side.
COMPONENT LOCATION - THRUST REVERSER
ENGINE FUEL SYSTEM D/O (3)

FUEL FEED
The engine fuel system is designed to provide fuel flow into the
combustion chamber, servo fuel for actuation of the compressor airflow
control and turbine clearance control systems and cooling for engine oil
and Integrated Drive Generator (IDG) oil.
The fuel coming from the aircraft tanks supplies the Low Pressure (LP)
fuel pump then provides engine oil cooling, through the fuel cooled oil
cooler. It then passes through the filter before entering into the High
Pressure (HP) pump then into the Fuel Metering Unit (FMU). A fuel
Differential Pressure (DELTA P) Switch provides indication to the cockpit
if the filter is clogged. A fuel temperature sensor is installed at the fuel
filter outlet for the fuel diverter and return valve operation.
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T1 (IAE V2500) (Lvl 2&3) ENGINE FUEL SYSTEM D/O (3) Feb 01, 2011
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FUEL FEED

FUEL FEED (continued)
FUEL COOLED OIL COOLER
The Fuel Cooled Oil Cooler (FCOC) cools the engine oil by using
fuel. It is installed on the left fan case.
The FCOC has a housing, containing a removable core, a header and
fuel filter cap.
The core is composed of more than 700 tubes where the fuel goes
through. 13 baffle plates show the way of the oil flow towards the
tubes.
The FCOC has two bypass valves. One is an oil pressure relief valve
for the core. This valve diverts the excessive oil pressure during cold
engine start.
The other one is the fuel filter bypass valve. The fuel filter bypass
valve makes sure that the fuel still flow in the event of fuel filter
clogging.
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FUEL FEED - FUEL COOLED OIL COOLER

ENGINE PRESSURE RAISING AND SHUT-OFF VALVE
CONTROL
GENERAL
The pressure raising and Shut-Off Valve (SOV) can be controlled
from the cockpit through the MASTER lever or by the Electronic
Engine Control (EEC) during engine start.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - GENERAL

CONTROL (continued)
ENGINE MASTER LEVER OPENING COMMAND
During the start sequence, the EEC controls the opening of the Fuel
Metering Valve (FMV), which causes the pressure raising and SOV
to open, provided its latching torque motor is de-energized. When the
MASTER lever is set to ON, the pressure raising and SOV will only
open if fuel pressure from the FMV is available.
NOTE: During engine start in automatic mode, the EEC can close
the pressure raising and SOV to abort the start sequence up
to 50% High Pressure Rotor Speed (N2).
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER OPENING COMMAND
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER OPENING COMMAND

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CONTROL (continued)
ENGINE MASTER LEVER CLOSURE COMMAND
The closure of the pressure raising and SOV is controlled directly
from the MASTER lever. When it is set at the OFF position, it
energizes the latching torque motor which closes the valve.
A time-delay relay automatically de-energizes the pressure raising
and SOV latching torque motor 2 minutes after engine shutdown. This
device avoids damage due to high temperature induced by a long time
power supply on ground.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER CLOSURE COMMAND
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - ENGINE MASTER LEVER CLOSURE COMMAND

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CONTROL (continued)
MONITORING
The pressure raising and SOV is monitored by two microswitches,
which send signals to the EEC and then to the Engine Interface Unit
(EIU). In case of disagreement between control and position, an
ECAM warning is triggered and the FAULT light comes on.
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ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - MONITORING

METERED FUEL
The fuel from the fuel pump assembly goes through a fuel metering valve,
an overspeed valve and a pressure raising and Shut-Off Valve (SOV)
included in the FMU. The fuel flow is then routed to a fuel distribution
valve, which supplies 20 nozzles through 10 manifolds. The Electronic
Engine Control (EEC) controls the valves included in the FMU through
Torque Motors (TMs) to carry out fuel metering, overspeed protection,
pressure raising and shut-off functions. A flow adjuster installed below
the metering valve is used for the fuel flow adjustment between "high
flow" and "normal flow" by a maintenance action.
NOTE: Note: The LP SOV, pressure raising and SOV close when the
ENGine MASTER lever is set to OFF. The pressure raising
and SOV could be automatically closed by the EEC, during
auto start only, to abort in case of an incident.
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METERED FUEL

METERED FUEL (continued)
FUEL DISTRIBUTION VALVE
The Fuel Distribution Valve (FDV) is installed at the 4:00 o'clock
location, at the front flange of the diffuser case.
The FDV receives metered fuel through a fuel line from the FMU.
The fuel goes through a 200-micron strainer and then into ten internal
discharge ports. If the strainer gets blocked, a bypass valve will open.
The ten discharge ports are connected to the ten fuel manifolds, each
of which in turn supplies two nozzles (20 nozzles at all).
At an engine shutdown, eight of the ten internal discharge ports in the
valve are connected due to the fact, that there is no more fuel coming
from the FMU and the drain valve in the FDV is spring-loaded in the
closed position. This lets remaining fuel from the upper eight fuel
manifolds to be drained into the engine through the two lowest fuel
manifolds and their related nozzles.
The two fuel manifolds, which remain full, help to supply fuel for the
next engine start.
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METERED FUEL - FUEL DISTRIBUTION VALVE

DIVERTED FUEL
Part of the fuel is used to provide adequate cooling of the engine oil and
IDG oil, and to maintain engine fuel and oil temperatures within specified
limits. These functions are controlled through a fuel diverter and return
valve, which incorporates a module to permit fuel to be returned to the
aircraft tanks under certain conditions. The EEC processes the operation
modes of the fuel diverter and return valve by software logic. The logic
is generated around the limiting temperatures of fuel and oil, to provide
the heat management system.
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DIVERTED FUEL

SERVO FUEL
In the FMU, a servo regulator provides the HP fuel to:
- the FMU TM servo valves,
- the Air Cooled Oil Cooler (ACOC) actuator,
- the booster stage bleed valve actuators,
- the Variable Stator Vane (VSV) actuator,
- the Active Clearance Control (ACC) actuator.
The servo regulator of the FMU regulates a fuel pressure to the
compressor airflow control systems, i.e. the booster stage bleed valve
and VSV and the pressure of the turbine ACC system.
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SERVO FUEL

EEC CONTROL
The EEC controls the operation of the FMU TM servo valves, the fuel
diverter and return valve, the ACOC actuator, the actuators of the booster
stage bleed valve, VSV and ACC systems. The EEC performs control
functions and fault analysis required to regulate the fuel and to maintain
the engine operation in all conditions. In the event of loss of control
functions on both channels, each servo valve and actuator has a fail-safe
position.
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EEC CONTROL

ENGINE SHUT DOWN
Normal Engine Shut Down:
When the Master switch is set from On to OFF, an electrical signal is
sent directly to the Pressure Raising and Shut Off Valve (PRSOV) Torque
Motor (TM). The PRSOV closes and the fuel flow to the Fuel Distribution
Valve and the combustion chamber is stopped.
A second electrical signal is sent to the two motors of the LP Valve,
which is controlled to close, to isolate the aircraft fuel system from the
engine. The EEC closes the Fuel Metering Valve (FMV)
In case of an engine fire, after the Master Switch is set to OFF, the Fire
Pushbutton is released out to confirm the closure of the LP Valve.
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ENGINE SHUT DOWN

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FADEC PRESENTATION (2)

- it allows the optimum adaptation of thrust rating schedules to the A/C
PURPOSE needs.
The Full Authority Digital Engine Control (FADEC) system provides POWER SUPPLY
full range engine control throughout all flight and operational phases. It
consists of a dual channel Electronic Engine Control (EEC) and its The FADEC system is self-powered by a dedicated Permanent Magnet
peripheral components and sensors. 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
FADEC FUNCTIONS testing with the engine not running. 115 VAC is used for the power supply
of the ignition system and the P2/T2 probe heating. The PMA also
The FADEC provides the engine system regulation and scheduling to
provides the EEC Channel A and Channel B with the N2 rotation speed.
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),
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- automatic and manual engine starting,

- thrust reverser control,
- oil and fuel temperature management through the heat management
system.
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
T2 (IAE V2500) (Lvl 2&3) FADEC PRESENTATION (2) Apr 03, 2013
FADEC ARCHITECTURE (2)

DUAL CHANNEL BITE CAPABILITY
The Full Authority Digital Engine Control (FADEC) system is fully The EEC is equipped with a BITE system which provides maintenance
redundant and built around two independent control channels. Dual inputs, information and test capabilities via the MCDU.
dual outputs and automatic switchover from one channel to the other
eliminate any dormant failure. The Electronic Engine Control (EEC) FAULT STRATEGY
consists of two channels A and B. Each channel can control the different
Using the BITE system, the EEC can detect and isolate failures. It also
components of the engine systems. Channels A and B are permanently
allows the EEC to switch engine control from the faulty channel to the
operational. The channel in control manages the system.
healthy one. Depending on the nature of the failure, the EEC will behave
DUAL INPUTS differently in case of:
- single input signal failure, there is no channel changeover, the channel
All control inputs to the FADEC system are doubled. Only some in control uses the inputs from the other channel through the cross channel
secondary parameters used for monitoring and indicating are single. To data link,
increase the fault tolerant design, the parameters are exchanged between - dual input signal failure, the system runs on synthesized values of the
the two control channels inside the EEC via the cross channel data link. healthiest channel,
- single output signal failure, there is an automatic switchover to the
HARDWIRED INPUTS standby active channel,
- complete output signal failure, there is no longer any current to drive
Most of the information exchanged between the A/C and the EEC is
the torque motors or solenoids, the related component will go to the
transmitted over digital data buses, some signals over a single line. In
"fail-safe" position.
addition, some signals are hard-wired directly from the A/C to the EEC.
The Throttle Lever Angle (TLA) is transformed by resolvers into a FAIL-SAFE CONTROL
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Throttle Resolver Angle (TRA) and transmitted directly to the EEC. 1°

of TLA corresponds to 1.9° of TRA. 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:
DUAL OUTPUTS 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
All the EEC outputs are double, but only the channel in control supplies
fail-safe open position.
the engine control signals to the various receptors such as torque motors
and solenoids. The other channel calculation is used for crosschecking. 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
T2 (IAE V2500) (Lvl 2&3) FADEC ARCHITECTURE (2) Apr 03, 2013
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:
- 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 TRA, fire and anti-ice systems.
EEC OUPUTS
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)

FADEC automatically reverts to the N1 alternate control mode. The
GENERAL FADEC manages power according to two thrust modes:
- manual mode depending on the Throttle Resolver Angle (TRA),
The Full Authority Digital Engine Control (FADEC) system manages
- auto thrust mode depending on the auto thrust function generated by
the engine thrust and optimizes the performance.
the Auto Flight System (AFS).
FADEC The FADEC also provides two idle mode selections:
- approach idle,
The FADEC consists of the Electronic Engine Control (EEC) and its - minimum idle.
peripheral components and sensors used for control and monitoring. The Approach idle is obtained when the slats are extended. Minimum idle
EEC is in relation with the other A/C systems through the Engine Interface can be modulated up to approach idle depending on air conditioning,
Unit (EIU). The primary parameters Engine Pressure Ratio (EPR), Low engine anti-ice and wing anti-ice demands.
Pressure Rotor Speed (N1), High Pressure Rotor Speed (N2), Exhaust
Gas Temperature (EGT), and Fuel Flow (FF) are sent directly by the EEC ENGINE LIMITS
to the ECAM.
The FADEC provides overspeed protection for N1 and N2, in order to
Secondary parameters:
prevent the engine from exceeding limits, and also monitors the EGT
- the oil quantity and oil pressure are sent to the DMCs by the SDACs.
and Engine Pressure Ratio (EPR).
In case of SDACs failure, the EIU sends data to DMCs by the FWCs,
- the oil temperature is sent by the EIU to DMCs via thhe FWCs, ENGINE SYSTEMS
- the fuel used data is directly sent to DMCs via the EEC,
- the vibration parameters are sent by the EIVMU to DMCs via the The FADEC provides optimal engine operation by controlling the:
SDACs. - FF,
- compressor airflow and turbine clearance.
EIU
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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 The FADEC controls the engine start sequence. It monitors N1, N2, and
is one EIU for each engine. EGT parameters and can abort or recycle an engine start. The FADEC
controls the ignition and starting in automatic or manual mode when
POWER MANAGEMENT initiated from the ENGine start or ENGine MANual START panels.
The FADEC provides automatic engine thrust control and thrust parameter THRUST REVERSER
limit computation. The thrust is computed according to the Engine
Pressure Ratio (EPR) in normal mode or N1 in back-up mode. In fact, The FADEC supervises the thrust reverser operation entirely.
when the Engine Pressure Ratio (EPR) mode is no longer operational the
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NOTE: Note: during reverse operation the thrust is controlled as a
function of N1.
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GENERAL ... THRUST REVERSER

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EEC ELECTRICAL PWR SPLY CONTROL (3)

- 5 min after A/C power-up,
GENERAL - 5 min after engine shutdown.
The Electronic Engine Control (EEC) is electrically supplied by:
NOTE: Note: An action on the ENGine FIRE P/B provides EEC power
- the A/C network when High Pressure Rotor Speed (N2) is below 10%
cut-off from the A/C network.
or when the dedicated alternator has failed,
- the dedicated alternator when N2 is above 10%. MANUAL REPOWERING
POWERING N2 < 10% For maintenance purposes and MCDU engine tests, the ENGine FADEC
GrouND PoWeR panel permits FADEC power supply to be restored on
The EEC is supplied by the A/C electrical power network when N2 is
the ground with engines shut down. When the corresponding ENGine
below 10%. Each channel is independently supplied by the A/C 28V DC
FADEC GrouND PoWeR P/B is pressed ON the EEC recovers its power
through the Engine Interface Unit (EIU). The aircraft 28V DC permits:
supply.
- automatic ground check of the Full Authority Digital Engine Control
(FADEC) system before the engine is running, that is to say FADEC NOTE: Note: The FADEC is also repowered as soon as the engine start
GrouND PoWeR ON, selector is in IGNition/START or CRANK position, or the
- engine starting: MASTER lever ON or mode selector on IGNition or MASTER lever is selected ON.
CRANK,
- powering the EEC while the engine reaches 10% of N2.
NOTE: Note: the EIU takes its power from the same bus bar as the
EEC.
POWERING N2 > 10%

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As soon as the engine is running above 10% of N2, the dedicated

alternator directly supplies the EEC. The dedicated alternator supplies
each channel with three-phase AC power. Two transformer rectifiers
provide 28V DC power supply to channels A and B. Switching between
the A/C 28V DC supply and the dedicated alternator 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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IGNITION & STARTING SYSTEM PRESENTATION (2)

GENERAL CRANKING
The ignition system provides the electrical spark needed to start or Engine motoring could be performed for dry cranking or wet cranking
continue engine combustion. The ignition system is made up of two sequences.
independent subsystems energized by a relay box. Each subsystem
includes an ignition exciter, a coaxial shield ignition lead and an igniter NOTE: during cranking ignition is inhibited.
plug. The pneumatic starting system drives the engine High Pressure
(HP) rotor at a speed high enough for a ground or in flight start to be CONTINUOUS IGNITION
initiated. The start system is made up of the start valve and the starter. With engine running, continuous ignition can be selected via the EEC
CONTROL AND INDICATING either manually using the rotary selector or automatically by the Full
Authority Digital Engine Control (FADEC).
The Electronic Engine Control (EEC) controls the ignition through the
relay box and starting through the start valve, either in automatic or SAFETY PRECAUTIONS
manual mode. The operation of the start valve and of the ignition system Safety precautions have to be taken prior to working in this area.
is displayed on the ENGINE ECAM page.
WARNING: THE EEC AND THE RELAY BOX SEND 115 VOLTS
AUTOMATIC START
TO THE IGNITION BOXES, WHICH CONVERT IT AND
During an automatic start, the EEC opens the start valve, then the ignition SEND HIGH ENERGY PULSES THROUGH THE
exciter is energized when the HP rotor speed is nominal. The EEC IGNITION LEADS TO THE IGNITERS PLUGS.
provides full protection during the start sequence. When the automatic
start is completed, the EEC closes the start valve and cuts off the ignition.
MAINTENANCE PRACTICES
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In case of an incident during the automatic start the EEC aborts the start To increase A/C dispatch, the start valve is equipped with a manual
procedure. override. For this manual operation, the mechanic has to be aware of the
engine safety zones.
MANUAL START
During a manual start, the start valve opens when the engine MANual
START P/B is pressed in, then the ignition system is energized when the
MASTER control lever is set to the ON position.
NOTE: there is no automatic shutdown function in manual mode.
T2 (IAE V2500) (Lvl 2&3) IGNITION & STARTING SYSTEM PRESENTATION (2) Apr 03, 2013
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GENERAL ... MAINTENANCE PRACTICES
T2 (IAE V2500) (Lvl 2&3) IGNITION & STARTING SYSTEM PRESENTATION (2) Apr 03, 2013
IGNITION & STARTING SYSTEM D/O (3)

GENERAL
The Electronic Engine Control (EEC) controls and monitors the start
sequence either in automatic or in manual mode.
The start sequence is aborted below 50% N2 in case of:
- starter valve failure,
- ignition failure,
- pressure raising Shut-Off Valve (SOV) failure,
- hot start,
- hung start,
The system consists of a starter valve, a pneumatic starter, a relay box,
two ignition exciters and igniters A and B. The starter valve is fitted with
a manual override for mechanic operation on ground.
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T2 (IAE V2500) (Lvl 2&3) IGNITION & STARTING SYSTEM D/O (3) Apr 03, 2013
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GENERAL

AUTO START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGNition START, the EEC
is armed for the start sequence. After checking indications and obtaining
Ground Clearance, set the ENG/MASTER control switch to ON.
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AUTO START

AUTO START (continued)
MASTER SWITCH ON
As soon as the MASTER switch is set to ON, the Low Pressure (LP)
fuel SOV opens and the EEC opens the starter valve:
- N2 increases,
o -The pressure raising and SOV solenoid is de-energized because
the MASTER switch is ON.
-Then the EEC provides ignition, which is automatically selected by
the EEC and displayed on the ECAM ENGINE page.
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AUTO START - MASTER SWITCH ON

AFTER 30 SECONDS
After 30 seconds and together with the ignition, the EEC opens the
Fuel Metering Valve (FMV) and the resulting fuel flow opens the
pressure raising and SOV. In case of malfunction, the EEC
automatically shuts down the engine and performs a dry motoring
sequence.
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AUTO START - AFTER 30 SECONDS

N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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AUTO START - N2 AT 43%

MODE SELECTOR SET TO NORM
Engine 2 is now stabilized at minimum idle.
NOTE: to start the second engine, you leave the MODE selector in
the IGN START position, and set the MASTER lever 1 to
ON.
After engine start the MODE selector is set to NORMal with the
engine running.
WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS

RELIGHT FUNCTION IS INITIATED ON THE
RUNNING ENGINE(S).
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AUTO START - MODE SELECTOR SET TO NORM

MASTER LEVER OFF
At any time, if the MASTER lever is set to OFF, the start sequence
or engine operation is stopped because the MASTER lever directly
energizes the pressure raising and SOV solenoid. With the MASTER
lever to OFF, the LP and pressure raising SOVs close.
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AUTO START - MASTER LEVER OFF

MANUAL START
In aircraft configuration, the APU is running and APU bleed air is
available. When the MODE selector is set to IGN START, the EEC is
armed for the start sequence. Action on the ENG MANual START P/B
opens the starter valve, via the EEC. After 30 seconds dry crank, set the
ENG/MASTER control switch to ON.
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MANUAL START

MANUAL START (continued)
AFTER 30 SECONDS
As soon as the MASTER lever is in the ON position, both ignition
systems are energized, LP and pressure raising SOVs open and the
fuel flow increases. A dual ignition and a fuel flow start. The MAN
START P/B stays latched and is normally left alone during the start
sequence.
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MANUAL START - AFTER 30 SECONDS

EGT INCREASING
Action on the MAN START P/B has no effect on the start sequence
as long as the MASTER lever is set in the ON position. The MAN
START P/B is normally released at the end when the engine
parameters are stabilized. In case of malfunction, set the MASTER
lever in the OFF position to abort the start. Start for up to 2 minutes
maximum.
NOTE: there is no automatic shutdown function in manual start.

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MANUAL START - EGT INCREASING

N2 AT 43%
When N2 reaches 43%, the EEC closes the starter valve and cuts off
the ignition.
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MANUAL START - N2 AT 43%

Engine 2 is now stabilized at minimum idle.
NOTE: to start the second engine, you leave the MODE selector in
the IGN START position, and set the MAN START P/B to
ON, and after 30 seconds dry crank set the MASTER lever
to ON.
After engine start the MODE selector is set to NORM with the engine
running.
WARNING: IF IGN START IS RESELECTED, THE CONTINUOUS

RELIGHT FUNCTION IS INITIATED ON THE
RUNNING ENGINE(S).
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MANUAL START - MODE SELECTOR SET TO NORM

CONTINUOUS RELIGHT
In aircraft configuration:
- the APU is running and APU bleed air is available,
- engine 2 is running.
The continuous ignition is manually selected or automatically controlled
by the EEC according to the following logic.
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CONTINUOUS RELIGHT

CONTINUOUS RELIGHT (continued)
IGN START SELECTION
IF IGNition START is reselected with an engine running, the
corresponding EEC supplies the 2 igniters together, to provide
continuous ignition.
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CONTINUOUS RELIGHT - IGN START SELECTION

NORM SELECTION
When NORM is restored, the continuous relight is cut off.
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CONTINUOUS RELIGHT - NORM SELECTION

MASTER LEVER OFF
When the MASTER lever is set to OFF, the LP and pressure raising
SOVs close and the EEC functions are reset. Engine 2 is shut down.
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CONTINUOUS RELIGHT - MASTER LEVER OFF

ENGINE DRY CRANK
In aircraft configuration:
- the APU is running and APU bleed air is available,
- both engines are shut down.
When CRANK is selected on the ground, the ignition is inhibited. Action
on the ENG MAN START P/B provides opening of the starter valve via
the EEC. During the crank sequence, the starter limitations should be
observed. If the starter operation time is exceeded, a warning message is
displayed on the ECAM, but there is no automatic abort.
The starter limitations when performing a dry crank are:
- a maximum of 3 consecutive cycles; 2 minutes on, 15 seconds off up
2 times and one minute on, then 30 minutes off for cooling,
- or 4 continuous minutes on, then 30 minutes off for cooling.
When the MAN START P/B is released out, the starter valve closes and
the engine shuts down. To complete the crank sequence the MODE
selector is set in the NORM position.
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ENGINE DRY CRANK
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ENGINE DRY CRANK

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ENGINE DRY CRANK (continued)
ENGINE WET CRANK-LEVER ON
To perform a wet crank, allow N2 to increase to 20% RPM before
setting the MASTER lever to ON. When the MASTER lever is set in
the ON position, the LP and pressure raising SOVs open.
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ENGINE DRY CRANK - ENGINE WET CRANK-LEVER ON

ENGINE WET CRANK-CRANK
After wet cranking, the MASTER lever must be set to OFF. The EEC
closes the starter valve and reopens it automatically when the N2 is
below 10% and dry cranking follows to eliminate fuel vapors from
the engine. Continue to dry crank for a minimum of 60 seconds.
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ENGINE DRY CRANK - ENGINE WET CRANK-CRANK

When the MAN START P/B is released out, the starter valve closes
and the engine shuts down. To complete the crank sequence the MODE
selector is set in the NORM position.
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ENGINE DRY CRANK - MODE SELECTOR SET TO NORM
START FAILURES (ME) (3)

START VALVE (NOT OPEN)
If the start valve does not open, an aural warning operates. The MASTER
CAUTion and the ENGine FAULT lights come on. An ECAM message
comes into view. The Full Authority Digital Engine Control (FADEC)
aborts the start sequence.
Another start with a manual operation of the start valve is then done. For
this, tell the ground crew to prepare for a start valve manual operation.
Make sure that if the opposite engine is in operation, the X BLEED P/B
is ON, or if the APU is available, the APU BLEED P/B is ON.
Do an automatic start, set the MODE selector to IGNition.
When the MASTER lever is set to ON, tell the ground crew to open the
start valve.
The start valve is opened.
When N2 is at 43%, tell the ground crew to close the start valve.
The start valve is closed, the engine is now in operation, continue with
the normal procedure.
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T2 (IAE V2500) (Lvl 2&3) START FAILURES (ME) (3) Apr 03, 2013
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START VALVE (NOT CLOSED)
At 43% of N2, the FADEC sends a signal to close the start valve. If the
start valve does not close, an aural warning operates. The MASTER
CAUT and the ENG FAULT lights come on. An ECAM message comes
into view. You must do the START VALVE NOT CLOSED procedure.
For this, you must remove all bleed sources that supply the faulty start
valve. Set the APU BLEED P/B (if engine 1 is in use) to OFF.
Set the X BLEED selector to SHUT.
Set the MASTER lever to OFF, then set the MODE selector to NORM.
Restart is not permitted, and a maintenance procedure is necessary.
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START FAULT (IGNITION AUTOMATIC MODE)
If an ignition fault occurs, an aural warning operates. The MASTER
CAUT and the ENG FAULT lights come on. An ECAM message comes
into view. The FADEC stops the fuel supply and ignition, and
automatically supplies airflow to the engine.
The FADEC then closes the start valve. Then the MASTER lever must
be set to OFF.
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START FAULT (IGNITION MANUAL MODE)
If an IGNITION FAULT occurs, an aural warning operates. The
MASTER CAUT and the ENG FAULT lights come on. An ECAM
message comes into view. In manual start, the FADEC does not abort
the start.
You must do the necessary procedure to stop the engine.
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START FAULT (STALL AUTOMATIC MODE)
If there is a sensed stall or Exhaust Gas Temperature (EGT) overlimit,
the FADEC auto-start control or the flight crew operations are identical.
When a stall or an EGT overlimit is sensed, an aural warning operates,
the MASTER CAUT and the ENG FAULT lights come on. An ECAM
message comes into view. The FADEC stops the fuel and the ignition,
then a dry crank phase is automatically done.
After the auto-cranking, the FADEC aborts the start sequence. Then the
MASTER lever must be set to OFF.
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START FAULT (FAILURE DURING ENG MANUAL START
MODE)
During the start, in case of EGT exceedance, an aural warning is triggered.
The MASTER CAUT and the ENG FAULT lights come on. An ECAM
message comes into view. In manual start, the FADEC does not abort
the start.
The Crew operates the MASTER LEVER switch to OFF to stop the
engine, as per ECAM procedure.
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START FAULT (FAILURE DURING ENG MANUAL START MODE)
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AIR SYSTEM DESCRIPTION/OPERATION (2)

GENERAL
The engine air system makes sure that the compressor airflow and turbine
clearances are controlled. The system also deals with the cooling and
pressurizing airflows.
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T1 (IAE V2500) (Lvl 2&3) AIR SYSTEM DESCRIPTION/OPERATION (2) Feb 01, 2011
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GENERAL

COMPRESSOR AIRFLOW CONTROL
The compressor airflow control is fulfilled by a booster stage bleed valve
system, a Variable Stator Vane (VSV) system and additional bleed valves
at the 7th and 10th stages of the High-Pressure Compressor (HPC). All
these systems are controlled by the Electronic Engine Control (EEC).
The booster stage bleed valve system is used for the booster compressor
airflow discharge into the fan air stream to make sure that the booster
compressor output matches the HPC requirements at low engine speed
and deceleration. The VSV system directs the airflow into the HPC 4
initial stages to prevent blade stall and engine surge. Four bleed valves,
three for the 7th stage and one for the 10th stage of the HPC, complete
the compressor airflow control.
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COMPRESSOR AIRFLOW CONTROL

During an engine deceleration the reverse operation occurs and the
COMPRESSOR AIRFLOW CONTROL (continued) bleed valve opens.
HANDLING BLEED VALVES
Handling bleed valves are installed onto the H.P. compressor to
improve engine starting, and prevent engine surge when the
compressor is operating at off-design conditions.
A total of four bleed valves are used, three on stage 7 and one on stage
10.
The handling bleed valves are 'two position' only - fully open or fully
closed, and are operated pneumatically by their respective solenoid
control valve. The solenoid control valves are scheduled by the EEC.
When the bleed valves are open, H.P. compressor air bleeds into the
fan duct through ports in the inner barrel of the 'C' ducts.
The servo air used to operate the bleed valves is H.P. compressor
delivery air.
The bleed valves are arranged radially around the H.P. compressor
case. Silencers are used on some bleed valves.
All the bleed valves are spring loaded to the open position and as a
result will always be in the correct position (open) for starting.
The bleed valves and the solenoid control valves operate in the same
manner. The bleed valve is a two-position valve and is either fully
open or fully closed. The bleed valve is spring loaded to the open
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position and so all the bleed valves will be in the correct open position
for engine start.
When the engine is started the bleed air will try to close the valve.
The valve is kept in the open position by servo air (P3) supplied from
the solenoid control valve, (solenoid de-energised) as shown below.
The EEC will close the bleed valves at the correct time during
acceleration. The bleed valve is closed by the EEC, which energizes
the solenoid control valve, as shown below.
Energizing the solenoid control valve vents the P3 servo air from the
opening chamber of the bleed valve, and the valve will move to the
closed position.
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COMPRESSOR AIRFLOW CONTROL - HANDLING BLEED VALVES
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COMPRESSOR AIRFLOW CONTROL - HANDLING BLEED VALVES

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COMPRESSOR AIRFLOW CONTROL (continued)
BOOSTER STAGE BLEED VALVE FUNCTION
The Booster Stage Bleed Valve (BSBV) System discharges air from
the Low Pressure compressor at engine station 2.5 into the fan air
duct.
The BSBV gives improved surge margin during engine start and
transient operation. The bleed valve is controlled by the EEC and is
fully modulating, between the fully open and the fully closed positions.
For starting the BSBV is fully open and will be progressively close
during engine acceleration, while during cruise and take off the valve
is fully closed. For deceleration and engine operation in reverse thrust
the valve is fully open. In the event of an engine surge the valve is
opened to recover the airflow through the compressor.
The BSBV is a continuous ring valve that rotates and slides forward
to open and rearwards to close. Ten support arms are driven via a
lever and actuating rod by both BSBV actuators.
The two actuators use the high-pressure fuel from the FMU as a
hydraulic medium.
The two BSBV actuators use pressurized fuel from the Fuel Metering
Unit (FMU) as a hydraulic medium. The actuators are located on the
rear of the intermediate casing on both sides of the High Pressure
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Compressor.
Only the left actuator interfaces with the EEC through a torque motor
and is identified as the Master Actuator. The actuator on the right
hand side is identified as the Slave Actuator. The two actuators are
hydraulically linked to carry out a simultaneous operation.
The Master Actuator includes a LVDT, which transmits the actuator
position and therefore the BSBV position to the EEC.
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COMPRESSOR AIRFLOW CONTROL - BOOSTER STAGE BLEED VALVE FUNCTION
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COMPRESSOR AIRFLOW CONTROL - BOOSTER STAGE BLEED VALVE FUNCTION

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COMPRESSOR AIRFLOW CONTROL (continued)
VSV SYSTEM
Variable Stator Vanes control the entry of air into the H.P. compressor.
The variable vanes control the angle at which the air enters the first
three stages of the H.P. compressor.
The angle varies with the H.P. compressor speed (N2); this reduces
the risk of blade stall and compressor surge.
The four stages of variable vanes comprises Inlet Guide Vanes (IGVs)
in front of stage 3 and the Variable Stator Vanes (VSVs) behind the
stages 3, 4, and 5.
Mechanical Arrangement
Each vane has pivots at its inner and outer ends, which allow the vane
to rotate about its longitudinal axis.
The outer end of each vane is shaped into a shaft, which goes through
the compressor case and is attached by a short lever to a 'unison ring',
(one unison ring for each stage).
Short rods to a crankshaft connect the five unison rings. A short rod
to an actuator that uses H.P. fuel as a hydraulic operating medium
connects the crankshaft.
Signals from the EEC direct the H.P. fuel to extend/retract the actuator.
The actuator movement causes the crankshaft to rotate, and, through
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the unison rings, moves the variable stator vanes.

The actuator has an LVDT, which sends actuator positional
information back to the EEC.
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COMPRESSOR AIRFLOW CONTROL - VSV SYSTEM

TURBINE CLEARANCE CONTROL AND TURBINE
COOLING
The EEC controls the actuation of an Active Clearance Control (ACC)
valve for the High Pressure (HP) and LP turbine active clearance control.
The ACC system fulfills the blade tip clearances of the turbines for better
performance. The EEC controls a dual ACC valve, which discharges fan
air through manifolds to cool the surfaces of the HP and LP turbine cases
during climb and cruise power operations. The continuous flow adapter
supplies supplemental air, from the HPC 10th stage, to cool the stage 2
blades and HP 1 turbine disc bore.
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TURBINE CLEARANCE CONTROL AND TURBINE COOLING

TURBINE CLEARANCE CONTROL AND TURBINE
COOLING (continued)
HP/LPTACC SYSTEM
The EEC controls the opening and closing of the ACC system by
monitoring input signals of:
. Corrected N2
. Altitude
The EEC commands an input signal to the torque motor. The torque
motor positions the jet pipe servo valve.
The torque motor can deflect the jet pipe servo valve to bias the
direction of flow of the servo fuel pressure.
The jet pipe servo valve controls the direction of flow of servo fuel
pressure to effectively move the pilot valve.
The pilot valve moves and gets servo fuel pressure to either side of
the piston. Servo fuel pressure will act on one side of the piston at
any one time when a movement is required.
The movement of the piston moves a push pull rod that in turn operates
the modulating air control valve.
When stabilisation of the piston is required the EEC will cancel the
input signal to the torque motor.
This allows the jet pipe to return to the central position and as a result
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of this the pilot valve will move into the balanced position.
Servo fuel pressure is now present on both sides of the pilot valve.
The spring will bias the pilot valve position by forcing it to one side.
The dual track LVDTs will send feedback signals to the EEC of the
ACC system operation.
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TURBINE CLEARANCE CONTROL AND TURBINE COOLING - HP/LPTACC SYSTEM

N°4 BEARING COMPARTMENT COOLING
The number 4 bearing compartment is cooled by 12th stage air of the

HPC. An external line carries this air through an air-cooled air cooler
before entering into the Nº4 bearing compartment. The air-cooled air
cooler cools the 12th stage air of the HPC with fan air before going into
the Nº4 bearing compartment. The fan air is then discharged overboard.
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N°4 BEARING COMPARTMENT COOLING

FAN AND CORE VENTILATION ZONES
The fan case and engine core compartments, which make the nacelle, are
ventilated to supply airflow around the engine during its operation.
Zone 1: the fan case and accessories are cooled by air taken in by a scoop
on the upper side of the air intake cowl. The air is then vented overboard
through two ventilation grilles at the bottom of each fan cowl door.
Zone 2: core compartment ventilation is supplied by fan air through holes
in the inner wall of the thrust reverser "C" ducts. The air circulates into
the core compartment and flows through the lower bifurcation of the
thrust reverser "C" ducts, then exits through the thrust recovery nozzle.
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FAN AND CORE VENTILATION ZONES

NACELLE TEMPERATURE
The nacelle temperature is monitored by a temperature probe installed
in the ventilated core compartment. The nacelle temperature sensor gives
indication to the ECAM lower display.
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NACELLE TEMPERATURE
ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION
Some basic information about engine thrust management is shown in this
module.
PREDICTED EPR
The predicted Engine Pressure Ratio (EPR) is indicated by a cyan
circle on the EPR indicator and corresponds to the value determined
by the Throttle Resolver Angle (TRA).
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T2 (IAE V2500) (Lvl 2&3) ENGINE THRUST MANAGEMENT (3) Apr 03, 2013
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BASIC INFORMATION - PREDICTED EPR

BASIC INFORMATION (continued)
THRUST LIMIT MODES
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

EPR LIMIT
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

EPR TARGET
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

EPR COMMAND
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 TRA. EPR
command is either:
- EPR target,
- EPR corresponding to TRA.
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BASIC INFORMATION - EPR COMMAND

ACTUAL EPR
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

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.
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

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 TRA.
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

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

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.
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 cyan circle, replaces the predicted
EPR and an amber index appears to indicate the take-off N1 limit.
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BACK-UP N1 MODE - RATED N1 MODE

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 TRA.
NOTE: in unrated N1 mode, there is no longer an engine protection

against over boost, e.g. Go-Around.
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BACK-UP N1 MODE - UNRATED N1 MODE
THROTTLE CONTROL SYSTEM D/O (3)

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
o a throttle control lever which incorporates stop devices, autothrust
instinctive disconnect pushbutton switch
o a graduated fixed sector
o 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:
o -20 degrees TLA corresponds to Reverser Full Throttle stop
o +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.
In the forward thrust area, there are two detent points, the MAX CLIMB
detent point set to 25 deg.TLA and the MAX CONTINUOUS/FLEX
TAKE-OFF detent point set to 35 deg.TLA.
In the reverse thrust throttle range, there is one detent point at - 6
deg.TLA. This position agrees with the selection of the thrust reverser
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command and the Reverse Idle setting.

In the middle throttle range (0deg. To 35 deg.TLA), the autothrust
function can be active if engaged. This range agrees with the selection
of MAX CLIMB or MAX CONTINUOUS thrust limit mode (in single
operation). If the autothrust is not engaged, the engine control is manual.
In the forward range (35 deg. To 45 deg.TLA), the autothrust function
cannot be activated (except in alpha floor condition).This range agrees
with the selection of FLEX TAKE-OFF/MAX TAKE-OFF Mode.
T2 (IAE V2500) (Lvl 2&3) THROTTLE CONTROL SYSTEM D/O (3) Apr 03, 2013
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THROTTLE CONTROL LEVER

THROTTLE CONTROL UNIT
A mechanical rod transmits the throttle control lever movement. It
connects the throttle artificial feel unit to the input lever of the throttle
control unit. The throttle control unit comprises:
-An input lever
-Mechanical stops, which limit the angular range
-2 resolvers (one resolver per FADEC (ECU/EEC)
-6 potentiometers installed three by three
-A device, which drives the resolver and 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 = 1.9 TRA. The accuracy of the
throttle control unit (error between the input lever position and the resolver
angle) is 0.5 deg.TRA. The maximum discrepancy between the signals
generated by two resolvers is 0.25 deg.TRA.
The TLA resolver operates in two quadrants. The first quadrant is used
for positive angles and the second quadrant for negative angles. Each
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resolver is dedicated to one FADEC channel (ECU / EEC) and receives

its electrical excitation current (6 VAC) from the related FADEC channel
(ECU / EEC)
The ECU considers a throttle resolver angle value:
o less than -47.5 deg.TRA
or
o greater than 98.8 deg.TRA as resolver position signal failure.
The ECU includes a resolver fault accommodation logic. This logic allows
engine operation after a failure or a complete loss of the throttle resolver
position signal.
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THROTTLE CONTROL UNIT

BUMP FUNCTION (IAE ENGINES ONLY)
If an airline requests the bump function, this function is selected in the
aircraft by a pushbutton switch (one on each throttle control lever). With
this switch, a signal can be sent to the two FADEC units at the same time
through the Engine Interface Unit (EIU).
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BUMP FUNCTION (IAE ENGINES ONLY)
ENGINE MONITORING D/O (3)

(AIDS). CFDS interface: maintenance fault messages and vibration
GENERAL data analysis. AIDS interface: performance data reports.
This system provides the vibration monitoring for both engines.
NOTE: There is no interface with the Electronic Engine Control
DUAL ACCELEROMETER (EEC).
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: In case of sensor failure, the transfer to the second sensor

is carried out on the ground through the MCDU.
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
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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).
INTERFACES
The EVMU interfaces with the ECAM, with the Centralized Fault
Display System (CFDS) and the Aircraft Integrated Data System
T2 (IAE V2500) (Lvl 2&3) ENGINE MONITORING D/O (3) Apr 03, 2013
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GENERAL - DUAL ACCELEROMETER ... INTERFACES

PRIMARY PARAMETERS
The engine primary monitoring parameters displayed on the ECAM EWD
are:
- Engine Pressure Ratio (EPR)
- Exhaust Gas Temperature (EGT)
- Low Pressure (LP) rotor speed indication (N1)
- Fuel Flow (FF) indication
- High Pressure (HP) rotor speed indication (N2)
- thrust limit mode
- EPR thrust limit
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PRIMARY PARAMETERS

PRIMARY PARAMETERS (continued)
ROTATIONAL SPEED PARAMETERS DESCRIPTION
The fan speed (N1) indicating system has 4 sensors:
o two sensors send N1 rotational speed signal to EEC channel A and
B,
o one sensor is a spare for either EEC channel,
o one sensor sends N1 analog signals (trim balance sensor) to the
Engine Vibration Monitoring Unit.
The N1 speed sensors and the trim balance sensor are installed on the
front brackets attached to the No. 2 bearing support in the front bearing
compartment.
The N1 rotational speed indication is shown on the ECAM EWD by
a needle and a N1 digital indication display.
The N2 indicating system sends signals proportional to the High
Pressure (HP) shaft rotational speed to the EEC for use in engine
control computation, to the ECAM for visual display in the cockpit
and to the Engine Vibration Monitoring Unit for use in processing
engine vibration data. The N2 speed signal is sensed by the dedicated
alternator, installed at the front face of the accessory gearbox.
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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

LPT SECTION PARAMETERS DESCRIPTION
The engine EGT is sensed and averaged by 4 thermocouple probe
assemblies are located at station 4.95 (LP turbine exhaust case strut)
at 9.5, 7.5, 4.5 and 2 o'clock viewed from the rear. The actual engine
EGT is displayed on the ECAM EWD with a needle and an EGT
digital indication.
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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION

FUEL FLOW PARAMETER DESCRIPTION
The fuel flow transmitter is installed in the fuel line between the fuel
metering unit and the fuel distribution valve. It is mounted on the
lower left-hand side of the fan case, rearward of the LP/HP fuel pump.
The FF is shown on the ECAM EWD by a FF digital indication.
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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION

SECONDARY PARAMETERS
The engine secondary monitoring parameters are displayed on the ECAM
lower SD when it is selected manually or automatically.
The engine secondary parameters that appear permanently on the ECAM
ENGINE page are:
- fuel used indication,
- oil quantity indication,
- oil pressure indication,
- oil temperature indication,
- vibration indication
The engine secondary parameters not permanently displayed on the SD
are:
- oil filter clog indication,
- fuel filter clog indication,
- nacelle temperature indication,
- ignition indication,
- start valve position indication,
- engine bleed pressure.
Fuel used, oil quantity and vibration indications are also displayed on
the ECAM CRUISE page.
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SECONDARY PARAMETERS (continued)
OIL PARAMETERS DESCRIPTION
The oil quantity XMTR is located in the oil tank. It is displayed on
the ECAM SD
The oil pressure XMTR is bolted to a bracket on the top left side of
the engine fan case. It is displayed on ECAM the SD.
The scavenge oil temperature thermocouple is located in the combined
scavenge line between the master magnetic chip detector and the
scavenge filter for indication in the cockpit.
The oil temperature is sensed by a dual resistor unit. The unit has a
sealed, wire-wound resistance element. This element causes a linear
change in the DC resistance when exposed to a temperature change.
Temperature measurement range: -60°C to 250°C.
The scavenge filter differential pressure switch is installed on a bracket
at the top left side of the engine fan case. The switch is connected to
ports on the filter housing.
The differential pressure switch is set to operate when the differential
pressure increases and gets to 12 psi plus or minus 2 psi
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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION
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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

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VIBRATION PARAMETERS DESCRIPTION
The system monitors engine vibration for engine 1 and engine 2. On
each engine fan case, a vibration transducer does monitoring. This
produces an electrical signal in proportion to the vibration detected
and sends it to the cockpit. Two channels come from each engine.
Each vibration transducer is installed in the fan case at the top left
side of the engine. It is attached with bolts and is installed on a
mounting plate.
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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

FUEL PARAMETERS DESCRIPTION
The fuel used value computed by the Full Authority Digital Engine
Control (FADEC) is displayed in green on the ECAM SD.
A CLOG message appears in amber with an ECAM message only
when the differential pressure across the fuel filter is too high.
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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

NACELLE TEMPERATURE INDICATION
A temperature probe installed in the nacelle core zone ventilation air
exit monitors the nacelle temperature.
The nacelle temperature sensor can give the indication to the ECAM
SD.
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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION

OPTIONAL PARAMETERS
These additional engine sensors are optional and dedicated to the engine
condition monitoring through the AIDS. These engine parameters (P12.5,
P2.5, T2.5) are available on the EEC data bus output if installed on the
engine:
- P12.5 sensor supplies air pressure from the fan exit,
- P2.5 sensor supplies air pressure from the LP compressor exit,
- T2.5 sensor supplies air pressure from the LP compressor exit.
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OPTIONAL PARAMETERS

INLET AIR STREAM PARAMETERS DESCRIPTION
The P2/T2 sensor is located near the 12 o'clock position of the inlet cowl.
It measures total pressure and temperature in the inlet air stream of the
engine forward of the engine front flange.
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INLET AIR STREAM PARAMETERS DESCRIPTION

HP COMPRESSOR EXIT PARAMETERS DESCRITPION
The P3/T3 sensor monitors the pressure and temperature at the exit of
the HP compressor. The combined sensor houses two thermocouples and
one pressure inlet port. Each thermocouple sends an independent electrical
signal, proportional to the temperature, to one channel of the Electronic
Engine Control (EEC).
The function of the P3/T3 sensor is to give performance data to the EEC
for starting and during transient and steady state operation of the engine.
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HP COMPRESSOR EXIT PARAMETERS DESCRITPION

TURBINE EXHAUST CASE PARAMETERS DESCRITPION
Pressure sensing instrumentation is included in the leading edge of specific
turbine exhaust case struts. Struts 4, 7 and 10 contain the pressure sensing
ports. The pressure value is then ducted into a manifold, which supplies
an overall turbine exhaust pressure average (P4.9). A tube from this
manifold is connected to the Electronic Engine Control (EEC).
A pressure transducer installed within the EEC converts the average
pressure at station 4.9 into a useable electronic signal (proportional to
the pressure) that can be processed and used by the EEC as required to
control the engine, perform fault detection.
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THRUST REVERSER SYSTEM PRESENTATION (2)

REVERSER DESIGN
The thrust reverser system is of the aerodynamic blockage type. It consists
of two translating sleeves, blocker doors and cascade vanes to redirect
fan discharge airflow. The thrust reverser system is designed for use on
the ground only to reduce aircraft landing roll.
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T1 (IAE V2500) (Lvl 2&3) THRUST REVERSER SYSTEM PRESENTATION (2) Feb 01, 2011
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REVERSER DESIGN

HYDRAULIC SUPPLY
The thrust reverser system is hydraulically actuated utilizing the aircraft
hydraulic pressure from the corresponding engine. The thrust reverser
system is isolated from the hydraulic supply by a Shut-Off Valve (SOV).
ACTUATION
Each translating sleeve is operated by two hydraulic actuators. The
actuators receive fluid from the Hydraulic Control Unit (HCU), which
is controlled by the Electronic Engine Control (EEC). When the deploy
sequence is commanded the pressure in the lower actuators releases the
locks as the four actuator pistons move rearward to deploy the reverser.
The actuators are linked together by a synchronizing system.
REVERSER CONTROL
Basically the thrust reverser system is controlled through the EEC from
the two reverser latching levers located on the throttle control levers. The
HCU has an isolation valve and a directional valve to select deploy or
stow mode. The directional valve is operated to deploy only. For third
defense line purposes, the Spoiler Elevator Computers (SECs) have
previously opened the SOV and the hydraulic pressure is supplied to the
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HCU. Then, the Engine Interface Unit (EIU) permits reverser deployment
by energizing of the inhibition relay, so the directional valve can be
opened by the EEC. To command the thrust reverser, the EEC needs an
"aircraft on ground" signal supplied by the Landing Gear Control and
Interface Units (LGCIUs).
REVERSER INDICATING
The actual state of the thrust reverser is shown on the upper ECAM, REV
indication appears in the middle of the Engine Pressure Ratio (EPR) dial.
The signals come from the lock sensor and the Linear Variable
Differential Transducer (LVDT).
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HYDRAULIC SUPPLY ... REVERSER INDICATING

To help trouble shooting, a reverser test can be performed through the
MCDU. For maintenance purposes or to increase aircraft dispatch, the
HCU is fitted with a manual deactivation lever to inhibit the thrust reverser
system. In case of an inoperative thrust reverser, lockout pins stowed on
the translating sleeves have to be installed to complete the deactivation
procedure.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE

INHIBITED USING THE HCU DEACTIVATION LEVER
BEFORE WORKING ON THE SYSTEM OR ON THE
ENGINE. THE SYSTEM MUST BE DEACTIVATED IN
ORDER TO PREVENT THE THRUST REVERSER FROM
OPERATING ACCIDENTALLY AND CAUSE SERIOUS
INJURIES TO PERSONNEL AND/OR DAMAGE TO THE
REVERSER.
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THRUST REVERSER MANAGEMENT (3)

GENERAL
The thrust reverser system is controlled independently for each engine
by the associated Full Authority Digital Engine Control (FADEC) system.
THRUST REVERSER ACTUATION

The hydraulic power required for the actuators is supplied by the normal
aircraft hydraulic system:
- green system for engine 1,
- yellow system for engine 2.
A Shut-Off Valve (SOV) located upstream of the Hydraulic Control Unit
(HCU) make up an independent locking system. Each channel of the
Electronic Engine Control (EEC) controls and monitors solenoid valves
included in the HCU, which provides the deployment and stowage of
two translating sleeves.
Internal locks in the lower actuators are hydraulically operated. The
operation of the actuators is synchronized by flexible drive shafts inside
the deploy hydraulic lines, i.e. the synchronizing system.
The HCU includes an isolation valve, a pressure switch and a directional
valve, which is controlled through the inhibition relay.
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T1 (IAE V2500) (Lvl 2&3) THRUST REVERSER MANAGEMENT (3) Feb 01, 2011
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GENERAL & THRUST REVERSER ACTUATION

THRUST REVERSER CONTROL
When the reverse thrust is selected in the cockpit, the following sequence
occurs:
- when the potentiometers detect a Throttle Lever Angle (TLA) lower
than -3°, the SOV opens if the altitude is less than 10 ft and if high
forward thrust, i.e. TLA < 30°, is not selected on the opposite engine.
Then the HCU is supplied hydraulically. The SOV is controlled energized
open by the Spoiler Elevator Computers (SECs) through the static and
power relays.
When the aircraft on ground signals from LGCIU and TLA reverse signal
from TCU are sent to EIU, the EIU energize the inhibition relay.
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THRUST REVERSER INDICATION
- when the aircraft is on ground with the engine running, i.e. in N2
condition, and the resolvers detect a TLA lower than -4.3°, the EEC
controls the thrust reverser operation through the HCU. The lock sensors
and the Linear Variable Differential Transducers (LVDTs) are used to
monitor the thrust reverser position and for EEC control.
The thrust reverser operating sequences are displayed in the cockpit on
the EWD. An amber REVerse indication appears when the translating
sleeves are in transit and then becomes green when the sleeves are
deployed.
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THRUST REVERSER INDICATION

CFDS INTERFACE
The Centralized Fault Display System (CFDS) interfaces with the EIU
to provide thrust reverser fault diagnostics. For maintenance purposes, a
thrust reverser test can be performed through the MCDU menus. In this
case the Centralized Fault Display Unit (CFDIU) simulates an engine
running, i.e. the N2 condition, to permit the thrust reverser deployment.
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CFDS INTERFACE
THRUST REVERSER SYSTEM D/O (3)

INITIAL CONDITIONS
Hydraulic pressure is available upstream of the Shut-Off Valve (SOV)
to isolate the Hydraulic Control Unit (HCU). Inside the HCU, the isolation
valve is in the closed position.The directional control valve is in the stow
position. The control solenoids are de-energized. The thrust reverser is
maintained in the FWD thrust position by mechanical locks, which are
an integral part of the lower actuators. The actuators are not yet
pressurized.
Hydraulic supply:
- green system for engine 1,
- yellow system for engine 2.
The EEC will de-energize the isolation valve 5 seconds after the
translating sleeves reach the fully stowed position to ensure full lock
engagement. Then the SOV is independently closed following the third
defense line logic.
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T1 (IAE V2500) (Lvl 2&3) THRUST REVERSER SYSTEM D/O (3) Feb 01, 2011
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INITIAL CONDITIONS

DEPLOY SEQUENCE
The selection of reverse thrust will provide signals to open the SOV
independently following the third defense line logic and through the
Electronic Engine Control (EEC), to energize the isolation valve so that
it moves to the open position.
The pressure switch provides signals to the EEC to indicate that the
hydraulic pressure downstream of the isolation valve is sufficient.
The EEC then energizes the directional valve through the inhibition relay
so that it moves to the deploy position
Hydraulic pressure is then applied on both sides of the actuators but, due
to differential piston areas, the actuators will extend to move the
translating sleeves to the deploy position. Tine locks within the lower
actuators are hydraulically released before translating sleeve movement
occurs.
NOTE: The signal from the EEC to the directional control valve is
routed via an inhibition relay which is closed by the Engine
Interface Unit (EIU).
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DEPLOY SEQUENCE
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DEPLOY SEQUENCE

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STOW SEQUENCE
Selection of FWD thrust will de-energize the directional control valve,
through the EEC, to allow the valve to move to the stow position. The
isolation valve remains energized providing hydraulic pressure to the
stow side of the actuators.
The extend side of the actuators is opened via the directional control
valve to the hydraulic return.
The EEC sends a electrical signal to the isolation valve solenoid to
de-energized it, so the isolation valve moves to the left.
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STOW SEQUENCE
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STOW SEQUENCE
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STOW SEQUENCE
THRUST REVERSER DEACTIVATION & LOCKOUT (2)

Make sure that the lockout pin and the plug are cleaned and that anti seize
THRUST REVERSER DEACTIVATION AND LOCKOUT material is applied to the threads of both components before you continue
with the deactivation procedure.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE Install the lockout pin in the lockout assembly of the translating sleeve.
DEACTIVATED USING THE HYDRAULIC CONTROL Install the plug in the lockout pin stowage bracket assembly of the
UNIT (HCU) LEVER, BEFORE WORKING ON THE translating sleeve
SYSTEM OR ON THE ENGINE. IF NOT THE THRUST
REVERSER CAN ACCIDENTALLY OPERATE AND NOTE: Note: For easy identification of a deactivated thrust reverser,
CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR the red colored lockout pin will stand out of the structure of the
DAMAGE TO THE REVERSER. translating sleeve when installed in the lockout assembly.
This procedure is carried out when a fault occurs on a thrust reverser Do an operational test of the thrust reverser system with the CFDS in
which can not be repaired for the next flight. Deactivation and lockout accordance to the AMM.
are therefore provided to secure the translating sleeves in stowed position Energize the related EEC with the FADEC Ground Power Pushbutton
when the aircraft has to be dispatched with an inoperative thrust reverser. Switch on panel 50VU.
Before working on the engine safety precautions have to be taken in the Get access to the CFDS System Report Test, select next page and select
cockpit. the line key next to engine.
On Panel 115 VU put a warning notice to tell people not to start the Select the line key related to the FADEC 1A or 1B menu and activate
engines. the interactive test by selecting the line key next to System Test and
On the Overhead Panel, panel 50 VU, make sure that the on legend from Reverser Test.
the FADEC Ground Power switch is off and install a warning notice. Obey the cautions and warnings in the AMM and on the MCDU before
Open the fan cowl doors and put the access platform into position. you start the Reverser Test to prevent any injury to personnel or damage
Deactivate the Thrust Reverser HCU by removing the quick release pin to equipment.
from the stowage position on the HCU. Move the inhibition lever to the During the test make sure that the green or amber REV indication does
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OFF position and insert the quick release pin. not appear in the EPR indication on the engine and warning display.
Make sure that the translating sleeves are in the fully retracted position. Make sure that none of the following messages appeared on the test report
If not move them manually to the retracted position in accordance to the after the test :
AMM procedure. The following deactivation procedure needs to be done REV LVDT CHA/HC/EEC 1(2)
on both translating sleeves of the related engine. REV LVDT CHB/HC/EEC 1(2)
Remove the plug from the lockout assembly on the outside of the REV POS OR LVDT FAULT 1(2)
translating sleeve. Exit the reverser test menu on the MCDU in accordance to the AMM
Remove the lockout pin from the stowage position on the outside of the procedure and bring the aircraft back to its initial configuration. Check
translating sleeve. that the ECAM warning ENG 1(or 2) Reverse Unlocked is not displayed.
T1 (IAE V2500) (Lvl 2&3) THRUST REVERSER DEACTIVATION & LOCKOUT (2) Feb 01, 2011
Make sure that the working area is clean and clear of tools. Remove the
access platform and close the fan cowl doors.
Remove the warning notices in the cockpit.
In the cockpit install a warning notice to show that the thrust reverser is
inoperative. Make an entry in the logbook.
This completes the Thrust Reverser deactivation procedure for flight
operation.
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THRUST REVERSER DEACTIVATION AND LOCKOUT
MANUAL OPERATION OF THRUST REVERSER SLEEVES (3)

PRECAUTIONS
CAUTION: Do not extend and stow the translating sleeves with the thrust
reverser "C" ducts open. Damage to the translating sleeves,
synchronizing system and the hinge access panels could
occur. Do not use power tools in the manual drive sockets.
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T1 (IAE V2500) (Lvl 2&3) MANUAL OPERATION OF THRUST REVERSER SLEEVES (3) Feb 01, 2011
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PRECAUTIONS
MANUAL OPERATION OF THRUST REVERSER SLEEVES (3)

Make sure that the A/C is in the same configuration as for the
MANUAL DEPLOYMENT AND STOWAGE PROCEDURE manual deploying task.
WARNING: THE THRUST REVERSER SYSTEM SHOULD BE

DEACTIVATED USING THE HYDRAULIC CONTROL
UNIT (HCU) LEVER, BEFORE WORKING ON THE
SYSTEM OR ON THE ENGINE. IF NOT THE THRUST
REVERSER CAN ACCIDENTLY OPERATE AND
CAUSE SERIOUS INJURIES TO PERSONNEL AND/OR
DAMAGE TO THE REVERSER.
Before the manual deployment of the translating sleeves some precautions
have to be taken in the cockpit. On the ENGine START panel, check that
the MASTER lever is at OFF position and install a warning notice. On
the maintenance panel, make sure that the ENGine FADEC GrouND
PoWeR SWitch is OFF and install a warning notice. Gain access to the
HCU, move the lever to the OFF position to deactivate the thrust reverser
system and install the safety pin. Gain access to the manually by-passable
non-return valve by removing the corresponding pylon access panel.
Now, move the non-return valve lever to the bypass position. After that,
on the lower actuator move the lock lever to the unlocked position, this
releases the actuator and permits manual deployment. Before operating,
check that the flexible shaft is correctly engaged inside the manual drive,
then insert a speed wrench into the manual drive shaft and deploy the
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translating sleeves. When looking FWD, you can see the blocker doors
moving. With the translating sleeves deployed the cascades are accessible.
To stow the translating sleeves, reverse the procedure. When the
translating sleeves reach the fully stowed position the lock lever on the
lower actuator automatically engages. Then return the manually
by-passable non-return valve lever to the normal position and reactivate
the thrust reverser system through the HCU lever. Finally, in the cockpit
remove the warning notices.
NOTE: Both translating sleeves move together due to the synchronizing

system.
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MANUAL DEPLOYMENT AND STOWAGE PROCEDURE
OIL SYSTEM D/O (3)

GENERAL
The engine oil system includes 3 circuits:
- a supply circuit,
- a scavenge circuit,
- a vent circuit.
The oil system lubricates and cools the bearings in the 3 bearing
compartments. It also lubricates bearings and gears in the Angle Gearbox
(AGB) and Main Gearbox (MGB). Oil cooling is controlled by a dedicated
heat management system, which makes sure that engine oil, Integrated
Drive Generator (IDG) oil and fuel temperatures are maintained within
limits. The oil system is a dry sump full flow type system. The single
pressure pump is independent of the 6 scavenge pumps (standard gear
type). The 6 scavenge pumps are mounted on the MGB. The major
components of the oil system are: oil tank, pressure and scavenge pumps,
Fuel Cooled Oil Cooler (FCOC) and Air Cooled Oil Cooler (ACOC).
Other components are a pressure filter included in the pressure pump, a
scavenge filter, a de-oiler, a scavenge valve, chip detectors and sensors.
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T1 (IAE V2500) (Lvl 2&3) OIL SYSTEM D/O (3) Feb 01, 2011
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GENERAL
T1 (IAE V2500) (Lvl 2&3) OIL SYSTEM D/O (3) Feb 01, 2011
T2 (IAE V2500) (Lvl 2&3) ENGINE SYSTEM OPERATION, CONTROL & INDICATING (IAE Apr 03, 2013
70 - POWER PLANT IAE V2500 V2500) (3) Page 208
AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE UGB13131
APRIL 2013
PRINTED IN FRANCE
AIRBUS S.A.S. 2013
ALL RIGHTS RESERVED
AN EADS COMPANY

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TECHNICAL TRAINING MANUAL

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AIRBUS Environmental Recommendation

70 POWER PLANT IAE V2500 PRESENTATION (1)

70 POWER PLANT IAE V2500 PRESENTATION (1)

70 POWER PLANT IAE V2500 PRESENTATION (1)

70 POWER PLANT IAE V2500 PRESENTATION (1)

MODULAR CONCEPT - LP ROTOR

70 POWER PLANT IAE V2500 PRESENTATION (1)

MODULAR CONCEPT - HP ROTOR AND COMBUSTION CHAMBER

70 POWER PLANT IAE V2500 PRESENTATION (1)

MODULAR CONCEPT - ACCESSORY GEARBOX

POWERPLANT SYSTEM COMPONENT LOCATION (2)

SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

SYSTEM OVERVIEW - THRUST REVERSER SYSTEM

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - FADEC

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - STARTING

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - FUEL

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - AIR

COMPONENT LOCATION - AIR

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POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - OIL

POWERPLANT SYSTEM COMPONENT LOCATION (2)

COMPONENT LOCATION - THRUST REVERSER

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

FUEL FEED - FUEL COOLED OIL COOLER

ENGINE FUEL SYSTEM D/O (3)

ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - GENERAL

ENGINE FUEL SYSTEM D/O (3)

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ENGINE FUEL SYSTEM D/O (3)

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ENGINE FUEL SYSTEM D/O (3)

ENGINE PRESSURE RAISING AND SHUT-OFF VALVE CONTROL - MONITORING

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

METERED FUEL - FUEL DISTRIBUTION VALVE

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

ENGINE FUEL SYSTEM D/O (3)

ENGINE SHUT DOWN

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FADEC PRESENTATION (2)

- automatic and manual engine starting,

PURPOSE ... POWER SUPPLY

FADEC ARCHITECTURE (2)

Throttle Resolver Angle (TRA) and transmitted directly to the EEC. 1°

DUAL CHANNEL ... MAIN INTERFACES