70 - Power Plant System Component Location (LEAP)

SYSTEM OVERVIEW
The LEAP-1A engine is a dual-rotor, variable stator, high-bypass-ratio turbo-fan power plant. The LEAP-1A
can power the A319, A320 and A321 aircrafts of the Single Aisle family with in the adapted thrust ratings.
The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the revers-
er assemblies. The pylon connects the engine to the wing structure. The engine is attached to the pylon by
forward and aft mounts.
The power plant installation includes the engine, the engine inlet, the exhaust, the fan cowls and the revers-
er assemblies. The pylon connects the engine to the wing structure. The engine is attached to the pylon by
forward and aft mounts.

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION

The engine system components are at the following locations.

Both Electronic Engine Controls (EECs) A &B are installed on the RH side of the fan case.
The Full Authority Digital Engine Control (FADEC) - Permanent Magnet Alternator (PMA) is on the LH
side of the fan compartment, on the rear face of the gearbox.
The Pressure Sub-System (PSS) box is installed on the RH side of the fan case below the EEC B.
The rating plug on the PSS box changes the available thrust.
The two EEC cooling blowers are installed on the RH side of the fan case above the EEC A.

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 70 - Power Plant System Component Location (LEAP)

70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - FADEC

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - IGNITION & STARTING

The two ignition exciters are at 6 o’clock position, on the HP compressor case.
The two igniter plugs are installed on the combustor case at 5 and 7 o’clock position.
The Air Turbine Starter (ATS) is located on the LH side of the fan compartment, on the front face of the
gearbox.
The Starter Air Valve (SAV) is fitted on the ATS.

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 70 - Power Plant System Component Location (LEAP)

70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - IGNITION & STARTING

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - FUEL

The majority of the fuel system components are installed on the LH side of the fan case.
The Main Fuel Pump (MFP) is installed on the LH side of the fan compartment, on the rear face of the gear-
box.
The Fuel Metering Unit (FMU), Main Heat Exchanger (MHX), IDG Fuel Oil Heat Exchanger (IDGFOHX),
Servo Fuel Heater (SFH), Fuel Return Valve (FRV) and Fuel Filter (FF) are located above the accessory gear-
box on the LH side of the fan case.
The Split Control Unit/Servo Valve Assembly (SCU/SVA) is installed on the LH side of the HP compressor
case at 7 o’clock position.
The fuel nozzles are fitted around the combustion chamber.

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 70 - Power Plant System Component Location (LEAP)

70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - FUEL

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - AIR

The air system comprises several sub-systems:

- to manage the compressor airflow (Variable Bleed Valves (VBV), Variable Stator Vanes (VSV), Start Bleed/
Booster Anti Ice (SB/BAI), Transient Bleed Valve (TBV)) and
- to cool some turbine parts (LP Turbine Active Clearance Control (TACC), HPTACC, Modulated Turbine
Cooling (MTC)).
All the major components are installed at the booster discharge and around the engine core.

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - AIR

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - OIL

The oil tank is installed on the RH side of the fan case at 4 o’clock position.
The Lubrication Unit (LU) is installed on the LH side of the fan compartment, on the rear face of the gear-
box.
The Oil Filter is fitted inside the LU.
The Surface Air Cooling Oil Coolers (SACOCs) are installed on the inner surface of the Fan Frame after the
fan discharge vanes.

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - OIL

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - THRUST REVERSER

The Isolation Control Unit (ICU) is attached to pylon floor, in fan compartment.
The Directional Control Unit (DCU) is installed on the upper part of the LH fan case.
The Synchronized Locking Feedback Actuators (SLFAs) are installed at 11 and 1 o'clock position of the
Thrust Reverser (TR) forward frame.
The Synchronized Non-Locking Actuator (SNLA) is installed at the bottom of the LH TR forward frame
The Synchronized Manual Locking Actuator (SMLA) is installed at the bottom of the RH TR forward frame.
The Electrical Tertiary Lock (ETL) is attached to LH TR beam at 6 o'clock position.
The Manual Drive Units (MDUs) are fitted on the lower actuators.

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 70 - Power Plant System Component Location (LEAP)

COMPONENT LOCATION - THRUST REVERSER

13
 1 - Power Plant Drain Presentation PYLON & ENGINE DRAINS

PYLON & ENGINE DRAINS7

The drains from the engine and pylon exit the nacelle through two drain masts and two drain tubes: The fan
zone drain mast, the core zone drain mast and the rear drain tubes.
The drain system provides a controlled leak path exit to the 6 o’clock position of the nacelle for hydraulic, oil
and fuel systems.
Drain lines are designed to drain all excess system fluids accumulated in both pylon, the fan and core zones.
The drain system is designed such that each drain line outlet is dedicated to only one drain, with the ex-
ception of the core equipment drain lines where combined drains are used. The drain masts are removable
without disconnection of the drain lines.
The C-sump & Turbine Rear Frame (TRF) drain tubes, on the rear of the core, are respectively used for oil
and water/fuel drainage.

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 1 - Power Plant Drain Presentation PYLON & ENGINE DRAINS

FAN ZONE DRAIN MAST

At the 6 o’clock position the aerodynamic forward drain mast internally connects 5 drain tubes and pro-
trudes below the nacelle surface. The FWD drain mast has 5 exit holes on the sides and bottom surface
which are identified to enable trouble shooting of the leaking components.

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 1 - Power Plant Drain Presentation PYLON & ENGINE DRAINS

CORE ZONE DRAIN MAST

At the 6 o’clock position the aerodynamic aft drain mast internally connects 6 main drain tubes and pro-
trudes below the nacelle surface.
The drain mast has 6 exit holes on the sides and bottom surface which are identified to enable trouble
shooting of the leaking components.

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 71 - Power Plant Installation D/O

INLET COWL
The air intake or inlet cowl is an interchangeable aerodynamic component installed at the front of the en-
gine.
It is composed of an inner barrel, an outer barrel integrating a hybrid aft bulkhead, an attachment ring, a
forward titanium bulkhead and a nose lip. The inner barrel is a one-piece composite acoustic panel. It ac-
commodates the T12 probe at the 1 o’clock position.
The outer barrel is made of three composite segments attached by splices.
It comprises:
- a ventilation scoop located at the 12 o’clock position to provide ram air for the fan compartment cooling,
- a T12 probe access panel at the 1 o’clock position,
- a FADEC blower inlet grid and duct at the 3 o’clock position,
- a Nacelle Anti Ice (NAI) duct access panel and a NAI exhaust grid at the 4 o’clock position.
The forward and aft bulkhead provides support and rigidity to the structure.
The nose lip is made of a single piece aluminium alloy for engine anti-ice purpose.
The inlet cowl is attached to the engine at the attachment ring by 36 sets of standard bolts, nuts and spacers.
The outer barrel is fitted with 4 hoisting points for removal/installation and with 6 holes for the inlet protec-
tion cover installation.
The aft bulkhead comprises 4 Fan Cowl Door (FCD) locator brackets.

INLET COWL - AIR INTAKE FUNCTIONS (c)

The main function of the inlet cowl is to guide the airflow into the engine inlet and to permit an aerodynam-
ic airflow over the outer surface of the engine.
When the engine anti icing is selected to ON from the cockpit overhead panel, hot bleed air from the engine
is ducted to the cowl nose lip to prevent ice build-up. The hot air enters to the inlet lip via a dedicated duct at
the 4 o’ clock position through the front bulkhead.
The air circulates inside the lip and then discharges overboard through an exhaust grid on the outside of the
lip.
The outer barrel has an impregnated copper screen layer for protection against lightning strike.

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 71 - Power Plant Installation D/O

FAN COWL DOORS

There are two FCDs to enclose the fan case, the gear box and to provide aerodynamic smoothness around
the engine.
The FCDs are attached to the pylon by three hinges with hinge pins.
The door assembly is latched along the bottom centerline by three latches, named from front to rear: L1, L2
and L3.
One proximity sensor is installed on each latch keeper. They send their position signals to the Engine Inter-
face Unit (EIU) for generating necessary warning.
The latch 1 keeper is fitted with a mechanical Cowl Loss Prevention (CLP) devise. This additional mounting
mechanism is linked to a flag, on the LH FCD, via a Teleflex to ensure that it is properly closed.
The door can be opened manually. Each door is provided with 2 telescopic Hold Open Rods (HORs), to
secure the opening.
The forward one is permanently connected the fan case and the aft one is stored on the FCD.
Latches opening sequence: L1-L3-L2.
Latches closing sequence: L2-L3-L1.
Each FCD rests on 2 axial locators, when closed. It also has 3 hoist points, for removal/installation.
One aerodynamic strake is mounted on each FCD to improve aircraft performance during maneuvers.
An interphone Jack Flapper Door, on the LH fan cowl, allows access to interphone jack for cockpit/ground
communication.
The LH FCD is fitted with:
- an interphone jack access flap door at the 9 o’clock position,
- a starter manual override access flap door located at the 8 o’clock position,
- an Integrated Drive Generator (IDG) access panel located at the 7 o’clock position,
- a ventilation grid at the 6 o’clock position.

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 71 - Power Plant Installation D/O

FAN COWL DOORS

The RH FCD is fitted with:

- an oil tank access door located at the 3 o’clock position,
- a ventilation grid at the 6 o’clock position.

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 71 - Power Plant Installation D/O

THRUST REVERSER COWL DOORS

The Thrust Reverser Cowl Doors (TRCD) or “C” Ducts are in 2 halves. Each half includes 1 translating
sleeve, 2 actuators, 5 blockers doors and 10 cascades.
The TRCDs provide a smooth air flow around the engine area, enclose the engine core components and
provide aerodynamic breaking when deployed.

Each Each half is supported by 4 hinges, 2 for the floating rods and 2 for the pylon attachment. The com-
plete assembly is latched along the bottom centerline by 8 latches, named from front to rear: L1, L2, L3.1,
L3.2, L4.1, L4.2, Latch Aft Core Cowl (LACC).1, and LACC.2.
For information:
- Latches opening sequence: L1 - L2 - L3.1 - L3.2 - L4.1 - L4.2 - LACC.1 - LACC.2,
- Latches closing sequence: LACC.2 - LACC.1 - L4.2 - L4.1 - L3.2 - L3.1 - L2 - L1.

Each half is provided with:

- 4 hoisting points for removal/installation,
- 1 hydraulic actuator operated externally by using a hand pump for opening/closing of the TRCD,
- 1 HOR.

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 71 - Power Plant Installation D/O

EXHAUST

The hot exhaust is formed by the exhaust nozzle assembly and the exhaust plug assembly. Both are bolted on
the engine exhaust case.
They provide the surfaces to guide the hot engine flow (Primary Flow) and the cold engine flow (Secondary
Flow).
The finger seals at the top of the exhaust nozzle prevent any flame from entering the core compartment area
in the event of fire.
2 drain holes are made at the lowest point of the exhaust nozzle outer and inner skins.
3 spigots are used to align the exhaust nozzle with the engine exhaust case.
The exhaust plug rear disk support the Center Vent Tube.
1 spigot is used to align the exhaust nozzle with the engine exhaust case.

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 71 - Power Plant Installation D/O

ENGINE MOUNTS

The engine is mounted to the pylon by the forward and rear mount assemblies. They sustain the engine and
thrust loads.

The forward mount assembly comprises the bearing housing bracket, the main front beam, the balance
beam (yoke) and two thrust links.
They transmit the entire thrust loads and part of the vertical and side loads.
The bearing housing bracket is bolted on the fan hub (Compressor Intermediate Case) at the 12 o’clock posi-
tion and connected to the main front beam.
The thrust links are attached to each side of the fan hub and to the balance beam which is connected to the
main front beam.
The main front beam is attached to the pylon with four high strength tension bolts and shear pins.

The rear mount transmits the entire engine/nacelle torque and part of the vertical and side loads.
The main bracket is connected to the pylon by four high strength tension bolts and shear pins and connect-
ed to the engine Turbine Rear Frame (TRF) at the 12 o’clock position with three bolts via two links and a
fail-safe point.

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 72 - Engine System D/O

ENGINE CHARACTERISTICS

The Airbus A319, A320 and A321 NEO Aircraft are powered by two CFM LEAP - 1A turbofan engines.
This engine is a high by-pass ratio (11:1) dual spool turbofan engine.
This engine can produce a thrust from 23000 lbs (10400 kg) to 33000 lbs (14900 kg) depending on the air-
craft version set by the Data Entry Plug (DEP) which is connected to the Electronic Engine Control (EEC).

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 72 - Engine System D/O

ENGINE ARCHITECTURE

The Leap engine is a modular concept design engine. It has 20 different modules that are enclosed within
three major modules and an accessory drive module.
The 3 Major modules are:
- Fan and Booster Module,
- Core Engine Major Module,
- Low Pressure Turbine (LPT) Major Module.
The major modules are divided in minor modules and such modular concept permits to replace a damaged
minor or major module.

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 72 - Engine System D/O

ENGINE ARCHITECTURE

The Leap engine is a modular concept design engine. It has 20 different modules that are enclosed within
three major modules and an accessory drive module.
The 3 Major modules are:
- Fan and Booster Module,
- Core Engine Major Module,
- Low Pressure Turbine (LPT) Major Module.
The major modules are divided in minor modules and such modular concept permits to replace a damaged
minor or major module.

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 72 - Engine System D/O

FAN AND BOOSTER

The Fan and Booster module consists of a front stage, a fan stage and a 3-stage axial booster, mounted at the
rear of the fan disk.
The Fan & Booster module located behind the Air Intakes Section is contained by the Fan Case Module and
Fan Frame Module. Through the Fan disk, it is attached to and supported by the Compressor Shaft, attached
to the LP shaft and driven by the LPT.
Through the Booster outer shroud it is attached to and supported by the Fan Frame Module.

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 72 - Engine System D/O

FAN AND BOOSTER - FAN STAGE

The Fan Stage consists of the Fan Disk, 18 Fan Blades and Fan Blade Platforms, Fan Blade Spacers, Fan
Blade Locks and Fan Disk Shields.
The fan disk is titanium alloy forging and has 18 dovetail slots for installation of fan blades. The compressor
shaft supports the Fan Disk which drives the Fan Blades. The wide chord Fan Blades are made of 3D woven
composite material with leading edge in Titanium.
The composite Fan Blade Platforms are mounted between the Fan Blades to form the flow path of the Fan
Hub and to make the airflow smooth.

The Booster is a three-stage axial flow compressor, consisting of three-stage rotor spool and blades and four-
stage stator vanes.
The axial-flow air compressor compresses air by accelerating the air and then diffusing the air to obtain a
pressure increase. The air is accelerated by the three rows of rotating blades, and then diffused by a row of
vanes which converts the velocity increase to a pressure rise.

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 72 - Engine System D/O

HIGH PRESSURE COMPRESSOR

The HPC is a ten-stage axial flow compressor consisting of:

- Inlet Guide Vane (IGV) Compressor Stator Vanes,
- 10 stage HPC Rotor, stages one through five are 3D-aero blade disks (Blisks) and stage 6-10 compressor
rotor spool is five rotor disks manufactured as one component,
- 4 stage Front (Variable) Stators and Front Stator Case,
- 5 stage HPC Rear (Fixed) Stators and Aft Compressor Stator Extension Case.

The 30 IGVs, at the inlet of the HPC, are used to convert air velocity increase into a pressure rise and to
direct air from the Booster to the Stage 1 HPC Rotor Blades for the optimum incidence angle and converts
air velocity to air pressure.
The Variable Stator Vanes (VSVs) are used to direct the air to the next higher HPC stage. The IGVs and
the VSVs are mechanically interconnected with linkage, external to the Forward Compressor Stator Case
controlled by the EEC based on HPC rotor speed and HPC inlet temperature.
As the speed of the HPC Rotor increases, IGVs and VSVs will open; when the speed decreases, IGVs and
VSVs will tend to close.

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 72 - Engine System D/O

COMBUSTION SECTION

The Combustion Section consists of the Combustion Case Assembly and the Combustion Chamber Assem-
bly.
The Combustion Section mixes fuel and HPC air for efficient and uniform combustion.
The Combustor Diffuser Nozzle Case supports the Combustion Chamber Assembly Inner and Outer Liners
and provides a mounting location for 19 Fuel Nozzles and the 2 igniters.
The Twin Annular Premixing Swirler (TAPS) Fuel Nozzles introduce fuel to the Combustion Chamber and
the Radial Mixers that mix the fuel and air required for combustion.

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 72 - Engine System D/O

TURBINES

The High-Pressure Turbine (HPT) is located between the combustion section and the Turbine Center
Frame (TCF) assembly. The two stage HPT blades extract the energy from the hot gases from the combus-
tion chamber, to drive the HPC and the Inlet Gearbox (IGB).
The HPT stage 1 nozzle assembly is connected to the combustion case assembly.
The HPT stage 2 nozzle assembly is connected to the front flange of the TCF by a bolted joint.

The Low-Pressure Turbine (LPT) is a 7 stage turbine. It is located between the TCF assembly and the Tur-
bine Rear Frame (TRF) module. The LPT extracts the energy from the hot gases exiting the HPT, to drive
the Fan and Booster rotor.
8 EGT sensors are installed around the TCF at the Inlet of the LPT.

The TRF bolted to the rear of the LPT case, directs a smooth aerodynamic primary airflow via the exhaust
nozzle and plug. The outer casing is equipped with mounts for rear engine installation. Some of TRF struts
allow the passage of oil tubes for the rear sump C.

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 72 - Engine System D/O

ACCESSORY DRIVES SECTION

The Accessory Drives section consists of the Inlet Gearbox (IGB) module, the Transfer Gearbox (TGB)
Module and the Accessory Gearbox (AGB) Module.
The IGB is located in the forward sump of the engine. TGB and AGB are located on the fan frame at 8
o’clock position.
During engine start, the pneumatic starter drives the spur gear assemblies of the AGB whose rotational
energy is transmitted to the IGB via the transfer shaft of the TGB and the Radial Drive Shaft (RDS) to drive
the core engine.
When the engine runs, the core engine drives the IGB which, in turn, drives the TGB and the AGB.
The crank pad to turn the HP rotor is located on the front of the AGB.
The N2 sensor is installed on the transfer tube between the TGB and the AGB.

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 72 - Engine System D/O

ENGINE BEARINGS

The engine bearings permit to handle engine rotors’ axial and radial loads; their location in sumps allows
permanent oil lubrication.
The Low Pressure rotor is supported by bearings 1R, 2B and 5R.
The High Pressure rotor is supported by bearings 3B, 3R and 4R.

At the Forward Sump A the N° 1 Roller Bearing provides radial support to the Fan and Booster Module.
At its rear, the N° 2 Ball Bearing provides radial and axial support to the Fan and Booster Module rotor.
The HPC Rotor is supported through the Front Shaft by the N° 3 Thrust Ball Bearing and N° 3 Cylindrical
Roller Bearing located in the Forward Sump aft of the IGB.
The N° 4 Roller Bearing in the rear sump B handles radial loads from the rear end of HP rotor.
In the rear Sump C, N°5 bearing provides radial support to the LPT Rotor and the TRF module.

Two roller bearings and one ball bearing are installed on each TGB bevel gear assembly.
Two roller bearings are installed on each spur gear assembly located in the AGB.

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 72 - Engine System D/O

BOROSCOPIC PORTS

Several boroscopic ports are provided for preliminary inspection of the gas path, internal parts condition
checks without engine disassembly. Most of them are located on the right hand side.
Each stage of the rotor, both compressors and turbines has boroscopic ports located at different positions on
the engine case.
The combustion chamber has 4 ports (N to Q); O & P are the left and right Igniter ports.

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 73 - Engine Fuel System DO

FUEL SYSTEM LAYOUT

The fuel system supplies fuel from tanks to the engines. The fuel is pressurized, filtered, metered and sup-
plied at the pressure and flow rate necessary to enable stable engine operations during all the phases. The
metered Fuel Flow (FF) is sent to the fuel nozzles for combustion and the Servo Fuel is supplied to the
fuel-operated components and actuators of the engine. The fuel is heated to prevent ice formation and used
to cool engine oil and Integrated Drive Generator (IDG) oil.

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 73 - Engine Fuel System DO

FUEL SYSTEM LAYOUT

The distribution system consists of:

- The Main Fuel Pump (MFP),
- Three Fuel/Oil Heat eXchangers (FOHX),
- The Fuel Metering Unit (FMU),
- The fuel filter,
- The Split Control Unit/Servo Valve Assembly (SCU/SVA),
- Nineteen Fuel nozzles,
- The Fuel Return Valve (FRV).

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 73 - Engine Fuel System DO

FUEL FEED FROM AIRCRAFT

The Low Pressure Shut-Off Valve (LPSOV) is installed on the wing tank front spar, in the fuel supply line
to the engine. Each LPSOV is controlled by a dual electrical motor. When the ENGine MASTER Lever is
selected ON, the LPSOV opens and the fuel from the aircraft tanks flows to the inlet port of the Boost pump
within the MFP.

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 73 - Engine Fuel System DO

FAN AREA

The Boost Pump pushes LP fuel through the IDG FOHX to the FMU. The fuel passes through the Jet Pump
and the strainer before leaving the FMU and going to the Gear Pump via the Main Heat Exchanger (MHX).
The HP fuel is filtered and divided into two parts inside the Fuel Filter.
- The main part is the fuel for combustion. It is sent to the FMU where it is metered by the Fuel Metering
Valve (FMV) and sent to the SCU/SVA via the High Pressure Shut-Off Valve (HPSOV). If a Thrust Control
Malfunction (TCM) event occurs, the Bypass Valve will reduce the amount of fuel for combustion and mix
it with the Intermediate Pressure fuel in the Jet Pump.
- The other part is the servo fuel. It is heated by the Servo Fuel Heater (SFH) before going to the SCU/SVA.
The Bypass Valve, FMV and HPSOV are controlled via their related Torque Motor (TM) by the Electronic
Engine Control (EEC).
The FMV is monitored directly by a dual Linear Variable Differential Transducer (LVDT) and indirectly by
the Fuel Flow Meter (FFM).
The HPSOV is monitored indirectly by the Fuel Pressure Sensor (FPS) versus the N2 speed.

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 73 - Engine Fuel System DO

FAN AREA

For IDG oil temperature control, the FRV mixes cold LP fuel and hot IP fuel and modulates the return of
the mixed fuel back to the aircraft fuel tanks when necessary.
The FRV is controlled via its Torque Motor (TM) by the EEC depending on the fuel temperature.

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 73 - Engine Fuel System DO

CORE AREA

The metered HP fuel for combustion is sent from the FMU to the SCU/SVA and monitored by the Fuel
Flow Meter and the Fuel Temperature Sensor (FTS) on HP fuel supply line. The Pilot Metering Valve (PMV)
within the SCU shares the fuel to the three different manifolds: the Pilot Primary/Main enriched manifold
(PPMe), the Pilot Primary/Main non-enriched manifold (PPMne) and the Pilot secondary manifold (Psec).
The PMV is controlled by the EEC via its TM and monitored by its LVDT. Fuel split is used to optimize the
Twin Annular Premixing Swirler (TAPS) combustor efficiency and emissions according to preset parame-
ters.
The pressure in the PPMe leg is monitored by the Fuel Pressure Sensor.

The HP servo fuel is directed to the seven TMs within the SVA, directly or via the Regulator.
They provide fuel muscle pressure to the Engine Air System actuators: 1 pair for Variable Stator Vane (VSV),
1 pair for Variable Bleed Valve (VBV), 1 pair for Modulated Turbine Cooling (MTC), 1 for High Pressure
Turbine Active Clearance Control (HPTACC), 1 for Low Pressure Turbine Active Clearance Control (LP-
TACC), 1 for Transient Bleed Valve (TBV) and 1 for Start Bleed/Booster Anti-Ice Valve (SB/BAIV).
A pickup on the supply line to the SVA provides the muscle pressure to the three FMU Torque Motors and
to the FRV Torque Motor.

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 73 - Engine Fuel System DO

STARTING

When the Master Lever is set to ON, the LPSOV opens, the EEC is energized and commands the HPSOV to
unlatch via the Over Speed / Shut Off Torque Motor (OS/SO TM).
During starting, the Boost Pump pressurizes the fuel at low pressure and sends it through the IDG FOHX
to the FMU. The fuel passes through the Jet Pump and the strainer of the FMU before going through the
MHX.
At this point, the Gear Pump pressurizes the fuel at high pressure and sends to the Fuel Filter where it is
split into fuel for combustion and servo fuel. The fuel for combustion is sent back to the FMU.
The EEC opens the FMV and lets the fuel to flow to the HPSOV which also opens when the pressure is
enough and sends fuel to the SCU/SVA via the FFM and the FTS.
The EEC controls the PMV to supply the PPMe and PPMne manifolds up to idle. Above idle, the Psec
manifold is also supplied.
In parallel, the servo fuel is sent to the SCU/SVA Regulator and Torque Motors via the SFH.

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 73 - Engine Fuel System DO

SHUTDOWN
NORMAL SHUTDOWN:

During a normal engine shutdown on ground, the Master Lever controls the LPSOV to close and sends a
shutdown signal to the EEC.
As a consequence, the EEC first initiates a Thrust Control Malfunction Accommodation (TCMA)/OS Fuel
Shutoff test and then activates the SO function to control the HPSOV to close.
The EEC commands the FMV to close ~1.5 seconds after the Master Lever transitions to OFF.

OVERSPEED SHUTDOWN:

Each EEC has two independent switches that monitor the N2 speed. One switch uses the speed signal form
the Permanent Magnet Alternator (PMA), while the other switch uses the speed signal from the N2 sensor.
Both switches must close to shut down the engine. The overspeed system in both EEC is always active regard-
less of which EEC is in control.
When an OS condition is detected, both switches are simultaneously activated and lead to a TCMA/OS Fuel
Shutoff command causing the HPSOV to close and be hydraulically latched.

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 73 - Engine Fuel System DO
FUEL INDICATING
The engine fuel indicating monitors the system condition and provides the system status to the cockpit
displays.

The Fuel Flow Meter sends signals to the EECs to compute the fuel flow to the combustor.
The fuel flow is a primary engine parameter and is displayed on the Engine/Warning Display (EWD) per-
manently. The EEC also sends this data for the fuel used computation and display on the System Display
(SD).

The Fuel Filter Differential Pressure (FFDP) sensor measures the differential pressure across the fuel filter.
This helps to detect if the filter is partially or totally clogged.

According to the received value, the EECs will generate various warnings on the EWD: ENG X FUEL FIL-
TER DEGRAD or ENG X FUEL FILTER CLOG or ENG X FUEL SENSOR FAULT and on the SD: CLOG.

The Fuel Strainer Differential Pressure (FSDP) sensor is used to sense the differential pressure across the
FMU fuel strainer.
According to the received value, the EECs will generate various warnings on the EWD: ENG X FUEL
STRAINER CLOG or ENG X FUEL SENSOR FAULT.

The Fuel Temperature sensor is used by the EECs for the Weight of Fuel Metered (WFM) calculation and
for the Fuel Return Valve control.
If it fails, the EECs will generate the following warning on the EWD: ENG X FUEL SENSOR FAULT -
TEMP SENSORS.

The Fuel Pressure sensor is used by the EECs to determine the HPSOV, FMV and Bypass Valve position for
monitoring, computation and fault annunciation.
If it fails, the EECs will generate the following warning on the EWD: ENG X FADEC SYS FAULT.

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 73 - Propulsion Control System (PCS) Principle

GENERAL

The Propulsion Control System (PCS) consists in Engine Interface Unit (EIU) and FADEC System which
includes 2 Electronic Engine Control (EEC) units and a Pressure Sub-System (PSS) box.
Each EIU is dedicated to an engine. EIU 1 and 2 are located in the aircraft avionics bay 80VU.
The 2 EEC units and PSS are soft mounted using vibration isolators on brackets attached to the engine RH
fan case; the EECs are located at the 1 and 2 o’clock positions and the PSS under, at 4 o’clock.

1
 73 - Propulsion Control System (PCS) Principle

ENGINE INTERFACE UNIT

There are 2 EIUs per aircraft, one per engine.

The EIU ensures the segregation of the 2 engines and aircraft electrical power supply to the FADEC.
Each EIU is an interface concentrator between the airframe and the corresponding Engine EEC A & EEC B.
There is a single EIU input into the EEC A cross connected to EEC B but both EECs transfer engine data to
the EIU.
If EEC A fails, EEC B receives airframe input through the cross channel data link.

The EIU concentrates data from or to the cockpit panels and displays (also Flaps and slats lever position).
It gives logics and information to or from other aircraft systems such as:
- Flight/Ground from the Landing Gear Control and Interface Unit (LGCIU),
- Environmental Control System (ECS) pressure demand from the Air,
- Conditioning System Controllers (ACSCs),
- Bleed Monitoring Computers (BMCs) for Engine Bleed status information,
- Data Loading Routing Box (DLRB) for software uploads,
- Flight Data Interface Management Unit (FDIMU) for flight data recording.
For engine maintenance, the PCS is connected to the Centralized Fault Display System (CFDIU) and Multi-
purpose Control Display Unit (MCDU) for BITE information via the EIU.

The EIU is energized as soon as the aircraft electrical network is energized. The EIU is dispatch critical.

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 73 - Propulsion Control System (PCS) Principle

73 - Propulsion Control System (PCS) Principle

ENGINE INTERFACE UNIT

3
 73 - Propulsion Control System (PCS) Principle

FADEC - EECs

On each engine, the FADEC consists in a two EECs: A and B with crosstalk, a PSS and sensors used for con-
trol and monitoring.
Each EEC, channel A and channel B, has the capability to control the engine systems based upon the Throttle
Level Angle (TLA) from the aircraft.
Only one EEC at a time will operate the engine valves, actuators and solenoids. This EEC is called the “chan-
nel in control” or the “active channel.” The other EEC will be “standby” or “inactive.”
The EEC in control switches during engine start if equally healthy.

FADEC - PSS

The PSS receives engine air pressure measurements and converts them into electrical signals to both EECs for
engine control and monitoring.
The Data Entry Plug (DEP) attached to the engine is connected to the PSS, thus communicated to the EECs.

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 73 - Propulsion Control System (PCS) Principle
FADEC - PARAMETERS
The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) and Fuel Flow (FF)) are sent by the EEC
to the ECAM through Display Management Computers (DMCs).
The Engine system page shows secondary parameters: oil quantity, pressure, temperature and vibrations.
The Flight Warning System (FWS) will gather necessary information directly from EEC, EIU, System Data
Acquisition Concentrator (SDAC) and generates associated messages on Engine/Warning Display (EWD).

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 73 - Propulsion Control System (PCS) Principle
POWER MANAGEMENT

The FADEC system manages the engine thrust and optimizes the performance.
The EEC uses air data parameters from Air Data/Inertial Reference System (ADIRS) for rating calculations.
The FADEC manages power according to two thrust modes:
- manual mode depending on TLA,
- automatic thrust mode depending on autothrust function generated by the Auto Flight System (AFS =
FMGC/FCU).

The FADEC also provides two idle mode selections: minimum idle and approach idle.
If the aircraft is on ground and extend the slats the engine will stay at minimum idle but in flight it will go to
approach idle. The idle can also be modulated up to approach idle depending on: Air conditioning demand,
wing anti-ice demand, engine anti-ice demand and oil temperature (for Integrated Drive Generator (IDG)
cooling).
EEC needs to receive the EPGS Load from GCU for engine performance optimization and the EEC pro-
vides speed information to the Generator Control Unit (GCU) for Under-Speed (US) set point, control and
protection.

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 73 - Propulsion Control System (PCS) Principle
ENGINE LIMIT PROTECTION

The FADEC provides thrust parameter limit computation thus ensuring engine integrity protection.
The FADEC system incorporates hardware and/or software limits to prevent over-boosting or overspeed of
the engine. Limit protection is provided for fan speed, core speed, fuel flow and combustor pressure.
In addition, during sub-idle operation, the FADEC system will prevent the engine from exceeding starting
EGT temperature limits.

The TCMA logic on the LEAP-1A engine identifies if the engine is not responding the throttle command
and takes mitigating action if required. In case of a Thrust Control Malfunction (TCM) event, the TCMA
reduces the thrust by reducing the quantity of metered fuel flow or shut-down the engine on ground
(HPSOV closed) as commanded by the EEC.
A TCM Overthrust event may be caused by the following:
- The throttle lever assembly,
- The throttle lever position resolvers,
- A spurious EEC command to the Fuel Metering Valve (FMV),
- A physical failure of the FMV.
A loss of TCMA shutoff capability is detected when the relay controlled by the Spoiler and Elevator Com-
puter (SEC) is Failed Open.

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 73 - Propulsion Control System (PCS) Principle

ENGINE SYSTEM CONTROL - STARTING AND IGNITION

The FADEC controls the engine start sequence in automatic or manual mode when initiated from the con-
trol panels; those signals are transmitted via the EIU. But there is a direct discrete input to the EEC from the
Master Switch OFF position.
The EECs monitor N1, N2, EGT and oil parameters and then can abort or recycle an engine start.

The FADEC provides optimal engine operation in compatibility with Aircraft Systems by controlling:
- combustor metering valve and fuel flow,
- compressor airflow and turbine case cooling,
- forward and Reverse thrust settings; the Reverser Tertiary Lock System switching control is performed by
the SEC,
- thermal management (oil cooling, fuel heating),
- control and monitoring sensors,
- BITE (fault detection, isolation, annunciation and transmission to the aircraft),
- nacelle anti-ice.

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 73 - FADEC Interfaces
EEC

Two Engine Electronic Control (EEC) units form the brain of the Full Authority Digital Engine Control
(FADEC): EEC A and EEC B.
FADEC inputs or outputs are transmitted on a digital, analog or discrete format.
The 2 EECs exchange data externally using a Cross Channel Data Link (CCDL).
Any time the engine is operating and both EECs are equally healthy; each EEC is constantly monitoring the
inputs of the Pressure Sub-System (PSS) box, engine sensors, probes, position feedbacks, thrust reverser,
and aircraft inputs.
Each EEC also monitors its own outputs and internal operation for proper operation.

Each EEC unit has 9 connectors:

- J1 not used,
- J2 & J4 for data exchange with A/C,
- J3 for the Permanent Magnet Alternator (PMA),
- J5 to J8 for data exchange with engine components,
- J9 used for ground test (capped during normal engine operation).

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 73 - FADEC Interfaces
PSS

The PSS main function is to perform signal conversions of the pressure system inputs and communicate
with each EEC.
Its second function is to provide CCDL backup.
The PSS is a dual channel electronic unit which provides pneumatic pressure inputs for sensing:
- ambient air pressure (P0),
- compressor bleed pressure (P3B),
- compressor discharge pressure (PS3),
- and fan inlet pressure (PS12).

The Data Entry Plug (DEP) provides engine rating, thrust bump and N1 trim levels.
Each EEC (channel A and channel B) “reads” the plug settings during power-up initialization only, and the
setting for each discrete is latched.

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 73 - FADEC Interfaces
AIRCRAFT / FADEC INTERFACES - EIU

The FADEC interfaces with its Engine Interface Unit (EIU) for power supply and Aircraft systems com-
mands and feedback.
The FADEC for management needs direct connection with Aircraft Computers (Flight Management and
Guidance Computer (FMGC), Air Data and Inertial Reference System (ADIRS), Flight Warning Computer
(FWC)...) and receives discrete inputs as the Throttle Lever Angle (TLA), Master Switch OFF position for
shut-down and reset.

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 73 - FADEC Interfaces
AIRCRAFT / FADEC INTERFACES - BLOWERS

Both EECs are ventilated by 2 blowers when the EIU contacts an external relay on demand of the EEC.

AIRCRAFT / FADEC INTERFACES - NACELLE ANTI-ICE SYSTEM

The EECs control and monitor the Nacelle Anti-Ice (NAI) system with:
- 2 Anti-Ice Pressure Regulating Shutoff Valves (PRSOVs),
- 2 pressure sensors,
- a dual temperature sensor.

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 73 - FADEC Interfaces
ENGINE INTERFACES

An EEC is the main controller and monitoring device over the engine subsystems.
Unless specified differently, signals are dual (from/to both EEC channels).
The EECs adjust the fuel and air systems to produce the thrust requested and engine airflow needed for
cooling.
Each EEC uses inputs provided by the PSS, engine sensors, probes, and information from the aircraft com-
puters, switches, and controls.
Each EEC processes this information and performs calculations of, and comparisons to, information stored
in its memory.
The EEC “channel in control” adjusts the engine valves, actuators, and solenoids to provide the fuel and air
needed to produce the thrust requested and engine airflow needed for cooling.

ENGINE INTERFACES - IGNITION AND STARTING SYSTEMS

For the Starting and Ignition sub-system, EECs control:

- 2 Ignition Exciters,
- Starter Air Valve (SAV),
- Air Turbine Starter (ATS),
- and a Start Bleed / Booster Anti-Ice Valve (SB/BAIV) to ease starting in icing condition.

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 73 - FADEC Interfaces
ENGINE INTERFACES - THRUST REVERSER SYSTEM

The Thrust Reverser sub-system is commanded by EECs via Isolation Control Unit (ICU) & Direction-
al Control Unit (DCU) whose valve’ solenoids are energized by EIU plus EEC, and Tertiary Lock System
(TLS). Feedbacks position signals are given by Linear Variable Differential Transducers (LVDTs) & switch-
es.

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 73 - FADEC Interfaces
ENGINE INTERFACES - FUEL & AIR SYSTEM

For the Fuel sub-system, the EECs Control and monitor the:
- Fuel Metering Unit (FMU),
- Fuel Metering Valve (FMV),
- High Pressure Shut-Off Valve (HPSOV),
- Overspeed,
- Thrust Control Malfunction Accommodation (TCMA): The EEC reads a hardwired shutoff (ground
phase) permissive analog discrete sent by the Spoiler and Elevator Computer (SEC) to enable the Thrust
Control Malfunction (TCM) Fuel Shutoff functionality.
- Split Control Unit / Servo Valve Assembly (SCU / SVA): Converts the EEC electrical signals to hydraulic
flows and provides the Pilot Metering Valve (PMV) feedback to both EECs.
- Fuel Return Valve (FRV) (different levels of re-circulated fuel flow).

ENGINE INTERFACES - FUEL & AIR SYSTEM

Most of Air valves are fuel actuated and EEC controlled.
For compressor airflow:
- Variable Stator Vanes (VSVs),
- Variable Bleed Valves (VBVs),
- SB/BAIV,
- Transient Bleed Valve (TBV).
For cooling:
- Modulated Turbine Cooling (MTC),
- HP & LP Turbine Active Case Cooling (HP & LPTACC).

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 73 - FADEC Interfaces
ENGINE INTERFACES - SENSORS
Most engine parameters required for control logic use dual redundant sensors.
Temperature sensors:
- T12 inlet,
- T25,
- T3 High Pressuser Compressor (HPC) outlet,
- T48 = Exhaust Gas Temperature (EGT) (2 groups of 4 = 8),
- Fuel,
- Overheat (NAI/starter air fan case monitoring).
Note: The Core Temp sensor signal is going to EEC A only.
Speed sensors:
- N1,
- N2.
Fuel Flow (FF)
Pressure Sensors (direct signals not via the PSS):
- Fuel,
- Fuel Differential Pressure Sensors,
- NAI
2 vibration sensors:
- Turbine Center Frame (TCF) Sensor connected to EEC A,
- Forward Vibration Sensor at Bearing 1 connected to EEC B.

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 73 - FADEC Interfaces
ENGINE INTERFACES - OIL SYSTEM
The Oil sub-system is monitored by the EEC A & B in pressure, temperature and clogging (Oil Filter Differ-
ential Pressure sensor).
Note: Low Oil Pressure (LOP) switch feedback is sent to the EIU.

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 73 - FADEC Electrical Power Supply Control
EEC

The Full Authority Digital Engine Control (FADEC) system is designed with an electrically dual redundant
architecture.
Each Electronic Engine Control (EEC) unit is electrically supplied by the A/C electrical network when high
pressure rotor speed (N2) is below 8% (or when the dedicated Permanent Magnet Alternator (PMA) has
failed) and then, by its dedicated PMA when N2 is above 8%.

EEC - AIRCRAFT POWER

The FADEC system is supplied by the A/C electrical power network through the Engine Interface Unit
(EIU) when N2 is below 8%.
EEC Channel A is supplied by 28V DC essential bus, while EEC Channel B is supplied by 28V DC normal
bus.
The aircraft 28V DC permits the EEC to:
- automatic ground check of the FADEC system when the engine is not running, that is to say FADEC
GrouND PoWeR ON for interactive tests and data loading,
- control starting: MASTER lever ON or mode selector on IGNition or CRANK, Starter Air Valve (SAV),
- control reverser system.
NOTE: The EIU takes its power from the same bus bar as the EEC.

EEC - PMA SUPPLY

The PMA is located on the AFT side of the Accessory Gearbox (AGB). As soon as the engine is running
above 8% of N2, the PMA directly supplies each EEC unit 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 automati-
cally by the EEC.
NOTE: Each PSS channel is supplied via its corresponding EEC.

EEC - AUTO DEPOWERING

The EECs automatic depowering occur on the ground through the EIU 5 min after A/C power-up if no
action done on engine system.
After engine shutdown, the EECs remain powered during 5 minutes to allow engine parameters monitoring.
Power is not cut-off if Centralized Fault Display System (CFDS) EEC menus are active or Data Loading
going on (software upload/memory dump).
NOTE: An action on the ENGine FIRE P/B provides EEC power cut-off from the A/C network.
EEC - MANUAL REPOWERING
For maintenance purposes and Engine tests (CFDS), the ENGine FADEC GrouND PoWeR panel permits
FADEC power supply to be restored on the ground while engines are shut down. When the corresponding
ENGine FADEC GrouND PoWeR P/B is pressed ON the EEC recovers its power supply.
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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73 - FADEC Electrical Power Supply Control

11
 73 - FADEC Electrical Power Supply Control

SUBSYSTEMS POWER SUPPLY

The EIU manages the power supplies for the following sub-systems.
The Fan cowl door proximity switches are supplied in 28V DC.
The EIU controls the 28V DC power to the Reverser system units for Isolation and Directional control.
The Power Control System (PCS) needs to be able to command the hydraulic pump depressurization in
certain environmental conditions when an in flight engine flame out has occurred to ease the restart. The
hydraulic pump depressurization is requested by the EEC and the Hydraulic Pump Depress solenoid is sup-
plied by the EIU.

SUBSYSTEMS POWER SUPPLY

Each starting igniter is independently supplied with 115V AC: Igniter A from the Essential bus and Igniter
B normal bus.
The EIU is in charge of controlling the external relay, providing 115V AC three phases, for the 2 FADEC
Blowers Power Supply thanks to a discrete output.
Note: The FADEC Blower will be supplied by an external relay in the avionics bay which will be command-
ed by a discrete signal sent from the EIU.

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 74 - Ignition and Starting System Presentation
GENERAL

The Ignition system provides the electrical spark needed to start or continue engine combustion. The
ignition system consists of two independent circuits per engine. Each circuit includes one ignition exciter
(housed within the exciter shroud box), one coaxial shield ignition lead and one igniter plug.
The Starting system drives the engine High Pressure (HP) rotor at a speed high enough for a ground or in
flight start to be initiated. The start system is made up of the Starter Air Valve (SAV) and the Air Turbine
Starter (ATS). Air bleed for engine start is supplied by the aircraft pneumatic system (Auxiliary Power Unit
(APU) bleed, external pneumatic cart, opposite engine bleed).

CONTROL AND INDICATING

The Electronic Engine Control (EEC) controls the ignition during automatic start and manual start. 115 V
AC from aircraft electrical system is supplied to the ignition exciter(s) which provides the necessary voltage
to the igniter plug(s) to generate the sparks for combustion.
The EEC controls the starting through the SAV during automatic start and manual start.
The SAV and the ignition system operation is displayed on the ENGINE ECAM page.

AUTOMATIC START

During an automatic start on ground, when the rotary start mode selector is set to IGN/START and the EN-
Gine MASTER lever is set to ON, the EEC opens the SAV to motor the engine for start. One ignition exciter
is then energized when the HP rotor speed is nominal. The EEC provides full protection during the start
sequence. When the automatic start is completed, the EEC closes the SAV and cuts off the ignition. In case
of an incident during the ground automatic start, the EEC can manage up to two restart attempts or abort
the start procedure.

MANUAL START

During a manual start, provided the rotary start mode selector is set to IGN/START, the SAV opens when
the engine MANual START P/B is pressed in, then both ignition exciters are energized when the ENGine
MASTER lever is set to the ON position. Only limited protections are accommodated by the EEC for
ground start.

CRANKING

Engine motoring can be performed for dry cranking or wet cranking sequences, provided the rotary start
mode selector is set to CRANK and the engine MANual START P/B is pressed in.
NOTE: during cranking ignition is inhibited.

CONTINUOUS IGNITION

With engine running, continuous ignition can be selected via the EEC either manually using the rotary
start mode selector or automatically by the Full Authority Digital Engine Control (FADEC) during specific
conditions.
NOTE: during continuous ignition, both igniters are supplied.

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 74 - Ignition and Starting System Presentation

PRE-START MOTORING

Prior any ground starts or ground cranking procedures; the Pre-Start Motoring is active to cool down the
engine as long as the bowed rotor conditions are detected.
NOTE: Pre-Start Motoring will limit N2 to 30% and inhibits ignition and fuel flow.
Bowed rotor condition depends on N2 vibration and T3 residual value.

SAFETY PRECAUTIONS

Safety precautions have to be taken prior to working in this area.

WARNING: EACH IGNITION EXCITER PROVIDES HIGH ENERGY PULSES THROUGH THE IGNI-
TION LEAD TO ITS OWN IGNITER PLUG.

MAINTENANCE PRACTICES
To increase A/C dispatch reliability, the SAV is equipped with a manual override for ground start assistance.
For this manual operation, the mechanic has to be aware of the engine safety zones and procedures.

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 74 - Ignition and Starting System DO
GENERAL

The FADEC controls and m onitors the Starting and Ignition systems for engine starting, cranking, and igni-
tion selection, on ground and in flight.
For engine starting, two modes are available; automatic or manual.
Both modes can be used on ground or in flight but the in-flight sequences are less protective to enhance the
restart capability.
For engine cranking, two sequences can be manually selected: dry or wet.
Each Electronic Engine Control (EEC) can control the starting and ignition components according to cock-
pit commands and protective logics.
The main engine parameters to be monitored during starting are displays on the Engine/Warning Display
(E/WD) (N1, EGT, N2, Fuel Flow) and on the System Display (SD) (Oil Press, IGN system, Starter Air Valve
(SAV) position and available pneumatic pressure).

There are two separate redundant ignition systems per engine. Each system is made up of one ignition
exciter, one ignition lead and one igniter plug. Each of the two plugs and corresponding circuits can be used
both at the same time or alternately to detect dormant failures.
The Engine Interface Unit (EIU) supplies 115 Volt power supply to both EECs for ignition.
The EECs control the ignition via internal high voltage relays to supply 115 VAC to the ignition exciters.

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 74 - Ignition and Starting System DO
GENERAL
The starting system consists of a SAV, Starter Air Duct (SAD) and an Air Turbine Starter (ATS).
The SAV is a butterfly valve, electrically controlled by the EECs and pneumatically operated.
The SAV operation is monitored by the EECs by means of a dual pressure sensor.
The ATS is attached to the front of the Accessory Gearbox (AGB) at the 7 o’clock position. It is controlled
and monitored by the EECs according to the engine speed.
The pressurized air supply to the starting components is provided by one of the following sources:
- Auxiliary Power Unit (APU) bleed,
- external pneumatic ground cart,
- engine bleed from the opposite engine.

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 74 - Ignition and Starting System DO
AUTOMATIC START

The EEC shall enter the automatic start mode when all of the following conditions are true:
- the engine is not running, and
- the ENG MODE rotary selector is set to IGN/START, and
- the ENG MASTER lever is set to ON, and
- the ENG MAN START pushbutton is OFF.

When the ENG MODE rotary selector is set to IGN/START position, FADEC is powered up.
The ENGINE page is automatically shown on the System Display (SD) page of the ECAM system.
The ENGINE page displays the IGN indication, SAV position and bleed pressure during this sequence.
At the same time, the APU bleed demand will increase and the pack valves will close.

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 74 - Ignition and Starting System DO
AUTOMATIC START

As soon as the ENG MASTER lever is set to ON position, the Low Pressure Shut Off Valve (LPSOV) opens
and the automatic starting sequence begins.
The EEC will automatically control the:
- Start Bleed Valve (opening and closing) if necessary during ground engine start or in flight restart,
- Hydraulic pump depressurizing (via EIU) if necessary during in flight restart,
- SAV (opening and closing),
- Igniters (one or two, on and off),
- Fuel Flow (FF) (Fuel Metering Valve (FMV) and High Pressure Shut Off Valve (HPSOV) opening).
First, the EEC energizes the SAV solenoid. This supplies the starter with aircraft pneumatic pressure.
The position of the SAV is confirmed open at the bottom of the ENGINE page thanks to the SAV dual pres-
sure sensor feedback.
Consequently, the N2 begins to increase.

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 74 - Ignition and Starting System DO
AUTOMATIC START

When the engine reaches 15% of N2, the EEC in control activates one igniter (A or B), which is displayed
on the SD ENGINE page.
Then at 20% of N2, the active EEC controls the appropriate Fuel Flow (FF) to the burner. On the E/WD, the
FF increases.
Fuel is sent to the burner via the FMV and the HPSOV in the Fuel Metering Unit (FMU) and the Pilot Me-
tering Valve (PMV) in the SCU/SVA.
In automatic start mode, the FADEC has the full authority on the control of the igniters, fuel, and SAV.

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 74 - Ignition and Starting System DO
AUTOMATIC START

The EEC monitors the Exhaust Gas Temperature (EGT) and N2 according to their schedules to provide the
correct fuel flow for a good acceleration.
When N2 reaches 55%, the EEC controls the igniter to OFF.
When N2 reaches 60%, the EEC controls the SAV to close.
The engine continues to accelerate and stabilizes at idle speed.
The usual standard parameters are:
- N1 = 19%,
- N2 = 60%,
- EGT = 440 ºC,
- FF = 227 kg/h.
If the second engine has to be started, the ENG MODE rotary selector should stay on the IGN/START posi-
tion.
This will avoid activating the continuous ignition on the running engine if the selector is cycled to NORM
and again to IGN/START.
When both engines are running, the selector is set back to NORM, the WHEEL page will appear instead of
the ENGINE page if at least one engine running.

Pilot initiated abortion:

On the ground or in flight, the automatic start sequence can be manually aborted by selecting the ENG
MASTER lever to the OFF position.
This leads to:
- SAV closure,
- Igniter(s) off,
- FMV, LPSOV and HPSOV closure.
NOTE: EEC does not dry motor the engine when an automatic start is manually aborted.

AUTOMATIC START

Automatic protection:
On the ground, the EEC has the authority:
- to abort a start only in case of severe malfunction or
- to perform a maximum of three start attempts in case of minor fault. In this case, the EEC will abort the
start, dry motor the engine and attempt a new start.
In flight, the EEC cannot abort a start but it can accommodate or provide fault annunciation.

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 74 - Ignition and Starting System DO
MANUAL START
A manual engine start procedure is included in the EECs engine starting logic for ground or flight condi-
tion.
In the manual start mode, engine starting control is under limited authority of the engaged EEC.
The SAV, fuel, and ignition are controlled from the cockpit via the EEC.

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 74 - Ignition and Starting System DO
MANUAL START
Bleed air source being available, a manual start sequence is commanded by first setting the rotary selector to
the IGN/START position to power and signal the EEC.
The ENGINE page appears on the SD page of the ECAM.
The ENGINE page displays the IGN indication, SAV position and bleed pressure during this sequence.
At the same time, the APU bleed demand will increase and the pack valves will close.

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 74 - Ignition and Starting System DO
MANUAL START

The next action is to engage the ENG MAN START push-button to the ON position. This will lead the EEC
to open the SAV.

9
 74 - Ignition and Starting System DO
MANUAL START

When N2 is above the minimum fuel pressurization speed (on-ground approximately 20% N2), the ENG
MASTER lever is set to the ON position. The EEC commands fuel flow and both igniters simultaneously.

The EEC monitors the EGT and N2 according to their schedules to provide the correct fuel flow but EGT
limit protection is inactive.
When N2 reaches 55% N2, the EEC de-energizes the ignition system. At 60%, the SAV will be controlled to
close.
The engine continues to accelerate and stabilizes at idle speed.

Pilot initiated abortion:

When a manual engine start has been initiated on ground or in flight, it shall be interrupted by either:
- de-selecting the ENG MAN START push-button before the ENG MASTER lever is commanded ON, or
- selecting ENG MASTER lever back to OFF position after it has already been selected ON.
Interruption of a manual start shall result in the following EEC commands:
- SAV closure,
- igniters off,
- FMV and HP fuel shut-off valve closure.

Automatic protection:

On the ground, the EEC has the authority

- to abort a start only in case of severe malfunction or
- to perform a maximum of three start attempts in case of minor fault. In this case, the EEC will abort the
start, dry motor the engine and attempt a new start.
In flight, the EEC cannot abort a start but it can accommodate or provide fault annunciation.

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 74 - Ignition and Starting System DO
CONTINUOUS IGNITION

Continuous ignition is manually selected or automatically controlled by the FADEC.

During continuous ignition both igniters are active.

Manual command:

Once the engine is running above idle, the pilot can manually command continuous ignition at any time by
moving the rotary selector to the IGN/START position.
Following a ground start, the rotary selector must be moved back to NORM before continuous ignition can
be manually selected by moving it back to IGN/START position.
Continuous ignition shall remain commanded by the EEC until the rotary selector is moved back to NORM
or until the combustor pressure (PS3) is greater than or equal to 175 psia.

Automatic command:
The EEC automatically commands continuous ignition when an engine flameout is detected in flight and
PS3 is less than 175 psia even if the rotary selector is not set to the IGN/START position.

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 74 - Ignition and Starting System DO
ENGINE CRANK - DRY CRANK

Cranking function is used to motor the engine on the ground for a short time with the use of the starter.
There are two cranking modes:
- dry cranking,
- wet cranking.

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

When the ENG MAN START P/B is set to ON, the EEC commands the SAV to open.

The dry motoring can be interrupted at any time by pushing the ENG MAN START pushbutton to OFF or
positioning the ENG MODE rotary selector to NORM position.
The usual starter duty cycle is 3 starter crank cycles or 5 minutes maximum of continuous cranking. A 30
minutes cool down period is necessary for additional use.
WARNING: the EEC is able to initiate a start sequence immediately following a dry motoring sequence by
setting the ENG MODE rotary selector to IGN/START position and the ENG MASTER control lever to ON
position.

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 74 - Ignition and Starting System DO
ENGINE CRANK - WET CRANK

The wet cranking procedure is used to motor the engine for specific fuel leak tests.
The fuel flow is commanded but both ignition systems are isolated. The fuel goes through the FMU and the
SCU/SVA to the actuator fuel pressure lines, the engine fuel manifolds (primary fuel lines only), and noz-
zles. Fuel is then sprayed in the combustion chamber.
The first steps of the wet crank sequence are the same as the ones for the dry crank:
- the engine is not running,
- the aircraft is on ground,
- the rotary selector is set to CRANK (EECs powered, both ignition systems isolated, ENGINE page ap-
pears),
- the ENG MAN START P/B is set to ON (SAV opening).
When N2 speed stabilizes, the ENG MASTER lever is set to the ON position to command the fuel flow.
After 15 seconds, the ENG MASTER lever is set to the OFF position to cut the fuel supply.
The SAV command is maintained 30 seconds to blow all the fuel from the engine.
The wet motoring ends by pushing the ENG MAN START pushbutton to OFF or/and positioning the ENG
MODE rotary selector to NORM position.

13
 74 - LEAP Start Failures Description and Operation (Me)
AUTO-RESTART
The Electronic Engine Controls (EECs) abort the automatic start, dry motor the engine and attempt an
auto-restart for the following reasons:
- No light up (Exhaust Gas Temperature (EGT) low),
- Impending Hot Start (EGT reaches starting limit

1
 74 - LEAP Start Failures Description and Operation (Me)
NO LIGHT UP
The active EEC detects and accommodates the No Light Up conditions (failure to light) during all automatic
engine starts.
The EEC does not accommodate No Light Up conditions during manual starts.
The EEC accommodation for a ground auto start No Light Up condition is performed by the following
actions:
- Interrupt fuel flow and ignition,
- Increment the sub idle fuel flow schedule,
- Motor the engine for 30 seconds,
- Restart with same igniter.
The EEC accommodation for a second ground auto start No Light Up condition is performed by the follow-
ing actions:
- Interrupt fuel flow and ignition,
- Increment the sub idle fuel flow schedule,
- Motor the engine for 30 seconds,
- Restart with dual ignition.
If this auto-restart attempt fails, the start is aborted and the EEC generates the ECAM alert “ENG X START
FAULT - ENG X IGNITION FAULT”.

2
 74 - LEAP Start Failures Description and Operation (Me)
MPENDING HOT START
The active EEC detects and accommodates Impending Hot Start conditions during starting and rollback
when the EGT is within 10 degrees Celsius of the EGT Start Limit. The EGT Start Limit is 750 degrees Cel-
sius during ground starts.
The EEC accommodation for a Hot Start is performed by the following actions order:
- Interrupt both fuel flow and ignition for 1 second,
- Decrement the sub idle fuel flow schedule,
- Introduce fuel flow and ignition in order to restart the engine.
The EEC shall dry crank the engine during Hot Start accommodation if a stall is detected during a ground
auto start, a starter assisted in flight start, or a manual start.
If this auto-restart attempt fails, the start is aborted and the EEC generates the ECAM alert “ENG x START
FAULT- HOT START”.

3
 74 - LEAP Start Failures Description and Operation (Me)
TARTER TIME EXCEEDED
The active EEC detects Starter Duty Cycle exceedances when the SAV is open and sufficient pressure exists
to drive the pneumatic starter for more than 5 minutes.
A Starter Duty Cycle exceedance during a ground auto start or a ground crank procedure aborts the start
procedure.
The EEC identifies an excessive starter duty and generates the ECAM alert “ENG x START FAULT -
STARTER TIME EXCEEDED”.
In the other cases (ground man start, in flight auto and man starts), the EECs will only generates the
ECAM alert.

4
 75 - Air System Description/Operation

COMPRESSOR AIRFLOW CONTROL - VARIABLE BLEED VALVES SYSTEM

To increase the booster surge margin, part of the primary airflow is bled into the secondary gas path, through
the Variable Bleed Valves (VBV) system.
The system is made of eight VBV door assemblies, one actuating ring and two VBV actuators.
Both actuators are hydraulically operated simultaneously by servo fuel from one dedicated Torque Motor
(TM) in the Split Control Unit / Servo Valve Assembly (SCU/SVA). The TM is electrically controlled by the
EEC in control, according to control parameters. Both actuators are mechanically connected to the actuating
ring via bell cranks.
When the head chambers of the pistons are pressurized, the rods extent and the VBV doors open intrusively
into the primary airflow to bypass part of the booster discharge via the VBV ducts into the fan air flow.
Each EEC receives one actuator position feedback via the actuator integrated single channel Linear Variable
Differential Transducer (LVDT). The other one is exchanged by both EECs via the Cross Channel Data Link
(CCDL).

1
 75 - Air System Description/Operation
COMPRESSOR AIRFLOW CONTROL - VARIABLE STATOR VANES SYSTEM
The Variable Stator Vane (VSV) system positions the first five HP Compressor stages of variable stator vanes
to control the amount of airflow through the HP Compressor, in order to provide optimum compressor
performance and to prevent compressor stall.
The system is made of two VSV actuators, two bell crank assemblies, five actuation rings and five set of
VSVs including lever arms (from Inlet Guide Vanes (IGVs) to High Pressure Compressor (HPC) 4th stage).
Both actuators are hydraulically operated simultaneously by servo fuel from one dedicated TM in the SCU/
SVA. The TM is electrically controlled by the EEC in control, according to control parameters. Both actua-
tors are mechanically linked.
The linear motion of the actuators is converted in rotating displacement of the vanes through the bell
cranks, actuation rings and lever arms.
Each EEC receives one actuator position feedback via the actuator integrated single channel LVDT. The
other one is exchanged by both EECs via the CCDL.

2
 75 - Air System Description/Operation

OMPRESSOR AIRFLOW CONTROL - START BLEED AND BOOSTER ANTI-ICE SYSTEM

The Start Bleed/Booster Anti Ice (SB/BAI) system bleeds 7th stage air from the HP compressor during
transient starting conditions in order to improve the starting performances or to provide heating air to the
booster during icing conditions.
The Start Bleed/Booster Anti Ice Valve (SB/BAIV) consists of a single inlet (7th stage) and two outlets. An
internal ball mechanism directs air through the two exit ports: one to the core compartment for start bleed
function and the other one to the flow splitter leading edge for booster anti-ice function.

For BAI, the HPC 7th air pickup is ducted by several hoses to the flow splitter, which includes notches for
hot gas evacuation to the outer surface.
For SB, the bleed air exits the valve and is vented through a pepper pot device that diffuses the air under the
cowling in the core area.

The SB/BAIV actuator is hydraulically operated by servo fuel from one dedicated TM in the SCU/SVA. The
TM is electrically controlled by the EEC in control, according to preset parameters.
A dual channel Rotary Variable Differential Transducer (RVDT), inside the rotary fuel actuator, provides
valve position feedback to both EECs.

3
 75 - Air System Description/Operation
COMPRESSOR AIRFLOW CONTROL - TRANSIENT BLEED SYSTEM
The Transient Bleed Valve (TBV) system discharges part of the HPC 10th stage air into the turbine exhaust
in order to unload the compressor during engine decelerations for increased stall margin.
The system consists of one TBV (including one actuator, one butterfly body valve and a dual LVDT), mani-
folds and six exhaust ducts (three on each side).
The TBV actuator is hydraulically operated by servo fuel from one dedicated TM in the SCU/SVA. The TM
is electrically controlled by the EEC in control, according to preset parameters.
A dual channel RVDT, inside the rotary fuel actuator, provides valve position feedback to both EECs.

4
 75 - Air System Description/Operation
COOLING - HPT & LPT ACTIVE CLEARANCE CONTROL SYSTEM
The HPTACC and LPTACC system regulates airflow to the exterior of the high and low pressure turbine
cases. The cooling air is used to optimize the clearances between the cases and the rotor blades in order
to decrease the specific fuel consumption. Fan air enters the circuit through a louver and is splitted in two
sub-circuits where it is metered by each ACC individual valve.
The HPTACC and LPTACC valves are two separate, but identical, butterfly-type valves. Each valve actua-
tor is hydraulically operated by servo fuel from one dedicated TM in the SCU/SVA. The TM is electrically
controlled by the EEC in control, according to preset parameters.
A dual channel LVDT, inside each fuel actuator, provides valve position feedback to both EECs.
NOTE: The actuator extension chamber is supplied by modulated servo fuel whereas the rod chamber is
supplied by regulated High Pressure fuel.

5
 75 - Air System Description/Operation

COOLING - MODULATED TURBINE COOLING SYSTEM

The Modulated Turbine Cooling (MTC) system reduces the HPT turbine blades cooling at
low power in order to limit air leaks and to decrease the specific fuel consumption.
The cooling flow from the HPC 10th stage to the HPT 1st stage turbine blades is increased
by the opening of the two MTC Valves (MTCVs) at high power.
The MTCVs are two independent plunger-type valves connected to their respective actua-
tor via a push/pull rod linkage mechanism. Both valve actuators are hydraulically operated
simultaneously by servo fuel from one dedicated TM in the SCU/SVA. The TM is electrically
controlled by the EEC in control, according to preset parameters. The actuators are com-
manded fully open or fully closed.
Each EEC receives one valve position feedback via the actuator integrated single channel
LVDT. The other one is exchanged by both EECs via the CCDL.

6
 75 - Air System Description/Operation
COOLING - TURBINE COOLING

The HPC 4th stage air circuit delivers dedicated cooling to the Turbine Center Frame (TCF)
and TCF struts. The circuit comprises four ducts located circumferentially around the en-
gine that attach to four bolt flange ports on the forward compressor case for the pickup. The
air is directed aft and splits into three separate branches that attach to four bolt flange ports
on the TCF for the discharge.
The HPC 7th stage air circuit delivers dedicated cooling to the HP turbine (HPT). The cir-
cuit comprises four ducts located circumferentially around the engine that attach to four
bolt flange ports on the aft compressor case for the pickup and on the HPT case for the dis-
charge. The air is directed aft.

7
 75 - Air System Description/Operation
COOLING - FAN COMPARTMENT AND ACCESSORY COOLING

The fan compartment cooling is achieved through a passive ventilation system with external
air. When the aircraft is moving, the airflow is circulated from the top ventilation scoop to
the ventilation grids and split line at the bottom of the fan cowl.
The Fan Overheat Detector system monitors the fan area for any excessive temperature due
to a bleed air leak and sends the corresponding signal to the EECs. There are two dual sen-
sors in the fan case, one at the 12 o’clock position next to the starter duct and the other at the
6 o’clock position next to the Nacelle Anti-Icing (NAI) duct.

8
 75 - Air System Description/Operation
COOLING - EEC COOLING

The EEC Cooling system provides additional dedicated cooling to both EECs in specific
conditions. Otherwise the fan compartment ventilation is sufficient to cool down the EECs.
The EEC cooling system consists of two blowers installed in parallel, which pull outside
air through the static grid into the EEC plenums. The flow is then exhausted in the fan
compartment via EEC air outlets. When any EEC detects an internal high temperature on
ground, it sends the demand to the EIU that controls an independent power supply relay to
power both blowers. Each EEC receives one blower speed sensor signal for confirmation.
Each blower is fitted with an electronic control system, thermal protections and an outlet
check valve.

9
 75 - Air System Description/Operation
COOLING - CORE COMPARTMENT VENTILATION SYSTEM

The Core Compartment Ventilation (CCV) system removes hot air and vapors from the
core compartment to the outside. The CCV system is a passive system that redirects a small
flow from the fan stream via six cooling holes drilled in the Fan Extension Ring (FER) to the
core compartment. The air is then discharged overboard through an annular gap at the rear
of the engine formed by the Inner Fixed Structure (IFS) and the Nozzle.

10
 75 - Air System Description/Operation
COOLING - CORE COMPARTMENT COOLING SYSTEM

The Core Compartment Cooling (CCC) system provides dedicated cooling for some under
cowl components subject to high temperature. They are divided in three groups.
The CCC system is a passive system that directs part of three VBVs air discharge to three
independent manifolds to blow the related components. The bottom manifold provides cool-
ing to the inside of the exciter box and the ignition leads, the right one provides cooling to
the SBV/BAIV and the TBV and the left one provides cooling to the NAIV, LPTACCV and
HPTACCV.
The CCC system is only supplied by booster air discharge when the VBV doors are open (at
ground idle, up to accelerated N1).

11
 76 - Throttle Control System D/O
THROTTLE CONTROL LEVER (a)
The throttle control handle comprises:
- A throttle control lever which incorporates stop devices, autothrust instinctive disconnect pushbutton
switch,
- A graduated fixed sector,
- 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.Throttle Lever Angle (TLA) to +45 deg.TLA:
-20 degrees TLA corresponds to Reverser Full Throttle stop,
+45 degrees TLA corresponds to Forward Full Throttle stop.
The intermediate mechanical stop (Idle) 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 at 25 deg.TLA and
the MAX CONTINUOUS/FLEX TAKE-OFF detent point set at 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 command and the Reverse Idle setting.
In the middle throttle range (0 deg. 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 oper-
ation). 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 (GO AROUND) Mode.

1
 76 - Throttle Control System D/O
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. Each throttle control unit comprises:
- An input lever,
- Mechanical stops, which limit the angular range,
- 2 resolvers (one resolver per Electronic Engine Control (EEC)),
- 6 potentiometers (which send signals to Spoiler Elevator Computers (SECs) 1, 2 and3),
- A device, which drives the resolver and the potentiometer,
- A pin device for rigging the resolvers and potentiometers,
- 1 switch whose signal is dedicated to the Engine Interface Unit (EIU),
- 2 output electrical connectors.

The input lever drives two gear sectors assembled face to face. Each sector drives a set of resolvers and poten-
tiometers.
The relationship between the Throttle Lever Angle (TLA) 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 resolver is dedicated to one EEC and receives its electrical excitation current (6V AC) from the related
EEC.

The EECs consider, as a resolver position signal failure, a throttle resolver angle value less than -47.5 deg. or
greater than 98.8 deg.
They include a resolver fault accommodation logic. This logic allows engine operation after a failure or a com-
plete loss of the throttle resolver position signal.

2
 76 - Throttle Control System D/O
BUMP FUNCTION (OPTION)
The BUMP function can be activated by the pilot to require an additional thrust during Take-Off
and Go-Around due to environmental conditions (Take Off distance available, Maximum A/C
payload, ambient temperature, ambient pressure).
This function is armed on ground by pressing one of the two “guarded” push buttons installed on
the thrust levers.
Each push button position signal is transmitted to both EIU and then to the associated EECs.
The bump arming is displayed to the flight crew on the upper ECAM display (close to the N1 dial
for each engine) through the display of a “B” character. In case of a failure of the Bump function
following its activation, the “B” character is no longer displayed.
The Bump function can be armed on ground.
Once the bump is armed, and if the throttle lever is set above the FLEX/MCT position, Take-Off
bump is active when all the specific following conditions are met:
- Throttle Lever in Take Off position,
- Engine core speed above 50%.
The bump function is disarmed (so deactivated):
- as soon as the thrust is reduced and the throttle lever is below FLEX/MCT position,
- or by pressing again the push button,
- or if the aircraft is confirmed on ground,
- or if the Master Lever is set to OFF.
There is no automatic reactivation in case of Go-Around selection.

3
 76 - Engine Thrust Management
GENERAL

The engine thrust is controlled under the management of the Electronic Engine Controllers (EEC A
and B).
The engine thrust can be set:
- manually from the throttle control lever or,
- automatically from the Auto Flight System (AFS).
The engine thrust parameters are displayed on the ECAM.
The main thrust monitoring parameter is the N1 speed (LP shaft).
The main thrust demand parameter is the engine Fuel Flow (FF).

The actual N1 is the actual value given by the N1 speed sensor and is used as a reference for the
engine thrust control loop.
This actual N1 is displayed in green on the N1 indicator and in percentage in the N1 box indicator.

1
 76 - Engine Thrust Management
THRUST LIMIT MODE

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:
- Climb (CL),
- Flexible Take Off or Maximum Continuous Thrust (FLX/MCT),
- Take Off-Go Around (TOGA),
- IDLE levels,
- Maximum Reverse (MREV).
The A/THR function is engaged manually when the A/THR P/B is selected or automatically
at take-off power application. The A/THR function becomes active when the throttle levers
are set to CLimb detent after take-off.

An additional Soft Go-Around (SGA) mode is available.

It is automatically selected if during approach, the TOGA detent is set and the thrust levers
are then moved back to the FLX/MCT detent.
Note:
- On the ground with the engines running, the displayed N1 rate limit corresponds to the
TO/GA thrust limit whatever the thrust lever position is.
- On the ground with the engines running and if FLEX mode is selected, FLEX N1 is dis-
played whenever the thrust lever position is between IDLE and FLX/MCT.

For each thrust limit mode selection, an N1 rating limit is computed by the EECs accord-
ing to Thrust Lever Angle (TLA) and the air data parameters from the Air Data Inertial and
Reference Units (ADIRUs). This indication is displayed in green on the upper ECAM display
near the thrust limit mode indication.

The predicted maximum N1 is indicated by a blue circle on the N1 indicator and corre-
sponds to the TLA position.

TOGA, FLX, CL or MCT limit mode, selected by the position of whichever thrust lever is
farther forward, is displayed in blue.

2
76 - Engine Thrust Management

3
 76 - Engine Thrust Management
ACTUAL N1

The actual N1 is the actual value given by the N1 speed sensor and is used as a reference for
the engine thrust control loop.
This actual N1 is displayed in green on the N1 indicator.

ACTUAL N1 - N1 COMMAND

The N1 command, used to regulate the fuel flow, is the Flight Management and Guidance
Computer (FMGC) N1 target when the A/THR function is active.
When the A/THR function is not active, the N1 command is the N1 corresponding to the
TLA.

In A/THR mode, the FMGCs compute an N1 target according to the AFS command, the
ADIRS data and the engine parameters and send this demand to the EECs.

4
 76 - Engine Thrust Management
AUTOTHRUST CONTROL MODE

The A/THR function is engaged manually when the A/THR P/B is selected or automatically
at take-off power application.

AUTOTHRUST CONTROL MODE - AUTOTHRUST ACTIVE

When engaged, the A/THR function becomes active when the throttle levers are set to
CLimb detent after take-off.
The N1 command is the FMGC N1 target.
The A/THR function is normally active when the throttle levers are set between IDLE and
CLimb (including CLimb).
The A/THR active range is extended to MCT in the case of single engine operation.
When the throttle levers are set between two detent points, the N1 command is limited by
the throttle lever position.
NOTE: In case of Alpha Floor detection, the A/THR function becomes active automatically
and the N1 target is to TOGA.

5
 76 - Engine Thrust Management
TOTHRUST CONTROL MODE - AUTOTHRUST NOT ACTIVE

When engaged, the A/THR function becomes inactive when the throttle levers are set above
CLimb with both engines running.
In this case, the N1 command corresponds to the N1 throttle (TLA).
NOTE:
The A/THR function is inactive above MCT in case of single engine operation.
The A/THR function is disengaged when the throttle levers are set at IDLE stop.

6
 76 - Engine Thrust Management
AUTOTHRUST CONTROL MODE - MANUAL CONTROL MODE

The engines are in manual control mode when the A/THR function is not engaged, or en-
gaged and not active (throttle levers not in the A/THR operating range and no Alpha Floor
detected).

7
 76 - Engine Thrust Management
THRUST CONTROL MALFUNCTION ACCOMMODATION

The intent of Thrust Control Malfunction Accommodation (TCMA) logic is to identify if

the engine is not responding the throttle command and take mitigating action if required.
In flight, mainly during flare and landing phases, if the engine control is affected (engine
thrust is higher than the throttle command), a TCMA cutback sequence is applied.
On ground, if the engine control is affected (engine thrust does not response to throttle
command, for instance when idle is requested during a rejected take-off), a TCMA shut-
down sequence is applied.
The EEC shall enable the fuel cutback function when:
- Fan speed (N1) is greater than Thrust Control Malfunction (TCM) threshold,
- Pressure altitude below 15,000 ft,
- Mach number less than 0.40.
NOTE: The EECs use TCMA logic data from FMGCs to Flight Control Unit (FCU) to auto-
matically reduce engine thrust (cutback) during flare.
The EEC shall enable the fuel shutoff function when:
- Fan speed (N1) is greater than TCMA threshold or TCMA cutback already applied,
- Pressure altitude below 15,000 ft,
- Mach number less than 0.40,
- The EEC receives a valid “aircraft on-ground” signal,
- Throttle is at or below idle.
A fuel cutback is achieved by a fuel flow reduction via the TCMA Torque Motor (TM) that
opens the Bypass valve in order to decrease the fuel flow and the engine thrust to a pre-set
value.
A fuel shutdown is achieved by the control of the Hugh Pressure Shut-Off Valve (HPSOV)
via the Engine Over Speed (EOS) shutdown hardware (EOSV TM and Shut Off Solenoid
Valve (SOSV)) to the close position in order to stop the fuel flow and shut down the engine.

8
 70 - Engine Monitoring D/O
INDICATING

The engine indicating system has sensors that measure some engine parameters. These pa-
rameters are sent to the Electronic Engine Control (EEC) A and B for cross-check, compu-
tation and transmission. They are sent to the Electronic Instrument System (EIS) for display
on the EWD (primary parameters) and on the SD-ENGINE page (secondary parameters).
Some parameters are also used, in conjunction with inputs from the ADIRS, to control and
monitor the engine thrust with:
- the Throttle Lever Angle (TLA) position in manual thrust control mode or
- the Auto Flight System (AFS) inputs via the Engine Interface Unit (EIU) in auto thrust
control mode.

1
 70 - Engine Monitoring D/O
PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION

The N1 speed sensor provides a redundant Low Pressure (LP) rotor speed (N1) signal to the
EECs. The indication is shown in the ECAM EWD by a needle and a N1 digital indication
display. The sensor is mounted into a sleeve, inside Fan Hub N°4 strut, and then into a guide.

The N2 speed sensor provides a redundant High Pressure (HP) rotor speed (N2) to the
EECs. The N2 rotational speed is indicated in the ECAM EWD by digits. The sensor is in-
stalled on the transfer tube between the Transfer Gear Box (TGB) and the Accessory Gear
Box (AGB).

Both the N1 and N2 speed sensors are dual channel magnetic speed sensors and transmit
the corresponding signals to the EEC A and B for engine thrust control and vibration mon-
itoring. The N1 once-per-revolution signal (angular position) is also used for the fan trim
balancing during maintenance.
The N1 and N2 sensors are Line Replaceable Units (LRU).

2
 70 - Engine Monitoring D/O

PRIMARY PARAMETERS - EGT PARAMETERS

The calculated EGT value is displayed on the ECAM EWD by a needle and an EGT digital
indication.
The EGT sensors are also used to monitor the engine start, relight and operation and to de-
terminate the EGT margin.
The EGT sensors (also named T48 sensors) are LRUs and they are identical and fully inter-
changeable.

3
 70 - Engine Monitoring D/O
PRIMARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

The Fuel Flow Meter (FFM) is installed in line between the Fuel Metering Unit (FMU) dis-
charge and the Split Control Unit / Servo Valve Assembly (SCU/SVA). The FFM is a passive,
time-based pulse output transmitter; it is installed on the engine core at the 5 o’clock posi-
tion.
It measures the mass flow rate of metered fuel supplied to the combustor and sends it to the
EECs.
The fuel used value is computed by the EIU from the fuel flow value sent by the EECs. For
each engine, it is computed from the engine start to the engine shutdown.
The FWC also monitors both engine Fuel Flow (FF) and trigger the alert in case of one en-
gine showing abnormally high value compared to the other one.
The FFM is an LRU.

4
 70 - Engine Monitoring D/O
SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION

The FFDP sensor is an LRU.

5
 70 - Engine Monitoring D/O

SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

The Oil Level Sensor (OLS) is mounted on top of the oil tank located on the right-hand side
of the Fan Case at the 4 o’clock position. It is a single channel sensor of reed switches type.
The EEC A receives the information and shares it with EEC B for display on ECAM SD EN-
GINE page.
The OLS is an LRU.

The OPT sensor is mounted on the oil supply line at the AGB inlet. It is a dual channel sen-
sor which sends the signals to both EECs for monitoring and display on ECAM SD ENGINE
page.
The OPT sensor is an LRU.

6
 70 - Engine Monitoring D/O

SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION

The OFDP sensor is an LRU.

The LOP switch is an LRU.

The ODM sensor and ODMU are LRUs.

7
 70 - Engine Monitoring D/O

SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION

It is installed internally on the N°1 Bearing support at 8 o’clock position and its lead cable
goes through the Fan Hub Strut 2 for the external connection.
The NOB accelerometer is not a LRU.

The TCF Accelerometer is installed on the Turbine Centre Frame at 11 o’clock position.
The TCF accelerometer is a LRU.

8
 70 - Engine Monitoring D/O

SECONDARY PARAMETERS - NACELLLE TEMPERATURE INDICATION

The EEC A receives the sensor signal and shares it with EEC B for display on ECAM SD
ENGINE page.
The sensor has no engine control function.
The core temperature sensor is an LRU.

9
 70 - Engine Monitoring D/O

OTHER SENSORS FOR ENGINE CONTROL AND MONITORING

Various sensors are used by the EECs for the engine internal control and monitoring.

The T12 sensor transmits the fan inlet air temperature to the EECs for engine control for
the Total Air Temperature (TAT) consolidation. The T12 sensor is installed in the engine air
intake upstream the fan blades, at the 12 o’clock position.
It is a dual Resistive Thermal Device (RTD) and it is a LRU.

The T25 sensor measures the total temperature of the primary flow between the booster and
High Pressure Compressor (HPC) and transmits the signal to the EECs for engine control.
The T25 sensor is mounted on the Fan Hub, at the 3 o’clock position.
The T25 sensor is a Resistive Thermal Device (RTD) and it is a LRU.

The T3 sensor transmits the temperature of the HPC discharge airflow to the EECs for en-
gine control.
The T3 sensor protrudes into the compressor discharge airflow between the Combustor Dif-
fuser Nozzle (CDN) case and the combustor outer liner. It is installed at the 8 o’clock posi-
tion.
It is of thermocouple type and it is an LRU.

10
 78 - Thrust Reverser System D/O
THRUST REVERSER SYSTEM LAYOUT

The thrust reverser system is of the aerodynamic blockage type.

For each engine, it consists of two translating sleeves linked mechanically, ten blocker
doors and twenty cascade vanes to redirect fan discharge airflow.

HRUST REVERSER SYSTEM LAYOUT (b)

Each Thrust Reverser Actuation System (TRAS) is pressurized by its dedicated hydraulic
power source:
- the green hydraulic pressure for engine 1,
- the yellow one for engine 2.

1
 78 - Thrust Reverser System D/O
Each system is made of:

- one Isolation Control Unit (ICU) and a Directional Control Unit (DCU),
- two worm drive actuators per side (on the RH side, one Synchronization Locking Feed-
back Actuator (SLFA) and one Synchronization Manual Locking Actuator (SMLA); on the
LH side, one SLFA and one Synchronization Non Locking Actuator (SNLA)),
- three synchronization flex shafts,
- locking and monitoring devices. To avoid inadvertent deployment in flight, the system
operates under multiple and independent commands of various components. It compris-
es three lines of defense: the Engine Interface Unit (EIU) control on the ICU and DCU,
the Electronic Engine Control (EEC) control on the ICU and DCU, and Spoiler Elevator
Computer (SEC) control on the Electrical Tertiary Lock (ETL).
Each computer receives the throttle position independently from a dedicated sensor and
the EECs and EIU are able to cross check the various inputs.
The system also comprises three retention means: one primary lock in each upper actua-
tor (SLFA) and one ETL at the bottom of the left translating sleeve.
The translating sleeves position is monitored by the SLFA Linear Variable Differential
Transducers (LVDTs) and the retention means (locks) are monitored by their related dual
proximity sensor.

2
 78 - Thrust Reverser System D/O
DEPLOY SEQUENCE

The active Electronic Engine Control (EEC) confirms the engine is running. The thrust
reversers are stowed, locked and not inhibited.
In these conditions:
- the ICU, DCU, Electrical Tertiary Lock (ETL) are de-energized to prevent pressurization,
- the 3 dual proximity sensors indicate locked,
- the ICU pressure switch indicates a low pressure,
- both LVDTs indicate a stowed condition,
- the ICU inhibition lever proximity sensor indicates a non-inhibited condition.

3
 78 - Thrust Reverser System D/O
DEPLOY SEQUENCE

When the thrust-reverser lever is set to the deploy position, the following sequence oc-
curs.

As soon as the Spoiler Elevator Computers (SECs) receive the signal from the Throttle
Control Unit (TCU) potentiometers (Throttle Lever Angle (TLA) < -3°), and from the
Radio Altimeter (RA) (altitude < 6 ft), they control the powering of the ETL to open for 40
seconds.

4
 78 - Thrust Reverser System D/O

DEPLOY SEQUENCE

When the Engine Interface Unit (EIU) receives the signals from the TCU switch (TLA
< -3.8°) and from the Landing Gear Control and Interface Units (LGCIUs) (aircraft on
ground), it controls the closure of internal relays involved in the ICU and DCU powering.

5
 78 - Thrust Reverser System D/O
DEPLOY SEQUENCE

When the EEC receives the signals from the TCU resolvers (TLA < -4.3°), it closes an
internal relay to power the ICU to open. The pressure is sent to the actuators rod cham-
bers to perform an overstow in order to release internal friction on primary locks prior
unlocking.

6
 78 - Thrust Reverser System D/O
DEPLOY SEQUENCE

When the EEC receives the pressurization signal from the ICU pressure switch and the un-
locked signal from the ETL proximity sensor, it closes an internal relay to power the DCU
to open. The pressure is sent to the actuators jack heads to release the actuators internal
primary locks and command the translating sleeves deployment.

7
 78 - Thrust Reverser System D/O
DEPLOY SEQUENCE

One second after the SLFA LVDTs indicate 85 % of travel, the EEC commands the engine to
accelerate from reverse idle to max reverse thrust. Maximum allowable thrust is defined as a
function of sleeve travel and TLA.
At 97% of travel, the EEC de-powers the ICU by opening its internal relay. The TRAS is
de-pressurized.

8
 78 - Thrust Reverser System D/O
STOW SEQUENCE

When the thrust-reverser lever is set to the stow position, the following sequence occurs.

When the EEC and the EIU receive the signals from the TCU to confirm the idle selection,
they first de-energize the DCU and then the EEC closes its internal contact to re-open the
ICU. The pressure is sent to the actuators rod chambers to stow the translating sleeves.
The EEC will limit the engine thrust to selected forward idle mode until the Thrust Reverser
is confirmed locked.

9
 78 - Thrust Reverser System D/O
STOW SEQUENCE

When reaching the end of retraction, the ETL is re-engaged first mechanically by the roll-
er on the left translating sleeve, then the two primary locks are re-engaged when reaching
the overstow position.

10
 78 - Thrust Reverser System D/O
STOW SEQUENCE

2 seconds after the overstow position is detected by the LVDTs, the EEC de-energizes the
ICU to release the pressure in the actuators. Then the EIU opens its internal relay to iso-
late the ICU powering. The TRAS is de-pressurized.

11
 78 - Thrust Reverser System D/O

GROUND ASSISTED STOW SEQUENCE (GASS)

The EEC shall initiate a thrust reverser GASS operation only on ground in order to lock
the thrust reverser system:
- if at least one primary lock is detected unlock after the normal stow sequence or,
- after the engine start.

The GASS shall be initiated by energizing the ICU (overstow command) when all the fol-
lowing conditions are fulfilled:
- the aircraft is on ground,
- the throttle is in forward thrust region and less than CL position,
- no stow sequence is being commanded,
- the engine is running,
- one or two primary locks are seen unlocked,
- the sleeve position is less than 11% of travel,
- the thrust reverser is not inhibited,
- the fire handle has not been pulled.

12
 79 - OIL

OIL SYSTEM LAYOUT

The oil system:

- Lubricates the engine bearings, Transfer Gearbox (TGB), Main Gearbox (MGB) with
filtered oil,
- Regulates the temperature of the:
- engine oil with the Main fuel/oil Heat Exchanger (MHX) and the Surface Air Cooling
Air Cooler (SACOC),
- engine fuel with the Servo Fuel Heater (SFH),
- Scavenges the hot lubrication oil back to the tank,
- Vents overboard the excess of sealing air from the bearing compartments (sumps).

1
 79 - OIL

OIL SUPPLY

Oil flows from the pressurized oil tank to the dual lube pump in the Lubrication Unit.
The inlet on the Lubrication Unit is fitted with an Anti Leakage Valve (ALV) to avoid oil to flow by gravity
from the tank to the Lube Unit and end up in the Accessory Gearbox (AGB).
The pressurized oil is directed to the supply oil filter and then to the heat exchangers via a Non Return Valve
(NRV).
The NRV prevents oil from draining from heat exchangers (located above the supply pump) down to the
AGB through the Lube Unit.
The oil is cooled down when passing through the SFH, the SACOCs and the MHX.
The Oil Pressurizing Valve (OPV) at the oil outlet of the MHX, enables pressurized oil to feed the engine oil
dampers.

2
 79 - OIL

OIL SCAVENGE & VENTING

The engine oil scavenge system is used to return the hot lubrication oil to the tank through
the Lubrication Unit.
The Lubrication Unit has five scavenge pumps that are used to pull scavenge oil from the
sumps (A, B and C) and the gearboxes (TGB and AGB). To protect the scavenge pumps
from large debris potentially generated within engine sumps, strainers are installed in the
Lube Unit upstream each pump. A provision for magnetic chip detectors installation is also
included in the strainer assemblies.
The scavenged line is connected to the oil tank through the deaerator: a static air/oil sep-
arator. It is fitted with a Tank Pressure Valve (TPV) and an Oil Debris Monitoring Sensor
(ODMS).
The mist of air and oil is centrifugally separated. The oil is directed to the ODMS and then
collected in the tank, whereas part of the air is used to pressurize the tank and the excess is
vented to the AGB thanks to the TPV.

3
 79 - OIL
SUMP PRESSURIZATION

Sump sealing is performed by contact carbon seals and sump pressurization is made by air
pickup downstream LP Compressor (stage 25). Both are necessary to avoid oil leakage.
At low engine speed, pressure level in stage 25 is not sufficient to ensure proper A sump
sealing. An Eductor Valve (EV) is therefore used to control engine A sump pressurization by
providing HPC 7th stage air to an eductor tube in the Center Vent Tube (CVT) venturi in
order to increase differential pressure across forward sump seals.
The EV is an inlet pressure (HPC 7) controlled, altitude compensated poppet style shutoff
valve, it opens at low pressure and closes when the pressure increases.

4
 79 - OIL
OIL MONITORING AND INDICATING

The oil monitoring and indicating system comprises:

- Oil Level (OL) indicating,

- Oil Debris Monitoring (ODM),
- Oil Pressure and Temperature (OPT) indicating,
- Low Oil Pressure (LOP) indicating,
- Oil Filter Differential Pressure (OFDP).

OIL MONITORING AND INDICATING - OIL LEVEL INDICATING

The Oil Level Sensor (OLS) is installed on the top of the oil tank.
It is of the magnetic float and reed switch type. The signal proportional to the oil level is
sent to the EEC channel A.

OIL MONITORING AND INDICATING - OIL DEBRIS MONITORING

The ODMS is installed in the deaerator of the oil tank.

It is a passive, magnetic, inductive sensor. It collects ferrous particles and generates an
electrical signal whose amplitude depends on particle size. The signal is processed by the
ODMU and sent to the EEC channel B.

OIL MONITORING AND INDICATING - OIL PRESSURE & TEMPERATURE INDI-

CATING

The dual OPT sensor is installed on the AGB upper front face.
It measures:
- the differential pressure between the AGB oil supply and the oil-air mixture within AGB
sump and,
- the oil temperature at the AGB oil supply inlet,
The OPT sends the signals to both EEC channels.

OIL MONITORING AND INDICATING - LOW OIL PRESSURE INDICATING

5
79 - OIL

6
 Maintenance Practice

OPENING OF THE ENGINE FAN COWL DOORS

Before working on the engine, safety precautions have to be taken.

WARNING:
KEEP PERSONNEL AND EQUIPMENT CLEAR OF THE FAN COWL DOORS WHEN THE HOLD
OPEN RODS ARE NOT LOCKED. THE COWL DOORS CAN CLOSE QUICKLY AND INJURY TO
PERSONS OR DAMAGE TO EQUIPMENT CAN OCCUR.

DO NOT ATTEMPT TO OPEN THE FAN COWL DOORS IF THE WIND SPEED IS HIGHER THAN 74
KM/H (40 MPH).
IF THE WIND MOVES THE FAN COWL DOOR, INJURY TO PERSONS AND/OR DAMAGE TO THE
ENGINE CAN OCCUR.

In the cockpit, make sure that the ENG MODE rotary selector is in the NORM position.
Make sure that the ENG MASTER 1(2) lever was in the OFF position not less than five minutes before you
do this procedure.
Put WARNING NOTICE(S) in position to tell persons not to operate the ENG MODE rotary selector and
the ENG MASTER 1(2) lever.
On the ENG section of maintenance panel 50VU, make sure that the ON legend of the FADEC GND PWR
1(2) pushbutton switch is off.
Put WARNING NOTICE(S) in position to tell persons not to energize FADEC 1(2).

1
 Maintenance Practice
Make sure that the slats are retracted.
Put WARNING NOTICE(S) in the cockpit to tell persons not to move the slat control lever.

CAUTION:
DO NOT OPEN THE FAN COWL IF THE WING LEADING EDGE SLATS ARE EX-
TENDED.
DAMAGE TO THE FAN COWL, WING LEADING EDGE SLATS AND WING CAN
OCCUR.

2
 Maintenance Practice
OPENING OF THE ENGINE FAN COWL DOORS
It is possible to do this task with one person, but for convenience (wind gust, fan cowl door weight), two
persons are recommended.
On the engine, push the trigger to release the latch handles and pull the L1, L3 and L2 latch handles.
NOTE: When the forward latch is open, the cowl loss prevention flag is deployed on the left fan cowl door.
If the flag is not deployed on the left fan cowl door, you must examine the system for blockage.

3
 Maintenance Practice

OPENING OF THE ENGINE FAN COWL DOORS

Move the Fan Cowl Door (FCD) in order to generate a gap between fan cowl door and the air intake cowl.
In the fan cowl door forward position, pull the fan cowl door in order to open it to the fully open position
(53.5º).
Make sure that the front Hold Open Rod (HOR) is locked correctly (the green mark comes into view).
NOTE: The front HOR is permanently attached to the engine.
Get access to the rear HOR and move the lock ring to release the rod from its stowage bracket on the fan
cowl.
Attach the rear HOR to the fitting on the engine case.
Pull the fan cowl to correctly lock the rear HOR (the green mark comes into view).
WARNING: MAKE SURE THAT EACH INDICATOR OF THE HOLD-OPEN RODS IS GREEN
(LOCKED).
IF IT IS NOT GREEN, INJURY TO PERSONNEL AND DAMAGE TO EQUIPMENT CAN OCCUR.
If required, repeat this procedure for the other FCD.
Make an entry in the logbook.

4
 Maintenance Practice
OPENING OF THE ENGINE THRUST REVERSER COWL DOORS
Do the deactivation of the thrust reverser system for maintenance: On the Isolation Control Unit (ICU),
move and secure the lever to the INHIBITED position.

5
 Maintenance Practice

OPENING OF THE ENGINE THRUST REVERSER COWL DOORS

At 6 o’clock position, open the two Latch Access Doors.
Open the latches in sequence: L1, L2, L3.1, L3.2, L4.1, L4.2, LACC-1 and LACC-2.
NOTE: LACC = Latch Aft Core Cowl
CAUTION:
DO NOT OPEN THE THRUST REVERSER COWLS WHEN THE TRANSLATING COWL IS DE-
PLOYED.
DO NOT DEPLOY THE TRANSLATING COWL WHEN THRUST REVERSER COWLS ARE OPEN.
IF YOU DO NOT OBEY THESE INSTRUCTIONS, THE THRUST REVERSER COWLS CAN TOUCH
THE WING AND DAMAGE CAN OCCUR.

6
 Maintenance Practice

OPENING OF THE ENGINE THRUST REVERSER COWL DOORS

Connect the hand pump flexible hose to the opening actuator connection fitting and operate the pump until
the actuator opens the thrust reverser cowl to 25º.
NOTE: The opening actuator is fitted with a pressure indicator that extrudes when pressurized.
Release and extend the Hold Open Rod.
Adjust it as necessary and attach it to the HOR engine support bracket.
Operate the pump until the HOR is autolocked.
Make sure that the HOR is completely extended and correctly locked (green band visible).
NOTE: The Thrust Reverser Cowl fully open position is 45º.
Manually release the pressure from the actuator.
If necessary, repeat the sequence to open the other Thrust Reverser Cowl.

7
 Maintenance Practice

CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS

Pay attention of the warnings and cautions mentioned for Fan and Thrust Reverser cowls opening.
Make sure that you did the deactivation of the thrust reverser system for maintenance.

Connect the hand pump flexible hose to the opening actuator connection fitting and operate the pump to
unload the Hold Open Rod.
Move the ring to unlock the HOR and visually check that the red strip indicator is visible.
Connect the HOR to its storage fitting.
Manually release the pressure from the actuator to close the cowl. If necessary, repeat the operation with
the other cowl.

8
 Maintenance Practice

CLOSING OF THE ENGINE THRUST REVERSER COWL DOORS

Close the thrust reverser cowl latches in the sequence that follows: LACC-2, LACC-1, L4.1, L4.2, L3.2, L3.1,
L2 and L1.
Close the two Latch Access Doors.
Make sure that the work area is clean and clear of tool(s) and other items.
Do the reactivation of the thrust reverser system for maintenance: on the ICU, move and secure the lever to
the ACTIVE position.

9
 Maintenance Practice

CLOSING OF THE ENGINE FAN COWL DOORS

Manually lift and hold the left fan cowl door at the lower edge so that the weight is not on the Hold Open
Rods (HOR).
Move the attachment lock on the rear HOR to release it from the fitting on the engine.
Stow the rear HOR to the stowage bracket located on the fan cowl door.
From the outside of the forward fan area, secure the FCD with one hand and unlock the primary lock of
the front HOR (red band visible on the middle sleeve).

10
 Maintenance Practice

CLOSING OF THE ENGINE FAN COWL DOORS

Lift the FCD to unlock the secondary lock.
Carefully lower the FCD to the closed position.
Push on the fan cowl door to engage the spigots and the front upper and lower locators.
If necessary, repeat the operation for the other FCD.

11
 Maintenance Practice
CLOSING OF THE ENGINE FAN COWL DOORS
Engage and push each latch handle in sequence: L2, L3 and L1.
On the left fan cowl door, make sure that the flag is fully retracted inside its receptacle.
Make a record in the aircraft logbook to tell that you closed the fan cowl doors.

The proximity sensors installed on the latch keepers detect improper latching and trigger the relative ECAM
indication.

12
 Maintenance Practice

T/R MAINTENANCE PRACTICES & DEACTIVATION / REACTIVATION MAIN ELEMENTS

The Thrust Reverser main elements for Maintenance Practices & Deactivation / Reactivation are the Isola-
tion Control Unit (ICU), Synchronized Locking Feedback Actuators (SLFAs), Synchronized Manual Locking
Actuator (SMLA) with its Manual Drive Unit (MDU), Synchronized Non Locking Actuator (SNLA) with its
MDU, Electric Tertiary Lock (ETL) and the inhibition pin.

13
 Maintenance Practice

THRUST REVERSER DEACTIVATION AND LOCKOUT

Thrust reverser deactivation for ground maintenance:
- Apply the applicable safety precautions.
- Turn the inhibit lever to the inhibited position and secure it with the lockout pin.

14
Maintenance Practice

15
 Maintenance Practice

THRUST REVERSER DEACTIVATION AND LOCKOUT

Thrust reverser deactivation for flight:
- Apply the applicable safety precautions.
- Do the Thrust Reverser deactivation for ground maintenance.
- Install the translating sleeve lockout pin.
- Check for the Thrust Reverser deactivation warning on the EWD.
- Make the corresponding entry in the logbook and put a warning notice in the cockpit.

16
 Maintenance Practice

MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES

Manual extension of the thrust reverser translating sleeves:
- Apply the applicable safety precautions,
- Open the fan cowl doors,
- Do the deactivation of the thrust reverser system for maintenance,
- Do the deactivation of the ETL with the deactivation lever.

17
 Maintenance Practice

MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES

- Unlock the SLFA primary locks on both sides,

18
 Maintenance Practice

MAINTENANCE PRACTICES ON T/ R TRANSLATING SLEEVES

- Manually deploy the translating sleeves by turning one MDU drive clockwise with a 3/8 inch square drive
tool,
- Secure the T/R translating sleeves with the SMLA locking handle.
NOTE: The SMLA locking procedure is only done during maintenance. When the maintenance is com-
plete, you must do the unlocking procedure. Never permit flight with a synchronized manual locking
actuator in the locked condition.
MDU drive tool characteristics: max speed 400 rpm, max torque 5 Nm (3.7 lbf.ft).

19
 Maintenance Practice

ENGINE OIL SERVICING

CAUTION: The engine should be shut down for at least 5 minutes prior to oil servicing. This allows the
residual pressure in the oil tank to decrease. If you open the filler cap when there is pressure in the tank the
hot oil can spray out and burn you.
NOTE: Oil must be added not less than five minutes and not more than 60 minutes after engine shutdown
to prevent over-servicing.
NOTE: Do not apply more force than necessary to the handle to open the filler cap.
Procedure:
- open the engine oil servicing access door on right fan cowl,
- check oil level on the sight gage on the oil tank,
- clean the oil tank scupper to prevent contamination during servicing,
- lift the filler cap handle to vertical (unlocked position),
- turn the filler cap handle counterclockwise against its stop to disengage the locking device and remove the
filler cap,
- add approved oil as necessary up to the MAX mark on the sight gage,
- examine the O-ring seal on the filler cap for good condition and installation,
- install the filler cap with the handle in the vertical position,
- turn the handle clockwise against its stop to engage the locking device and push it down to the locked
position,
- make sure the filler cap is correctly installed,
- close the engine oil servicing access door.

20
 Maintenance Practice

OIL DEBRIS MONITOR (ODM)

The Oil Debris Monitoring Sensor (ODMS) is used to collect ferrous particles from the scavenge oil before
returning to the tank.
It is installed in the de-aerator at the top of the oil tank assembly.
When ferrous particles are captured, the ODMS sends an output pulse (proportional to the particles mass)
to the ODM Unit (ODMU).
The ODMU amplifies the signal, compares it with a pre-determined threshold and sends it to the Electron-
ic Engine Control (EEC) B.
If the threshold is exceeded, the EECs will generate the ECAM message: ENG X OIL CHIP DETECTED.
This leads to inspect the ODMS for contamination on the magnetic tip.
If no findings, clean and reinstall the ODMS and perform an oil debris reset and a FADEC test via the
MCDU.
If you find oil debris, do a check of the A, B, C, Accessory Gearbox (AGB) and Transfer Gearbox (TGB)
sumps scavenge screen plugs for further troubleshooting.

21
 Maintenance Practice

OIL DEBRIS MONITOR (ODM) - OIL SCAVENGE PROTECTION

The five scavenge pumps of the Lubrication Unit are protected by two scavenge screen plugs named the Tri-
ple Stage Scavenge Screen Plug (AGB sump, A sump, B sump) and the Double Stage Scavenge Screen Plug
(C sump, TGB sump). Each scavenge screen plug is provisioned to incorporate a magnetic bar in its core.
If the scavenge screen plugs have to be inspected, first drain the Lubrication Unit, then extract the two scav-
enge screen plugs to collect and analyze the pollution for each sump.

22
 Maintenance Practice

MEL / DEACTIVATION - START VALVE MANUAL OPERATION

In case of an electrical failure of the Start Air Valve (SAV), the SAV can be operated manually to start the
engine.
The aircraft may be dispatched per MEL with the valve INOP closed.
WARNING: STAY AWAY FROM THE DANGER AREAS AT THE FRONT AND THE SIDES OF THE EN-
GINE DURING OPERATION. THE SUCTION IS SUFFICIENT AT THE AIR INTAKE COWL TO PULL
A PERSON INTO (IN PART OR FULLY) THE ENGINE. THIS CAN KILL A PERSON OR CAUSE A BAD
INJURY.
- First establish the communication with the cockpit (Interphone jack on engine inlet cowl or any other
means of communication),
- Insert a 3/8” square drive extension into the SAV manual wrench socket through the flap valve on the low-
er part of the LH fan cowl,
- Make sure that the SAV is in the closed position (the valve is spring-loaded to the close position),
- On command from the cockpit, turn the valve shaft counterclockwise to its stop, this opens the butterfly
valve,
- Hold the valve open until the cockpit requests to close the valve,
- Remove the tool and leave the position through the safety corridor.

23
 Maintenance Practice

IDG SERVICING
The Integrated Drive Generator (IDG) is monitored by several devices: an internal oil level sensor, a me-
chanical filter Differential Pressure Indicator (DPI), a sight glass, two internal oil temperature sensors (in
and out heat exchanger circuit connections).
The accurate oil level depends on the detected temperature displayed on the ELEC System page.
Let the oil become stable for a minimum of five minutes after engine shutdown.
For IDG oil level check, an access panel is located on the lower part of the left fan cowl.
If the level is below the middle of the green band, add oil.
In case of over servicing (cold oil above the yellow band or hot oil in the yellow band), it is necessary to
drain the excess.
For IDG oil servicing, the left fan cowl has to be open to access the pressure filling and overflow ports.
If the IDG oil filter DPI is extended (red button visible), do the relative troubleshooting procedure.

24
 Maintenance Practice

SAFETY PRECAUTIONS
Follow the General Warnings and Cautions, related Safety Data and Standard Precautions for Maintenance
Procedures.

25
 36 - Pneumatic System Presentation

SYSTEM INTRODUCTION (a)

The Airbus Single Aisle family pneumatic system supplies High Pressure (HP) air for:
- Air conditioning,
- Wing ice protection,
- Water Tank pressurization,
- Hydraulic reservoir pressurization,
- Engine starting,
- Fuel tank inerting system.
High Pressure air can be supplied from three sources:
- The Engine Bleed system,
- The APU,
- A HP Ground Air source.

SYSTEM INTRODUCTION (c)

The pneumatic system operates electro-pneumatically and is controlled and monitored by 2 Bleed Monitor-
ing Computers (BMC 1 & 2).
There is one BMC for each engine bleed system.
Both BMCs exchange data.
In this NEO configuration, one BMC can control & monitor both sides when the other BMC fails.

1
 36 - Pneumatic System Presentation

SYSTEM INTRODUCTION - ENGINE BLEED

The Engine Bleed Air is pressure and temperature regulated before it supplies the pneumatic system.
Air is bled from an Intermediate Pressure (IP) stage (HP4) or the HP10 stage with the High Pressure Valve
(HPV) which is used for the pneumatic regulation.
The IP check valve gives protection to the IP stage from reverse flow when the HP valve is open.
Note: The Engine Bleed Air System (EBAS) uses electro-pneumatic valves.

The HP bleed is only used when the engines are at low power and for engine efficiency the High Pressure
Valve (HPV) is kept closed during cruise.

The Pressure Regulating Valve (PRV) regulates the bleed air pressure.
The PRV is used as a protective shut off valve when the parameters are abnormal. In case of EBAS electrical
failure, the PRV operates in back-up pneumatic mode.

An Overpressure Valve (OPV) is installed downstream of the bleed valve to give protection to the system if
an overpressure condition occurs. On this CFM Leap Engine the OPV is installed in the pylon.

The Fan Air Valve (FAV) modulates Fan discharge air through an air-to-air heat exchanger called “Precool-
er” to reduce the Bleed temperature.

2
 36 - Pneumatic System Presentation
BMCs are Dual Channel computers. Each BMC channel A is a full digital channel embedding all the control
and monitoring functions. Channel B is a hardware part and back-up channel able to detect system over-
temperature.
For the monitoring, the BMCs read pressure transducers (upstream / downstream of the PRV), Precooler
Differential Pressure and downstream temperature with the Bleed Temperature Sensor (BTS).

The left and right bleed systems are connected by a crossbleed duct. A Crossbleed Valve is used for their
interconnection or isolation.

SYSTEM INTRODUCTION - APU BLEED/EXTERNAL AIR

The APU is mainly used for bleed air supply on the ground for air conditioning and for engine start.
But APU BLEED air can also be used in flight, but limited in altitude.
The APU bleed supply is connected to the left side of the crossbleed duct.

On the ground, an HP Ground cart can be connected to the left side pneumatic system. The Crossbleed
valve has to be opened to supply the right side.

3
 36 - Pneumatic System Presentation

SYSTEM INTRODUCTION - LEAK DETECTION

Leak detection loops are installed along the hot air supply ducts of the pneumatic system. The loops are
made of multiple sensing elements connected in series to the BMCs Overheat Detection System (OHDS).
If a leak is detected, a signal is sent to the BMC 1 or 2 which automatically isolates the affected area by clos-
ing the crossbleed valve and shutting off the engine bleed on the affected side.
The leak detection system is organized into three loops. Here are the loops and the protected areas:
- Pylon: dual loop from the precooler to the wing leading edge.
- Wing: dual loop from wing leading edge, including the wing air inlet supply, and belly fairing (cross bleed
duct, pack supply ducts and APU forward supply duct).
- APU: single loop at APU aft supply duct (left hand side of the fuselage) from APU firewall to wheel well
area.

4
 36 - Pneumatic System Presentation

CONTROL & INDICATING (a)

This section is related to the control panels and indications for the pneumatic system.

Controls for the pneumatic system are part of the AIR COND panel and are operated from the overhead
panel.

5
 36 - Pneumatic System Presentation

CONTROL & INDICATING - ECAM INDICATION

The pneumatic system indications are displayed on the lower part of the ECAM BLEED page:
- HPV, PRV positions with delivered bleed pressure and temperature,
- APU bleed and crossbleed status.

6
 36 - Pneumatic System Presentation

MAINTENANCE/TEST FACILITIES
Using the Multipurpose Control and Display Unit (MCDU), you can have access to the Centralized Fault
Display System (CFDS) fault messages of the PNEUMATIC system. BMC1 and BMC2 Built-In Test Equip-
ment (BITE) is standard type 1.

7
 36 - Pneumatic System Presentation

SAFETY PRECAUTIONS (a)

When you do work on the aircraft, make sure that you obey all the Aircraft Maintenance Manual (AMM)
safety procedures. This will prevent injury to people and / or damage to the aircraft. Here is an overview of
the main safety precautions related to the pneumatic system.

Make sure that the pneumatic system is depressurized before you start the work. HP air can cause unwanted
pressurization of the aircraft, and injury to personnel. Be careful when you do work on the engine compo-
nents immediately after the engine shutdown. The engine components can stay hot for one hour.

8
 36 - Pneumatic System Component Location

COMPONENT LOCATION
The primary components of the pneumatic system are installed on the engines and in the pylons.

COMPONENT LOCATION - PRESSURE REGULATION COMPONENTS

The pressure regulation components for the Engines Bleed Air system are the:
- Engine HPV,
- Engine PRV, located on the right hand side and in pylon,
- OPV,
- Sensors:
- Bleed Monitoring Pressure Sensor (BMPS),
- Bleed Pressure Sensor (BPS),
- Differential Pressure Sensor (DPS).

9
 36 - Pneumatic System Component Location

COMPONENT LOCATION - TEMPERATURE REGULATION COMPONENTS

The temperature regulation components are in the pylons:
- the FAV,
- the Precooler,
- the Bleed Temperature Sensor (BTS).

10
 36 - Pneumatic System Component Location

COMPONENT LOCATION - OTHER COMPONENTS

The Crossbleed valve is in the forward section of the lower fuselage belly fairing area.

The access to the HP ground connector is through a small access door on the lower fuselage belly fairing.

The APU bleed valve is on the APU.

The APU supply duct is installed along the left hand side of the fuselage to the wheel well area and is con-
nected to the crossbleed duct in the forward belly fairing area.

11
 36 - Engine Bleed System Description

GENERAL
The Engine Bleed Air System (EBAS) supplies pressure and temperature regulated airflow from each engine
to the air system users.
During normal operation, each engine bleed system is isolated from adjacent system by the Crossbleed
Valve; except during 2nd engine starting using air bled from 1st started engine, Crossbleed Valve opened or
under APU Bleed.
The pressure regulation system is controlled and monitored by two Bleed Monitoring Computers (BMCs).
As compared to A320 CEO,
the NEO engine has higher bleed air temperatures during
High Pressure (HP) operation, lower air pressure during Intermediate Pressure (IP)
operation, lower fan pressures for cooling air flow
supply and limited space for installation due to new pylon configuration.
To achieve better performance requirements a new electro-pneumatic bleed air system is designed for A320
NEO.

12
 36 - Engine Bleed System Description

BMC
Normally BMC 1 Channel A does all the control and monitoring of the LH EBAS and BMC 2 Channel A
the RH EBAS.
Each BMC channel A controls torque-motor and solenoid for the electro-pneumatic valves, monitors sen-
sors. As both BMC interface, each one is capable to control both sides.
The channel B is a fully hardware part able to detect the system overtemperature: Electrical Protection
Function (EPS). This detection is fully independent from software part.
Each BMC reports the failures independently of each other.

13
 36 - Engine Bleed System Description

HPC - HP VALVE (HPV)

The engine air bleed pressure is pneumatically regulated by the HP Valve (HPV) when air is supplied by the
High Pressure Compressor (HPC) stage or directly by the Pressure Regulating Valve (PRV) when the air is
supplied by the Intermediate Pressure (IP) HPC stage.
− Intermediate-pressure service port: IP is defined by HP4.
− High-pressure service port: HP is defined by HP10.
The HPV lets air to be bled from the engine HP stage at lower power settings.
It is a pressure regulating and shut-off valve with a butterfly closure element. It regulates the pressure of the
bleed air between 18 and 65 psig. With the Solenoid energized, the minimum upstream muscle pressure
needed to operate the valve is 18 psig. When the solenoid is not energized, the HPV is commanded to the
full closed position.
When the solenoid is energized but without pressure in the valve body, the HPV stays closed.
The HPV is forced to close when the PRV is closed. The valve has a manual override and test port for pneu-
matic test in-situ.
NOTE: To avoid unnecessary switching HP/IP in flight, BMC closes the HPV if the aircraft altitude > 25000
ft.
HPC - IP CHECK VALVE (IPCV)
An Intermediate Pressure Check Valve (IPCV) lets air to be bled from the engine IP stage. It is closed when
air is bled from HP stage. The purpose of this IPCV is to allow the flow from IP stage and avoid the reverse
flow from either the HP port or the pneumatic manifold.

14
 36 - Engine Bleed System Description

PRESSURE REGULATING VALVE (PRV)

The PRV is a 4 inch diameter butterfly valve, installed downstream of the IPCV and HPV.
It regulates the pressure of the bleed air at 42 ± 2 psig in normal dual bleed operation (50 ± 2 psig in single
bleed operation).
Its setting is modulated by the electric command on the torque-motor.
When the torque-motor is de-energized, the PRV is commanded to the full closed position.
When the torque-motor is energized but without pressure, the PRV stays closed.
With the torque-motor energized, the minimum upstream muscle pressure needed to operate the valve is 15
psig.
The PRV operates as a shut off valve when abnormal conditions occur. In case of electrical failure of the
EBAS, pressure control is ensured by the PRV in back-up pneumatic control mode.
The valve has a manual override and test port for pneumatic test in-situ.

PRESSURE REGULATING VALVE (PRV) - OVERPRESSURE VALVE (OPV)

The Overpressure Valve (OPV) located in the pylon and downstream of the PRV, protects the system against
damage if overpressure occurs.
It operates pneumatically. The OPV, normally in spring-loaded open position will start to close at 75 psig
and is fully closed at 90 psig.
The OPV is fitted with a manual override and locking device which enables to lock the valve in the open
position when it fails closed in order to start the engine.

15
 36 - Engine Bleed System Description

PRESSURE SENSORS - BLEED MONITORING PRESSURE SENSOR (BMPS)

The Bleed Monitoring Pressure Sensor (BMPS) is used to perform bleed port switching function. It is also
used to estimate the position of the HPV butterfly and to monitor the HPV and the PRV.

PRESSURE SENSORS - BLEED PRESSURE SENSOR (BPS)

The Bleed Pressure Sensor (BPS) is installed downstream the PRV. It provides to BMC the actual bleed air
pressure delivered through the PRV. This sensor is also used by the BMC for system monitoring (overpres-
sure and low pressure alarms) and to monitor the position of the OPV butterfly.

PRESSURE SENSORS - DIFFERENTIAL PRESSURE SENSOR (DPS)

The Differential Pressure Sensor (DPS) ensures the reverse flow protection by sensing the differential pres-
sure between Precooler hot side inlet and outlet. It also provides to the BMC an indication of the PRV and
OPV position.

16
 36 - Engine Bleed System Description

BLEED TEMPERATURE SENSOR (BTS)

The dual Bleed Temperature Sensor (BTS) installed downstream the Precooler provides to the BMC the
actual EBAS temperature.
The BMC uses EBAS temperature to position the Fan Air Valve (FAV).
The wiring connected to channel A of the BTS is fully segregated from the wiring connected to channel B.
Both BMCs interchange temperature measurements and can carry out both sides temperature regulation.
This dual sensor is also used by the BMCs for system monitoring (overtemperature and low temperature
alarms).
NOTE: Channel B of one BMC is connected to Channel A of the other BMC, so that in case of loss of tem-
perature monitoring and control in Channel A of one side, the opposite controller can take over control of
the whole EBAS.

17
 36 - Engine Bleed System Description

TEMPERATURE REGULATION - FAN AIR VALVE (FAV)

The FAV pneumatically regulates the fan airflow to the Precooler for bleed air temperature regulation.
The FAV butterfly valve actuator rod is adjusted by the BMC via a torque motor servo-control depending on
BTS input.
The BMC set point is 200°C (392°F) in normal operations and 160°C (320°F) in Climb and Hold with 2
bleeds and Wing Anti-Ice (WAI) off.
With no electrical power and enough muscle pressure, the FAV valve is fully open.
The valve has a test port for pneumatic test in-situ.

TEMPERATURE REGULATION - PRECOOLER EXCHANGER

The Precooler (PCE) is a stainless steel and nickel alloy air-to-air heat exchanger.
It cools down the hot air supplied from the engine HP compressor stage by a heat exchange process with
cooling flow taken from the engine fan.

18
 36 - Engine Bleed System Description

PROTECTION - ISOLATION
The PRV operates as a shut-off valve. It is commanded to close in the following conditions:
- Over-temperature downstream of the Precooler (BTS):
257°C (495°F) < T ≤ 270°C (518°F) during 55s,
270°C (518°F) < T ≤ 290°C (554°F) for 15s,
T > 290°C (554°F) for 5s.
- Overpressure downstream of the PRV > 60 ± 3 psig at BPS,
- Engine fire (consequence of crew action on the ENG FIRE P/B),
- Leak detection in pylon/wing/fuselage ducts surrounding areas,
- Engine Fan air duct burst reported through EIU,
- APU bleed valve not closed & APU BLEED P/B selected:
Depending on the Crossfeed Bleed Valve (CBV) position, only one PRV (left engine PRV if CBV is closed)
or both (if XBleed is open).
- Reverse flow detected by DPS,
- ENG BLEED P/B selected OFF or ENG not running,
- Associated Starter Air Valve (SAV) not closed,
- HPV failed open,
- Dual BTS channels failed.

19
 36 - Pneumatic Leak Detection System D/O

ROUTING
The leak detection system is used to detect leaks in the vicinity of the packs, wings, pylons and APU hot air
ducts.
There are two independent loops as redundancy in both pylons and both wing sides.
The APU hot air duct is monitored by a single loop.
Protected areas with double loop for:
- Engine 1 and Engine 2 pylons,
- RH wing and pack 2,
- LH wing, pack 1 and mid fuselage APU duct.
Protected areas with single loop for:
- APU duct.
NOTE: Each loop consists of sensing elements connected in series.
Both extremities of the overheat detection loop are connected to the BMC.

For CFM LEAP only, the Engine Nacelle Core Temperature sensor measures the temperature within the
core cowling near the ECS ducting. This signal is used to indicate an undercowl leak (overheat and/or burst
duct events).

20
 36 - Pneumatic Leak Detection System D/O

DETECTION LOGIC
Both Bleed Monitoring Computers (BMCs) permanently receive signals from the leak detection loops pri-
marily tested at power-up.
They exchange data via an ARINC bus for the double loop detection.
Each BMC channel A normally controls its side engine bleed air system, so monitors the OverHeat Detec-
tion System (OHDS).
NOTE: The wing and pylon loops A are connected to one BMC and wing and pylon loops B to the other
BMC.
The crosstalk bus allows wing leak warnings to be activated through an AND logic. The APU loop is con-
nected to BMC 1 only.

21
 36 - Pneumatic Leak Detection System D/O

WARNING CONSEQUENCES
The ENG BLEED FAULT light comes on when a leak is detected by the wing loops A and B or by the pylon
loops A and B.
For CFM LEAP Engine only, it illuminates if Fan Duct Burst is detected.
The APU BLEED FAULT light comes on when an APU duct leak is detected.
When an overheat condition is detected by both loops, the following alerts are generated for the affected
zone:
- AIR ENG 1(2) LEAK for a leak/overheat detected in the Pylons,
- AIR L(R) WING LEAK for a leak/overheat detected in the Wings,
- AIR APU LEAK for a leak/overheat detected in the APU line,
- AIR APU LEAK [APU LEAK FED BY ENG] for a leak/overheat detected in the APU line and the leak is
automatically isolated.
A new warning alert has been introduced on the A320neo, the AIR BLEED LEAK to isolate a bleed leak in
the opposite pylon to the operative bleed with manually open Crossbleed Valve.
The failure of a single loop for Pylon or Wing is identified by a MAINTENANCE message displayed on the
STATUS SD page.
Dual engine loop failure is identified by the AIR ENG 1(2) LEAK DET FAULT and is NO GO.

If one BMC is failed, the other BMC takes over monitoring of the bleed system and triggers the ECAM
warnings.
The aircraft dispatch is for 10 days with the BMC 1 inoperative for non-ETOPS operations provided that the
Engine 1 Bleed Air System (EBAS 1) is considered inoperative and the APU leak detection loop is consid-
ered inoperative.

WARNING CONSEQUENCES - LEAK CONSEQUENCE

A detected leak will close associated valves, as shown on the table. These valves are automatically controlled
to close if they were open.
NOTE: APU and cross bleed (X-BLEED) valves do not close during Main Engine Start (MES).

22
 36 - Pneumatic System Line Maintenance

MEL ITEMS - EBAS MEL

The aircraft dispatch is for 10 days with the Engine Bleed Supply System inoperative on one side provided
that the associated bleed is isolated by setting the:
- ENG BLEED P/BSW to OFF,
- Affected side PACK switched OFF,
- X-BLEED valve can be open to supply both sides.
The APU Bleed should be available.
One Engine Bleed Air System (EBAS) remaining available, take into account the severity of forecast icing
conditions.
NOTE: The limitation to use only one PACK in case of single EBAS operation, is specific to A320 NEO
compared to A320 CEO due to lower capacity of the heat exchanger.

MEL ITEMS - HPV FAILURE (b)

Failed closed High Pressure Valve (HPV) can lead to low bleed pressure or low bleed temperature when
engine is at low power settings (in idle or in holding conditions).
HPV failed in open position, leads to Bleed overpressure or Bleed overtemperature identified by AIR ENG
1(2) BLEED FAULT.
In case of failure of one HPV, the aircraft can be dispatched for 10 days with the valve secured closed.
The consequence of having the HPV secured closed is that the bleed air from the Intermediate Pressure
(IP) port will be insufficient at low engine power settings (taxi, descent, holding). That is the reason why the
crew procedure requests to switch off the associated EBAS at low power setting and to open the Crossbleed
Valve in order to supply both sides from the opposite EBAS which is operative.

23
 36 - Pneumatic System Line Maintenance

MEL ITEMS - BLEED VALVE DEACTIVATION

In case of failure, Pressure Regulating Valve (PRV) and HPV have to be deactivated CLOSED for dispatch
under Minimum Equipment List (MEL).
The deactivation procedure is the same for both valves:
- make sure pneumatic system in not pressurized, BLEED switches OFF,
- deactivate the thrust reverser,
- open the RH fan and reverser cowls,
- move the manual override to the CLOSED position,
- secure in CLOSED position with locking pin,
- close cowlings,
- reactivate the thrust reverser.

24
 36 - Pneumatic System Line Maintenance

MEL ITEMS - OVERPRESSURE VALVE

Located in the Pylon, the Overpressure Valve (OPV) is fitted with a manual override and locking device
which enables to lock the valve in the open position when it fails closed in order to start the engine.
The position Indicator is located on the top of the OPV.

25
 36 - Pneumatic System Line Maintenance

MEL ITEMS - WING LEAK DETECTION

The WING leak detection is a dual-loop system. To generate a WING LEAK warning, both A and B loops
have to detect the overheat. For dispatch, WING leak detection must be operational (at least one loop) on
each wing. If a single loop fails, the MAINTENANCE message AIR BLEED will be displayed on the STA-
TUS page associated with a Centralized Fault Display System (CFDS) message L(R) WING LOOP (INOP).
The aircraft may be dispatched per MEL with the MAINTENANCE message displayed.

MEL ITEMS - WING LEAK DETECTION

For troubleshooting it is important to understand that the WING detection elements monitor much more
than just the wings alone.
The protected areas are:
- wing leading edge (wing anti-ice supply duct),
- air conditioning compartment - belly fairing - (pack supply, crossbleed manifold, APU supply, ground air
supply),
- APU forward supply duct (from the APU check valve through the wheel well).

26
 36 - Pneumatic System Line Maintenance

MAINTENANCE TIPS - CFDS

CFDS menus for all failure reports and interactive mode displays are generated by the Bleed Monitoring
Computer (BMC) itself.
In normal mode, the BITE transmits maintenance messages (Standard A type 1) for detection results on
level of:
- OverHeat Detection System (OHDS),
- Valves,
- Precooler,
- Sensors,
- External communication,
- Internal communication,
- BMC (Hardware and Software).
The electrical test verifies the EBAS following functions:
- Central Processing Unit (CPU) (microprocessor, RAM, ROM),
- discrete outputs,
- leak detection loops and interfaces,
- discrete and analog inputs,
- digital Inputs/Outputs,
- torque motors, solenoid,
- pressure sensors failures,
- temperature sensors failures,
- valves.
The pressure sensor drift test shall detect any pressure drift in Differential Pressure Sensor (DPS) and/or
Bleed Pressure Sensor (BPS).
Electrical Protection System (EPS) corresponds to the channel B Electrical Protection Function (EPF) test.
The reports menu displays the status in real time for all the system.

27
 36 - Pneumatic System Line Maintenance

MAINTENANCE TIPS - TEST SET

The Bleed Test Set P/N 98D36109001000 is available to assist in troubleshooting the pneumatic system. The
test set enables calibrated pressure to be applied to individual valves, components and isolated parts of the
system to check for normal operation and sense line integrity (i.e.: PRV, HPV, OPV, Fan Air Valve (FAV),
Bleed Pressure Regulated Transducer...).

28
 36 - Pneumatic System Line Maintenance

MAINTENANCE TIPS - ENGINE START WITH GROUND AIR (a)

To perform an engine start with ground air, the connection is located on the lower fuselage. The access door
is on the belly fairing.

MAINTENANCE TIPS - ENGINE START WITH GROUND AIR (b)

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

MAINTENANCE TIPS - ENGINE START WITH GROUND AIR (c)

On the ECAM BLEED page, the GND indication DOES NOT indicate ground air supply connected or
available. This indication appears when the aircraft is on the ground to show that the ground air is directly
supplied to the LEFT side of the system only. The left bleed system pressure indicator will indicate pressure
when the ground air is supplied.

29
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - WING ICE PROTECTION

In case of failure, the aircraft may be dispatched per Minimum Equipment List with the RH WING anti-ice
valve deactivated in the OPEN position or either valve in the CLOSED position. If the valve is deactivated
OPEN, the associated engine bleed switch must be selected OFF until after takeoff. A flight manual perfor-
mance penalty is applied (fuel consumption is increased by ≈ 1%). If the valve is deactivated CLOSED, the
aircraft may not be flown into icing conditions.
Procedure:
- Install zero-locking tool on slat/flap lever to prevent movement,
- Depressurize bleed air system,
- Remove access panel on wing lower surface,
- Move the valve indicator to the required position and install the locking screw OR,
- Move the valve indicator to the required position and install the locking plate.

30
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - ENGINE AIR INTAKE ICE PROTECTION - CEO

In case of failure, the aircraft may be dispatched per Minimum Equipment List with one ENGINE anti-ice
valve deactivated in the OPEN or CLOSED position. If the valve is deactivated OPEN, a Flight Manual per-
formance penalty must be applied. Based on temperature and altitude, the maximum weight, takeoff speeds
and fuel consumption will be adjusted. If the valve is deactivated CLOSED, the aircraft may not be flown
into icing conditions.

MEL/DEACTIVATION - ENGINE AIR INTAKE ICE PROTECTION - CEO

Procedure:
- Full Authority Digital Engine Control (FADEC) ground power OFF,
- open RH fan cowl,
- move the manual override to the required position.
Lock in place with the locking pin, for CFM and V2500 engines. For PW6000 engines, the air intake an-
ti-ice valve is locked manually with the locking lever in the OPEN position or the CLOSED position.

31
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - ENGINE AIR INTAKE ICE PROTECTION - NEO PW

The Engine Air Intake Valve is controlled and monitored by the Engine Electronic Control (EEC).
In case of failure, the Aircraft may be dispatched as per Master Minimum Equipment List (MMEL) with
one ENGINE anti-ice valve deactivated in the OPEN position through the Manual Override mechanism on
the Pressure Regulating Shut-Off Valve (PRSOV).
Dispatch with 2 PRSOVs locked in open position is not allowed for air inlet stress reason.
No PRSOV can be set in locked closed position.

1
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - ENGINE AIR INTAKE ICE PROTECTION - NEO CFM LEAP

The Engine Air Intake Anti-ice system is controlled and monitored by the Propulsion Control System
(PCS).
In case of failure, the Aircraft may be dispatched as per Master Minimum Equipment List (MMEL) with
one ENGINE anti-ice valve deactivated in the OPEN position through the Manual Override mechanism on
the valve itself or via the EEC CFDS Special Functions menu.
This function has protection to avoid having both Nacelle Anti-Ice (NAI) valves locked in the open posi-
tion: overpressure risk.
One or 2 PRSOVs can be set in locked closed position and the Aircraft not operated in Icing conditions, no
ETOPS conducted.

2
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - DRAIN MAST ICE PROTECTION

In case of a failure of a drain mast heater, the fault will be displayed on the Flight Attendant Panel (FAP) of
the Cabin Intercommunication Data System (CIDS). The aircraft may be dispatched per Minimum Equip-
ment List with the drain mast heater inoperative. The water supply to the LAVatory(ies) (LAV(s)) and galley
which use the failed drain mast must be shut off. As a result, the LAV(s) will not be usable and

3
 30 - Ice and Rain Protection System Line Maintenance

MAINTENANCE TIPS (a)

When the aircraft is parked, it is recommended to install protective covers on the air data probes (static
ports, pitot probes, AOA probes, TAT probes). The protective covers help protect the probes from contami-
nation. The covers should be marked with REMOVE BEFORE FLIGHT. Ground personnel must insure that
the covers are removed before flight or before power is applied to the probes (engine start or ground test).

4
 30 - Ice and Rain Protection System Line Maintenance

MEL/DEACTIVATION - DRAIN MAST ICE PROTECTION

In case of a failure of a drain mast heater, the fault will be displayed on the Flight Attendant Panel (FAP) of the
Cabin Intercommunication Data System (CIDS). The aircraft may be dispatched per Minimum Equipment
List with the drain mast heater inoperative. The water supply to the LAVatory(ies) (LAV(s)) and galley which
use the failed drain mast must be shut off. As a result, the LAV(s) will not be usable and must be secured
closed and locked.

5
 30 - Ice and Rain Protection System Line Maintenance

MAINTENANCE TIPS (a)

When the aircraft is parked, it is recommended to install protective covers on the air data probes (static
ports, pitot probes, AOA probes, TAT probes). The protective covers help protect the probes from contami-
nation. The covers should be marked with REMOVE BEFORE FLIGHT. Ground personnel must insure that
the covers are removed before flight or before power is applied to the probes (engine start or ground test).

MAINTENANCE TIPS (b)

The probe heat system operates automatically to power the air data probe heaters when at least one engine is
running. It is also designed to operate automatically when the aircraft is in flight. During the troubleshoot-
ing and the on ground operations, observe the following precautions:
- if the Probe Heat Computer (PHC) power supply C/B is pulled, the PHC internal relay will relax and
the related probes will be heated. Make sure to pull ALL of the associated probe heat C/B’s (Static supply
(28VDC), AOA supply, Pitot supply & TAT supply (all 115 VAC)).
- if the Engine Interface Unit (EIU) power supply C/B is pulled, the PHC will sense an “engine running”
condition and the probes will be heated. Make sure to pull ALL of the probe heat C/B’s (Static supply
(28VDC), AOA supply, Pitot supply & TAT supply (all 115 VAC)).
- if the C/B of the LGCIU is pulled, it simulates FLIGHT situation. So the probe heating is also switched
ON.

6
 26 - Fire Protection System
SYSTEM OVERVIEW
2
Comp loc REAR Avio Bay
ENG FDU 1 / 2
APU FDU
AEVC
3
Fire detection and extinguishing
The engine and APU fire protection is done by two sub-systems: the FIRE detection system and the FIRE
extinguishing system.
ENGINE AND APU FIRE PROTECTION
4
Individual detection systems
Components:
2 detection loops in parallel with 3 detector elements
1 FDU to monitor each engine
FDU 1 monitors engine 1
FDU 2 monitors engine 2
FDU APU monitors the APU

The engines and the APU have individual fire detection systems.
Each system has two identical detection loops (A and B) installed in parallel. Each loop includes 3 detector
elements.
These detection elements are located around the Accessory Gear Box (AGB), Core engine area and pylon
area.
The two loops are monitored by a Fire Detection Unit (FDU). FDU 1 monitors the loops on engine 1 and
FDU 2 monitors the loops on engine 2.
The FDU sends FIRE and FAULT signals to the Flight Warning Computer (FWC) for display on ECAM.
5
APU has 2 identical loops installed in parallel on APU compartment
The APU has two identical loops (A and B) installed in parallel on the APU compartment. These loops are
monitored by FDU APU.
6
Indication and isolation of system by FIRE P/B switches
The guarded FIRE P/B switches give FIRE indication and are used to isolate the related systems. When the
FIRE pushbutton is released out, the engine or APU will shut down. This also arms the extinguishing sys-
tem.
7
Engines have 2 fire bottles
Bottle discharge controlled by P/BSW on the fire panel
Each engine has 2 fire bottles installed in the pylon.
The discharge of each bottle is controlled by a related AGENT P/BSW on the FIRE panel.
8
Only 1 extinguisher and 1 discharge P/B for APU
For the APU, there is only one fire extinguisher bottle, which is installed in the aft fuselage forward of the
APU firewall. Its discharge is controlled by one AGENT P/BSW. On the ground, an APU FIRE will cause an
automatic shutdown of the APU and an automatic discharge of the bottle.
9
TEST buttons to do tests of the fire detection system

1
 26 - Fire Protection System
The TEST buttons are used to do tests on the different fire detection and extinguishing systems and make
sure they operate correctly.

(3)
ENGINE AND APU FIRE PROTECTION (NEO SPECIFIC)
10
For PW1100G AGB installed in the core engine area
3 detectors for PW
4 detectors for CFM LEAP
Fire detection and extinguishing principle identical on all SA A/Cs
For Pratt and Whitney (PW) 1100G engine, the accessory gear box is located in the Core engine area.
The PW has 3 fire detectors (pylon, AGB and core).
The CFM Leap has 4 detectors (pylon, fan, AGB and core).
The fire detection and extinguishing principle is identical on all Single Aisle family.

(4)
AVIONICS SMOKE DETECTION
11
Cooling system controlled and monitored by AEVC
Air circulation supplied by a blower fan and an extraction fan
The A320 family aircraft have a cooling system for the avionics equipment. The cooling system is con-
trolled and monitored by the Avionics Equipment Ventilation Controller (AEVC). The circulation of the air
through the system is supplied by a blower fan (cool air supply) and an extraction fan (warm air removal).
12
Avionics smoke detector installed in the extraction duct
Detector monitored by AEVC
Smoke detector directly sends signal to FWC
The extraction airflow is downstream of the avionics equipment. The avionics SMOKE detector, which is in-
stalled in the extraction duct, is used for the detection of smoke from the computers and control boxes. The
detector is monitored by the AEVC. The smoke detector directly sends the signal to FWC for the AVION-
ICS SMOKE warning in the cockpit.

(5)
CARGO SMOKE DETECTION
13
CIDS SDF
Cockpit warnings

The cargo compartment smoke detection system is monitored by the Smoke Detection Function (SDF)
integrated in the Cabin Intercommunication Data System (CIDS). The CIDS-SDF receives signals from the
cargo detectors and sends SMOKE or FAULT warnings to the Flight Warning Computer (FWC) to give an
alert to the flight crew.
CARGO FIRE EXTINGUISHING
14
Extinguishing agent discharged through:
1 nozzle into the FWD compartment (2 nozzles for A321)
2 nozzles into the AFT compartment (3 nozzles for A321)

Extinguishing bottle in the FWD cargo compartment for A320 and A321
Extinguishing bottle in the AFT bulk cargo compartment for A318 and A319
Optional extinguishing bottle in AFT cargo compartment for A320

2
 26 - Fire Protection System
Optional 2-bottle system
The cargo compartment fire-extinguishing agent is discharged into the FWD compartment through one noz-
zle (2 nozzles for A321) or into the AFT compartment through two nozzles (3 nozzles for A321). The standard
system includes one extinguishing bottle in the FWD cargo compartment (or in the AFT bulk cargo com-
partment, RH side, for A318 and A319). For the A320, the extinguishing bottle can also be in the AFT cargo
compartment.
An optional system includes two bottles. The second bottle can be used for large range operations.

(6)
LAVATORY SMOKE DETECTION AND EXTINGUISHING
15
CIDS SDF
Cockpit warnings

Automatic fire extinguishing system on each lavatory waste bin

Cabin warnings for LAV SMOKE

The lavatory smoke detection system is monitored by the SDF integrated in the CIDS. The CIDS-SDF receives
signals from the lavatory detectors and sends SMOKE or FAULT warnings to the FWC to give an alert to the
flight crew.
The protection of each lavatory waste bin is done by an automatic fire extinguishing system. A small pressur-
ized extinguisher will automatically discharge if there is a fire. The fusible material in the discharge tube melts
at high temperature and the pressurized agent is discharged into the waste bin.
LAV SMOKE warnings are also sent to the CIDS to give an alert to the cabin crew.

(7)
COMPONENT LOCATION
ENGINE FIRE DETECTION
16
3 detector elements connected in parallel
1 around AGB
1 in Core compartment
1 above combustion chamber

Each fire detection loop contains 3 detector elements connected in parallel.

The PW fire detectors are located:
- one around the AGB,
- one in the Core compartment (270 to 330 degrees) between the fuel nozzles and the aft circumferential venti-
lation outlet,
- one protecting the pylon above the combustion chamber.

(8)
ENGINE FIRE EXTINGUISHING
17
Engine bottles in pylon
The engine fire extinguishing bottles are in the pylon. There are access panels on the two sides of the pylon.

(9)
APU FIRE DETECTION AND EXTINGUISHING
18
1 detector element for each loop

3
 26 - Fire Protection System
Each APU fire detection loop is a single detector element installed around the interior of the APU compart-
ment.
19
APU extinguisher forward of the APU firewall
The APU fire extinguishing bottle is in the aft fuselage forward of the APU firewall. There is an access panel
on the lower fuselage.

(10)
AVIONICS SMOKE DETECTION
20
Smoke detector in the extraction duct
There is only one avionics smoke detector, which is in the avionics compartment in the ventilation ex-
traction duct.

(11)
CARGO COMPARTMENT FIRE DETECTION AND EXTINGUISHING
21
2 detectors in each cavity
Each cargo compartment has 2 smoke detectors in each cavity. The smoke detectors are installed in recessed
panels in the compartment ceiling.

(12)
LAVATORY SMOKE DETECTION AND EXTINGUISHING
22
One detector and extinguisher in each lavatory
Each lavatory has only one smoke detector, installed in the air extraction duct in the lavatory ceiling.
23
Automatic fire extinguishing system on each lavatory waste bin
A fire extinguisher is located above the waste bin in each lavatory service cabinet.
Exit Module MIF Text Glossary

4
 26 - Fire Protection System

SYSTEM OVERVIEW (a)

The engine and APU fire protection is done by two sub-systems: the FIRE detection system and the FIRE
extinguishing system.

SYSTEM OVERVIEW - ENGINE AND APU FIRE PROTECTION (b)

The engines and the APU have individual fire detection systems.
Each system has two identical detection loops (A and B) installed in parallel. Each loop includes 3 detector
elements.
These detection elements are located around the Accessory Gear Box (AGB), Core engine area and pylon
area.
The two loops are monitored by a Fire Detection Unit (FDU). FDU 1 monitors the loops on engine 1 and
FDU 2 monitors the loops on engine 2.
The FDU sends FIRE and FAULT signals to the Flight Warning Computer (FWC) for display on ECAM.

5
 26 - Fire Protection System

The APU has two identical loops (A and B) installed in parallel on the APU compartment. These loops are
monitored by FDU APU.
The guarded FIRE P/B switches give FIRE indication and are used to isolate the related systems. When the
FIRE pushbutton is released out, the engine or APU will shut down. This also arms the extinguishing sys-
tem.
SYSTEM OVERVIEW - ENGINE AND APU FIRE PROTECTION (e)
Each engine has 2 fire bottles installed in the pylon.
The discharge of each bottle is controlled by a related AGENT P/BSW on the FIRE panel.

SYSTEM OVERVIEW - ENGINE AND APU FIRE PROTECTION (f)

For the APU, there is only one fire extinguisher bottle, which is installed in the aft fuselage forward of the
APU firewall. Its discharge is controlled by one AGENT P/BSW. On the ground, an APU FIRE will cause an
automatic shutdown of the APU and an automatic discharge of the bottle.
The TEST buttons are used to do tests on the different fire detection and extinguishing systems and make
sure they operate correctly.

6
 26 - Fire Protection System

SYSTEM OVERVIEW - ENGINE AND APU FIRE PROTECTION (NEO SPECIFIC)

For Pratt and Whitney (PW) 1100G engine, the accessory gear box is located in the Core engine area.
The PW has 3 fire detectors (pylon, AGB and core).
The CFM Leap has 4 detectors (pylon, fan, AGB and core).
The fire detection and extinguishing principle is identical on all Single Aisle family.

7
 26 - Fire Protection System

SYSTEM OVERVIEW - AVIONICS SMOKE DETECTION (a)

The A320 family aircraft have a cooling system for the avionics equipment. The cooling system is con-
trolled and monitored by the Avionics Equipment Ventilation Controller (AEVC). The circulation of the air
through the system is supplied by a blower fan (cool air supply) and an extraction fan (warm air removal).

The extraction airflow is downstream of the avionics equipment. The avionics SMOKE detector, which is in-
stalled in the extraction duct, is used for the detection of smoke from the computers and control boxes. The
detector is monitored by the AEVC. The smoke detector directly sends the signal to FWC for the AVION-
ICS SMOKE warning in the cockpit.

8
 26 - Fire Protection System

SYSTEM OVERVIEW - CARGO SMOKE DETECTION (a)

The cargo compartment smoke detection system is monitored by the Smoke Detection Function (SDF)
integrated in the Cabin Intercommunication Data System (CIDS). The CIDS-SDF receives signals from the
cargo detectors and sends SMOKE or FAULT warnings to the Flight Warning Computer (FWC) to give an
alert to the flight crew.

The cargo compartment fire-extinguishing agent is discharged into the FWD compartment through one
nozzle (2 nozzles for A321) or into the AFT compartment through two nozzles (3 nozzles for A321). The
standard system includes one extinguishing bottle in the FWD cargo compartment (or in the AFT bulk
cargo compartment, RH side, for A318 and A319). For the A320, the extinguishing bottle can also be in the
AFT cargo compartment.
An optional system includes two bottles. The second bottle can be used for large range operations.

9
 26 - Fire Protection System

SYSTEM OVERVIEW - LAVATORY SMOKE DETECTION AND EXTINGUISHING

The lavatory smoke detection system is monitored by the SDF integrated in the CIDS. The CIDS-SDF
receives signals from the lavatory detectors and sends SMOKE or FAULT warnings to the FWC to give an
alert to the flight crew.
The protection of each lavatory waste bin is done by an automatic fire extinguishing system. A small pres-
surized extinguisher will automatically discharge if there is a fire. The fusible material in the discharge tube
melts at high temperature and the pressurized agent is discharged into the waste bin.
LAV SMOKE warnings are also sent to the CIDS to give an alert to the cabin crew.

10
 26 - Fire Protection System

COMPONENT LOCATION - ENGINE FIRE DETECTION

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

11
 26 - Fire Protection System

COMPONENT LOCATION - ENGINE FIRE EXTINGUISHING

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

12
 26 - Fire Protection System

COMPONENT LOCATION - APU FIRE DETECTION AND EXTINGUISHING (a)

Each APU fire detection loop is a single detector element installed around the interior of the APU compart-
ment.

The APU fire extinguishing bottle is in the aft fuselage forward of the APU firewall. There is an access panel
on the lower fuselage.

13
 26 - Fire Protection System

COMPONENT LOCATION - AVIONICS SMOKE DETECTION

There is only one avionics smoke detector, which is in the avionics compartment in the ventilation ex-
traction duct.

14
 26 - Fire Protection System

COMPONENT LOCATION - CARGO COMPARTMENT FIRE DETECTION AND EXTINGUISHING

Each cargo compartment has 2 smoke detectors in each cavity. The smoke detectors are installed in recessed
panels in the compartment ceiling.

15
 26 - Fire Protection System

COMPONENT LOCATION - LAVATORY SMOKE DETECTION AND EXTINGUISHING (a)

Each lavatory has only one smoke detector, installed in the air extraction duct in the lavatory ceiling.

COMPONENT LOCATION - LAVATORY SMOKE DETECTION AND EXTINGUISHING (b)

A fire extinguisher is located above the waste bin in each lavatory service cabinet.

16
 00 - SA Family Presentation

AIRCRAFT GENERAL (a)

The Single Aisle is the most advanced family aircraft in service today, with fly-by-wire flight controls.
The A318, A319, A320 and A321 are twin-engine subsonic medium range aircraft.

The family offers a choice of engines:

- International Aero Engines and CFM International for the A319, A320 and A321.
- Pratt & Whitney and CFM International for the A318.
The NEO SA family (except the A318) offers a choice of engines:
- Pratt & Whitney PW 1100G engines,
- CFM LEAP-1A engines.

The sharklets are specially designed for a better eco-efficiency and payload-range performance of the A320
family:
- Less fuel burn,
- Less CO2,
- Revenue payload increased,
- Higher range with the original payload,
- Higher available takeoff weight,
- Lower average takeoff thrust (with large savings in engine maintenance costs),
- Lower takeoff noise,
- Better climb performance,
- Higher initial cruise altitude.

The picture shows the main dimensions for the A320.

1
 00 - SA Family Presentation

AIRCRAFT GENERAL - AIRCRAFT DIMENSIONS

The A318, A319 and A321 have exactly the same dimensions except that:
- the A318 is 6.12 m (20 ft) shorter,
- the A319 is 3.74 m (12ft 3in) shorter,
- the A321 is 6.93 m (22ft 9in) longer.

2
 00 - SA Family Presentation

AIRCRAFT GENERAL - FAMILY RANGE

With A320 family has a range from 3000 to 4000 Nm.

3
 00 - SA Family Presentation

AIRCRAFT GENERAL - MAXIMUM WEIGHTS AND OPERATING LIMITS

The following picture shows maximum weights and operating limits for the Single Aisle family aircraft.

4
 00 - SA Family Presentation

AIRCRAFT GENERAL - THE CABIN (a)

Cabin seat layout shown in the graphic is the Airbus recommended seat quantity and pitch based on the
design of the airframe. Normally the Airline, based on needs, modifies these layouts.

The cabin has a maximum of:

- 129 seats for the A318,
- 145 seats for the A319,
- 180 seats for the A320,
- 220 seats for the A321,
- A320 SA NEO family consists of A319/A320/A321 aircrafts.

5
 00 - SA Family Presentation

AIRCRAFT GENERAL - DOOR HEIGHTS

The following picture shows the different door heights.

6
 00 - SA Family Presentation

AIRCRAFT GENERAL - COMPOSITE STRUCTURES

The picture shows the composite structures included in Single Aisle family aircraft.

7
 00 - SA Family Presentation

STRUCTURAL BREAKDOWN AND ZONING (a)

In this topic, the fuselage, vertical and horizontal stabilizers, and wings station numbers are shown.

The station (STA) number is the distance in millimeters of the cross-section from a reference point. The ref-
erence (X=0) for all structural measurements in the X-axis is located 2.54 m (100 in) forward of the aircraft.

8
 00 - SA Family Presentation

STRUCTURAL BREAKDOWN AND ZONING - VERTICAL STABILIZER

For the vertical stabilizer the reference station is Z=0 at the vertical Z-axis. Due to the fin tip extension, the
A318 station numbers have changed. The new rib 12N is on the STA5970.

9
 00 - SA Family Presentation

STRUCTURAL BREAKDOWN AND ZONING - HORIZONTAL STABILIZER

For the horizontal stabilizer the reference station is Y=0 at the horizontal Y-axis.

10
 00 - SA Family Presentation

STRUCTURAL BREAKDOWN AND ZONING - WING

For wings, the reference station is the wing reference axis that is located at 1868 millimeters (73.54 in) from
the aircraft X-axis.

11
 00 - SA Family Presentation

COCKPIT PRESENTATION
The cockpit has adjustable seats for two crew members, a third occupant seat and, depending on the config-
uration a folding seat for a fourth occupant. Various furnishings and equipment are installed in the cockpit
for the comfort, convenience and safety of the occupants.

12
 00 - SA Family Presentation

COCKPIT PRESENTATION - OVERHEAD PANEL

The controls of most aircraft systems are located on the overhead panel.
The overhead panel is divided into two main sections:
- a FWD section including the system panels,
- an AFT section including mainly the circuit breaker panel.

13
 00 - SA Family Presentation

COCKPIT PRESENTATION - GLARESHIELD

The Flight Control Unit (FCU) includes the EFIS controls, and is used for control and monitoring of the
Auto Flight System (AFS). It is located on the glareshield.

The “Master Warning” and the “Master Caution” lights are also located on the glareshield.

14
 00 - SA Family Presentation

COCKPIT PRESENTATION - MAIN INSTRUMENT PANEL (ENHANCED)

The enhanced single aisle aircraft main instrument panel instrumentation has been updated. Liquid
Crystal Displays (LCDs) replace the existing CRTs. A single integrated electronic indicator, the Integrat-
ed Standby Instrument System (ISIS) replaces the standby instrumentation: Standby horizon, Airspeed
indicator and Altimeter.

15
 00 - SA Family Presentation

COCKPIT PRESENTATION - CENTER PEDESTAL

The center pedestal ergonomic design of the SA family aircraft gives the flight crew efficient access to multi-
ple system controls without compromising safety.
The panels are:
- Switching panel,
- ECAM control panel (ECP),
- Multipurpose Control Display Units (MCDU),
- Radio Management Panels (RMPs),
- Audio Control Panels (ACPs),
- Thrust levers and thrust reverser levers,
- Pitch trim wheel,
- Engine start panel,
- Air Traffic Control / Traffic Collision Avoidance System panel (ATC/TCAS),
- Flap/slat control handle,
- Speed brake control panel,
- Parking brake control panel,
- Cockpit door lock panel,
- Landing gear gravity extension handle,
- Printer,
- Multipurpose Disk Drive Unit (MDDU) (Optional),
- PA handset at the rear of the pedestal.

16
 00 - SA Family Presentation

COCKPIT PRESENTATION - SIDE CONSOLES

The Conventional Aircraft control yoke is noticeably missing in the Airbus Single Aisle aircraft. The Side
Stick Controller (SSC) replaces the Conventional Aircraft yoke. There is one SSC for each pilot mounted
in the side consoles.
The Aircraft nose wheel is steerable. The flight crew operates the Nose Wheel Steering (NWS) by using the
NWS tillers mounted outboard of the SSC on the same side console.
Behind the most forward side console are installed several other compartments along the outboard sides
of the cockpit. These side consoles are used as stowage space for documents, oxygen masks, fire extin-
guisher and microphone and headset connections

17
 00 - SA Family Presentation

COCKPIT PHILOSOPHY
Prior to the design of the A320 family aircraft, the designers examined previous generation aircraft cockpit
system indications. A decision was made on the system indicator lights on the overhead panel that indicator
lights do not come on when systems are in normal operation and there are no failures.
This ergonomic design enabled the pilots to immediately see when a system is faulty or has been manually
shut off.

Most of the pushbuttons with light have two stable positions: pressed in and released out, each position is
related to a control signal sent to a system.

Pressed in (recessed):
- normally used system activation (AUTO or ON),
- temporarily used system activation (ON),
- system activated for maintenance operation (ON) or override (OVRD).

Released out (flush with the panel):

- deactivation of a system (OFF),
- manual activation of a system (ON),
- activation of an alternate system (ALTN).

Some pushbuttons have only one stable position:

- released out.
When pushed, they send a control signal to the system.

18
 00 - SA Family Presentation

COCKPIT PHILOSOPHY - PUSHBUTTON COLOR PHILOSOPHY

The pushbuttons light and annunciator lights are in different colors according to their function.
In normal operation, only green lights and, sometimes, blue lights come on.

19
 00 - SA Family Presentation

GROUND SUPPORT EQUIPMENT AND TOOLS

The World Airlines Technical Operations Glossary (WATOG) definition of Ground Support Equipment
(GSE) is:
equipment required on the ground to support the operation and maintenance of the aircraft and all its air-
borne equipment.

Airbus divides GSE into two categories:

- tools,
- standard GSE.

Tools can be split into two categories:

- standard tools,
- specific tools.

Standard tools are hand tools such as spanners, sockets, gauges, torque wrenches...
The specifications (size, range, capacity, accuracy...) are given in the related Aircraft Maintenance Manual
(AMM) task to let operators use the tool brand of their choice.

Standard tools for Aircraft Maintenance are all in US units.

Metric tools maybe required for shop maintenance.

They are not required for aircraft maintenance but will be required to maintain Airbus specific tools and, in
some cases, for aircraft component maintenance in the shop.

20
 00 - SA Family Presentation

GROUND SUPPORT EQUIPMENT AND TOOLS - SPECIFIC TOOLS

Specific tools are tools designed by Airbus or by its vendors to carry out given maintenance tasks on the
aircraft or one of its components.

All maintenance tools for “on - aircraft” maintenance such as the AMM, Trouble Shooting Manual (TSM)...
and for “off - aircraft” maintenance such as the Component Maintenance Manual (CMM) are found in the
Support Equipment Summary (SES) document.

The SES covers all Airbus aircraft types and all associated documentation.

If a tool does not appear in the Airn@v Associated Data it is not a tool for Airbus aircraft or equipment.

All specific tools called up for “on - aircraft” maintenance in the AMM and the TSM are illustrated in the
Tool Equipment Manual (TEM).

21
 00 - SA Family Presentation

GROUND SUPPORT EQUIPMENT AND TOOLS - STANDARD GSE

Airbus considers as standard GSE any GSE which is not designed for a specific aircraft type, but it can/could
be used on a number of different aircraft types.

Standard GSE includes, but is not limited: tow bars, axle/wheel change jacks, tripod maintenance jacks,
access platforms, hydraulic ground carts, electrical power units, etc...

22
 00 - SA Family Presentation

JACKING
Three jacking points, when equipped with jacking pads, are used to lift the aircraft. The forward point “A” is
located forward of the nose landing gear. The points “B” and “C” are located outboard of the engine pylon.
A safety jack positioned at the rear of the aircraft prevents the aircraft from tipping up.

The open air jacking operation is limited if the wind velocity exceeds permissible values which depend on
aircraft gross weight and center of gravity position.
In any condition, the aircraft must be pointed upwind.

The three jacks have to be operated together.

The aircraft has to be lifted so that the landing gear can be operated in the “landing gear shock absorbers
deflated, flat tyres” configuration.

As soon as the jacking operation is finished, position the safety jack at the tail.

Jacking pads have to be used under the jacking points to spread the loads.

To make sure that excessive side loads are not placed on the jacks and on the aircraft structure, a quick lev-
eling check must be carried out during the jacking operation.

The leveling check can be made through different ways using:

- the Attitude Monitor (if installed),
- a Spirit Level in the FWD Cargo Compartment or in the Passenger compartment.
- the ADIRUs pitch and roll angles, through the Alpha call up’s codes (AIDS).

23
 00 - SA Family Presentation

TOWING
Towing: you can tow the aircraft by the nose landing gear or the main landing gear. You can also tow the
aircraft with deflated tires.

Towing operation, whether push back or pull, requires a good team co-operation.

Some airlines have two different types of towing procedures in use:

- maintenance towing,
- transportation servicing towing.

Maintenance towing procedures are laid down in the applicable AMM - Chapter 09.
Transportation servicing towing procedures are published in the applicable ramp operation manuals.

The major differences between the two are that transportation services only get involved with moving air-
craft on ramps for positioning or dispatch pushback.

When they are handling the towing operation, they require either a pilot or qualified maintenance man on
the aircraft brakes.

On the other hand, maintenance personnel is involved in moving aircraft in abnormal situation such as
aircraft stuck in mud, towing with flat tires, engines removal, etc., as well as routine towing to gates.

Because of the hazards that may be involved in the towing operation, major precautions taken have been
gathered together and are listed under paragraph “General Towing Precaution”.

Caution and warnings are repeated as necessary in the particular step of the towing operation to which they
apply.

24
 00 - SA Family Presentation
SAFETY ITEMS
When you work on aircraft, make sure that you obey all the AMM safety procedures. This will prevent inju-
ry to persons and/or damage to the aircraft
The following terms are used in the AMM and are defined as follows:
WARNING: call attention to the use of material, processes, methods, procedures or limits, which must be
followed precisely to avoid injury or death to persons.
CAUTION: call attention to methods and procedures, which must be followed to avoid damage to equip-
ment.

25
 00 - SA Family Presentation

PLACARDS AND MARKINGS

The ATA 11 gives the location and illustrations of the placards, stencils and markings on the A/C (internal
or external side).
The placards and markings on the A/C give the data and instructions related to safety and maintenance.
Some of these placards and markings are necessary to obey the regulation used for the Airbus aircraft type
certification (JAR 25). There are identified by a flag note as follows: NOTE (1) REQUIRED BY REGULA-
TION.
This example is extracted from the AMM chapter 11-21-52: Passenger Doors

26
 70 - Power Plant CFM LEAP-1A Presentation

INTRODUCTION

The CFM LEAP-1A engine is an axial flow, dual-rotor, variable stator, high bypass ratio power plant. These
engines power the A319, A320 and A321 aircraft of the Single Aisle (SA) New Engine Option (NEO) family.
These engines reduce fuel consumption, air pollution and noise.
CFM International is a joint venture of GE and Safran Group’s Snecma.

CFM LEAP-1A engines are available in several thrust ratings from 23000 lbs (10400 kg) to 33000 lbs (14900
kg).
For each model, the basic thrust ratings are referred with “1”, reduced thrust ratings are referred with “2”,
increased thrust ratings are referred with “3”.

1
 70 - Power Plant CFM LEAP-1A Presentation

INSTALLATION

The engine is attached to the pylon by forward and aft mounts to transmit the engine and thrust loads.
The pylon connects the engine to the wing structure.
The engine nacelle:
- Ensures smooth airflow both around and into the engine,
- Protects the engine and the engine accessories,
- Provides engine noise attenuation,
- Permits access to the engine & its components for servicing.

2
 70 - Power Plant CFM LEAP-1A Presentation

INSTALLATION

The Powerplant major components are:

- Air Intake (or inlet) Cowl,
- Fan Cowl Doors with 3 latches,
- Thrust Reverser Cowl Doors with 8 latches,
- Engine Build up,
- Exhaust Nozzle and Plug.
NOTE:
A Fan Cowl loss prevention system is installed:
- Mechanically with a flag,
- Electrically monitored by proximity switches.

3
 70 - Power Plant CFM LEAP-1A Presentation

ENGINE - LP SHAFT

The CFM LEAP-1A is a high bypass ratio (BPR 11:1) dual spool turbofan.
The Low Pressure system is a direct drive architecture including:
- 18 blades
- 3-D woven carbon fiber composite fan (and composite fan case).
The fan supplies most of the engine thrust. The air produced by the fan is known as secondary or bypass
airflow.
- A 3 stage booster supplies air to the engine core. This is primary airflow.
- 7 stage Low Pressure Turbine (LPT).
The speed of the LP rotor is indicated on the ECAM as N1.

4
 70 - Power Plant CFM LEAP-1A Presentation

ENGINE - HP SHAFT AND COMBUSTION CHAMBER

The High Pressure (HP) rotor is made up of 10 stages HP Compressor (HPC) driven by two stages HP Tur-
bine (HPT). The speed of the HP rotor is indicated on the ECAM as N2.

The annular combustion chamber is installed between the HPC and HPT.
It has ports for 19 fuel nozzles and 2 igniter plugs.

5
 70 - Power Plant CFM LEAP-1A Presentation

ENGINE - TRANSFER & ACCESSORY GEARBOXES

During starting, the pneumatic Starter provides torque to the Internal Gearbox (IGB) through the Transfer
gearbox (TGB).
When engine runs, the HPC shaft drives the Accessory Gearbox (AGB) accessories through the IGB and
the TGB.
The fuel pump, lubrication unit, hydraulic pump, Integrated Drive Generator (IDG) and FADEC Perma-
nent Magnetic Alternator (PMA) are all driven by AGB.

6
 70 - Power Plant CFM LEAP-1A Presentation

FUEL AND STARTING

Fuel from the Aircraft tanks is pressurized, filtered, metered and supplied at the pressure and flow rate nec-
essary to enable stable engine operations during all the phases.
The metered Fuel Flow is sent to the fuel nozzles for combustion and the Servo Fuel is supplies fuel-operat-
ed components.
The engine fuel system comprises:
- Main Fuel Pump (MFP),
- Fuel Filter,
- Fuel/Oil Heat exchangers (FOHX),
- Fuel Metering Unit (FMU),
- Split Control Unit/Servo Valve Assembly (SCU/SVA),
- 19 Fuel nozzles,
- Fuel Return Valve (FRV).
The Aircraft Pneumatic system supplies the bleed air for Engine starting via a bleed duct on the LH side, a
Starter Air Valve (SAV) and the Air Turbine Starter (ATS).
Two igniters can produce sparks within the combustion chamber to ignite the air/fuel mixture.

7
 70 - Power Plant CFM LEAP-1A Presentation

AIR SYSTEMS

The Compressor Airflow Control is done via the following:

- Variable Bleed Valves (VBVs) modulate primary airflow,
- Variable Stator Vane (VSV) system controls the amount of airflow in HPC,
- Start Bleed/Booster Anti Ice (SB/BAI) system eases starting and avoid icing on booster inlet using 7th
HPC air discharge,
- Transient Bleed Valve (TBV) system discharges part of the HPC 10th stage air to unload the compressor.

The HP Turbine blades are internally cooled.

The HP and LP Turbines’ cases are externally cooled by fan air.
The Engine core compartment and accessories are ventilated.

8
 70 - Power Plant CFM LEAP-1A Presentation

OIL SYSTEM
The oil system lubricates the engine bearings and gears.
The oil is supplied by the lubrication unit, cooled, filtered and scavenge back to the storage oil tank.
A vent circuit balances the internal air pressures.
The supply oil, cooled oil and the return oil parameters are monitored for ECAM warnings and indications.

9
 70 - Power Plant CFM LEAP-1A Presentation

PROPULSION CONTROL SYSTEM (PCS) - FADEC

The Propulsion Control System (PCS) regroups the:

- FADEC system consists of 2 Electronic Engine Control (EEC) units and a Pressure Sub-System (PSS) box.
- Engine Interface Unit (EIU).
In order to increase engine reliability and efficiency, the FADEC gives the full range of engine control to
achieve steady state and transient engine performances when operated in combination with aircraft subsys-
tems.
The EEC controls the operation of the following:
- Engine control for thrust setting in Manual and Auto thrust Modes,
- Thrust Control Malfunction (TCM) protection,
- Engine airflow control,
- Combustor fuel metering valve,
- Control and monitoring sensing,
- Ignition and starting systems,
- Command and monitoring of the thrust reverser system,
- Fault detection, isolation, annunciation and transmission to the A/C (BITE).
When the engine is running, power for FADEC operation is supplied by a Permanent Magnet Alternator
driven by the gearbox.

10
 70 - Power Plant CFM LEAP-1A Presentation

PROPULSION CONTROL SYSTEM (PCS) - FADEC - PROPULSION CONTROL SYSTEM - EIU

The EIU is an interface concentrator between the airframe and the corresponding engine. Two EIUs are
installed in the A/C.
EIU-1 interfaces with Engine 1 and EIU-2 interfaces with Engine 2.
The main functions of the EIU are:
- To concentrate data from cockpit panels and different aircraft systems to the associated EECs on each
engine,
- To ensure the segregation of the two engines,
- To give to the airframe the necessary logic and information from engine and to other systems (APU, ECS,
Bleed Air, Maintenance),
- To give to the FADEC system some necessary logic and information from systems (example: flight/ground
status).

The Fan Cowl latches of the A320 NEO are monitored by proximity switches which send their position
signals to the EIU.
The EIU transfers signals to the Flight Warning Computer (FWC) for associated cockpit warnings based on
specific logic conditions.

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THRUST REVERSER SYSTEM

The flight crew manually selects reverse thrust by lifting the latching levers on the throttle control levers
on ground only.
The thrust reverser system operates 2 synchronized and mechanically linked translating sleeves, 10 blocker
doors with cascade vanes per engine.
Isolation Control Unit (ICU) supplies hydraulic power to operate thrust reverser actuators.
The EEC in accordance with the EIU control the ICU and Directional Control Unit (DCU) for deploy and
stow sequences with 4 actuators.
The Spoiler Elevator Computers (SECs) authorize unlocking of Electrical Tertiary Locks (ETLs).
For maintenance or dispatch the reverser system can be inhibited.

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 70 - Power Plant CFM LEAP-1A Presentation
CONTROL AND INDICATING
This section will highlight the control panels and indications for the engines.

The engines are controlled by throttle control levers which are installed on the center pedestal. They can
only be moved manually.
For reverse thrust operation, two latching levers let the throttle control levers move rearward into the re-
verse thrust section.

The A320 family aircraft normally operate in the auto thrust mode, when in flight.
The autothrust can be disconnected with an instinctive disconnect pushbutton (2 red buttons are installed
on the outside of the lever).
This lets the engines be controlled in manual thrust mode.

The controls for engine starting and shutdown are installed on the center pedestal immediately below the
throttle control levers.

The engine MAN START switches are installed on the overhead panel. These switches are used to start an
engine during a manual start procedure. They are also used during a dry or wet motoring procedure.

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CONTROL AND INDICATING - ECAM ENGINE

The engine primary parameters are permanently displayed on the upper ECAM.
The engine secondary parameters are presented on the lower ECAM ENGINE page when selected or dis-
played automatically during engine start or a fault.

Some engine parameters are permanently displayed on the CRUISE page in flight.

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 70 - Power Plant CFM LEAP-1A Presentation

MAINTENANCE/TEST FACILITIES

On the maintenance panel, the ENG FADEC GND PWR permits to supply the FADEC system for mainte-
nance tasks, when the engines are not running.
The Multipurpose Control and Display Unit (MCDU) is used to do PCS tests and for trouble shooting mon-
itored components (computers, sensors, actuators).

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SAFETY PRECAUTIONS
When you work on aircraft, make sure that you obey all the Aircraft Maintenance Manual (AMM) safety
procedures.
This will prevent injury to persons and/or damage to the aircraft. Here is an overview of main safety pre-
cautions related to the engines.
Make sure that all engine danger areas are as clear as possible to prevent damage to the engine, the aircraft
or persons in the area.
Be careful: The entry corridor will be closed when the engine power is above the minimum.
Make sure that you have fire-fighting equipment available.
Do not try to stop the fan from turning by hand.
After engine shutdown, let the oil tank pressure bleed off for a minimum of 5 minutes before you remove
the tank filler cap. If you do not, pressurized oil can flow out of the tank and cause dangerous burns.
The engine ignition system is an electrical system with high energy. You must be careful to prevent elec-
trical shock. Injury or death can occur. Do not do maintenance on the ignition system while the engine
operates.
Make sure that the engine shutdown occurred more than 5 minutes ago before you continue with the main-
tenance procedure.
Make sure that the thrust reverser is deactivated during maintenance. If not, the thrust reverser can operate
accidentally and cause injury to personnel and/or damage to the reverser.
When opening the engine cowls:
- Respect the wind limitations and the opening/closing sequence,
- Always secure cowls with the hold-open rods,
- Make sure that the slats are retracted and install a warning notice to prevent slat operation.

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STORAGE AND PRESERVATION

Storage and preservation procedures must be applied to engines which are not operated. The preservation
procedures protect the engine against corrosion, liquid and debris entering the engine, and atmospheric
conditions during period of inactivity.

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 24 - Electrical Power System Line Maintenance

CHECK OF THE OIL LEVEL AND FILTER DPI

Each engine (HP rotor) drives its related Integrated Drive Generator (IDG) through the accessory gearbox.
The drive rotation speed varies according to the engine rating. The IDG converts the variable rotation speed
of the gearbox to a constant one in order to get a stable 400 Hz frequency.

The IDG supplies a 115 V AC, 3-phase, and 400 Hz AC. At some point, servicing will be required of the
IDG. In this module you will see a video that will demonstrate the correct servicing procedures of the IDG.

Check the oil level and the filter Differential Pressure Indicator (DPI) each 300 Flight Hours (FH) or each
time the engine cowls are opened. An access panel allows a direct access to the sight glass without opening
the LH fan cowl to check the oil level.

On each engine, use the sight glass that is in the vertical position to do the check of the oil level. If it is be-
low the green band or above the yellow band, do the oil servicing.
If a Low/High Oil Level warning message is generated by the ECAM, confirm with a check of the oil level in
the sight glass and do the oil servicing (according to the AMM maintenance procedure).
NOTE: After servicing a reset of the oil level sensor must be done by an action on the related GEN P/B.
Clogged filter indication is provided by a visual pop out indicator (the DPI) mounted on the IDG. This indi-
cator is installed opposite the drive end of the IDG.
If an IDG Clog Filter warning message is generated by the ECAM, confirm with a check if the red pop out
indicator (DPI) is extended and do the servicing (according to the AMM maintenance procedure).

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 24 - Electrical Power System Line Maintenance

OPERATIONAL TEST OF THE IDG DISCONNECT AND RECONNECT FUNCTION

The IDG will be disconnected in case of:
- oil overheat (high oil out temperature),
- oil pressure drop when not caused by drive under speed.

OPERATIONAL TEST OF THE IDG DISCONNECT AND RECONNECT FUNCTION (b)

The amber FAULT legend of the ELECtrical/IDG1 or 2 P/BSW comes on, the master warning system is
triggered.
In this case, the IDG must be disconnected manually. For this, the PUSH-TO-DISConnect IDG1 (2) safe-
ty guarded P/BSW, installed on the panel 35 VU, must be pushed.
CAUTION: ENGAGE THE IDG DISCONNECT MECHANISM WITH THE DISCONNECT RESET
RING BEFORE YOU START THE ENGINE. IF NOT, YOU WILL CAUSE DAMAGE TO THE GEAR
TEETH, AT ENGINE START.
CAUTION: YOU CAN DAMAGE THE DISCONNECT SOLENOID BECAUSE OF OVERHEATING IF:
YOU PUSH THE IDG DISCONNECT P/BSW FOR MORE THAN 3 SECONDS. THERE MUST BE AT
LEAST 60 SECONDS BETWEEN 2 OPERATIONS OF THE SWITCH.
On the ELEC control panel, push the IDG 1 (2) P/BSW.

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MAINTENANCE TIPS
It must be mentioned here that the most typical reason for IDG failures are due to over servicing. You must
pay particular attention to the level of the oil in the sight glass.

When servicing, leave the drain hose attached until only a couple of drops come out.