A350

TECHNICAL TRAINING MANUAL

MAINTENANCE COURSE - T1+T2 - RR Trent XWB
Standard Practices-Engine
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 A350 TECHNICAL TRAINING MANUAL

STANDARD PRACTICES-ENGINE
Nacelle Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Engine Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Engine and Nacelle Maintenance (3) . . . . . . . . . . . . . . . . . . . . . . . . . 56
PCS Architecture and Interfaces Description (2/3) . . . . . . . . . . . . . . 74
PCS Power Supply Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . . . 96
Thrust Control and Engine Protection Description (2/3) . . . . . . . . . 106
Engine Fuel System Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . 128
Engine Starting and Ignition System Description (2/3) . . . . . . . . . . 142
Engine Systems Control and Indicating (2/3) . . . . . . . . . . . . . . . . . 150
Oil System Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
Engine Air System Description (2/3) . . . . . . . . . . . . . . . . . . . . . . . . 180
Thrust Reverser System Description (2/3) . . . . . . . . . . . . . . . . . . . . 198
Engine Oil and Thrust Reverser System Control and Indicating
(2/3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 218
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NACELLE DESCRIPTION (2/3)

General Presentation
The nacelle is the aerodynamic structure around the engine.
It is made of:
- An air inlet cowl
- Two fan cowls - one on each side of the engine
- Two Thrust Reverser (T/R) cowls - one on each side of the engine
- An exhaust assembly consisting of an exhaust nozzle and an exhaust
center body.
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GENERAL PRESENTATION

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NACELLE DESCRIPTION (2/3)

Air Inlet Cowl Description
The air inlet cowl gives smooth air flow to the engine and around the
nacelle outer surfaces.
On the bulkhead a pipe connection lets an interface with the nacelle
anti-ice system.
On its outer bottom face, the air inlet cowl has an exhaust panel for the
discharge of nacelle anti-ice air, used to prevent the ice build-up on the
lip.
On the top outer surface a panel lets access to the T20 probe. One more
access panel at the top of the bulkhead lets access to the T20 ramp, on
which the electrical harness is attached.
An air scoop gives cooling to the area around the fan case.
On each side of the air intake, the maintenance crew can reach the Power
Door Opening System (PDOS) switches to open the fan and the T/R
cowls.
The hoist points are available for handling.
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AIR INLET COWL DESCRIPTION

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NACELLE DESCRIPTION (2/3)

Fan Cowls Description
The fan cowls give protection to the fan case.
The fan cowls are hinged at their top end by hinge fittings. A floating
road connects the forward hinge fittings together.
The fan cowls are attached at their bottom by latches (quantity 4). A latch
access panel gives access to the latches.
Each cowl has two Hold Open Rods (HORs) to keep the cowls open and
locked during maintenance.
The left fan cowl has an access hole with a flapper on its outer surface
and an access cone on its inner surface. This gives access to the starter
control valve during manual operation.
The right fan cowl has an oil-tank access door. The inboard fan cowl has
a strake, for better airflow around the wing leading edge.
The hoist points allow handling of the cowl during removal/installation.
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FAN COWLS DESCRIPTION

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NACELLE DESCRIPTION (2/3)

Fan Cowls Description (continued)
Fan Cowls Latch Access Panel and Latches Description
The latch access panel gives access to the latches during opening of
the fan cowls. The latch access panel is held closed by latches (quantity
5).
The latch access panel has safety devices, which prevent closure of
the latch access panel if one (or several) fan cowl latch is open.
The fan cowl latches are typical hook latches.
If the hook is not engaged in the keeper, a safety mechanism prevents
locking the latch.
All the latches include rigging features.
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FAN COWLS DESCRIPTION - FAN COWLS LATCH ACCESS PANEL AND LATCHES DESCRIPTION

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NACELLE DESCRIPTION (2/3)

Thrust Reverser Cowl Description
The T/R assembly encloses the engine core with an aerodynamic flow
path and gives a fan exhaust duct. The T/R assembly is used to cause an
aerodynamic brake during the landing.
The T/R is made of two similar halves, also known as "C-ducts" due to
their shape.
Each T/R half includes:
- A torque box: A solid half-circumferential structure supporting most
of the T/R components.
- A hinge beam: Hinges connect the T/R half to the engine pylon.
- A latch beam: Latches close and lock the halves together and give access
to the engine core component during maintenance.
- An inner fixed structure: Encloses the engine core and makes the inner
contour of the fan exhaust.
- A translating sleeve with blocker doors allows diverting the fan exhaust
radially to cause an aerodynamic brake.
The T/R actuators access panels on the outer surface of the translating
sleeve allow access to the actuators attachments to the translating sleeve.
Each T/R half can be open for maintenance and held open with a HOR.
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THRUST REVERSER COWL DESCRIPTION

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T/R cowl latch access panel:
Thrust Reverser Cowl Description (continued) The right T/R cowl latch beam has 2 latch access panels.
In the open position, the latch access panel gives access to L2, L3, L4
Thrust Reverser Cowl Latches and Latch Access
latches and L6/L8 release handle.
PanelsDescription Each latch access panel has a pressure relief door to protect the T/R
Left T/R cowl: cowl integrity, if there is an overpressure between the cowl and the
The left T/R cowl has these latching features: engine.
- Latch 1 (L1): It is a dual hook latch controlled by a handle. If the Safety devices prevent closure of the latch access panel if the latches
latch is not properly closed, the handle interferes with the fan cowl, are not correctly closed.
which cannot be closed.
- L2: It is also known as a "take-up latch". L2 is a long stroke latch.
The latch stroke can be increased or decreased by inserting and turning
a square drive in the extendable handle. It is used to move the two
T/R halves together during the closure. Thus it let the closure of the
other latches.
- L3 and L4: Conventional hook latches.
- L5: It is a conventional hook latch. It also unlatches the remote latch
L7 with a cable.
- L6 and L8 compression arms: These arms come in contact with the
remote latches on the right T/R cowl.
- L7 telescoping rod: The rod is connected to the two T/R cowls at
the top of the inner fixed structure aft part. A cable actuated by L5
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allows to engage an internal mechanism that locks the rod in its

retracted position.
All the latches include rigging features.
Right T/R cowl:
The right T/R cowl has these latching features:
- L6 and L8 remote latches: The compression arms connected to the
left T/R cowl come in contact with the remote latches. When the
remote latch is in locked position a pin locks the compression arms.
- L6 and L8 release handle: The handle is installed on the hinge beam.
It controls the position of the latch pins with cables.
All the latches include rigging features.

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THRUST REVERSER COWL DESCRIPTION - THRUST REVERSER COWL LATCHES AND LATCH ACCESS PANELSDESCRIPTION

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THRUST REVERSER COWL DESCRIPTION - THRUST REVERSER COWL LATCHES AND LATCH ACCESS PANELSDESCRIPTION

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THRUST REVERSER COWL DESCRIPTION - THRUST REVERSER COWL LATCHES AND LATCH ACCESS PANELSDESCRIPTION

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NACELLE DESCRIPTION (2/3)

Fan Cowls and T/R Cowls Hold Open Rod Description
Two HORs permit to keep the fan cowls open during maintenance. The
HORs are permanently attached between the fan case and the fan cowl.
To open the fan cowls, there is one fan cowl opening actuator per fan
cowl.
One HOR is used for the T/R cowl. It is normally secured on the T/R
cowl torque box. When the T/R cowl has to be held open, the HOR is
manually attached to the fan case. To open the T/R cowls, there is one
T/R opening actuator per T/R cowl.
Each HOR is a telescoping rod with a locking system.
The HORs can lock in one of the two positions: fully or not fully open
positions.
The HORs lock automatically, when they reach one of these two locking
positions.
For the fan cowl, a remote release handle installed on the air inlet flange
allows to unlock the locks before closing the fan cowl.
For the T/R cowl, the HORs locks are manually released by hand.
For all the HORs, a locking collar shows the state of the locking system:
- Unlocked: Red
- Locked: Green.
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FAN COWLS AND T/R COWLS HOLD OPEN ROD DESCRIPTION

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NACELLE DESCRIPTION (2/3)

For servicing, a refill port is installed at the top of the power pack
Power Door Opening System (PDOS) Description reservoir. It is possible to get access to the refill port by the removal of
a panel on the pylon.
PDOS is a system which helps in opening and closing of the fan and T/R
cowls easily. The primary components of the PDOS (for each engine)
are:
- A power pack made of a reservoir, an electrical pump, a solenoid valves
module and a logic module
- A set of two fan opening actuators
- A set of two T/R opening actuators
- Fan and T/R cowl control switches
- A fan cowl proximity switch.
When a control switch is pushed and held, the logic module in the power
pack sends a discrete signal to a Conversion Module (CM) (used in the
fire protection system). The CM sends the command signal to the Engine
Interface Function (EIF). The EIF sends instructions to the Electrical
Power Distribution System (EPDS) to supply electrical power to the
power pack electrical-pump and solenoid valves. The pump is energized
and pressurizes fluid supplied by the reservoir. The logic module also
sends a control signal to the solenoid valve module. Depending on the
switch pushed, the related solenoid valve supplies pressurized fluid to
its fan or T/R opening actuator.
The PDOS has a protection against collision between the fan cowl and
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the inner slat:

When the inner fan cowl is open more than a predetermined angle, the
fan cowl proximity switch sends a signal to the power-pack logic module.
The logic module sends an inhibition signal to the Slat Flap Control
Computer (SFCC), through the CM and the EIF. The slats cannot extend.
If the PDOS is unserviceable, the fan cowls can be pushed manually to
the open position. A quick disconnect fitted to each T/R opening actuator
lets connection of an external pump, allowing opening of the T/R cowl.
The power pack is installed on top of the fan case (it is accessible through
a panel on the pylon or by opening the fan cowl).

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POWER DOOR OPENING SYSTEM (PDOS) DESCRIPTION

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NACELLE DESCRIPTION (2/3)

Exhaust Assembly Description
The exhaust assembly is made of:
- The exhaust center body
- The exhaust nozzle.
The exhaust center body is a two piece assembly. The forward center
body is attached to the turbine inner contour. The aft center body is
attached to the forward center body.
The exhaust nozzle is attached to the turbine outer contour. It includes a
fire shield assembly which gives protection to the aft pylon from fire
damage.
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EXHAUST ASSEMBLY DESCRIPTION

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ENGINE DESCRIPTION (2/3)

Overview
The Rolls-Royce Trent XWB is a high bypass (9:1), triple spool turbofan
engine.
The engine data slip-plate is located on the right side of the fan case and
includes data about the engine (Serial Number (S/N), thrust rating, etc).
The engine maximum take off thrust is:
- 84,200 lbs for the Rolls-Royce TRENT XWB 84K.
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OVERVIEW

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ENGINE DESCRIPTION (2/3)

Construction Features
Gaspath Configuration
The engine has three rotating assemblies: The LP, IP and HP systems.
Each system has a compressor driven by a turbine through a shaft.
The shafts are concentric and can rotate freely from each other. A
combustion chamber located between the High Pressure Compressor
(HPC) and the High Pressure Turbine (HPT) mixes the compressed
air supplied by the compressors with fuel, burns this mixture and
releases it into the turbines with a higher energy. This lets the turbines
drive their related compressor and cause thrust. Note that the HP
system drives the external gearbox fitted on the fan case.
Gaspath Stations
The main aerodynamic stations are:
- 2.0 - Low Pressure Compressor (LPC) inlet
- 160 - LPC exit
- 2.5 - HPC inlet
- 3.0 - HPC exit
- 4.2 - IP turbine inlet
- 4.4 - Low Pressure Turbine (LPT) inlet
- 5.0 - LPT exit.
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CONSTRUCTION FEATURES - GASPATH CONFIGURATION & GASPATH STATIONS

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ENGINE DESCRIPTION (2/3)

Construction Features (continued)
Engine Bearing Housings
The Rolls-Royce Trent XWB has main bearings located in four main
areas:
- Front bearing housing
- Internal gearbox
- HP/IP bearing chamber
- Tail bearing housing.
Each of these areas receives oil for lubrication, cooling and cleaning.
The main bearings are of two different types:
- Ball bearings (also referred to as location bearings) transmit radial
and axial loads. They transmit thrust and locate the shafts.
- Roller bearings transmit radial loads only. They hold the shafts and
let their rotation.
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CONSTRUCTION FEATURES - ENGINE BEARING HOUSINGS

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ENGINE DESCRIPTION (2/3)

Construction Features (continued)
Splitting Concept
The Trent XWB has the engine core, the fan case (with the external
gearbox), the fan blades and the spinner. The engine core and the fan
case can be separated for easier transportation.
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CONSTRUCTION FEATURES - SPLITTING CONCEPT

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ENGINE DESCRIPTION (2/3)

Engine Core Description
LP Compressor and LP Turbine Modules
The LPC module has a fan disc and the LPC shaft.
The fan disc has dovetail slots (22) in which the fan blades are installed
(refer to the fan blades paragraph).
The LPT module includes the LPT, the LPT shaft and the exhaust
case.
The LPT is a six-stage (vanes and blades) axial turbine.
The exhaust case is attached to the aft of the LPT case and include
the tail bearing housing and the rear engine mount supports.
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ENGINE CORE DESCRIPTION - LP COMPRESSOR AND LP TURBINE MODULES

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ENGINE DESCRIPTION (2/3)

Engine Core Description (continued)
IP Compressor and IP Turbine Modules
The IP compressor module is an eight-stage axial compressor
including:
- The front bearing housing
- One stage of VIGVs and two stages of VSVs installed on the case.
The IP turbine module includes:
- A two stage axial turbine
- An IP turbine shaft.
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ENGINE CORE DESCRIPTION - IP COMPRESSOR AND IP TURBINE MODULES

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Engine Core Description (continued)
Intermediate Case
The intermediate case is an interface between the IP compressor and
the HP system. It includes the internal gearbox.
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ENGINE CORE DESCRIPTION - INTERMEDIATE CASE

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Engine Core Description (continued)
HP System
The HP system has three major assemblies:
- A six stage axial compressor
- An annular combustion chamber with fuel spray nozzles (20)
supplying the fuel and two igniters (not shown)
- A single-stage axial turbine. The HP/IP bearing chamber is attached
aft of the HPT.
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ENGINE CORE DESCRIPTION - HP SYSTEM

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Fan Assembly Description
Spinner
The spinner is a one piece composite conical part, which is installed
at the front of the fan disc to give a smooth aerodynamic shape in the
air intake.
To prevent ice accretion on the spinner, a rubber tip vibrates during
engine running.
The spinner is bolted to the spinner support ring, which is bolted to
the fan disc. The support ring has a flange where the compensation
weights are installed.
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FAN ASSEMBLY DESCRIPTION - SPINNER

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Fan Assembly Description (continued)
Fan Blades
Titanium fan blades (22) are installed on the fan disc. Each blade
locates into the disc by a curved dovetail.
To keep the fan blade in axial position, there is a shear key on the
blade dovetail, which goes into a recess located in the fan disc slot.
To keep the blade in the radial position, there is a slider assembly
between the fan disc slot and the bottom of the blade dovetail.
The fan blade details (S/N, moment weight...) are viewed at the bottom
of its dovetail.
To remove the slider assembly, an extractor tool is used.
Aluminum annulus fillers are installed between the blades to give a
smooth aerodynamic contour.
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FAN ASSEMBLY DESCRIPTION - FAN BLADES

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Fan Assembly Description (continued)
Fan Case
The fan case is bolted to the engine-core front end. Separation of the
fan case from the engine core is possible for transportation. The fan
case is the support for the external gearbox and the front engine mount.
The forward part can contain a blade separation (titanium ring).
Acoustic panels, fan track (with abradable) and ice impact panels are
installed on the inner side. The rear part of the fan case is a ring
(composite) which supports the A-frames (see fairings topic). An
assembly of OGVs (titanium) forms an interface with the engine core.
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FAN ASSEMBLY DESCRIPTION - FAN CASE

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Fan Assembly Description (continued)
Fairings
To give a smooth inner aerodynamic contour for the fan airflow, a
total of six gas generator fairings (one upper, one center and one lower
on each side) are installed around the forward part of the IP
compressor. Removal of the gas generator fairings is possible to get
access to specific engine components.
Upper and lower splitter fairings give an aerodynamic contour around
the upper and lower service struts and divide the fan airflow in the
two C-ducts. The upper splitter fairing has an air intake which is used
by the engine bleed air system heat exchanger (Precooler).
Two A-frames (one on each side) give the interface between the rear
fan case and the engine core.
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FAN ASSEMBLY DESCRIPTION - FAIRINGS

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ENGINE DESCRIPTION (2/3)

Gearbox Description
The gearbox module converts mechanical power from the HPC rotor to
the accessory units. It also turns the rotor during starting.
The gearbox module is divided into four primary assemblies:
- The intermediate gearbox (step aside gearbox) connected at the bottom
of the intermediate case
- The angle drive shaft
- The transfer gearbox
- The accessory gearbox.
The components mounted on the accessory-gearbox front face are:
- One VFG
- PMA
- Starter
- Two hydraulic EDPs
- Centrifugal breather.
The components mounted on the accessory gearbox-rear face are:
- One VFG
- Oil pump assembly
- Fuel pump assembly.
The HMU is on the adaptor block on the right side of the external gearbox.
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GEARBOX DESCRIPTION

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ENGINE DESCRIPTION (2/3)

Borescope Description
Ports and Plugs
The borescope ports let the internal inspection of the gaspath with
borescope equipment.
The compressor and turbine borescope access-ports are along the
length of the right side of the engine.
The combustion chamber borescope access ports are positioned around
the circumference of the combustion outer case.
There are different types of borescope plugs based on their location.
Some are removed by using an extraction tool.
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BORESCOPE DESCRIPTION - PORTS AND PLUGS

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Borescope Description (continued)
Manual Crank
The LP system can be manually rotated by turning the fan by hand.
The IP system can be manually turned using a dedicated tool to get
access to the IP compressor first stage blades through the LPC fan
blades.
The HP system can be manually cranked by installing a dedicated
turning tool at the end of the centrifugal breather after removing its
access plate.
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BORESCOPE DESCRIPTION - MANUAL CRANK

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Engine Mounts and Thrust Links Description
Three mount assemblies transmit the engine loads to the pylon primary
structure.
- The forward mount assembly transmits the vertical and side loads. It
attaches the top of the LPC case to the forward end of the pylon.
- The aft mount assembly transmits the vertical, side and torque loads. It
attaches the top of the LPT exhaust case to the lower part of the pylon.
- The thrust mount assembly transmits the thrust of the engine to the
pylon. It attaches each side of the intermediate case to the aft mount.
For an engine removal/installation the mount assemblies stay installed
on the engine. They are part of the Quick Engine Change (QEC).
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ENGINE MOUNTS AND THRUST LINKS DESCRIPTION

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Drain System Description
The power plant drains system can be divided into two types of drains:
- Drain mast
- Independent drain lines.
The drain mast drains different types of fluid:
- Fuel (fuel-supply pipe shroud, fuel pump, VSVAs, IP turbine and HPT
Clearance Control (TCC) actuators, front bearing-housing vent-valve,
drain tank)
- Oil (oil-tank filler scupper, air starter, VFGs, PDOS, EDPs, fuel pump)
- Hydraulic (green hydraulic pump, yellow hydraulic pump)
- Fluid coming from the pylon.
For easy troubleshooting, the drain lines are separated and identified.
Some lines (TCC actuators, VSVA) are grouped together and sumps
equipped with screw plugs let identification of the leaking unit.
Air from the centrifugal breather is sent through a dedicated outlet.
Fluids from the Zone 2 or from the turbine case (wet start) are drained
by two independent lines located at the split line between the Thrust
Reverser (T/R) cowlings.
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DRAIN SYSTEM DESCRIPTION

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ENGINE AND NACELLE MAINTENANCE (3)

MORTORQ® Spiral Drive System
The MORTORQ® spiral drive-system gives better contact between the
screw and the driver for higher torque capability and less damage to the
screw.
The screw also has a low profile head.
This type of screws is used in different areas of the engine.
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MORTORQ® SPIRAL DRIVE SYSTEM

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Lockwireless Boroscope Plugs
Some of the Trent XWB boroscope-ports are attached with lockwireless
boroscope plugs.
Lockwireless boroscope plugs lets:
- Self-lock during installation
- The use of standard tools for removal and installation.
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LOCKWIRELESS BOROSCOPE PLUGS

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Tooling for Engine Removal/Installation/Splitting
Engine Stands
For the Trent XWB two types of stand can be used:
- The whole engine stand, which lets transportation of the full engine
- The split engine stand, which lets splitting and transportation of the
fan case assembly and the engine core.
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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - ENGINE STANDS

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Tooling for Engine Removal/Installation/Splitting (continued)
Bootstrap Assemblies and Yoke
The bootstrap assemblies are used to lift or drop the engine between
the engine stand and the pylon.
On the previous program, the engine is lifted with a cradle connected
to the two bootstraps.
On the Trent XWB, the engine is lifted without a cradle: this is referred
as direct lift.
The forward bootstrap hoists are connected to the fan case.
The rear bootstrap hoists are connected to a yoke installed around the
engine turbine.
A laser positioning kit is installed on the rear bootstrap. It helps the
operator to set the engine stand correctly.
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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - BOOTSTRAP ASSEMBLIES AND YOKE

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Tooling for Engine Removal/Installation/Splitting (continued)
Hold Open Strut
The hold open strut is a tool used to hold the Thrust Reverser (T/R)
cowls open and locked in a fully open position during the removal
and installation of the engine.
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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - HOLD OPEN STRUT

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Tooling for Engine Removal/Installation/Splitting (continued)
Torque Equipment
Specific tools are used to torque the bolts maintaining the engine to
the pylon.
A torque multiplier is used on the forward mount.
A rear engine mount torque assembly is used on the rear mount.
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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - TORQUE EQUIPMENT

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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - TORQUE EQUIPMENT

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Tooling for Engine Removal/Installation/Splitting (continued)
Thrust Links Protections
Thrust links protections are installed around the thrust links during
removal and installation of the engine.
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Tooling for Engine Removal/Installation/Splitting (continued)
Mount Support Tools
The mount support tools limit the movement of the mounts during
transportation.
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TOOLING FOR ENGINE REMOVAL/INSTALLATION/SPLITTING - MOUNT SUPPORT TOOLS

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Propulsion Control System (PCS) General Presentation
The PCS controls and monitors the engine.
For each engine the PCS has these components:
- One Engine Electronic Controller (EEC), on the engine
- One Engine Monitoring Unit (EMU), on the engine
- One Engine Interface Function (EIF) with two EIF applications hosted
in two different Core Processing Input/Output Modules (CPIOMs)
- One Engine Thrust Reverser Actuation Controller (ETRAC), on the
airframe.
The Full Authority Digital Engine Control (FADEC) system is a part of
the PCS and primarily consists of the EEC and the EMU.
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PROPULSION CONTROL SYSTEM (PCS) GENERAL PRESENTATION

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PCS Function/Description
PCS Functions
The PCS manages:
- The engine start and shutdown
- The thrust control and management
- The electrical power supply to the system
- The engine indicating and failure reporting
- The generation of data for monitoring of engine health
- The Thrust Reverser (T/R) control and monitoring
- The interface between the engine and the aircraft systems.
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PCS FUNCTION/DESCRIPTION - PCS FUNCTIONS

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PCS Function/Description (continued)
EIF and EEC Functions
The EEC and the EIF are the heart of PCS. They work together as a
team and share the engine primary functions:
- Start and shutdown: The EIF receives cockpit selection and sends
data to the EEC for engine starting and shutdown
- Thrust control and management: The EIF sends the throttle-lever
position signals and the air data to the EEC. With these data the EEC
controls and manages the thrust
- Electrical power supply: The EIF controls the supply of electrical
power to the system (with EEC, ETRAC and EMU) from the aircraft
electrical system
- T/R control and monitoring: The EIF and the EEC are involved in
the T/R control and monitoring system
- Engine indication and warning: The EEC supplies most of the
indications to the cockpit display system
- Interface with the aircraft systems: The EIF is the primary interface
between the EEC and the aircraft systems. The EIF receives, selects
and consolidates numerous aircraft data and sends them to the EEC.
The EIF also consolidates engine data and sends them to the different
aircraft systems.
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PCS FUNCTION/DESCRIPTION - EIF AND EEC FUNCTIONS

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PCS Function/Description (continued)
ETRAC and EMU Functions
The ETRAC is the central computer in the T/R control system.
The functions of EMU are health monitoring, vibration computation
and fan trim balance. It has no control on the engine operation.
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PCS Function/Description (continued)
EEC Description
The EEC is a dual channel computer installed on the fan case (left
hand side). Only one channel (channel A or channel B) is in control
at a time, the other one is in stand-by mode and will operate, if there
is a major failure in the control channel. Without failure, there is an
automatic change-over at each start. A cross-channel digital bus gives
a mean of exchange between the channels. The EEC includes field
loadable software.
Each channel control function sends control outputs to the engine
systems. A monitoring function in each channel shuts the engine down,
if there is a major failure.
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PCS FUNCTION/DESCRIPTION - EEC DESCRIPTION

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PCS Function/Description (continued)
ETRAC Description
The ETRAC is a computer installed in the aft part of the forward cargo
compartment. There is one ETRAC per engine. Each engine T/R
includes two translating sleeves: left and right. The ETRAC
independently controls the left and the right translating sleeves. The
command signals (stow or deploy) come from the related EIF. The
ETRAC includes field loadable software.
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PCS FUNCTION/DESCRIPTION - ETRAC DESCRIPTION

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PCS Function/Description (continued)
EMU Description
The EMU is a computer installed on the engine fan case (left hand
side). The EMU includes field loadable software and does:
- Vibration computation and trim balance calculation. The EMU uses
amplified signals from a dual accelerometer and shaft speed inputs
sent by the EEC
- Engine Health Monitoring (EHM) by collecting pressure data (P25,
Ps42, Ps44, Ps160, P50) from dedicated pressure ports and engine
data inputs from the EEC sensors. This function is designed to give
diagnostic information.
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PCS FUNCTION/DESCRIPTION - EMU DESCRIPTION

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PCS Interfaces
Interfaces within the PCS
The Avionics Full Duplex Switched Ethernet (AFDX) network is the
primary source of communication within the PCS. The primary streams
of data exchange are:
- EIF and EEC channels communicate through the AFDX network to
do their related functions. A back-up Controller Area Network (CAN)
bus connects one of the 2 EIF applications to one EEC channel
(Channel A). It is used in case of an AFDX network failure
- EIF sends stow/deploy signals to the ETRAC through the AFDX
network. One of the EIF applications supplies back-up discrete signals
to the ETRAC
- The EMU and the EEC communicate through a dedicated non-AFDX
digital bus. The EMU then gives vibration data and engine health
information to the AFDX network.
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PCS INTERFACES - INTERFACES WITHIN THE PCS

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PCS Interfaces (continued)
Interfaces with Aircraft Systems
PCS communication with aircraft systems is primarily done through
the AFDX network.
The AFDX network is normally used as follows:
- The EIF receives air data from the Air Data/Inertial Reference System
(ADIRS) and the Integrated Standby Instrument System (ISIS).
- The EEC sends most of engine parameters to the Control and Display
System (CDS). The EIF sends T/R position to the CDS. The EMU
gives vibration data.
- The PRIMary Computers (PRIMs) communicate with the PCS for
the Autothrust (A/THR) function and the thrust lever position.
For redundancy purpose a back-up communication system is used for
critical data:
- An ARINC bus gives air data information directly to one application
of the EIF.
- The back-up CAN bus-interconnecting the EEC with the EIF is also
used to send the primary engine parameters (Thrust, N1 and Exhaust
Gas Temperature (EGT)) to the CDS through the Flight Warning
System (FWS).
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PCS INTERFACES - INTERFACES WITH AIRCRAFT SYSTEMS

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PCS Interfaces (continued)
Interfaces with Cockpit Controls
The Throttle Control Assembly (TCA) sends different signals to the
PCS (EEC/EIF):
- The primary source of throttle position is sent through analog signals
to the PRIMs. The signals are converted to a digital format and then
sent to the PCS through the AFDX network
- The back-up source of throttle position gives analog signals to both
EEC channels
- The T/R switch sends a discrete signal to the EIF used in the T/R
control
- The A/THR instinctive disconnect switch sends discrete signals to
the EEC through the Common Remote Data Concentrator
(CRDC)/AFDX network and is also hard-wired to the PRIMs.
The FADEC GND PWR and MAN START switches send digital
signals to PCS through the AFDX network. The engine start selector
interfaces with the PCS through the AFDX network.
The engine master switch sends its position:
- Digitally to the AFDX network
- By hard-wired discrete to both EEC channels for reset function.
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PCS INTERFACES - INTERFACES WITH COCKPIT CONTROLS

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PCS Interfaces (continued)
Interfaces between the EEC and the Engine
To control the engine, the EEC receives these inputs:
- Digital inputs from the Data Entry Plug (DEP): The DEP is a memory
device that supplies the engine's unique data (engine standard, engine
serial number, engine ratings selection, N1 trim and Turbine Gas
Temperature (TGT) trim) to the EEC. The DEP is connected to the
EEC and is attached to the engine fan case by a lanyard
- Analog signal from gaspath temperature sensors (T20, T25, T30,
T50, and EGT)
- Analog signal from nacelle temperature sensors (Zone1, 2 and 3)
- Analog signals from the IP turbine disk temperature thermocouples
- Gaspath pressure pick-ups (P0, P25, P30, P160)
- Shaft speed from speed sensors.
The EEC interfaces with these engine sub-systems:
- Fuel
- Compressor control
- Cooling and ventilation
- Oil
- T/R
- Ignition
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- Starting.

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PCS INTERFACES - INTERFACES BETWEEN THE EEC AND THE ENGINE

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PCS POWER SUPPLY DESCRIPTION (2/3)

General Presentation
The Propulsion Control System (PCS) gets electrical power as follows:
- The Electrical Power Distribution System (EPDS) supplies power to
the Engine Interface Function (EIF)
- The EIF controls the distribution of normal and emergency power
through Solid State Power Controllers (SSPCs) and relays to these
equipments:
- Engine Electronic Controller (EEC)
- Electronic Thrust Reverser Actuation Controller (ETRAC)
- Engine Monitoring Unit (EMU)
- Ignition system
- Power Door Opening System (PDOS).
- A dedicated alternator referred as Permanent Magnet Alternator (PMA)
powers the EEC while the engine operates above a set speed.
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GENERAL PRESENTATION

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Aircraft Electrical Power to PCS
The Core Processing Input/Output Modules (CPIOMs) supporting the
EIFs applications are powered by a DC emergency bus.
The EEC receives power from two 115VAC buses.
The channel A of the EEC is supplied by a 115VAC emergency bus
whereas the channel B receives power from a 115VAC normal bus.
The EMU and the ETRAC are powered from 115VAC normal buses.
In flight EIF, EMU and ETRAC are powered by the aircraft electrical
network.
On ground, the EIF stays powered as long as the aircraft is powered. The
EIF receives cockpit control signals through the Avionics Full Duplex
Switched Ethernet (AFDX) network and applies the following ground
power/de-power logic for the EEC, EMU and ETRAC:
- At aircraft power-up the electrical power is available for a period of
time (15mins).
- The Full Authority Digital Engine Control (FADEC) ground-power
switch supplies power for some time (5mins) or permanently during
engine Central Maintenance System (CMS) interactive test.
- The engine start selector selects permanent power when placed in
CRANK or IGN START positions. When it is moved to NORM position
power is cut-off immediately.
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- The master switch in the ON position gives permanent power.

- When the master switch is moved from ON to OFF, the power continue
to be available for a period of time (15mins).
- If an EIF fails (or is in a reset mode), the relays and SSPCs will be in
a fail-safe closed position and the power supply will be permanent.
Finally in flight or on ground, the activation of the fire pushbutton always
leads power cut-off immediately to the EEC, the EMU and the ETRAC.

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AIRCRAFT ELECTRICAL POWER TO PCS

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PMA Power to EEC
The EEC can choose between 2 sources of electrical power. When the
engine speed is below a N3 percentage threshold (6%), the EEC will use
power from the aircraft electrical network.
When the engine speed is above this threshold, the PMA will supply the
electrical power necessary for the EEC.
In this case the EEC gives priority to the PMA power supply over the
aircraft electrical network.
If a PMA failure occurs, the EEC automatically selects the aircraft
electrical network.
The PMA has these two primary parts:
- A permanent magnet rotor driven by the engine external gearbox
- A separate stator housing.
The PMA supplies 2 independent (three-phase) AC electrical power
outputs for each EEC channel.

NOTE: Frequency of these power outputs depends on the engine N3

speed. Therefore each EEC channel calculates N3 speed by
sensing this frequency.
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PMA POWER TO EEC

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PCS POWER SUPPLY DESCRIPTION (2/3)

Aircraft Power to Ignition System
The dual ignition system receives electrical power from the Electrical
Power Distribution System (EPDS).
Ignition exciter 1 is supplied by the static inverter bus through a relay
controlled by the EIF through hard-wired discrete signals.
Ignition exciter 2 is usually supplied by a 115VAC normal bus. The EIF
controls the distribution with a SSPC through the AFDX network. If the
normal bus is not available, the electrical power will switch to the
emergency bus. The EIF is in control of this back-up operation by
operating a 28VDC SSPC and a dedicated relay.
To power or de-power the ignition systems, the EIF calculates a command
based on master switch and fire switch positions. The ignition systems
are de-powered, if one of these conditions is true:
- The master switch is OFF
- The fire switch is operated.
The AFDX network is used to transfer these data between the cockpit
and the EIF. But, redundant hard-wired discretes connect the master
switch and the fire push-button to the EIFs.
The EIF controls the power distribution of the two ignition systems. But,
the EEC is in charge for the ignition systems selection and activation.
(Refer to the ignition chapter for detailed information)
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AIRCRAFT POWER TO IGNITION SYSTEM

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PCS POWER SUPPLY DESCRIPTION (2/3)

Aircraft Power to PDOS System
The PDOS is electrically powered by the EPDS.
On ground only, opening/closing requests from PDOS control switches
are sent to the EIF through a conversion module (ATA26). The EIF
controls the power distribution to the PDOS control solenoids through
SSPC. Only when an opening signal is sent, the EIF distributes 115VAC
to the motor-pump through a dedicated SSPC.
Action on the fire pushbutton will stop distribution of electrical power
to the PDOS.

NOTE: Refer to nacelle description module for detailed description of

the PDOS.
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AIRCRAFT POWER TO PDOS SYSTEM

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THRUST CONTROL AND ENGINE PROTECTION DESCRIPTION (2/3)

Thrust Control General Description
To control the thrust the EEC uses:
- The throttle control levers positions
- The Automatic Flight System (AFS) demands from PRIMary Computers
(PRIMs) (Autothrust (A/THR))
- The air data from air data system
- The bleed demand from air systems.
Manual thrust is controlled by action on the thrust control lever. The
PRIMs receive thrust-lever position signals and send them to the Engine
Interface Function (EIF). The EIF then proceeds to a signal selection and
gives the resultant signal to the EEC. This is a manual thrust demand.
The PRIM's calculate A/THR demand and send it directly to the EEC.
The EEC compares the thrust demand with the actual thrust (based on
the engine sensors) and calculates a fuel flow demand depending on the
air data and the bleed demand. Related output control signals are
transmitted to the engine fuel system. The EEC continuously monitors
different engine parameters to give automatic protection.
The EEC sends a thrust parameter to the Control and Display System
(CDS). The thrust indication shows the actual percentage of thrust
available and is calculated by ACUTE function.
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THRUST CONTROL GENERAL DESCRIPTION

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Manual Thrust Description
The manual thrust is controlled from the TCA. The TCA includes the
following components for each engine:
- A thrust lever controls forward thrust
- A reverse thrust lever (hinged to the thrust lever) controls the reverse
thrust
- An interlock preventing application of forward thrust and reverse thrust
at the same time
- A set of sensors converting rotational movements into electrical signals.
Any movement of the lever is transmitted to PRIMs by a set of throttle
potentiometer angle sensors (2 per PRIM). The PRIMs convert the signals
to Avionics Full Duplex Switched Ethernet (AFDX) signals and send
them to EIF. The EIF performs a selection of these signals, referred to
as the TLA selection. The EIF then sends the resultant selected TLA to
the EEC.
The throttle rheostat angle sensors are hard-wired to the EEC (1 per
channel) to give a back-up thrust lever position.
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MANUAL THRUST DESCRIPTION

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Auto Thrust Description
The PRIMs send A/THR engagement and activation orders to the EEC.
The activation depends on the throttle lever position. The active range is
between idle (0) and climb (CL) detents. The range extends to Maximum
Continuous Thrust (MCT) with one engine inoperative. The EEC validates
the engagement and activation with an internal logic.
When the A/THR is active, the EEC follows the A/THR command sent
by the PRIMs.
The A/THR disconnection is done:
- By action on the instinctive disconnect pushbutton. The PRIMs send a
disengagement order to the EEC through the AFDX network
- By action on the A/THR pushbutton on the Flight Control Unit (FCU)
through the PRIMs
- By selecting idle or reverse thrust
- Automatically in case of a failure (PRIM, EEC, etc.).
A hard-wire connects the instinctive disconnect pushbutton to some
CRDCs to send a back-up disconnection order directly to the EEC.
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AUTO THRUST DESCRIPTION

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- The EEC also applies limitations to the thrust depending on the bleed
Thrust Control and Management Description status and the idle selection.
The thrust rating mode, thrust limit value and bleed usage can be seen
In manual thrust mode, the EIF send the selected TLA to the EEC. This
on the Engine Display (ED) page.
is a manual thrust demand. In A/THR mode, the PRIMs send the A/THR
demand directly to the EEC.
The EEC uses N1 as the control parameter. Thus, the manual or A/THR
demand is converted in a N1 demand. The EEC compares the N1 demand
with the N1 actual and converts the result into a fuel flow command sent
to the engine fuel system (refer to the Engine Fuel System chapter for a
complete description of the EEC/engine fuel system interfaces).
The thrust management function calculates the thrust rating mode and
the thrust limit value and applies limitations to the thrust. The thrust
management function is shared by the EIF and the EEC as follows:
The EIF does:
- Air data selection: The EIF receives air data from the Air Data/Inertial
Reference System (ADIRS) and the Integrated Standby Instrument System
(ISIS). After a complex voting process the EIF transmits the most reliable
data to the EEC.
- Bleed status calculation: The EIF receives bleed, anti-ice and air
conditioning data from the air systems and sends a bleed status to the
EEC.
- Idle selection: Depending on the aircraft configuration (flap/slat position,
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flight/ground) and flight phase, the EIF selects a related idle and send a
request to the EEC.
Based on these signals, the EEC does these functions:
- The EEC selects a thrust rating mode for each throttle lever detent (i.e.
0, CL, MCT/FLEX, TO/GA). The thrust rating mode also depends on
parameters sent by the PRIMs (FlexT/O,...)
- The EEC calculates a thrust limit value (shown as a percentage) related
to the selected thrust rating mode. For this calculation the EEC uses voted
air data. The thrust limit value corresponds to the maximum thrust
available at the corresponding thrust rating mode

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THRUST CONTROL AND MANAGEMENT DESCRIPTION

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Modes
The EEC can select these two modes of operations:
- Normal N1 mode: This is the normal mode used to control the thrust
when all the air data are available
- Unrated N1 mode (also known as degraded mode): The EEC
automatically reverts to this mode, if one of the voted air data parameter
is not valid. In this mode the EEC set the thrust based on TLA and altitude
only.
If both the engines operate in degraded mode, the A/THR disconnects
automatically.
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MODES

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Airbus Cockpit Universal Thrust Emulator (ACUTE)
The Thrust (THR) parameter is one of the primary parameters on the ED
page. It is continuously displayed together with Exhaust Gas Temperature
(EGT) (derived from Turbine Gas Temperature (TGT)) and N1.
THR is calculated by the ACUTE, a function residing in the EEC.
THR represents a percentage of available thrust. It is computed from N1
and other data.
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AIRBUS COCKPIT UNIVERSAL THRUST EMULATOR (ACUTE)

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Protections
The EEC gives these protections:
- Overspeed protection, if there is a Low Pressure (LP) or IP shaft
excessive speed
- LPT shaft breakage, if there is an LP shaft rupture
- IP turbine shaft breakage if there is an IP shaft rupture
- TCM, if there is too much thrust
- EEC overheat protection.
Depending on the situation, the EEC can:
- Generate a message for the Flight Warning System (FWS) to display a
warning in the flight deck
- Limit or reduce the thrust
- Automatically stop the engine.
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PROTECTIONS

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Sensors Description and Associated Functions
Speed Sensing
The N1 shaft speed is monitored by a set of LPC speed probes (4
probes located in the front bearing housing) and a set of LPT speed
probes (4 probes located in the tail bearing housing). The N2 shaft
speed is monitored by a set of IP compressor speed probes (4 probes
located in the front bearing housing).
The N1 and N2 transducers are installed around the phonic wheels
and supply signals with a frequency proportional to shaft speed. Each
set of speed probes sends signals to both the EEC channels.
The N3 shaft speed is measured by converting the PMA output
frequency.
These signals are used for:
- Thrust control: The EEC uses N1 in the thrust control loop.
- Protection:
- N1/N2 overspeed: The EEC will automatically stop the engine, if
there is an N1 or N2 severe overspeed condition.
- LP shaft breakage: The EEC will automatically stop the engine, if
there is an LP shaft breakage. For this function the EEC compares the
speed of the N1 compressor with the speed of the N1 turbine.
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- IP shaft breakage: The EEC will automatically stop the engine, if

there is an IP shaft breakage. For this function the EEC detects a rapid
deceleration of N2.
- TCM: The EEC detects excessive thrust and protects the engine by
limiting or reducing the thrust in flight or by stopping the engine on
the ground. The EEC uses N1 for this function.

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SENSORS DESCRIPTION AND ASSOCIATED FUNCTIONS - SPEED SENSING

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Sensors Description and Associated Functions (continued)
Temperature Sensing
The T20 dual thermocouple supplies engine intake air-temperature to
the two EEC channels. If the EEC does not receive the selected Total
Air Temperature (TAT) from EIF, it uses T20 as a back-up for thrust
control.
The two T30 thermocouples supply High Pressure Compressor (HPC)
outlet pressure to the two EEC channels. The EEC uses these data for
thrust control and flame-out detection (refer to Ignition System
chapter).
Some temperature sensors are installed inside the EEC. If an EEC
overheat occurs, a warning is triggered. A severe overheat leads to an
automatic engine shutdown under certain conditions.
Two groups of thermocouples (quantity 12 total), one on each side of
the LPT case, sends TGT signals to the EEC (one group per channel).
The EEC converts TGT into EGT for indication (primary engine
parameter) and warning (EGT exceedance) purposes.
The two IP turbine disks receive cooling air.
The turbine cooling-air front and rear dual thermocouples sense the
cooling air temperature and send signals to the two EEC channels.
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The EEC combines the turbine-cooling air front and the

turbine-cooling air rear with N2, N3 and P30 in a logic that finds an
IP turbine overspeed. In such a condition, the IP shaft-breakage
protection automatically stops the engine.

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SENSORS DESCRIPTION AND ASSOCIATED FUNCTIONS - TEMPERATURE SENSING

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SENSORS DESCRIPTION AND ASSOCIATED FUNCTIONS - TEMPERATURE SENSING

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THRUST CONTROL AND ENGINE PROTECTION DESCRIPTION (2/3)

Sensors Description and Associated Functions (continued)
Pressure Sensing
The EEC has pneumatic connections for Ps160 and P30 sensing lines.
The EEC converts Ps160 in P20. The EEC uses P20 as a back-up Pt
in the thrust control function, if total pressure from the EIF is
unavailable.
The EEC uses P30 in the thrust control function. P30 is also essential
in the stall and surge detection.
The EEC casing has two pressure ports from which P0 is sensed. The
EEC uses P0 as a back-up static pressure (Ps) in the thrust control, if
static pressure from EIF is unavailable.
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SENSORS DESCRIPTION AND ASSOCIATED FUNCTIONS - PRESSURE SENSING

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

General Presentation
The engine receives fuel from the aircraft fuel tank through the Low
Pressure Shut-Off Valve (LPSOV) controlled by the engine master switch.
Fuel pressure increases in the first stage of the fuel pump to positively
supply the engine fuel system. Fuel then goes into the Fuel Oil Heat
Exchanger (FOHE), where its temperature increases (at the same time
the oil temperature decreases).
The Low Pressure (LP) fuel filter removes unwanted particles.
Much of the fuel that comes out of the fuel filter goes back to the second
stage of the fuel pump where its pressure increases more. A part of the
fuel that comes out of the fuel filter is used to operate the front bearing
housing vent-valve (see Oil System Description for more details).
From the fuel pump, fuel is pushed into the Hydro Mechanical Unit
(HMU) at high pressure.
The HMU supplies the fuel, depending on the fuel-flow demand signal
from the Engine Electronic Controller (EEC).
Fuel not used is sent back to the fuel pump for re-use.
The HMU also sends pressurized fuel to operate the engine air-system
valves and actuators.
The metered fuel flows to the fuel manifold and nozzles and is burned
into the combustion chamber.
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During shutdown the master switch controls the closure of the LPSOV
and the High Pressure Shut-Off Valve (HPSOV).
Any fuel remaining in the manifold downstream of the HPSOV drains
into the drain tank and is re-used during the next start.
The EEC automatically stops the engine or decreases the fuel flow in
some conditions (overspeed, Thrust Control Malfunction (TCM), etc.).

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GENERAL PRESENTATION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Low-Pressure Shut-Off Valve Description
The LPSOV allows the fuel to be supplied or isolated from the aircraft
fuel system to the engine fuel system (refer to the Engine Feed System
Description chapter).
When the master switch is ON, the LPSOV is open. When the master
switch is OFF, the LPSOV is closed.
CAUTION: WHEN THE AIRCRAFT IS ELECTRICALLY
DE-POWERED, THE LPSOV GOES TO ITS OPEN FAIL-SAFE
POSITION, WHATEVER THE POSITION OF THE ENGINE MASTER
SWITCH.
If there is a fire, the engine fire-switch circuit bypasses the relay and
controls the LPSOV to close.
For engine dry motoring, the LPSOV can be opened on ground with
engine master switch OFF by opening the High Pressure (HP) fuel
Shut-Off Valve (SOV) C/B.
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LOW-PRESSURE SHUT-OFF VALVE DESCRIPTION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Fuel Pump, Fuel Oil Heat Exchanger and LP Fuel Filter
Description
From the LPSOV the fuel goes to the fuel pump.
The fuel pump is installed on and driven by the external gearbox.
The first stage of the fuel pump is a LP (centrifugal) pump. The fuel
pressure increases to a value depending on the engine speed.
From the first stage of the fuel pump, the fuel enters the FOHE.
The FOHE is located on the fan case (right hand side).
A bypass valve allows continuous fuel supply, if there is a blockage.
The LP fuel filter removes debris and particles from the fuel to prevent
contamination and blockage in the HMU.
The LP fuel-filter differential-pressure transducer monitors the filter
condition. The EEC sends a message to the Control and Display System
(CDS) when there is an impending filter blockage. A bypass valve
prevents fuel blockage.
The fuel filter housing has a cover and a drain plug to replace the
non-cleanable filter element.
Much of the fuel is highly pressurized by the second stage of the fuel
pump.
The drain plugs are at the bottom of the fuel pump to do maintenance.
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FUEL PUMP, FUEL OIL HEAT EXCHANGER AND LP FUEL FILTER DESCRIPTION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Hydro Mechanical Unit Description
The fuel from the fuel pump goes through a transfer block. The transfer
block is attached to the right end of the external gearbox. It lets the routing
of fuel between the fuel pump and the HMU (reduction in the number of
pipes).
The HMU is attached to the transfer block. Internal valves and Electro
Hydraulic Servo Valve (EHSV) does these functions:
- The Fuel Metering Valve (FMV) and related EHSV meters the fuel sent
to the combustion chamber with EEC control.
- The spill valve is a modulating valve. It keeps a constant pressure drop
across the FMV. It sends unused fuel back to the fuel pump.
- The HPSOV is an On/Off valve operated by an EHSV. The EEC opens
the HPSOV during start. The master switch closes the valve during
shutdown by hardwired electrical supply. Finally, the EEC can close the
valve for overspeed protection or for TCM on the ground. This leads to
an automatic shutdown. The EEC monitors the HPSOV position.
- The drain valve is mechanically connected to the FMV and moves to
the opposite position. During engine operation it is closed. During
shutdown it opens and fuel downstream of the HPSOV is sent to the drain
tank.
- A part of the fuel entering the HMU is used as a servo fuel by the
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Variable Inlet Guide Vane (VIGV)/Variable Stator Vane (VSV) EHSV

and as muscle fuel by the HP/Intermediate Pressure (IP) Turbine
Clearance Control (TCC) system.
- The TCM EHSV lets the EEC to do the TCM accommodation in flight.
The TCM EHSV drives the spill valve to a more open position for fuel
flow reduction resulting in thrust reduction.

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HYDRO MECHANICAL UNIT DESCRIPTION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Fuel Flow/Temperature Monitoring and HP Filter Description
Metered fuel temperature is monitored by a dual temperature sensor. The
signals are sent to the EEC for monitoring and temperature control
purpose (refer to Oil System Description chapter).
The fuel flow transmitter is installed downstream of the temperature
sensor. It sends actual fuel flow information to the EEC for indication
purpose.
The dual temperature sensor and the flow-meter are located on the fuel
supply tube downstream of the HMU.
The fuel supply tube goes into the engine core zone. The fuel is filtered
by a cleanable metallic HP fuel-strainer. This is the last filtration for the
fuel.
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FUEL FLOW/TEMPERATURE MONITORING AND HP FILTER DESCRIPTION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Manifold and Nozzles Description
Metered fuel from the HP fuel strainer enters into the primary manifold
at the bottom. The primary manifold is an annular tube divided in two
halves: One half on the left side and one on the right side around the
combustion chamber.
The primary manifold supplies fuel to the secondary manifolds (quantity
20).
The secondary manifolds are flexible tubes connecting the primary
manifold to the fuel spray nozzles.
The fuel spray nozzles (quantity 20) are equally spaced around the
combustion chamber. The nozzle head supplies a correct mixing and
spraying of the air/fuel mixture into the combustion chamber (inner and
outer swirl vanes).
A distributor weight assembly is installed in the nozzle inlet. At low fuel
flow condition, pressure at the bottom of the primary nozzle is higher
than at the top. The distributor weight assembly is more open at the top
than at the bottom to re-equalize the pressure.
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MANIFOLD AND NOZZLES DESCRIPTION

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ENGINE FUEL SYSTEM DESCRIPTION (2/3)

Drain Tank Description
The drain tank installed on the fan case (right side) is used to collect fuel
remaining in the fuel manifold after an engine shutdown or a start failure.
This is to minimize the build-up of carbon in the fuel nozzles.
During the shutdown, the FMV drives the drain valve to open. Fuel
remaining between the HPSOV and the fuel nozzles is drained into the
drain tank. Because the fuel pump does not give pressure in the ejector
pump, the non-return valve is closed and the drained fuel stays in the
drain tank.
During the next start, the FMV drives the drain valve to close. The fuel
pump produces muscle pressure in the ejector pump, creating suction in
the drain tank. The non-return valve opens and fuel in the drain tank
returns to the pump inlet and is re-used by the HMU. When the drain
tank is empty, the float valve closes to prevent air ingestion in the system.
Note: After a number of subsequent failed starts, the drain tank becomes
full and fuel overflows to the engine drain mast.
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DRAIN TANK DESCRIPTION

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ENGINE STARTING AND IGNITION SYSTEM DESCRIPTION (2/3)

General Presentation
The starting and ignition system lets the maintenance crew or the flight
crew start or crank the engine.
Actions on the cockpit controls are sent to the Propulsion Control System
(PCS). The PCS controls the starting, ignition and fuel systems
accordingly.
The system lets the engine start in all operating conditions. The crew can
select an automatic start or a manual start:
- For an automatic start, the PCS is in charge of the starting sequence and
gives automatic protections. If there is a problem, the PCS aborts the
start.
- For the alternative (MAN) start, the PCS is partially in charge of the
sequence and there are no automatic protections.
On the ground, the maintenance crew can also use the starting system to
crank the engine. During a dry crank the engine is motored with no fuel
being injected. But, during a wet crank the fuel system supplies the fuel.
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GENERAL PRESENTATION

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ENGINE STARTING AND IGNITION SYSTEM DESCRIPTION (2/3)

Starting and Ignition System Main Interfaces
The cockpit controls involved in the starting and ignition system are the
manual start switch, the Engine Master Switch (EMS) and the engine
start selector.
During usual operation, these cockpit controls send digital signals on the
Avionics Full Duplex Switched Ethernet (AFDX) network. The Engine
Interface Function (EIF) receives these selections and calculates a related
command signal (auto start, manual start etc.).
This command signal is sent to the Electronic Engine Control (EEC)
through the AFDX network. The EEC controls the starting, the ignition
and the engine fuel systems as per this signal.
The starter uses air from the pneumatic system to crank the engine.
The ignition system uses electrical power from the aircraft electrical
network.
For safety, a discrete between the EMS and the engine fuel system lets
the engine shutdown. One more discrete from the EMS lets the EEC
reset.
During the start sequence the command signal sent by the EIF is also
used by these systems:
- The Air Generation System(AGS) closes the pack Flow Control Valve
(FCV), which lets a correct flow of pneumatic air supplied to the starter
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system
- The Auxiliary Power Unit (APU) boosts its pneumatic air flow delivery
- The hydraulic system depressurizes the Engine Driven Pumps (EDPs)
to decrease the load on the external gearbox.

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STARTING AND IGNITION SYSTEM MAIN INTERFACES

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ENGINE STARTING AND IGNITION SYSTEM DESCRIPTION (2/3)

Starting System Description
The starting system function is to change pneumatic power into a
rotational torque to crank the engine. The primary components are:
- A starter control valve
- A pneumatic starter
- A starter duct.
The starter control valve installed on the fan case is electrically controlled
and operates pneumatically. The EEC controls the starter control valve
to open or close, if there is a command signal from the EIF (or directly
from the EMS in back-up). The EEC receives a position feedback signal
from the starter control valve for control and indication in the cockpit
(engine page).
A manual override device lets a ground operator open the valve manually
(using a standard tool with an extension through a dedicated hole in the
fan cowling).
The pneumatic starter installed on the external gearbox is made of a
turbine receiving pneumatic power from the starter control valve. An
internal clutch disconnects the starter control valve from the gearbox
above a predetermined engine speed.
The pneumatic starter has its oil system. For maintenance, fill and
overflow connections and a drain plug are installed. A chip detector lets
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recognition of excessive wear.

The starter duct connects the starter components together and the
pneumatic system (pylon area).
Caution: Respect the starter duty cycle.

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STARTING SYSTEM DESCRIPTION

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ENGINE STARTING AND IGNITION SYSTEM DESCRIPTION (2/3)

Ignition System Description
The ignition system function is to ignite the air/fuel mixture in the
combustion chamber during the start. It also prevents an engine flame-out
in bad weather conditions.
The ignition system has two redundant and independent systems. Each
system is made of an ignition exciter, an ignition lead and an Igniter.
The ignition exciters installed on the fan case (left side) receive electrical
power supply from the aircraft electrical network (115 VAC supplied by
Electrical Power Distribution System (EPDS) with EIF control).
They change this power to high energy pulses (transformer and condenser
are used), when they receive a command signal from the EEC.
The switching configuration in the EEC lets any EEC channel to control
one or both ignition systems.
During the first autostart on the ground, only one igniter is used. In other
conditions, the two igniters are used.
The EEC gives automatic continuous ignition, if there is flame-out or
rain/hail ingestion.
The EEC also gives data to the Control and Display System (CDS) on
the system operation.
The ignition leads make the interface between the ignition exciters and
the igniters. In Zone 3 most of the leads are protected against overheat
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by a cooling shroud (or duct) receiving cooling air (from the Intermediate
Pressure Turbine Case Cooling (IPTCC) cooling duct).
The igniters are installed on the engine core around the combustion
chamber (one on each side). They receive high energy pulses from the
Ignition exciter and release powerful sparks in the combustion chamber.
Note: Strictly follow the approved maintenance procedures when working
on the ignition system. Dangerous electrical discharges can occur. Before
working on the ignition system, isolate power supply and wait for a
sufficient time.

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IGNITION SYSTEM DESCRIPTION

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ENGINE SYSTEMS CONTROL AND INDICATING (2/3)

The corresponding indication is clearly displayed on the EWD and the
Engine Systems - General (2) amber "XX" are replaced by the main parameters. On ENG SD page, the
secondary parameters are clearly displayed.
The following engine controls are located on the overhead panel:
If the EIM 1(2) reset switch is pulled for maintenance purpose, the related
- The EIM 1&2 RESET switches,
FADEC is immediately powered ( fail-safe ). When the reset switch is
- The ENGine FADEC GND PWR P/B switches,
pushed back to normal position, the related FADEC remains powered
- The ENGine FIRE P/B switches,
for 15 min.
- The ENG MANual START P/B switches
When releasing out the ENG1(2) FIRE P/B, the related FADEC is
The Autothrust (A/THR) P/B is located on the glareshield.
immediately depowered. In addition the related engine is isolated from
The following controls are located on the pedestal:
the following systems:
- The ENG START selector,
- Hydraulic system, by closure of the fire shut-off valves,
- The ENG MASTER Levers (MASTER Lever OFF direct to LP & HP
- Bleed system, by closure of the HPV and MPV,
Fuel SOV and for EEC reset signal).
- Fuel system, by closure of the fuel LP valve.
- The THRUST Levers with the instinctive disconnect P/Bs,
Note: WITH ENG FIRE P/B RELEASED OUT, THE ENGINE FIRE
- The REVERSER Levers,
EXTINGUISHERS ARE ARMED. DO NOT PRESS THE AGENT
The primary engine parameters are displayed on the EWD.
P/BSWs OTHERWISE THE FIRE EXTINGUISHERS WILL BE
The secondary engine parameters are displayed on the SD ENG page.
DISCHARGED.
FADEC Powering and Depowering (2)
Engine Parameters Display (2)
When A/C is on ground, each FADEC system is automatically de-powered
The Airbus Cockpit Universal Thrust Emulator (ACUTE) converts the
15 min after:
engine control parameter into a common thrust parameter (THR) which
- A/C power-up,
is indicated on EWD. The main thrust parameter (THR) is calculated
- Engine Shutdown.
from the FAN speed parameter (N1).
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When pressing the FADEC GND PWR P/B SW to ON, the FADEC
Among the main parameters displayed on the EWD, you have the Thrust
parameters come up on the EWD and the amber "XX" are replaced by
Rating mode indication (CLB, MCT or FLEX, TOGA) and a
the main parameters. If the FADEC GND PWR P/B SW remains ON,
corresponding thrust limit value
the related FADEC remains powered for 10 min, except if OMS is in
The LP rotor speed (N1) and EGT indications are also displayed on EWD.
interactive mode. In this case the FADEC remains powered during this
The ENGINE SD page can be manually called by the selection of the
interactive mode.
ENG key on the ECAM Control Panel (ECP) located on the pedestal.
Also by setting the ENG START selector switch to the CRANK or IGN
The engine secondary parameters, which are shown on the ENGINE SD
START position with engines not running the FADEC is immediately
page, are the following:
powered.
- IP rotor speed (N2),
- HP rotor speed (N3),
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- Fuel Flow (FF), Check all indications are normal and all parameters for logical indication.
- Engine oil quantity (OIL QTY), Air pressure above 30 psi.
- Engine oil temperature (OIL TEMP), - Ground Clearance..................................................................OBTAIN
- Engine oil pressure (OIL PRESS), Announce Motor Engine 1(2)
- Engine rotor vibration levels (VIB N1, N2, N3). - ENG MAN START 1(2)...............................................................ON
During Engine Start or Crank sequence, the bleed pressure PSI, Start - Start Chrono.
Valves positions and ignition indications (during start sequence only) - On ECAM ENG page:
appear. Check Start valve in line
N3 increases
Engine Fuel System Contamination (2) Oil pressure increases within 30 seconds
N1 and N2 rotation
When the engine fuel filter is detected as clogged by the related
When dry motoring completed:
differential pressure switch, the "ENG1(2) FUEL SYS
- ENG MAN START 1(2).............................................................OFF
CONTAMINATION" warning is triggered on ECAM.
- Stop Chrono, and note starter operating time.
CAUTION: You must not operate the engine if the fuel system is
- On ECAM check:
contaminated
Start valve cross line
Contaminated fuel can bypass the filter and cause damage to the engine.
N3 decreases
Replace the LP fuel filter before you operate the engine again.
- ENG START Selector................................................................NORM
Engine Dry Crank (3) Engine Dry motoring completed.

There are two engine cranking methods: Engine Wet Crank (3)
- Dry Crank
Summary of Engine Wet Crank (Motoring) procedure:
- Wet Crank.
- FUEL
For cranking an engine, the ENG START rotary selector is selected to
Pumps................................................................................................ON
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CRANK position followed by switching of:

- PACK 1 & 2 Pushbuttons.............................................................OFF
- Associated MAN START P/B to ON, for a Dry crank only.
- ENG START Selector..............................................................CRANK
- Associated MAN START P/B to ON and associated ENG MASTER
ECAM ENG page appears.
Lever to ON, for a Wet crank.
Check all indications are normal and all parameters for logical indication.
Note: For a Wet crank, fuel supply should be limited to the minimum
Make sure EGT is less than 150 deg.C
and should be followed by a Dry crank to remove fuel from combustion
Air pressure above 30 psi.
chamber.
- Ground Clearance..................................................................OBTAIN
Summary of Engine Dry Crank procedure:
Announce Motor Engine 1(2) .
- PACK 1 & 2 Pushbuttons.............................................................OFF
- ENG MAN START P/B 1(2)...............................................................ON
- ENG START Selector..............................................................CRANK
- Start Chrono.
ECAM ENG page appears.
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- On ECAM ENG page: - the Throttle Lever Angle, for Thrust Limitation and to display the thrust
Check Start valve in line limit mode
N3 increases The Thrust Levers can be individually moved (manually only) and are
Oil pressure increases within 30 seconds used to adjust the aircraft forward thrust. The thrust levers can be moved
N1 and N2 rotation to 4 different detents points: 0 (IDLE), CL for Climb, FLX/MCT for
When N3 > 20% Flexible takeoff thrust and TOGA for Takeoff and Go-Around.
- ENG MASTER Lever The movement of the Thrust Levers is indicated by a cyan circle on the
1(2,3,4)....................................................................ON EWD THR dial indicator. The thrust rating mode corresponding to the
- On ECAM, check: lever position/detent is also displayed on the upper part of the EWD.
Oil pressure CLB Thrust rating mode is displayed by default when engines are not
Fuel Flow running with thrust levers set below CL detent. As soon as first engine
After 10 seconds max of fuel vaporizing is started the CLB mode is automatically replaced by TOGA mode (or
- ENG MASTER Lever 1(2)..................................................................OFF FLX mode if a flex temp has been inserted).
Observe dry motoring. Two A/THR instinctive disconnect P/Bs (red) are located on the Thrust
After 20 seconds minimum Levers. They input the PRIMs in order to disconnect the A/THR function
- ENG MAN START P/B 1(2).............................................................OFF as soon as one of them is pressed. Then the PRIMs send disconnection
- Stop Chrono, and Note starter operating time. order to the EEC.
- On ECAM check: A back-up disconnection command is sent to some CRDC, then to the
Start valve cross line EEC.
N3 decreases An A/THR P/B is located on the Flight Control Unit (FCU) section of
- ENG START the glareshield. When it is pressed, three green lines on this P/B SW are
Selector...........................................................................NORM illuminated and the A/THR white text is displayed on PFD-Flight Mode
- FUEL Announciator (FMA). The green lines go off when any instinctive
Pumps..............................................................................................OFF disconnect P/B is pressed or when the A/THR P/B is pressed again.
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Engine Wet motoring completed. The Reverser levers are used to control the deployment and stowing of
the thrust reversers and to adjust the reverse thrust. The reverser levers
Engine Thrust Control (3) move between two detents: IDLE and full reverse thrust.
A Reverse gray sector appears on the THR dial indicator to indicate the
Two thrust control modes are used to obtain the required thrust, the
current reverse thrust range. A needle indicates the current reverse thrust
manual and automatic mode.
and a blue circle the position of the reverser lever.
In manual mode, the PCS receives a command signal from the Thrust
An associated REV indication appears onto the indicator.
Lever through the PRIM to compute the Thrust.
REV 1 (2) indication:
In autothrust mode, when the Auto THRust function is activated, the
- REV title turns green on the THR dial indicator, when the associated
PRIMs computes the Thrust by taking into account:
Thrust Reverser system is confirmed fully deployed.
- the Thrust Target demand from AFS and,

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Engine Automatic Start (3) - When the engine is at idle, check parameters for logical indication.
- PACKS valves reopen when engine start sequence completed.
After the preliminary cockpit preparation has been done, the engine start After Engine Start(s), return ENG START rotary selector to NORM.
can be initiated.
In normal start procedure, you start engine in automatic mode. Engine Manual Start (3)
To start the engine in normal procedure:
After the preliminary cockpit preparation has been done, the engine start
- Turn the ENG START selector on "IGNition START" position, the
can be initiated.
ECAM ENG page appears,
To start the engine in Manual mode:
- Observe PACKS valves auto closure when ENG START rotary selector
- Turn the ENG START selector on "IGNition START" position, the
leaves NORM position.
ECAM ENG page appears,
- Check if all indications are normal and all parameters for logical
- Observe PACKS valves auto closure when ENG START rotary selector
indications.
leaves NORM position.
Before starting, make sure that the EGT is less than 150 ºC (302 ºF).
- Check if all indications are normal and all parameters for logical
At beginning of auto start sequence, if the EGT is more than 150 ºC (302
indications,
ºF), the FADEC will automatically do an abort and a dry motor until the
You must not start the engine if the EGT is more than 150 ºC (302 ºF).
EGT decreases to less than 150 ºC (302 ºF).
If you do so, the EGT will exceed its limit during the engine start. You
- Ask the ground clearance to start the engine.
can dry motor the engine to decrease the EGT.
WARNING: Obey the safety precautions for engine ground operation.
MAKE SURE THAT THE EGT IS LESS THAN 150 ºC (302 ºF).
Make sure of use of safety entry corridors to go near an engine that is in
CAUTION: There is no automatic protection while performing an engine
operation at low idle (forward thrust only).
start in manual mode.
- If you obtain this clearance, announce the start engine,
- Ask the ground clearance to start the engine.
- Check the air pressure is above 30 psi on the ECAM,
WARNING: Obey the safety precautions for engine ground operation.
- Set the ENG MASTER lever to ON,
Make sure of use of safety entry corridors to go near an engine that is in
- On the ECAM, check that the start valve is in line and the start valve
operation at low Idle (forward thrust only).
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air pressure is upper 30 psi. The N3 and the oil pressure increase,
- Check the air pressure is above 30 psi on the ECAM,
- When N3 is equal to 25%, the active igniter (A or B) is indicated and
- On overhead panel, select ENG MAN START P/B to ON,
the fuel flows.
The start valve opens and the N3 rate increases.
The light up is automatically initiated by the FADEC.
- At maximum motoring speed (or 25% N3 minimum) set the ENG
- Start the chrono and check the EGT increases within 30 seconds,
MASTER lever ON. The ignition (IGN A and B), and fuel flow (FF)
- At N3 above 30%, N1 increases and the oil pressure is green,
indications come automatically into view on the ENGINE page.
- Continue to monitor EGT. The EGT limit for a ground start is 700 ºC.
- Start the chronometer and check EGT increases within 30 seconds,
- At N3 above 50%, the start valve is cross line and the igniter indication
Be careful and observe all the engine parameters, there is no automatic
disappears,
abort during the engine manual start. Be sure that EGT increases normally.
- AVAIL indication appears inside dedicated THR indicator, to indicate
EGT Ground start limit is 700 ºC.
a successful engine start.
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In case of High EGT, abort engine immediately by selecting ENG . As soon as N3 decreases below 10% (pneumatic starter re-engagement
MASTER Lever to OFF. speed), the EEC commands the starter valve to open and performs a dry
- At 50% N3, the start air valve closes automatically, even if MAN crank until the EGT decreases down to 150°C.
START P/B is still ON (no effect), and the ignition stops. . A second start attempt is automatically initiated with both igniters A
- AVAIL indication appears inside dedicated THR indicator, to indicate and B. If the fault is still present, a third attempt is performed. If the fault
a successful engine start. remains, the start sequence is definitively aborted after a dry crank
- When the engine is at idle, check parameters for logical indication. sequence (until EGT below150°C).
- PACKS valves reopen when engine start sequence completed.
After Engine Start, deselect the MAN START P/B SW and return ENG Start Fault: No Light Up (3)
START rotary selector to NORM.
A failure of one ignition exciter or igniter plug during start sequence is
Start Fault: Starter Control Valve Failed Closed (3) identified by the ENG START FAULT - NO LIGHT UP warning, with
associated subtitle IGN A(B) FAULT.
If a start valve failure is detected during an engine automatic start, the As a consequence the EGT does not rise, which is recognized by the
following occurs: EEC. During an automatic start, the sequence is automatically aborted
- a single chime sounds, by the EEC that will perform a dry cranking before to initiate a second
- the MASTER CAUTion lights come on, start attempt with both igniters A&B supplied.
- the ENG 1(2) START VLV FAULT (NOT OPEN) or (NOT CLOSED) If the fault persists, a third attempt is performed. If fault remains, the start
message is displayed on E/WD, sequence is definitively aborted.
- with associated subtitle VLV STUCK CLOSED or START VLV NOT
CLOSED, Turbine Overheat (3)
- the FAULT light on MASTER lever, comes on (during automatic start
The engine turbine overheat is detected by two dual thermocouples, one
only).
at the front and one at the rear of the IP turbine disk.
If the engine start valve fails to open, the engine start sequence can be
When overheat is detected, the red ENG TURBINE OVHT warning is
done using the manual override device of the start valve.
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triggered on the EWD. The MASTER WARNING lights flash and the
Start Fault: Hot Start (3) Continuous Repetitive Chime sounds.
In case of TURBINE OVHT warning occurring on ground, an immediate
- ENG START FAULT, EGT OVERLIMIT warning message on EWD: engine shutdown is required to prevent any damage on the IP turbine.
the EGT has reached the maximum allowed EGT during start.
When the fault occurs on ground during an engine automatic start, the
EEC proceeds to a start abort sequence including a dry cranking in order
to decrease EGT below 150°C.
. NEW START IN PROGRESS message appears, on EWD.
. The SAV (Starter Air Valve), FUEL and IGNITERS are commanded
off,
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ENGINE SYSTEMS - GENERAL (2) ... TURBINE OVERHEAT (3)

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ENGINE SYSTEMS - GENERAL (2) ... TURBINE OVERHEAT (3)

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ENGINE SYSTEMS - GENERAL (2) ... TURBINE OVERHEAT (3)

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ENGINE SYSTEMS - GENERAL (2) ... TURBINE OVERHEAT (3)

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ENGINE SYSTEMS - GENERAL (2) ... TURBINE OVERHEAT (3)

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OIL SYSTEM DESCRIPTION (2/3)

General Presentation
The functions of the oil system are:
- Oil feeding and cooling: Oil is stored, pressurized and temperature
controlled before it is distributed to the bearings and gears chambers.
Most of these chambers are sealed with air from the engine compressors.
- Oil scavenging: Oil is scavenged from the chambers and sent back for
storage.
- Venting: The venting system receives air and oil mix directly from the
chambers. Oil is removed from this mix and scavenged by the oil
scavenging system. The extracted air is then discharged overboard.
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GENERAL PRESENTATION

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Oil Supply and Cooling
The engine oil from the oil tank goes into the oil pump and filter assembly.
Oil is filtered and sent to the cooling system.
The oil cooling system has two subsystems:
- Two Surface Air Oil Heat Exchangers (SAOHEs) decrease the excessive
oil temperature with fan air. When the oil temperature is within a normal
range, the oil bypass valve bypasses the SAOHEs
- A Fuel Oil Heat Exchanger (FOHE) supplies heat exchange between
fuel and oil.
The oil is then distributed to the engine bearings (located in the front
bearing housing, internal gearbox, High Pressure (HP) / Intermediate
Pressure (IP) bearing chamber and the Tail Bearing Housing (TBH)).
The oil is also sent to the external and the intermediate gearboxes.
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OIL SUPPLY AND COOLING

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OIL SYSTEM DESCRIPTION (2/3)

Oil Scavenge
From the bearing chambers/housings and the gearbox, oil is pumped by
the oil pump and filter assembly and sent back to the oil tank.
Before oil goes into the oil tank, scavenged oil flows through an Oil
Debris Monitoring System (ODMS), which lets detection of metallic
debris, if there is too much wear. Oil is then filtered through a scavenge
filter.
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OIL SCAVENGE

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OIL SYSTEM DESCRIPTION (2/3)

Venting
The bearing chambers are sealed by air from different engine compressor
stages. Some of this air goes into the chambers and mixes with the oil.
Scavenged oil containing air enters the oil tank through a de-aerator. Oil
falls into the tank, but air is sent to the venting system.
The centrifugal breather, installed on the external gearbox, is the primary
component of the venting system and has these functions:
- It receives air from the oil tank de-aerator
- It receives air/oil mix from the bearing chambers/housings
- It removes oil contained in the air and sends de-oiled air overboard
through the drain mast
- Remaining oil is then scavenged by the oil pump & filter assembly.
The front bearing housing sealing needs pressure regulation:
At low power, the centrifugal breather causes too low suction in the front
bearing housing. To prevent possible oil mist in the engine bleed and
then into the air conditioning system, a dedicated vent pump (located in
the oil pump and filter assembly) causes more suction.
At a high-power condition, suction from the centrifugal breather is
sufficient. A front bearing-housing vent-valve opens to bypass the vent
pump.
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VENTING

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OIL SYSTEM DESCRIPTION (2/3)

Components Description
Oil Tank
The oil tank is installed on the fan case (right side). It has these major
parts:
- The main tank
- The ODMS
- The scavenge filter
- The de-aerator.
A feed line supplies oil to the oil pump and filter assembly. A
combined quantity and a temperature sensor transmits quantity and
temperature signals to the Engine Electronic Controller (EEC). A
sight glass and a filler/scupper assembly allow oil servicing. The
scupper drains to the engine drain mast.
The scavenged oil goes into the ODMS separator. Debris are then
separated from the oil and collected by the oil debris sensor. The
oil-debris sensor conditioner is electrically energized by the EEC.
This conditioner sends a signal to the EEC for each debri detected by
the oil debris sensor. If contamination is more than a pre-determined
limit, the EEC sends a message to the Flight Warning System (FWS)
for generation of a dispatch message.
The scavenged oil is filtered by a non-cleanable scavenge filter. The
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EEC monitors an impending clogging condition with a differential

pressure transducer. If the filter is fully clogged, a bypass valve lets
a continuous flow of scavenged oil.
A Pressure Regulating Valve (PRV) on the de-aerator makes sure that
the oil tank is pressurized during operation.

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COMPONENTS DESCRIPTION - OIL TANK

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OIL SYSTEM DESCRIPTION (2/3)

Components Description (continued)
Oil Maintenance Advices
Before you do the engine oil servicing, make sure that you consider
the following statement:
Perform the oil servicing within 6 hours after the engine shutdown.
If the engine has been stopped for more than 6 hours, oil may have
migrated into the external gearbox by gravity.
In this case, to prevent over servicing follow these rules:
- The oil level is below the FULL mark and oil is visible in the sight
glass: Run the engine at idle for 5 minutes and then check/fill the
engine with oil as necessary.
- The oil is not visible in the sight glass: Drain the accessory gearbox,
fill the engine with oil, run the engine for 5 minutes and check/fill the
engine with oil as necessary again.
After the cleaning procedure of the oil debris sensor, make sure that
you reset the debris count by performing the related interactive test
through the Onboard Maintenance System (OMS).
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COMPONENTS DESCRIPTION - OIL MAINTENANCE ADVICES

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OIL SYSTEM DESCRIPTION (2/3)

Components Description (continued)
Oil Pump and Filter Assembly and Front Bearing Housing
Vent Valve
The oil pump and filter assembly is installed on and driven by the
gearbox (aft face).
Its primary components are:
- A pressure pump
- A pressure filter
- A set of scavenge pumps (quantity 9)
- A vent pump.
The oil from the tank is pressurized by the pressure pump. A pressure
relief valve gives protection to the oil system against excessive
pressure (for example during a cold start).
The pressure filter cleans the oil sent to the system. The EEC monitors
the filter for impending clogging by a differential pressure transducer.
The oil from the bearing housing/chambers, gearbox and centrifugal
breather is scavenged by the scavenge pumps. Each pump inlet has a
strainer and a housing for installation of a magnetic chip detector
(troubleshooting if there is an oil contamination).
The vent pump lets correct sealing differential pressure around the
front bearing housing seals at low engine power.
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The front bearing-housing vent valve is installed on the fan case (right
side). It is a two-position (open/close) valve controlled and monitored
by the EEC and operated by fuel muscle pressure. It closes at low
power and opens at high power.

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COMPONENTS DESCRIPTION - OIL PUMP AND FILTER ASSEMBLY AND FRONT BEARING HOUSING VENT VALVE

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OIL SYSTEM DESCRIPTION (2/3)

Components Description (continued)
Surface Air/Oil Heat Exchanger (SAOHE) and Engine Oil
Bypass Valve
The oil from the pressure pump is kept in a pre-determined temperature
range by the SAOHEs and the engine-oil bypass valve, if the cooling
with the FOHE is not sufficient.
Two equivalent SAOHEs (upper and lower) are installed on the rear
fan-case internal face (right side at the top). Their cooling surface is
made of fins, dissipating heat into the fan airflow. A drain plug is
available for maintenance.
The engine-oil bypass valve is installed on the fan case (right side).
It is a two position valve electrically controlled by the EEC and
operated by oil muscle pressure. The EEC monitors the valve position.
The valve is open when the oil temperature is below a pre-determined
value and closed when the oil temperature is higher.
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COMPONENTS DESCRIPTION - SURFACE AIR/OIL HEAT EXCHANGER (SAOHE) AND ENGINE OIL BYPASS VALVE

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OIL SYSTEM DESCRIPTION (2/3)

Components Description (continued)
Fuel/Oil Heat Exchanger (FOHE)
The primary oil cooler is the FOHE. It receives oil from the SAOHE
or the oil bypass valve, lets heat exchange between the oil and the
fuel (fuel heats up and oil cools down) and releases cooled oil to the
bearings and gears.
The FOHE is installed on the fan case (right side). It is by-passable
if a clogging condition occurs. A drain plug is used during removal
of the unit.
A dual oil differential pressure transducer and a Low Oil Pressure
(LOP) switch installed on the FOHE give the EEC with oil differential
pressure signal for cockpit indication (Control and Display System
(CDS)) and differential low oil pressure signal for cockpit warning
(FWS).
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COMPONENTS DESCRIPTION - FUEL/OIL HEAT EXCHANGER (FOHE)

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ENGINE AIR SYSTEM DESCRIPTION (2/3)

General Overview
The engine air system has these functions:
- Compressor airflow control: The Variable Inlet Guide Vane (VIGV) /
Variable Stator Vane (VSV) system and the bleed valves system together
control the airflow that goes into the engine core compressors. This is
for better performance and surge/stall protection.
- Cooling and sealing: Air from different areas of the engine is used for
zones cooling, internal cooling and Turbine Case Cooling (TCC). Air for
internal cooling is also used to keep the bearing chambers/housings sealed.
- Engine Section Stator (ESS) anti-ice: To prevent ice build-up and
compressor damage, there is a hot air supply to the ESS (nozzle guide
vanes at the entrance of the Intermediate Pressure (IP) compressor).
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GENERAL OVERVIEW

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ENGINE AIR SYSTEM DESCRIPTION (2/3)

Compressor Control Description
Variable Inlet Guide Vane/Variable Stator Vane
(VIGV/VSV) System
The VIGV/VSV system controls airflow through the IP and High
Pressure (HP) compressors to optimize performance and prevent the
surge/stall at all operating conditions.
The VIGVs and the first 2 stages of VSVs are connected to unison
rings. The unison rings turn around the IP compressor case to change
the vanes angle. When the vanes are driven to a more open position,
the airflow increases. A more closed position decreases the airflow.
The unison rings are connected to two Variable Stator Vane Actuators
(VSVAs) through connection rod and crankshafts.
The VSVAs and mechanisms are installed on each side of the IP
compressor. The gas generator fairing must be removed to access the
VSV system components.
The VSVAs are operated by the Hydro Mechanical Unit (HMU) with
fuel servo pressure.
The Engine Electronic Controller (EEC) sends commands to the HMU
(depending on engine parameters, thrust lever position and external
ambient conditions). Usually, the vanes are driven to open at high
power and to close at low power. The vanes are fully open when the
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engine is not running.

Each VSVA has:
- A feedback transmitter which sends the actuator position to the EEC
- A seal drain connected to the drain mast, which sends fuel leakage
overboard.

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COMPRESSOR CONTROL DESCRIPTION - VARIABLE INLET GUIDE VANE/VARIABLE STATOR VANE (VIGV/VSV) SYSTEM

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ENGINE AIR SYSTEM DESCRIPTION (2/3)

Compressor Control Description (continued)
Bleed Valves System
The bleed valve system prevents the surge/stall at all operating
conditions.
The system has: Three IP8, three HP3 bleed valves and a left bleed
valve controller.
The bleed valves are open/close pneumatic valves installed around
the related compressor. In the open position, they discharge a part of
the compressor airflow into the fan airflow to prevent the surge or
stall.
The bleed valves are controlled and actuated by the left bleed valve
controller. This unit is an assembly of six solenoid valves (one per
bleed valve). It uses High Pressure Compressor (HPC) air as muscle
pressure to control the bleed valves in the open or close position. It
is located behind the gas generator fairing.
Each bleed valve is spring-loaded open when the engine is not running.
When the engine is running (and depending on engine parameters and
air data), the EEC controls the bleed valves open or close.
Note: Each bleed valve has a seal which interfaces with the fairing or
cowling. The seals make sure that fan air cannot go into the area
between the fairings/cowlings and the engine core.
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COMPRESSOR CONTROL DESCRIPTION - BLEED VALVES SYSTEM

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Cooling and Sealing System Description
Zone Cooling
There are three different cooling zones. They represent fire
containment zones and are separated by structural bulkhead and seals.
Zone 1 is the area between the fan case and the fan cowls.
A scoop at the top of the inlet cowl supplies outside air cooling airflow
by ram air effect. Air is then discharged overboard through an exhaust
grid on the fan cowl.
Zone 2 is the area between the IP compressor case and the gas
generator fairings.
When the engine is running, fan air goes into the zone through intake
holes and is released back into the fan airflow through exhaust grids.
Zone 3 is the area between the engine core and the Thrust Reverser
(T/R) cowls inner fixed structure.
When the engine is running, fan air goes into the zone through
dedicated intake holes and is discharged overboard through the annular
gap between the T/R cowl and the exhaust nozzle.
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COOLING AND SEALING SYSTEM DESCRIPTION - ZONE COOLING

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Cooling and Sealing System Description (continued)
Zone Temperature Monitoring
The EEC monitors temperature of each cooled zone.
A dual temperature sensor on the fan case senses Zone 1 temperature.
The EEC uses this signal to detect a duct burst (starter or anti-ice
ducts). If the temperature is more, the EEC sends a message to the
anti-ice protection system and overheat detection system through the
Engine Interface Function (EIF) for bleed isolation. The EEC also
sends a direct message to the Flight Warning System (FWS) for
warning generation.
A dual temperature sensor in Zone 2 is used to sense a possible leak
from the air ducts or components (IP8 bleed valve,...). In such a
situation, the EEC sends a signal to the FWS for warning generation.
The EEC monitors the Zone 3 dual temperature-sensor to show the
nacelle temperature and detect a possible leak from air components
or an overheat condition. It sends signals to the FWS for warning
generation and to the Control and Display System (CDS) for nacelle
temperature indication.
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COOLING AND SEALING SYSTEM DESCRIPTION - ZONE TEMPERATURE MONITORING

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Cooling and Sealing System Description (continued)
Internal Cooling System
An internal cooling system decreases the temperature of the different
areas of the engine. It also seals and pressurizes the bearing chambers
and housings.
Air from different IP and HP compressor stage is supplied to different
areas through internal passageways and external tubes.
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COOLING AND SEALING SYSTEM DESCRIPTION - INTERNAL COOLING SYSTEM

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Cooling and Sealing System Description (continued)
Low Pressure Turbine Case Cooling (LPTCC) System
Description
The TCC system supplies cooling air around the turbine cases to
control the turbine-blade tip clearance for a better fuel consumption
efficiency.
The Low Pressure Turbine Case Cooling (LPTCC) system has an
LPTCC valve and the right bleed valve controller.
The LPTCC valve installed on the turbine case is a pneumatic valve,
spring-loaded partially closed and controlled by the right bleed valve
controller.
The right bleed valve controller installed under the generator gas
fairing has solenoids controlled by the EEC and receives HP air from
an engine compressor pick-up.
When the aircraft is in cruise, the EEC controls the valve to open. Fan
air is sent to a manifold and then inside a case cooling liner. The case
expansion is minimized and thus decreases the blade tip clearance.
In the other condition, the LPTCC valve is partially closed and it lets
a minimum airflow.
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COOLING AND SEALING SYSTEM DESCRIPTION - LOW PRESSURE TURBINE CASE COOLING (LPTCC) SYSTEM DESCRIPTION

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Cooling and Sealing System Description (continued)
Intermediate Pressure Turbine Case Cooling (IPTCC) and
High Pressure Turbine Case (HPTCC) Cooling Systems
Description
The IPTCC and HPTCC systems are almost the same.
Each system has an actuator, a control cable, a valve, a manifold and
spray bars.
The IPTCC and HPTCC actuators installed on the fan case are operated
by fuel muscle pressure and electrically controlled by the EEC.
Each actuator has an Electro Hydraulic Servo Valve (EHSV) controlled
by the EEC, a position transmitter to give feedback signal to the EEC
and a seal drain connected to the engine drain mast.
Each actuator moves its related valve using a TCC control cable.
The IPTCC and HPTCC valves are mechanical valves (spring-loaded
closed) installed on the turbine case. They attach to their TCC control
cable with a turnbuckle for rigging purpose.
The EEC modulates the IPTCC and HPTCC valves position
(depending on flight phases) to let more or less fan air to enter into
related manifolds. Thus, fan air is discharged around the turbine cases
through spray bars.
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COOLING AND SEALING SYSTEM DESCRIPTION - INTERMEDIATE PRESSURE TURBINE CASE COOLING (IPTCC) AND HIGH
PRESSURE TURBINE CASE (HPTCC) COOLING SYSTEMS DESCRIPTION
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Engine Stator Section (ESS) Anti-ice System Description
The engine core is protected from ice build-up by supplying IP compressor
air into the IP compressor Nozzle Guide Vane (NGV), also known as
ESS.
The ESS anti-ice valve installed on the IP compressor is a pneumatic
valve (spring-loaded closed) controlled by the right bleed valve controller.
The EEC commands the right bleed valve controller to open the ESS
anti-ice valve when there is a risk of ice formation (depending on air data
and engine core temperature). The IP compressor air is delivered to
transfer tubes (quantity 3), discharged in the ESS vanes and then into the
compressor airflow through slots on the vanes trailing edge.
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ENGINE STATOR SECTION (ESS) ANTI-ICE SYSTEM DESCRIPTION

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THRUST REVERSER SYSTEM DESCRIPTION (2/3)

General Description
The Rolls-Royce Trent XWB Thrust Reversers (T/Rs) are electrically
controlled and operated.
The left and right T/R cowl of each engine has a translating sleeve. When
deployed, the translating sleeves divert the fan airflow to cause an air
brake.
Each translating sleeve is moved by three mechanical actuators connected
to an electrical motor.
In the stowed position, the translating sleeve is locked by two primary
locks and a track lock.
The electrical motor and the primary locks are powered and controlled
by the Electrical Thrust Reverser Actuation Controller (ETRAC) through
an auxiliary fuse box. There is one ETRAC and one auxiliary fuse box
per engine.
An action on the T/R lever transmits signals to the Engine Interface
Function (EIF), the Engine Electronic Controller (EEC) and the Primary
(PRIM) / Secondary (SEC) computers.
The EIF uses its dedicated signal and the signal from the EEC to control
the electrical power and send stow/deploy command signals to the
ETRAC.
If a signal is missing or one of the EIF applications is not operative,
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redundancy in the control path permits to keep control of the T/R system.
For safety reason, a locking system independent from the engine systems,
make sure that the T/R cannot deploy inadvertently.
This system has:
- The PRIM or SEC computers, controlling the system
- The Electrical Power Distribution System (EPDS) to supply electrical
power
- An electrical lock, known as track lock.

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GENERAL DESCRIPTION

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will take over. A discrete signal is used as a back-up if there is an AFDX
Control Path and Lines of Command network failure.
For safety reason, a ground safety switch (under the belly fairing) is used
The T/R control system has three lines of command:
during operational test of the T/R with the engine not running. There is
- The third line of command controls the independent locking system.
one switch per engine.
This line is fully independent from the Propulsion Control System (PCS).
The PRIM computers receive the T/R lever position (potentiometers) and
a signal from the radio-altimeter system (RA below 6 ft) to send a discrete
signal to the EPDS to release the track lock. If the PRIM computers are
not operative, two SEC computers will take over.
- The first line of command supplies a (230VAC) source of electrical
power to the ETRAC. The ETRAC uses this power to control the electrical
motor and to unlock the primary locks.
A dedicated switch (T/R switch) sends a T/R lever position signal
(discrete) to EIF applications. If the aircraft is on ground (Landing Gear
Extension and Retraction System (LGERS)) and the engine is running,
one of the two applications sends a digital command through the Avionics
Full Duplex Switched Ethernet (AFDX) network to the EPDS to supply
electrical power (230VAC) through a dedicated Remote Control Circuit
Breaker (RCCB).
A discrete signal is used, if the AFDX is not available.
If the application fails, the other application will take over.
- The second line of command gives stow or deploy command to the
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ETRAC. The ETRAC uses the electrical power to control the electrical
motor and to unlock the primary locks, through an auxiliary fuse box.
The auxiliary fuse box is installed below the ETRAC and gives protection
to the ETRAS system against electrical failure.
Dedicated position transmitters (rheostats) send T/R lever position signal
(analog) to the EEC. The EEC digitalizes this signal and sends it to EIF
applications. With the A/C on ground and engine running, and depending
on the T/R lever position, the EIF application (not used for the first line
of command) sends stow / deploy commands to the ETRAC through the
AFDX network. If this application is not operative, the other application

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CONTROL PATH AND LINES OF COMMAND

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CONTROL PATH AND LINES OF COMMAND

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CONTROL PATH AND LINES OF COMMAND

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When the crew de-select the T/R, the ETRAC receives stow signal from
Electro-Mechanical System Description and Operation the EIF.
The ETRAC distribute electrical power to the electrical motors in the
For each translating sleeve the electro-mechanical system has:
stow direction.
- One electrical motor
The electrical motors drive the actuators to the stowed position.
- Three ball-screw mechanical actuators converting rotational movement
When the translating cowls reach their stowed position, the primary and
of the electrical motor into a translating movement
track locks are mechanically moved to their locked position and remain
- The upper and lower actuators include a primary lock with a manual
mechanically locked until the next deployment.
unlock device and a proximity switch. A position transmitter is installed
The EPDS with a command from the EIF, stops supplying electrical
on one actuator.
power.
- The center actuator includes a Manual Drive Unit (MDU) and a lock
System monitoring:
lever.
The EEC continuously receives translating sleeves position through the
- Flexible shafts connecting the electrical motor and the actuators together
position transmitters installed on one of the upper or lower actuator.
- One track lock including:
The EEC gives this information to the ETRAC for control-loop and to
- A hook (spring-loaded open)
the EIF for monitoring and indicating.
- A solenoid moving a locking pin. The locking pin locks the hook in the
The EEC receives status of all the primary and track locks. The EEC
locked position when the solenoid is not energized
transmits this data to the EIF for monitoring and warning.
- A proximity switch
The ETRAC monitors the electrical motor operation (speed and overheat).
- A manual unlock lever.
Maintenance features:
Deploy operation:
Manual unlock devices on the upper and lower actuators and manual
When the crew selects T/R, the PRIM (or SEC in back-up) commands
unlock lever on the track lock allows manual unlock of each translating
the EPDS to energize the track lock solenoids (until the T/R is almost
sleeve individually. By inserting a standard tool in the MDU drive socket,
fully deployed). The hooks open with the spring action. The track locks
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the maintenance crew can then stow or deploy the translating sleeve.
are now unlocked.
During maintenance on the engine, manual lock of the T/R cowl is
The ETRAC, on reception of deploy command from the EIF, supplies
possible with the lock lever installed on the center actuator.
electrical power to the primary locks which unlock the upper and lower
This lock lever is automatically reset when the fan cowl is closed.
actuators.
Most of the components are installed on the T/R cowl torque box.
The ETRAC also controls the electrical motors in the deploy direction.
The upper and lower actuators include a manual unlock device. Standard
Each electrical motor drives its on-side center actuator by a flex shaft.
tool is used to move the device in "unlock" position. A deactivation pin
The center actuator drives the upper and lower actuators by flex shafts.
secures the device.
When the T/R is fully deployed, the ETRAC removes electrical power
The center actuator and the electrical motor are located in the center. The
to the electrical motors and to the primary locks which mechanically
center actuator includes the MDU and the lock lever.
remain in the unlocked status.
Stow operation:
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An electrical harness supplies electrical power and controls signals to
the system.
Three flex shafts lets the electrical motor drive its three actuators
simultaneously.
For the left translating cowl the feedback transmitter is located on the
top actuator.
For the right translating cowl, the electro-mechanical system is almost
the same as the left translating cowl apart from the feedback transmitter
actuator, located on the lower actuator.
All the actuators include a fitting located at the rod end, for greasing.
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ELECTRO-MECHANICAL SYSTEM DESCRIPTION AND OPERATION

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ELECTRO-MECHANICAL SYSTEM DESCRIPTION AND OPERATION

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THRUST REVERSER SYSTEM DESCRIPTION (2/3)

Translating Structure Description
Each T/R cowl has a translating structure made of:
- A translating sleeve sliding with the upper and lower sliders
- A set of (quantity 6) blocker doors hinged to the translating sleeve at
their front end
- A set of (quantity 6) drag links hinged to the blocker doors at one end
and hinged to the inner fixed structure of the T/R cowl at the other end.
When the translating sleeve is stowed, the blocker doors are flush with
the inner surface of the cowl.
When the translating sleeve moves rearward, the drag links pull the
blocker doors. The blocker doors block the fan airflow, which is released
overboard through the cascade boxes, creating an air braking effect.
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TRANSLATING STRUCTURE DESCRIPTION

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Cascade Boxes and Track Lock Description
The cascade boxes installed between the torque box and the aft cascade
ring divert the fan airflow in forward or side direction when the translating
sleeve is deployed. There are different types of cascade boxes which are
not interchangeable.
The track lock installed on each latch beam includes a hook and a manual
unlock lever.
A protective cover must be open to access the unlock lever.
The lever is manually moved from the "lock active" position to the
"maintenance" position.
In the "maintenance" position, the lever pushes on a visual indication
pin, when the latch access panel is closed. The indication pin protrudes
outside the latch access panel, giving indication that the track lock has
been left in the "maintenance" position.
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CASCADE BOXES AND TRACK LOCK DESCRIPTION

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THRUST REVERSER SYSTEM DESCRIPTION (2/3)

Deactivation for Maintenance
Deactivation of the T/R for maintenance is done as listed:
- Electrical deactivation: An electrical deactivation trough the Onboard
Maintenance System (OMS) Power Distribution Monitoring and
Maintenance Function (PDMMF) commands the EPDS to inhibit the
electrical power sent to the ETRAC. This step is sufficient, if the
maintenance is done on the engine and not on the T/R system.
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DEACTIVATION FOR MAINTENANCE

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Deactivation for Dispatch
Deactivation of the T/R for flight dispatch is done in two main steps:
- Electrical deactivation: An electrical deactivation through the OMS
(PDMMF) commands the EPDS to inhibit the electrical power sent to
the ETRAC.
- Mechanical deactivation: Stowed inside the latch access panel, the
inhibition pins are installed on the aft end of the latch beams. In this
position each pin blocks the lower translating sleeve slider in the stowed
position and it is visible outside through the cowling.
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DEACTIVATION FOR DISPATCH

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Maintenance Tip
Maintenance tip:
The unlock lever indication pin showing that the track lock is in
maintenance position (unlocked) is installed on the T/R latch beam aft
access panel. The inhibition pins installed during the deactivation for
dispatch are located just outside the aft access panel.
Make sure that the correct pin is identified.
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MAINTENANCE TIP

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ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND INDICATING (2/3)
When the thrust reverser is fully deployed, the REV green indication is
Oil Low Press (3) displayed on the N1 dial on EWD.
The REV amber indication is displayed when the Reverse Thrust is
In case the engine oil pressure decreases during engine operation, its
selected and the thrust reverser is in transit, or when the reverser is
green indication changes to amber color and becomes red if it drops below
unlocked.
25 PSI.
If a Thrust Reverser is detected unlocked, the ENG REV UNLOCKED
The red ENG OIL PRESS LO warning is triggered on the EWD, the
message is displayed on EWD.
MASTER WARNING lights flash, the Continuous Repetitive Chime
When pushing the Thrust Lever to FWD IDLE position, the thrust is
(CRC) sounds and the ENGINE SD page is automatically displayed.
automatically limited to idle by the FADEC.
The low oil pressure is detected by a LP switch, whereas the oil pressure
If an engine Thrust Reverser is detected unlocked, the aircraft dispatch
indication is given by two oil pressure transmitters.
is allowed under the condition that the faulty thrust reverser system is
If the Oil pressure reduces below red line limit (25PSI):
locked and deactivated.
- Reduce Thrust lever to Idle,
- Shut down the engine to avoid damage.

Thrust Reverser Inhibited (2)

A thrust reverser inhibition is performed on ground, for dispatch purpose.
To inhibit a thrust reverser, through the OMS, an interactive test allows
deactivating electrically the thrust reverser system. When the inhibition
has been performed, the amber message "ENG REVERSER INHIBITED"
in displayed on the EWD.

Thrust Reverser Unlocked (3)

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Reverse thrust is only available when Aircraft is on ground, engine

running and reverser lever selected.
The Thrust Reverser levers are used to control the deployment and the
stowing of the thrust reversers, and to adjust the reverse thrust.
Each Thrust Reverser lever can be moved individually from IDLE REV
detent to MAX REV detent, when the associated Thrust Lever is in the
FWD IDLE detent.
Note: When operating Engine Reversers with A/C Static on ground, it is
strongly recommended to keep the Thrust Reverser Levers at IDLE REV
detent only.
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V1813401 - V01T0M0 - VM70I3000003001

OIL LOW PRESS (3) ... THRUST REVERSER UNLOCKED (3)

MAINTENANCE COURSE - T1+T2 - RR Trent XWB ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND Oct 11, 2013
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 A350 TECHNICAL TRAINING MANUAL
V1813401 - V01T0M0 - VM70I3000003001

OIL LOW PRESS (3) ... THRUST REVERSER UNLOCKED (3)

MAINTENANCE COURSE - T1+T2 - RR Trent XWB ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND Oct 11, 2013
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 A350 TECHNICAL TRAINING MANUAL
V1813401 - V01T0M0 - VM70I3000003001

OIL LOW PRESS (3) ... THRUST REVERSER UNLOCKED (3)

MAINTENANCE COURSE - T1+T2 - RR Trent XWB ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND Oct 11, 2013
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 A350 TECHNICAL TRAINING MANUAL
V1813401 - V01T0M0 - VM70I3000003001

OIL LOW PRESS (3) ... THRUST REVERSER UNLOCKED (3)

MAINTENANCE COURSE - T1+T2 - RR Trent XWB ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND Oct 11, 2013
70 - Standard Practices-Engine INDICATING (2/3) Page 222
 A350 TECHNICAL TRAINING MANUAL
V1813401 - V01T0M0 - VM70I3000003001

OIL LOW PRESS (3) ... THRUST REVERSER UNLOCKED (3)

MAINTENANCE COURSE - T1+T2 - RR Trent XWB ENGINE OIL AND THRUST REVERSER SYSTEM CONTROL AND Oct 11, 2013
70 - Standard Practices-Engine INDICATING (2/3) Page 223
 AIRBUS S.A.S.
31707 BLAGNAC cedex, FRANCE
STM
REFERENCE V1813401
OCTOBER 2013
PRINTED IN FRANCE
AIRBUS S.A.S. 2013
ALL RIGHTS RESERVED

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