A330 RR Trent 700 T7lm04r80-Ata-31 & 77

SECTION 4 – ENGINE INDICATING
(ATA Chapter 31 AND 77)

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Trent 700 Line Maintenance Engine Indicating
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Section Objectives
On completion of this section, you should be able to: -
• Identify the Trent 700 instrumentation.
• Locate the instrumentation on the Trent 700 engine.
• Describe the engine information available on the flight deck.
• List the measurements required for operating the Trent 700 engine.
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Flight Deck Instrumentation

There are six identical full colour display units (DU) located on • Limit Mode selection.
the flight deck:
• N1 Mode (rated or Unrated) indication.
Engine parameters are displayed on the two ECAM
(Electronic Centralised Aircraft Monitoring) display units. • Reverser Position.
• Idle Indication.
Engine/Warning Display (E/WD)
The EWD, which is normally presented on the upper ECAM
display unit, can be transferred to the lower ECAM display unit
or to either of the two Navigation Display (ND) display units by
manual switching. In the event of an upper ECAM DU failure
the E/WD will be automatically transferred to the lower ECAM
DU.
The engine and warning display is divided into three areas
which are from top to bottom:
1) Engine Primary parameters area.
2) Fuel on board, slats and flaps area.
3) Warning and memo messages area.
Engine Primary Parameters
• Engine Pressure Ratio (EPR).
• Exhaust Gas Temperature (EGT).
• N1 Speed.
• N3 Speed.
• Fuel Flow.
• Flex Temp.
• Alpha Floor.
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Flightdeck Indications
Alert messages
Alert messages indicate conditions or faults that require crew • Amber Master Caution illuminated.
procedures or crew awareness. There are three classes of
• Amber message on E/WD with crew drill in cyan.
faults:
• Single Chime.
• Class 1.
• CLR push button on ECAM control panel illuminates.
• Class 2.
• Automatic display of affected system on lower ECAM.
• Class 3.
Class 1 level 1.
Class 1 Messages
This is the lowest level and requires the crew to be aware but
There are three levels of Class 1 message, distinguishable by
no action is required. They are indicated by:
different display indications to ensure immediate crew
recognition. • Amber message on E/WD.
Class 1, level 3. • CLR push button on ECAM control panel illuminates.
This is the highest level and requires immediate action by the • Automatic display of affected system on lower ECAM.
crew: They are indicated by:
Class 2 Messages
• Flashing Red Master Warning.
These are faults within a system that the flightcrew need to be
• Red message on the E/WD with crew drill in cyan. aware of but will not affect aircraft safety. For these faults the
reminder message “STS” will appear on the E/WD.
• Continuous repetitive chime.
Class 3 Messages
• CLR pushbutton on ECAM control panel illuminates
These are the lowest class of faults. There is no indication to
• Automatic display of affected system on lower ECAM. the flightcrew but are held in the ECC non-volatile memory
(NVM) until cleared (normally A Check).
Class 1, level 2.
This is the intermediate level and requires the crew to be
aware with possible action required by the crew. They are
indicated by:
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Class 1 level 3 with crew drill
Class 1 level 2 with crew drill STS

Class 1 level 1
FLIGHTDECK ALERT INDICATIONS

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System Display (SD)
The SD screen displays the Engine secondary parameters
and various Aircraft system parameters.
Engine Secondary Parameters
• N2 Speed.
• Fuel Used.
• Fuel Filter Clog.
• Oil Quantity.
• Oil Pressure.
• Oil Filter Clog.
• Oil Temperature.
• Vibration (N1, N2, N3).
• Nacelle Temperature.
• Start Air Valve Position.
• Igniter System selection.
The lower D.U. also provides system pages, (aircraft and
engine system synoptic diagrams and data) text pages
(aircraft status and maintenance messages).
The engine system parameters will be displayed when the
engine system page is called up either automatically or
manually.
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Pressure and Temperature Stations

Engine parameters are measured at various stations 30 HP Compressor Outlet Temperature (T30) – used to
throughout the engine. These stations are identified using the detect flame out due to inclement weather (rain/hail).
ATA International Standard. Fuel Flow increases slightly and dual ignition is used.
At each station a pressure (P) or temperature (T) or both can 40 Turbine Entry Temperature (TET) – HP Turbine Entry
be measured. The diagram shows the pressures and Temperature – The station at which the engine is
temperatures measured at the required stations and can be certified too. This temperature is defined on test.
described as follows.
44 LP Turbine Gas Temperature (T44) – used to display
0 Ambient Air Pressure (P0) - Monitors air pressure Engine Gas Temperature (EGT) in the cockpit by 11
under the Fan Cowl Doors for a sense of altitude. thermocouples.
160 Fan By-Pass Air Stream (P160) – Measured at the 12
o’clock strut position and used as part of Engine Health 50 LP Turbine Outlet Pressure (P50) – Used by the EEC
Monitoring. to calculate Engine Pressure Ratio (EPR).
20 Engine Intake Total Pressure (P20) – Used by the EEC
to calculate Engine Pressure Ratio (EPR).
20 Engine Total Intake Temperature (T20) – Used by the
EEC for corrections to ISA Day.
24 IP Compressor Intake Temperature (T24) – Calculated
by the EEC and used in the scheduling of the VSV’s
and Bleed Valves.
25 IP Compressor Outlet Pressure (P25) – used as part of
monitoring Engine Health.
25 IP Compressor Outlet Temperature (T25) - used as
part of monitoring Engine Health.
30 HP Compressor Outlet Pressure (P30) – used to detect
engine surge / flameout.
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Pressure and Temperature Stations

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Shaft Speed Measurement

Introduction
There are three rotors in the engine, the Low Pressure (LP) Inside the front bearing housing there is also a trim balance
rotor, the Intermediate Pressure (IP) rotor and the High probe. This measures the pulses from a single tooth that is
Pressure (HP) rotor. Each rotor consists of a compressor, aligned to the number one fan blade. Its operation is exactly
shaft and turbine. The rotational speeds of the rotors are the same as the N1and N2 speed probes but instead of speed
measured independently and shown as a percentage indication the signal is used by the EIVMU as part of the
equivalent (N1, N2 and N3 rotor speeds) on the ECAM display vibration monitoring system.
units on the flight deck.
The system uses speed probes together with phonic wheels
to measure N1 and N2 shaft speeds. The dedicated alternator
supplies the speed of the HP shaft (N3).
Operation
N1 and N2 speed signals are sent to the Overspeed
Protection Unit (OPU), Channel A and B. The OPU uses two
of these signals from each shaft and also transmits them to
the EEC, Channel A and B. Each speed probe has a magnet
and a coil which when operational produces a magnetic field.
During operation of the engine the shaft and hence the phonic
wheels turn. As the teeth of the phonic wheels pass through
the magnetic field of the speed probe, it causes an electrical
pulse in that probe. The frequency of the pulses is in
proportion to the speed of the shaft.
The dedicated alternator supplies each channel of the PCU
with 3-phase AC power. The EEC gets HP shaft (N3) speed
from the frequency of one phase of each 3-phase output.
The EEC then sends the N1, N2 and N3 speeds to the aircraft
for display on the flight deck and also to the EIVMU for help in
vibration indication.
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SHAFT SPEED INDICATION

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Component Location
The following components are fitted in the shaft speed
system: -
• The LP shaft phonic wheel (60 teeth) is installed to the rear
of the LP compressor front roller bearing in the front
bearing housing.
• The IP shaft phonic wheel (60 teeth) is installed on the IP
Compressor front stubshaft in the front bearing housing.
• Three LP speed probes in the front bearing housing (N1).
• Three IP speed probes in the front bearing housing (N2).
• The dedicated alternator on the front face of the external
gearbox (N3).

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Shaft Speed Component Location

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Engine Pressure Ratio (EPR) Operation

Actual thrust can only be measured in a test cell, therefore The EEC collects values of P50 from the LP turbine bearing
when the engine is fitted to the aircraft some other method of support vanes and P20 from the P20/T20 probe.
measuring power that can equate to thrust must be used. The EEC compares these values to form the actual EPR. The
Description EEC then applies the relevant EPR Trim Value and transmits
the trimmed EPR value via the EIVMU to the Electronic
EPR is calculated by the EEC as a function of total air intake
Centralised Aircraft Monitoring system (ECAM) for display on
pressure P20 and the turbine outlet pressure P50 and
the upper screen engine/warning display (E/WD). Each of the
expressed as a ratio: -
two EEC channels performs this operation independently.
P50
EPR = ------
P20
EPR is related to thrust and as a result can be used as a
parameter for its control. The EPR indication is displayed on
the flight deck on the upper ECAM screen.
Component Location
The EPR indicating system consists of three primary
components: -
• The LP turbine bearing housing support vanes pressure
inlets.
• The EEC.
• The P20/T20 probe located in the air intake cowl.

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Engine Pressure Ratio System

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EPR Trimming
During pass off testing of an engine it is run at a designed
thrust. However the EPR indication of different engines being
run at the same thrust will be different due to the
manufacturing tolerances of the tail bearing housing.
Therefore to enable the EPR indication for all engines to be
the same, for a given thrust, EPR trimming is required.
This is done by entering any one of 32 different trims into the
EEC by means of a data entry plug. Each trim is allocated a
code that is etched onto dataplate located on the right hand
side of the tail bearing housing. This code is also etched onto
the main engine data plate located on the left side of the rear
fancase.
The CNA can also have an affect on the EPR indication for a
given thrust. The CNA is grouped into 4 bands depending on
its nozzle area with each band being given a code. This code
is etched onto the main engine data plate and onto the CNA
data plate.
During engine repair or overhaul of the tail bearing housing or
if a complete CNA or core engine is replaced, then the main
engine data plate must be checked to ensure that the EPR
trim code is the same as the trim codes etched on the CNA
and the tail bearing housing.

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EPR Trimming
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Exhaust Gas Temperature (EGT)

Introduction
The EGT is the temperature of the gas at the inlet to the LP
turbine. The thermocouples generate an electrical voltage
proportional to the temperature at the thermocouple.
The EGT indicating system measures this temperature and
via a dedicated harness transmits the signal to each channel
of the EEC. The EEC applies a trim to the signal from the
thermocouples before sending it to the flight deck for display
on the upper ECAM screen.
The EGT signals for Channel A and Channel B come direct
from the harness connections on module 05.

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Simplified EGT Thermocouple System

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Exhaust Gas Temperature (EGT)

Component Location
The EGT indicating system uses 11 twin element The measured EGT temperature is trimmed using data from
thermocouple assemblies, located at equal distances around the Data Entry Plug (DEP). The signal is then transmitted to
the engine within the LP1 turbine nozzle guide vanes (LP1 the Aircraft via ARINC 429.
NGV).
Description .
A thermocouple assembly consists of two sheathed elements
positioned at two different immersion depths within the LP1
NGV’s). The outputs from the two elements are balanced,
parallel and brought out to a common pair of terminals to form
a single thermocouple unit. Each sheath has an inlet and an
outlet hole. These holes align with inlet and outlet holes in the
LP1 NGV.
The thermocouple assemblies are connected in parallel
through two wires. One wire is made of Nickel Chromium
(Chromel) and is coloured white and the other cable is made
of Nickel Aluminium (Alumel) and is coloured green. A
dedicated harness connects the thermocouple set to the EEC.
Operation
When the engine is running, some of the hot gas flowing
across the LP1 NGVs passes through the NGV inlet holes and
subsequently through the thermocouple tube inlet holes and
hence across the thermocouple elements. The gas then exits
the tube through outlet holes and then through the NGV outlet
holes on the suction surface into the gas stream.

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Engine Gas Temperature System

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Exhaust Gas Temperature

E.G.T. Trimming
The temperature of the gas flow in the engine is indicated to
the flightdeck as EGT and is measured in the LP1 NGV’s by
11 TGT Thermocouples.
To ensure that all Trent 700 engines appear to have the same
red line temperature limit an electronic trimmer is applied to
the signal from the TGT Thermocouples.
This trimmer is found as software within the EEC and is
indexed using a number programmed into the DEP.
Trent 700 engines are family trimmed. Family trimming
ensures that all engines manufactured to the same standard
have the same TGT Trimmer.

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EGT Trimming
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Vibration Monitoring
Purpose Remote Charge Converter (RCC)
The purpose of the engine vibration monitoring system is to The RCC is located on the left side of the fancase on a
provide a flightdeck indication of the state of balance of the bracket adjacent to the Thrust Reverser Ground Safety
engine main rotating assemblies during steady state running Switch. The RCC amplifies the electrical signal from the
conditions. This information can alert operators to existing or vibration transducer before being inputted to the EIVMU for
impending engine problems. The system also enables on- processing. The signal is then sent to the flight deck for
wing trim balancing of the LP assembly. display on the lower ECAM screen.
The vibration system consists of the following components: - Engine Interface and Vibration Monitoring Unit (EIVMU)
• Dual Channel transducer installed on the right side of the The EIVMU is a dual channel unit that receives a vibration
intermediate case (module 03). signal from the vibration transducer via the RCC. The EIVMU
also receives engine speed signals that enable it to calculate
• Remote Charge converter (RCC) installed on the left side the following vibration levels:
of the LP Compressor Case (module 07).
• Broadband (total engine vibration)
• Engine Interface and Vibration Monitoring Unit (EIVMU)
installed in the avionics bay of the aircraft. • N1
• Trim Balance Probe installed in the front bearing housing. • N2
Vibration Transducer • N3
The vibration transducer is a dual output accelerometer and Trim Balance Probe
contains two piezo-electric crystal stack elements. Each stack The trim balance probe sends a once per revolution signal for
element is subjected to a mechanical load from an electrically the LP Shaft to the EIVMU. This is used to find the vibration
insulated seismic mass. During operation of the engine, phase angle that is required for Trim Balancing.
vibration causes the seismic mass to apply pressure to the
crystal stack elements to generate electrical signals that are in
proportion to the engine vibration frequency.

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Simlified Vibration Monitoring System

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IP Compressor Exit Thermocouple (T25) and Exit

Pressure (P25)
Diagram to show the location of the T25 thermocouple and

the P25 pressure tapping.

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T25 P25
T 25 and P25 Location

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HP Compressor Exit Thermocouple (T30)

The diagram opposite shows the installation for the T30
thermocouples.

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HP Comp Exit Thermocouple (T30)

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Powerplant Electrical Connections
The diagram opposite details the electrical wiring diagram for

units located in and around the fan case of the engine. The
units identified are discussed in this section of the course
notes.
Unit is relative to this section
Units not relative to this section

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Indication System Electrical Connections (1)

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The diagram opposite details the electrical wiring connections

for the core of the engine.

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The diagram opposite details the electrical wiring connections

for the core of the engine that link between Zone 2 (area
under the core fairings) and Zone 3 (area underneath the
thrust reverser C Ducts).

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Maintenance Practices
EGT Thermocouple Removal/Installation
Removal
• Open C-Ducts.
• Remove all bolts.
• Carefully remove thermocouple and sleeve.
• Keep the sleeve.
• Fit blanks/covers to all openings.
Installation
• Remove blanks/covers from all openings.
• Fit sleeve, fit thermocouple.
• Fit bolts to secure sleeve and thermocouple to cooling air
manifold. Torque load to correct figure in the MM.
• Put thermocouple harness in position. Make sure green
harness to the front and white harness is to the rear.
• Fit bolts and torque load to correct figure ion the MM.
• Close C-Ducts.
ETOPS Awareness
Ensure you fit EGT thermocouples correctly and carry out the
correct torque loading, failure to do so may lead to gas leaks
resulting in a fire warning.

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EGT Thermocouple Removal / Installation

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Maintenance Practices
P20/T20 Probe Removal/Installation
. Get access to the P20/T20 probe access panel on top . Connect the electrical connectors IAW standard
of the air intake cowl. practices 70-50-02.
. Remove access panel. . Refit access panel and torque load screws to 135 lbf/in
(1,52 mdaN).
. Disconnect air tube connector and fit blanking caps.
. Disconnect electrical connectors and fit blanking caps.
. Disconnect the bonding strap.
. Remove the outer row of nuts.
WARNING
If you remove the inner row of nuts the probe will fall into the
engine air intake. This can cause injury and/or damage.
. Remove the probe assembly and mounting plate.
Installation of Replacement Probe:
. Remove the mounting plate and packer from the
removed probe and fit to replacement probe.
. Torque load the nuts to 40 lbf/in (0,45 mdaN) and
safety with OMat 238 lockwire.
. Attach the mounting plate to the stud ring assembly
and torque load the nuts to 100 lbf/in (1,13 mdaN).
. Clean mating faces of bonding strap and attachment
point and fit bonding strip. Torque load nuts to 55 lbf/in
(0,62 mdaN).
. Connect air tube connector and torque load to 240
lbf/in (2,71 mdaN) and safety with OMat 238 lockwire.

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P20 T20 Probe Removal / Installation

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END OF SECTION

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SECTION 4 – ENGINE INDICATING

(ATA Chapter 31 AND 77)

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Flight Deck Instrumentation

Flight Deck Instrumentation

Class 1 level 3 with crew drill

Class 1 level 2 with crew drill STS

FLIGHTDECK ALERT INDICATIONS

Flight Deck Instrumentation

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Flight Deck Instrumentation

Pressure and Temperature Stations

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Pressure and Temperature Stations

Shaft Speed Measurement

SHAFT SPEED INDICATION

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Shaft Speed Component Location

Engine Pressure Ratio (EPR) Operation

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Engine Pressure Ratio System

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Exhaust Gas Temperature (EGT)

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Simplified EGT Thermocouple System

Exhaust Gas Temperature (EGT)

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Engine Gas Temperature System

Exhaust Gas Temperature

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Simlified Vibration Monitoring System

IP Compressor Exit Thermocouple (T25) and Exit

Diagram to show the location of the T25 thermocouple and

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T 25 and P25 Location

HP Compressor Exit Thermocouple (T30)

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HP Comp Exit Thermocouple (T30)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring diagram for

Unit is relative to this section

Units not relative to this section

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Indication System Electrical Connections (1)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring connections

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Indication System Electrical Connections (2)

Powerplant Electrical Connections

The diagram opposite details the electrical wiring connections

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Indication System Electrical Connections (3)

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EGT Thermocouple Removal / Installation

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