A320LEAP1A-B12-0008.1 70-72 Eng Gen R2 010118

Airbus A319/A320/A321 (CFM LEAP-1A) - "NEO"
TECHNICAL TRAINING MANUAL

MECHANICAL & AVIONICS COURSE - T1+T2 (Level 1, 2 & 3)
CFM LEAP-1A 70-72 Power Plant General

A320LEAP1A-B12-0008.1, Revision 2, Monday, 01 January 2018
A320 NEO CFM LEAP-1A B1 & B2 ALL
ATA 70-72 Power Plant General
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Airbus A319/A320/A321 (CFM LEAP-1A)

Part-66, Appendix III, Level 2 & 3 Training
These notes have been prepared by the Storm Aviation Training Centre to provide a source of reference during your period of training.
The information presented is as correct as possible at the time of production and is not subject to amendment action. These notes contain intellectual
copyrighted material and are for personal study purposes only. Unauthorised copying, distribution or publishing (including electronically) of any part of these
notes is strictly prohibited.
They will be useful to you during your training, but I must emphasise that the appropriate Approved Technical Publications (ATPs) must always be used when
you are actually working on the aircraft.
We always aim to ensure that these documents are as accurate as possible, however if you notice any items which require amending, please inform the
Training Manager or Instructor so that any amendments may be incorporated before the next course.
I trust your course with us will be informative and enjoyable.
Ben Greenaway, Training Manager, UK.147.0057
A320LEAP1A-B12-0008.1 Revision 2, Monday, 01 January 2018 Page 2 of 228

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REVISION SUMMARY
Part-66, App III Revision and Date Summary of Revision

Level
3 R1, Monday, 22 May Initial Issue in new format.

2017
3 R2, Monday, 01 January Format change and update to material. Modification including: HOR brackets, TBV, EEC straps, MTC
2018 removal.

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Table of Contents
Revision Summary .................................................................................................................................................................................................... 3
CFM LEAP-1A Acronyms .............................................................................................................................................................................................. 14
Introduction to the LEAP-1A Family - Level 1................................................................................................................................................................. 16
Introduction ............................................................................................................................................................................................................ 16
Introduction to the LEAP-1A Family - Level 1................................................................................................................................................................. 18
Specifications, Dimensions and Ground Clearance ...................................................................................................................................................... 18
Introduction......................................................................................................................................................................................................... 18
Airflow.................................................................................................................................................................................................................... 20
Introduction......................................................................................................................................................................................................... 20
Hazard and Danger Areas......................................................................................................................................................................................... 22
Introduction......................................................................................................................................................................................................... 22
Power plant General - Level 1 ...................................................................................................................................................................................... 24
General .................................................................................................................................................................................................................. 24
Description .......................................................................................................................................................................................................... 24
Power plant – Systems – Level 1 .................................................................................................................................................................................. 26
Introduction ............................................................................................................................................................................................................ 26
FADEC System ........................................................................................................................................................................................................ 28
Introduction......................................................................................................................................................................................................... 28
Pylons & Nacelle ......................................................................................................................................................................................................... 30
Pylon ...................................................................................................................................................................................................................... 30
Introduction......................................................................................................................................................................................................... 30
Description .......................................................................................................................................................................................................... 30

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Description .......................................................................................................................................................................................................... 30
Nacelle – Level 1 ........................................................................................................................................................................................................ 32
Introduction ............................................................................................................................................................................................................ 32
Air Intake Cowl .................................................................................................................................................................................................... 34
Fan Cowl Doors (FCD) .......................................................................................................................................................................................... 36
Thrust Reverser (T/R)........................................................................................................................................................................................... 38
Exhaust ............................................................................................................................................................................................................... 40
Nacelle – Level 2 & 3 .................................................................................................................................................................................................. 42
Air Intake Cowl ....................................................................................................................................................................................................... 42
Description .......................................................................................................................................................................................................... 42
Fan Cowl Door Components ..................................................................................................................................................................................... 44
Function .............................................................................................................................................................................................................. 44
Left Hand Door .................................................................................................................................................................................................... 44
Right Hand Door .................................................................................................................................................................................................. 44
Fan Cowl Doors – Left & Right .................................................................................................................................................................................. 45
Cowl Loss Prevention (CLP)................................................................................................................................................................................... 46
Left Hand Door - Description ................................................................................................................................................................................. 48
Right Hand Door - Description ............................................................................................................................................................................... 50
Exhaust – Components ............................................................................................................................................................................................ 52
Introduction......................................................................................................................................................................................................... 52
Description .......................................................................................................................................................................................................... 52
Engine - Quick Engine Change (QEC) ..................................................................................................................................................................... 54
Engine Mounts - Level 1 .............................................................................................................................................................................................. 56

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Introduction......................................................................................................................................................................................................... 56
Forward Mount and Thrust Links – Level 2 & 3 .............................................................................................................................................................. 58
Introduction......................................................................................................................................................................................................... 58
Connection and Secondary Load Path .................................................................................................................................................................... 60
Aft Mount ............................................................................................................................................................................................................... 62
Introduction......................................................................................................................................................................................................... 62
Description .......................................................................................................................................................................................................... 62
73 & 73A Fuel & Control - Level 1 ................................................................................................................................................................................ 64
General .................................................................................................................................................................................................................. 64
Introduction......................................................................................................................................................................................................... 64
System Overview ................................................................................................................................................................................................. 66
Main Fuel Control System Components ...................................................................................................................................................................... 68
Electronic Engine Control (EEC) Units ..................................................................................................................................................................... 68
Pressure Sub-System (PSS) Box ............................................................................................................................................................................ 68
Fuel Metering Unit (FMU) ...................................................................................................................................................................................... 70
Split Control Unit - Servo Valve Assembly (SCU/SVA)............................................................................................................................................... 70
Main Fuel Pump (MFP) .......................................................................................................................................................................................... 72
Main Heat Exchanger (MHX) ................................................................................................................................................................................. 72
Integrated Drive Generator (IDG) Oil Cooler ........................................................................................................................................................... 72
74 & 80 Ignition & Starting - Level 1 ............................................................................................................................................................................ 74
Ignition System ....................................................................................................................................................................................................... 74
General ............................................................................................................................................................................................................... 74
75 Air Systems - Level 1 .............................................................................................................................................................................................. 76

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General .................................................................................................................................................................................................................. 76
Start Bleed / Booster Anti-Ice (SB/BAI) Valve - General .............................................................................................................................................. 78
Introduction......................................................................................................................................................................................................... 78
Function .............................................................................................................................................................................................................. 78
Active Clearance Control (ACC) Valves - General ........................................................................................................................................................ 80
Modulated Turbine Cooling (MTC) System ................................................................................................................................................................. 82
Introduction......................................................................................................................................................................................................... 82
EEC Cooling Blower - General ................................................................................................................................................................................... 84
VBV System ............................................................................................................................................................................................................ 86
General ............................................................................................................................................................................................................... 86
Variable Stator Vane (VSV) System ........................................................................................................................................................................... 88
General ............................................................................................................................................................................................................... 88
Transient Bleed Valve (TBV) System ......................................................................................................................................................................... 90
General ............................................................................................................................................................................................................... 90
Throttle Control Systems - Level 1 ............................................................................................................................................................................. 92
Throttle Control Lever .............................................................................................................................................................................................. 92
Throttle Control Unit ................................................................................................................................................................................................ 94
ENGINE THRUST MANAGEMENT - Level 1..................................................................................................................................................................... 96
General .................................................................................................................................................................................................................. 96
Engine Indicating – Level 1.......................................................................................................................................................................................... 98
General ............................................................................................................................................................................................................... 98
Power Indicating ................................................................................................................................................................................................... 100
N1 and N2 Sensors – General .............................................................................................................................................................................. 100

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N1 Sensor ......................................................................................................................................................................................................... 100

N2 Sensor ......................................................................................................................................................................................................... 102
Temperature Indicating.......................................................................................................................................................................................... 104
EGT System (T48) .............................................................................................................................................................................................. 104
Vibration Analysers – Level 3 ..................................................................................................................................................................................... 106
Vibration Sensors .................................................................................................................................................................................................. 106
General ............................................................................................................................................................................................................. 106
Turbine Centre Frame Accelerometer (N2) ........................................................................................................................................................... 106
#1 Bearing Accelerometer .................................................................................................................................................................................. 108
Engine Indication and Warning - Level 1 ..................................................................................................................................................................... 110
Description ........................................................................................................................................................................................................... 110
Introduction....................................................................................................................................................................................................... 110
Thrust Reverser - Level 1 .......................................................................................................................................................................................... 112
Thrust Reverser System ......................................................................................................................................................................................... 112
Introduction....................................................................................................................................................................................................... 112
System Layout ................................................................................................................................................................................................... 114
Operation .......................................................................................................................................................................................................... 114
Thrust Reverser Maintenance Practices – Level 2 ..................................................................................................................................................... 116
Opening the Thrust Reverser (T/R) for access .......................................................................................................................................................... 116
Latches ............................................................................................................................................................................................................. 116
Actuators........................................................................................................................................................................................................... 118
Oil System – General – Level 1 .................................................................................................................................................................................. 120
Description ........................................................................................................................................................................................................ 120

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Oil System - Basic Layout.................................................................................................................................................................................... 122

Oil System –Components ....................................................................................................................................................................................... 124
Oil Tank ............................................................................................................................................................................................................ 124
Lubrication Unit.................................................................................................................................................................................................. 126
Oil Filter & Scavenge Screens .............................................................................................................................................................................. 128
Eductor Valve .................................................................................................................................................................................................... 130
Oil Debris Monitoring System (ODMS) – Level 1........................................................................................................................................................... 132
Introduction .......................................................................................................................................................................................................... 132
Description ........................................................................................................................................................................................................ 132
Components - General ........................................................................................................................................................................................ 132
Maintenance Performance- Level 2 & 3 ....................................................................................................................................................................... 134
Introduction .......................................................................................................................................................................................................... 134
Performance - Limits.............................................................................................................................................................................................. 136
Maintenance - Borescope Inspection Ports ............................................................................................................................................................... 138
General ............................................................................................................................................................................................................. 138
Locations ........................................................................................................................................................................................................... 138
Engine Modules - Level 2........................................................................................................................................................................................... 140
General ................................................................................................................................................................................................................ 140
Modular Breakdown - Modules............................................................................................................................................................................. 140
Description ........................................................................................................................................................................................................ 140
Engine Assemblies.............................................................................................................................................................................................. 142
Mandatory Maintenance - Life-Limited Parts ......................................................................................................................................................... 144
Engine Sumps and Bearings - Level 2 & 3 ................................................................................................................................................................... 146

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General ................................................................................................................................................................................................................ 146

Description ........................................................................................................................................................................................................ 148
Operation .......................................................................................................................................................................................................... 148
Engine Sumps Seals – General ............................................................................................................................................................................ 150
Operation .......................................................................................................................................................................................................... 150
Air Inlet Section - Level 2 & 3 .................................................................................................................................................................................... 152
General ................................................................................................................................................................................................................ 152
Fan Case and Fan Frame Modules ........................................................................................................................................................................... 152
Fan & Booster Module............................................................................................................................................................................................ 154
Fan & Booster Module............................................................................................................................................................................................ 155
Low Pressure Compressor – Operation .................................................................................................................................................................... 156
Description ........................................................................................................................................................................................................ 156
Operation .......................................................................................................................................................................................................... 156
Fan and Booster Module - Level 2 & 3 ........................................................................................................................................................................ 158
General ................................................................................................................................................................................................................ 158
Description ........................................................................................................................................................................................................ 158
Description ........................................................................................................................................................................................................ 160
Operation .......................................................................................................................................................................................................... 160
Front Spinner and Platform Front Shroud - Interfaces ............................................................................................................................................ 164
Construction ...................................................................................................................................................................................................... 164
Maintenance Tip................................................................................................................................................................................................. 164
Fan Blade and Fan Blade Platforms - Description................................................................................................................................................... 166
Fan Blade Installation ......................................................................................................................................................................................... 168

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Fan Blade Spacers .............................................................................................................................................................................................. 170

Flow Splitter .......................................................................................................................................................................................................... 172
Description ........................................................................................................................................................................................................ 172
Fan Case Assembly ................................................................................................................................................................................................ 174
Description ........................................................................................................................................................................................................ 174
Operation .......................................................................................................................................................................................................... 174
Abradable Liner ..................................................................................................................................................................................................... 176
Description ........................................................................................................................................................................................................ 176
Acoustic Shroud .................................................................................................................................................................................................... 178
Description ........................................................................................................................................................................................................ 178
Aft Acoustical Panels .............................................................................................................................................................................................. 180
Description ........................................................................................................................................................................................................ 180
Fan Frame Module .................................................................................................................................................................................................... 182
Description ........................................................................................................................................................................................................ 182
Outlet Guide Vanes (OGV), Outlet Guide Vane Struts, Platforms ............................................................................................................................. 184
Outlet Guide Vanes (OGV) .................................................................................................................................................................................. 184
Outlet Guide Vanes (OGV) Struts ......................................................................................................................................................................... 186
Struts And Shrouds Segments ................................................................................................................................................................................ 188
Description ........................................................................................................................................................................................................ 188
High Pressure Compressor Module - Level 2 & 3 .......................................................................................................................................................... 190
General ................................................................................................................................................................................................................ 190
Description ........................................................................................................................................................................................................ 190
Function ............................................................................................................................................................................................................ 190

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High Pressure Compressor Module - Interfaces ..................................................................................................................................................... 192

Operation .......................................................................................................................................................................................................... 194
High Pressure Compressor Rotor Assembly - Interfaces ......................................................................................................................................... 196
Description ........................................................................................................................................................................................................ 196
Forward Compressor Case - Description ............................................................................................................................................................... 198
Combustion Section - Level 2 & 3 ............................................................................................................................................................................... 200
General ................................................................................................................................................................................................................ 200
Combustion Section - Description............................................................................................................................................................................ 202
Forward Connection: .......................................................................................................................................................................................... 202
Rear Connection: ............................................................................................................................................................................................... 202
Operation .......................................................................................................................................................................................................... 204
Combustor Diffuser Nozzle (CDN) Assembly ............................................................................................................................................................. 206
Combustion Chamber Assembly - Description ....................................................................................................................................................... 208
Turbine Section - Level 2 & 3 ..................................................................................................................................................................................... 210
General ................................................................................................................................................................................................................ 210
Description ........................................................................................................................................................................................................ 210
Operation .......................................................................................................................................................................................................... 212
Turbine Centre Frame Assembly - Level 2 & 3 ............................................................................................................................................................. 214
Description ........................................................................................................................................................................................................ 214
Components ...................................................................................................................................................................................................... 214
Turbine Rear Frame (TRF) Module – Level 2 & 3 ......................................................................................................................................................... 216
Description ........................................................................................................................................................................................................ 216
Accessory Drives - Level 2 & 3 ................................................................................................................................................................................... 218

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General ................................................................................................................................................................................................................ 218

Accessory Drives - Description ............................................................................................................................................................................. 220
Maintenance Point .............................................................................................................................................................................................. 220
Accessory Gearbox - Rotating Seals ..................................................................................................................................................................... 222
Operation .......................................................................................................................................................................................................... 222
Maintenance Point .............................................................................................................................................................................................. 222
Engine Drains - Level 2 & 3 ....................................................................................................................................................................................... 224
Drain Pipes ........................................................................................................................................................................................................... 224
Drain Pipes - Left Hand Side................................................................................................................................................................................ 224
Drain Pipes - Right Hand Side.............................................................................................................................................................................. 226

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CFM LEAP-1A Acronyms

• Anti-Leak Valve (ALV). • Pilot Metering Valve (PMV).
• Combustor Diffuser Nozzle (CDN). • Servo Fuel Heater (SFH).
• Compressor Discharge Pressure (CDP). • Split Control Unit / Servo Valve Assembly (SCU/SVA).
• Electro-Hydraulic Servo Valve (EHSV). • Start Bleed / Booster Anti-Ice (SB/BAI).
• Fuel Metering Unit (FMU). • Surface Air Cooler Oil Cooler (SACOC).
• Fuel Metering Valve (FMV). • Turbine Rear Frame (TRF)
• Fuel Return Valve (FRV). • Twin Annular Premixing Swirler (TAPS)
• High Pressure Shut off Valve (HPSOV). • Transient Bleed Valve (TBV).
• High Pressure Turbine Active Clearance Control (HPTACC) • Variable Bleed Valve (VBV) System.
• Linear Variable Differential Transducer (LVDT)
• Low Pressure Turbine Active Clearance Control (LPTACC)
• Main Fuel Filter (MFF).
• Main Heat Exchanger (MHX).
• Modulated Turbine Cooling (MTC).
• Oil Level Sensor (OLS).
• Oil Pressure and Temperature Sensor (OPTS).
• Oil Filter Delta Pressure Sensor (OFDPS).
• Oil Debris Monitoring System (ODMS).

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INTENTIONALLY LEFT BLANK

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Introduction to the LEAP-1A Family - Level 1

INTRODUCTION
The CFM International Leading Edge Aviation Propulsion (LEAP) engine is a family of engine that currently powers the A320neo, B737 MAX and the Comac
C919 aircraft. There are differences between the aircraft power plants and the engine fitted to the A320neo is known as the LEAP-1A (Airbus).
It is a twin spool, high bypass turbofan which incorporates new technology to reduce fuel burn by 16% when compared to the CEO fleet.
The engine is certified to power the following Airbus A320 NEO family of aircraft:
• A319.
• A320.
• A321.
The power plant is identical on all three variants and the thrust is available between 24,400 to 32,900 lbf (108,537 to 146,346 N). This is set by a ratings plug
on the engine.

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INTRODUCTION TO THE LEAP-1A FAMILY

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Introduction to the LEAP-1A Family - Level 1

SPECIFICATIONS, DIMENSIONS AND GROUND CLEARANCE
Introduction
The overall dimensions of the engine are as follows:
• Power plant length: 210 inches (5.34 m) (engine length 131.0 inches (3.328m)).
• Air inlet outer diameter: 83 inches (2.12 m).
• Ground clearance: 18 inches (0.46 m).
• Weight: 2990-3150 KG (6592-6940 lbs.).

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SPECIFICATIONS, OVERALL DIMENSIONS AND GROUND CLEARANCE

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AIRFLOW
Introduction
The LEAP-1A is a high bypass, twin spool engine.
The mechanical arrangement is:
• Low Pressure Compressor (LPC) - 4 stages.

• High Pressure Compressor (HPC) – 10 stages.
• High Pressure Turbine (HPT) – 2 stages.
• Low Pressure Turbine (LPT) - 7 stages.
As the air enters the inlet, it is accelerated by the 18 fan blades and separated into two flows:
• The primary airflow.

• The secondary airflow.
The primary airflow is directed into the inner section of the fan blades and is then directed into the booster compressor. The fan and boost comprise the Low
Pressure Compressor (LPC). This airflow then enters the High Pressure Compressor (HPC) and onto the annular combustion chamber.
The airflow is then mixed with fuel and ignited.
The product of combustion, the gas flow, flows through the high and low pressure turbines to provide the motive force to drive the compressors and the fan.
The secondary airflow goes through the fan blades and the Outlet Guide Vanes (OGVs) bypassing the core of the engine. It then exits through the nacelle
discharge duct to produce thrust. The secondary airflow is also used in the thrust reverser system on the ground.
The by-pass ratio is approximately 11:1.

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AIRFLOWS

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HAZARD AND DANGER AREAS
Introduction
Ground personnel must be aware of the danger and hazard areas surrounding the engine. These differ between idle and take-off power.
Always observe the safety corridors and AMM procedures when performing maintenance tasks on or near to an operating engine.
When operating engines, ensure that all Foreign Object Damage (FOD) objects are removed from the area prior to operation.
Specific entry corridors are defined in the AMM for performing certain tasks (e.g. manual override of the starter air valve).
Additionally observe warning regarding hearing damage and use hearing protection (ear protectors) when necessary.
Engine noise can cause temporary and/or permanent loss of hearing.
Refer to the Aircraft Maintenance Manual (AMM) for certified noise values.

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HAZARD/DANGER AREAS

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Power plant General - Level 1

GENERAL
Description
The LEAP-1A provides:
• Forward thrust to the A320NEO.

• Reverse thrust to the A320NEO (on the ground only).
• Ancillary power for the A320NEO systems (pneumatic bleed, electrical and hydraulic).
• Data to the A320NEO for pilot operation and maintenance purposes.

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GENERAL

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Power plant – Systems – Level 1

INTRODUCTION
The power plant systems are broken down into two groups (by ATA).
The engine systems are:
• ATA chapter 70-72: Engine General/Construction.

• ATA chapter 73: Engine Fuel and Control.
• ATA chapter 74 & 80: Ignition & Starting.
• ATA chapter 75: Air.
• ATA chapter 76 & 77: Engine Control & Indicating.
• ATA chapter 78: Thrust Reverser.
• ATA chapter 79: Oil.
Additionally there are ancillary systems which are necessary for engine/airframe operation.
• ATA chapter 24: Electrical power

• ATA chapter 26: Fire Protection
• ATA chapter 29: Hydraulic Power
• ATA chapter 30: Ice & Rain protection
• ATA chapter 36: Pneumatic
Other airframe differences for the A320 NEO will be discussed at the end of the course.

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POWERPLANT/AIRFRAME – SYSTEMS

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FADEC SYSTEM
Introduction
The Full Authority Digital Electronic Control (FADEC) system is responsible for the control of the engine.
Each engine FADEC system comprises two separate Electronic Engine Controllers (EEC), channel 'A' and channel 'B' and the associated sensors and controls.
Input commands come from manual inputs via the thrust levers or from auto flight inputs from the Flight Management Guidance Computers (FMGC).
It also provides information to the aircraft for:
• Indication.
• Maintenance Interaction & Reporting to the Centralized Fault Display System (CFDS).
• Engine condition monitoring.
• Troubleshooting and Testing.

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FADEC SYSTEM - INTRODUCTION

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Pylons & Nacelle

PYLON
Introduction
Each engine assembly is attached to the aircraft (A/C) by a pylon located under each wing.
Description
The pylon assembly has four main functions:
• Transmitting the thrust forces of the engine to the airframe (forward and reverse).
• Supporting the weight of the engine.
• Connecting fuel, control, indication and ancillary systems to and from the aircraft.
• Aerodynamic sealing to and from the engine and wing interfaces areas.
Description
The pylon box structure has these structural components:
• One lower spar.

• One front upper spar.
• One rear upper spar.
• One left panel with access doors.
• One right panel with access doors.
• One pyramid assembly (which includes the right forward-lateral spar and the left forward-lateral spar and has the forward centering pins).
• Ten primary ribs, RIB1 to RIB10, with these primary ribs:
o RIB5 with the pylon-to-wing forward attach-fittings and the aft centering pins.
o RIB10 with the pylon-to-wing aft attach-fittings.
The front upper spar and the lower spar are made of corrosion resistant steel. All the other structural components are made of titanium alloy.

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PYLON

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Nacelle – Level 1
INTRODUCTION
The LEAP-1A nacelle consists of four main parts:
• Air Intake Cowl.

• Fan Cowl Doors (FCD).
• Thrust Reverser (T/R) or 'C' Ducts.
• The Exhaust Assembly.
The air intake cowl is installed onto the front of the engine fan case.
The two Fan Cowl Doors (FCD) are curved composite structures which cover the engine fan area from the aft end of the air inlet cowl to the forward end of
the T/R.
The Thrust Reverser (T/R) or 'C' Ducts consists of two halves that enclose the engine core and the Low Pressure Turbine (LPT).
The exhaust assembly is an aerodynamic structure at the rear of the engine.

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NACELLE – MAIN PARTS

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Air Intake Cowl
The air intake cowl has four main functions:
• To supply the engine with primary/secondary airflow efficiently at all altitudes.

• To be aerodynamically efficient for air entering the engine and airflow around the engine.
• To lower engine noise levels.
• To house the Nacelle Anti-Ice (NAI) system.

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AIR INTAKE COWL

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Fan Cowl Doors (FCD)
The functions of the Fan Cowl Doors (FCD) are:
• Aerodynamic efficiency from the air intake cowl.

• Protection of the fan frame and case.
• Access for maintenance staff to fan case components.
• For fire protection.
• Lower engine noise levels.
• Lightning strike protection.

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FAN COWL DOORS (FCD)

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Thrust Reverser (T/R)
The functions of the Thrust Reverser (T/R) are:
• When stowed: To be aerodynamic efficient with the rest of the nacelle.

• When deployed: To deflect and redirect the secondary airflow forwards to provide reverse thrust on the ground and thus improve landing/braking
distances.
• Fire protection.
• Lower engine noise levels.
• Maintenance access to core components.

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THRUST REVERSER (T/R)

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Exhaust
The functions of the exhaust are:
• To recombine the primary and secondary flows efficiently.

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EXHAUST

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Nacelle – Level 2 & 3

AIR INTAKE COWL
Description
On the air intake cowl, there are two access doors for maintenance:
• T12 probe access door, located at 1 o'clock,

• Anti-ice access door, located at 5 o'clock.
The air intake cowl also features an air scoop at 2 o'clock, for fan case ventilation (the exhaust vents are in the bottom of the FCDs).
The T12 access door provides an access to the T12 probe.
The anti-ice access door:
• Provides an access to the Nacelle Anti-Ice (NAI) ducts for maintenance.

• Provides pressure relief (provides protection for the Air Inlet Outer Structure (AIOS) against the air flow released by the exhaust of the NAI
system).
An additional air scoop at the 3 o'clock position provides cold air to the Electronic Engine Control (EEC) units for cooling (discussed in ATA 75).

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AIR INTAKE COWL

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FAN COWL DOOR COMPONENTS
Function
The functions of the Fan Cowl Doors (FCD) are:
• To continue the aerodynamic efficiency from the air intake cowl.

• To protect the fan case.
• To allow access for maintenance staff to fan case components.
• To maintain fire protection.
• To lower engine noise levels.
• To protect against lightning strikes.
Left Hand Door Right Hand Door
On the left hand Fan Cowl Door (FCD), there are the following components: On the right hand Fan Cowl Door (FCD), there are:
• Two Hold Open Rods (HOR). Manually operated as with A320 • Two Hold Open Rods (HOR).
CEO. The forward rod is always connected to the engine/door. • Three fan cowl latches located at 6 o'clock.
• Three fan cowl keepers located at 6 o'clock. • A ventilation grid located at 5 o'clock.
• An access door for the Integrated Drive Generator (IDG) at the 7 • Oil tank access door located at 3 o'clock.
o'clock position. • A fan cowl strake located at 2 o'clock.
• A starter air valve (SAV) manual override access door located at
the 9 o'clock position.
• An interphone jack flapper door located at 9:30 o'clock (jack point
is optional).
• A fan cowl strake located at 10 o'clock.
• The Cowl Loss Prevention (CLP) system components.

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FAN COWL DOORS – LEFT & RIGHT

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Cowl Loss Prevention (CLP)
The CLP system is designed to prevent the aircraft departing with the Fan Cowl Doors (FCD) unlatched.
It has two warning systems installed on each engine.
• A mechanical sub-system with a red/yellow flag located at the 9 o'clock position.

• An electrical sub-system with three fan cowl keeper proximity sensors located at 6 o'clock (one in each keeper housing).
o This operates on a 2-out-of-three logic. If two sensors sense open, the amber memo message FAN 1(2) COWL is shown on the
Engine Warning Display (EWD).

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COWL LOSS PREVENTION (CLP)

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Left Hand Door - Description
The two HORs hold the left FCD in an open position to provide access for engine maintenance.
The three keepers fasten the FCDs together during the flight.
The IDG access door allows:
• Visual inspection of the IDG oil level.

• IDG oil servicing.
The starter manual override access door makes it possible for the mechanics to manually open or close the Starter Air Valve (SAV).
The interphone jack flapper door makes it possible for the mechanics to plug their interphone to the “plug in” jack.
The fan cowl strake prevents turbulent airflow at the engine/wing interface.
Additionally the Cowl Loss Prevention (CLP) components are installed on the left door.

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LEFT HAND DOOR

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Right Hand Door - Description
The two HORs hold the right FCD in an open position to provide access for engine maintenance.
Note: The rear HOR fan case mounting brackets and rods are colour coded to prevent confusion with the T/R HORs.
The three latches fasten the FCDs together during the flight.
The ventilation grid vents the fan area.
Note: This has been modified and you may see different configurations.
The oil tank access door makes it possible for the mechanics to check oil tank level and to perform servicing.
Note: The oil tank access has been modified and you may see different configurations.
The fan cowl strake prevents turbulent airflow at the engine/wing interface.

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RIGHT HAND DOOR

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EXHAUST – COMPONENTS
Introduction
The exhaust nozzle and the exhaust plug are located at the rear of the engine.
The Central Ventilation Tube (CVT) is in a central position inside the exhaust plug.
Description
The main function of the exhaust nozzle is to provide a smooth surface:
• To guide the primary airflow along its inner skin.

• To guide the secondary airflow along its outer skin.
The exhaust nozzle also:
• Ensures core ventilation, via finger seals.

• Provides a fire barrier.
• Limits the airflow into the cavity between the aft pylon fairing and its outer skin thus increasing aerodynamic performance.
The exhaust plug provides surfaces to guide the primary airflow along its outer skin.
The CVT ventilates the ‘A’ sump – see Eductor ATA 79.

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EXHAUST - COMPONENTS

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Engine - Quick Engine Change (QEC)
The major components of the LEAP-1A power plant are:
• The Quick Engine Change (QEC).

o This includes the engine and the air intake cowl.
• The fan cowl doors and thrust reverser cowls.
The Quick Engine Change (QEC) consists of the following components:
• The air intake cowl.

• The Engine Build-Up (EBU).
• The exhaust.
• The engine mounts and thrust links.
Note: The LEAP-1A uses a '2D' or 2 dimensional engine change method.
Note: Several components cannot be changed when the aircraft is on the cradle and removed from the engine. Ensure that any components (e.g. IDG) are
removed from the 'old' engine before it is removed from the aircraft.

Engine
ENGINE - QUICK ENGINE CHANGE (QEC)

Engine
Engine Mounts - Level 1

Introduction
The engine mounts take the weight of the engine, transmit the thrust to the aircraft and transmit the torque loads.

Engine
FORWARD & AFT MOUNTS

Engine
Forward Mount and Thrust Links – Level 2 & 3

Introduction
The forward mount and the engine thrust links are mounted on the forward pylon primary structure. This is the pyramid structure.
The forward mount is attached to the main engine assembly on the rear flange of the fan hub at the 12 o'clock position.
The two engine thrust links are located on each side of the engine forward mount.
Each engine thrust link is attached to an individual thrust link fairings (parts of the fan hub) located at the 2 and 10 o’clock positions respectively.

Engine
FORWARD MOUNT AND THRUST LINKS

Engine
Connection and Secondary Load Path
The forward mount allows the engine forward section to be positioned and supported.
The thrust links main function is to transmit the engine torque load to the forward mount.
The forward mount attaches to the pylon via four bolts and has two centring (locating) pins.
The forward main beam and the front beam lug have a failsafe attachment bolt. For the failsafe secondary load path clearance inspection, the pin must not
be touching the front beam lug.

Engine
FORWAR MOUNT - CONNECTION AND SECONDARY LOAD PATH

Engine
AFT MOUNT
Introduction
The engine aft mount is located on the Turbine Rear Frame (TRF) clevis at the 12 o'clock position.
The engine aft mount is mounted beneath the pylon primary structure.
The centre fixing is for the failsafe secondary load path.
Description
The engine aft mount allows the rear section of the engine to be positioned and supported.
For the failsafe secondary load path clearance inspections of the centre fixing, the locking assembly must be disassembled and the centre pin must be able to
move freely.

Engine
AFT MOUNT

Engine
73 & 73A Fuel & Control - Level 1

GENERAL
Introduction
The engine fuel and control system includes the distribution, control and indicating components needed to control the engine safely and efficiently.
• Thrust demands.
• Safety.
• Efficiency.
The system utilises the EECs in an industry standard FADEC manner to calculate the necessary quantity of fuel for combustion to generate the commanded
thrust and ancillary power across the engine’s operating range. The EECs communicate with the airframe via the Engine Interface Unit (EIU). Additionally,
sensor air pressures are processed by the Pressure Sub System (PSS) box before being passed digitally to both EECs. The EECs, EIU and PSS are grouped
together as the Propulsion Control System (PCS).
The system interacts with the airframe and acts upon commands. It also provides information for flight deck indication and fault monitoring diagnosis and
responses to maintenance interaction (BITE).
The Propulsion Control System (PCS) is responsible for control of the engine and subsystems including: oil, fuel, air, ignition and starting and thrust reverse.
The functions of the engine fuel and control system can be grouped as:
1. Control.
2. Fuel distribution.
3. Indication.

Engine
FUEL AND CONTROL SYSTEM - INTRODUCTION

Engine
System Overview
Fuel from the aircraft tanks enters the LP (Low Pressure) pump stage of the Main Fuel Pump (MFP).
The fuel flows towards Integrated Drive Generator (IDG) oil cooler before entering the Fuel Metering Unit (FMU) for the first time.
In the FMU, a jet pump increases the boost circuit fuel pressure and it then passes through a strainer before passing through the Main Heat Exchanger
(MHX).
It is then routed back to the MFP where the pressure is boosted by the HP (High Pressure) pump section. The Main Fuel Filter (MFF) then ensures the fuel is
clean. A wash filter within the filter assembly allows some high pressure fuel for servo purposes (in the FMU, Split Control Unit/Servo Valve Assembly
(SCU/SVA) and the air system actuators).
The fuel is then piped back into the FMU to be controlled by the FMV (Fuel Metering Valve). It then passes through the HPSOV (High Pressure Shut off Valve).
After exiting the FMU, the fuel flow is measured and it is directed towards the Split Control Unit/Servo Valve Assembly (SCU/SVA). The SCU/SVA meters the
fuel through manifolds to the 19 Twin Annular Premixing Swirler (TAPS) nozzles for combustion. Specifically, the Pilot Metering Valve (PMV) within the
SCU/SVA controls fuel during starting.
Note: Some components have been omitted for clarity; See level 3 sections for more details.

Engine
ENGINE FUEL SYSTEM OVERVIEW – SIMPLIFIED

Engine
MAIN FUEL CONTROL SYSTEM COMPONENTS
Electronic Engine Control (EEC) Units
The engine fuel and control system is orchestrated by the Electronic Engine Control (EEC) units. The EECs are two identical, separate LRUs attached to the
right hand side of the fan case.
The EECs provide full digital engine control and protection. They are responsible for the instantaneous control of the engine functions and the longer term
health monitoring, diagnostic, and fault reporting.
Pressure Sub-System (PSS) Box
The pressure sense tubes and lines are connected to the Pressure Sub-System (PSS) Box. The PSS is an LRU installed on the lower right hand side of the fan
case. The PSS takes the analogue air inputs and converts them to digital signals for both of the two EECs to use in control of the engine.
The PSS also is the mounting point for the ratings plug, which is used primarily to set the thrust rating and trim values for the engine (depending on A320
family model (A310/A320/A321). It is located on the lower right hand side of the fan frame.

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CONTROL COMPONENTS – MAIN SYSTEM COMPONENTS - 1

Engine
Main System Components - continued
Fuel Metering Unit (FMU)
The flow control of the fuel for combustion and thrust output is performed by the Fuel Metering Unit (FMU), through control of the Fuel Metering Valve (FMV).
The FMU responds to the EEC inputs and contains feedback sensors for the EECs. It is located with the majority of the fuel components on the left hand side
of the fan case. It is located on the left hand side of the fan frame.
Split Control Unit - Servo Valve Assembly (SCU/SVA)
The Split Control Unit - Servo Valve Assembly (SCU/SVA) is a dual role LRU under the command of the EECs.
1. It takes high pressure fuel (HP) from the Upstream Fuel Metering Unit (FMU) and then controls the distribution to the 19 fuel nozzles via 3 fuel
manifolds.
2. It takes servo fuel from the Servo Fuel Heater and modulates it under EEC commands to control the air system’s (ATA75) actuators and valves.
It is located on the engine core, left hand side.

Engine

Engine
Main System Components - continued
Main Fuel Pump (MFP)
The Main Fuel Pump (MFP) consists of a low pressure (LP) and a high pressure pump (HP) mounted on a single shaft. The MFP pressurises the fuel supplied
by the aircraft fuel tanks and delivers it to the various engine fuel/oil heat exchangers and the FMU for fuel metering before combustion.
The shaft is driven by the accessory gearbox (on the fan frame left hand side) and it is located on the rear upper face.
Main Heat Exchanger (MHX)
The Main Heat Exchanger (MHX) is responsible for heating the intermediate fuel before it travels through the HP pump and the main fuel filter.
It is a fuel/oil type.
It is located on the upper left hand fan frame.
Integrated Drive Generator (IDG) Oil Cooler
The Integrated Drive Generator (IDG) oil cooler controls the IDG oil temperature and is mounted on the fan frame in the 10 o'clock position, just above the
Fuel Metering Unit (FMU).
It is an oil/oil heat exchange.
It is located on the upper left hand fan case below the Main Heat Exchanger (MHX).

Engine

Engine
74 & 80 Ignition & Starting - Level 1

IGNITION SYSTEM
General
The engine ignition system is an industry standard dual ignition system. Either EEC can command either igniter. The igniters produce a spark in the
combustor which starts combustion.
Flight deck indications for igniters and start valve position are identical to the CEO family.
Ignition power supplies come from the airframe, with 115 VAC which is the normal source, and 115 VAC from the static inverter as a backup.
The ignition components are located on the core at the 6 o’clock position, on the High Pressure Compressor (HPC) case and in
The ignition distribution system consists of:
• Two ignition exciters inside a cooling box, located at the 6 o’clock position, on the High Pressure Compressor (HPC) case
• Two ignition leads with cooling ports,
• Two igniters (left & right), located at the 6 and 7 o’clock positions on the Combustor Diffuser Nozzle (CDN) case.

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IGNITION SYSTEM

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75 Air Systems - Level 1

GENERAL
The engine air system consists of three sub-systems:
• Engine anti-icing
• Engine cooling
• Compressor control
The engine anti-icing system consists of:
• The Start Bleed / Booster Anti-Ice (SB/BAI) valve
The engine cooling system consists of:
• High and Low Pressure Turbine Active Clearance Control (HPTACC) systems (HPTACC & LPTACC)
• Modulated Turbine Cooling (MTC) system
• Electronic Engine Control (EEC) cooling system
The compressor control system consists of:
• Variable Stator Vane (VSV) system

• Variable Bleed Valve (VBV) system
• Transient Bleed Valve (TBV) system

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75 AIR SYSTEMS – INTRODUCTION

Engine
START BLEED / BOOSTER ANTI-ICE (SB/BAI) VALVE - GENERAL
Introduction
The Start Bleed / Booster Anti-Ice (SB/BAI) valve is dual function valve, controlled by the Electronic Engine Control (EEC) units using servo fuel muscle. It is
located on the core of the engine at the 3 o'clock position.
Function
Anti-Ice
When selected by the flight crew (engine anti-ice ON), the SB/BAI valve sends hot air from stage 7 of the High Pressure Compressor (HPC) to the flow splitter
of the booster module to prevent ice formation.
Starting
To improve start performance during start, the SB/BAI valve releases air from stage 7 of the HPC to decrease the compressor pressure. The air is released
into the core compartment via a diffuser.

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START BLEED / BOOSTER ANTI-ICE (SB/BAI) VALVE - GENERAL

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ACTIVE CLEARANCE CONTROL (ACC) VALVES - GENERAL
The Active Clearance Control (ACC) valves regulate cooling fan airflow over the turbine cases. This minimizes the clearances between the turbine blades and
the shrouds, reducing air leakage and thus increases efficiency and improves the Specific Fuel Consumption (SFC).
The High Pressure Turbine Active Clearance Control (HPTACC) and Low Pressure Turbine Active Clearance Control (LPTACC) valves are located on the core
engine in the 9 o'clock position.

Engine
HPTACC & LPTACC VALVES - GENERAL

Engine
MODULATED TURBINE COOLING (MTC) SYSTEM
Introduction
To keep the HP turbine from distorting due to high temperatures, 10th stage HPC Compressor Discharge Pressure (CDP) air flow is used to cool the 1st stage
HPT turbine blades and roots via internal passages.
The MTC system regulates the 10th stage CDP air flow to the stage 1 High Pressure Turbine (HPT), by closing a valve and thus reducing the amount of CDP
used for cooling. This increases efficiency.

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MODULATED TURBINE COOLING - INTRODUCTION

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EEC COOLING BLOWER - GENERAL
The two Electronic Engine Control (EEC) units have a cooling system installed for on ground use.
Two cooling fans (blowers) are installed on the fan case at the 1 o'clock position.
The cooling duct intake is installed on the fan cowl at the 3 o'clock position.
The EEC cooling blowers provide cooling air to cool both EEC units if the temperature of the internal EEC units is above a certain threshold and when the
aircraft speed is low and the aircraft is on the ground.

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EEC COOLING BLOWER - GENERAL

Engine
VBV SYSTEM
General
The Variable Bleed Valve (VBV) system controls the airflow leaving the Low Pressure Compressor (LPC) booster before it is fed into the High Pressure
Compressor (HPC).
Door assemblies located around the fan hub, are mechanically moved inwards by an actuating ring, crank assemblies and two actuators.
The VBV system increases the booster surge margin when the engine is operating in steady state and transient conditions.

Engine
VBV SYSTEM - GENERAL

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VARIABLE STATOR VANE (VSV) SYSTEM
General
The Variable Stator Vane (VSV) system controls the amount of airflow through the High Pressure Compressor (HPC) to give optimum compressor
performance during steady conditions.
Additionally the VSVs prevent compressor stall during engine acceleration and deceleration including engine start and engine shutdown.
The VSV system surrounds the High Pressure Compressor (HPC) from the Inlet Guide Vanes (IGV) through stage 4 of HPC stator vanes (Inlet Guide Vanes
(IGV) and Variable Stator Vane (VSV) HPC stages 1 to 4).
The VSV actuation system varies the angle of the 5 stages of stators to maintain a smooth airflow through the compressor at all engine operating speeds,
temperatures and altitudes.

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VSV SYSTEM - GENERAL

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TRANSIENT BLEED VALVE (TBV) SYSTEM
General
The Transient Bleed Valve (TBV) system bleeds 10th stage compressor discharge air. This unloads the compressor during the engine transient phases and
increases the stall margin.
The Transient Bleed Valve (TBV), the inlet air tube, the TBV and outlet air tubes are located on the Combustor Diffuser Nozzle (CDN) case at the 2 o'clock
position.
The two left TBV ducts are located on the Low Pressure Turbine (LPT) case between the 7 and 11 o'clock positions. They discharge the bleed air into the
exhaust.
Note: This system has been modified from the original configuration.

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TRANSIENT BLEED VALVE (TBV) SYSTEM - GENERAL

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Throttle Control Systems - Level 1

THROTTLE CONTROL LEVER
The Throttle control handle comprises:
• A throttle control lever which incorporates stop devices, and auto thrust instinctive disconnect pushbutton switches.
• A graduated fixed sector and a reverse latching lever.
The throttle control lever is linked to a mechanical rod. This rod drives the input lever of the throttle control artificial feel unit.
The throttle control lever moves over a range from -20 deg.TLA (Reverser Full Throttle stop) to +45 deg.TLA:
• -20 degrees TLA corresponds to Reverser Full Throttle stop.

• +45 degrees TLA corresponds to Forward Full Throttle stop.

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THROTTLE CONTROL LEVER

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THROTTLE CONTROL UNIT
A mechanical rod transmits the throttle control lever movement. It connects the throttle artificial feel unit to the input lever of the throttle control
unit. The throttle control unit comprises:
• An input lever.
• Mechanical stops, which limit the angular range.
• 2 resolvers (one resolver per FADEC (EEC/EEC)).
• 6 potentiometers installed three by three.
• A device, which drives the resolver and the potentiometer.
• A pin device for rigging the resolver and potentiometers.
• 1 switch whose signal is dedicated to the EIU.
• 2 output electrical connectors.

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THROTTLE CONTROL UNIT

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ENGINE THRUST MANAGEMENT - Level 1

GENERAL
The engine thrust is controlled under the management of the Electronic Engine Controller (EEC).
The engine thrust can be set from either:
• Manually from the thrust control lever

• Automatically from the Auto Flight System (AFS)
The engine thrust parameters are displayed on the ECAM.
The main thrust monitoring parameter is the N1 speed (LP shaft). The main thrust demand parameter is the engine Fuel Flow (FF).
The actual N1 is the actual value given by the N1 speed sensor and is used as a reference for the engine thrust control loop.
This actual N1 is displayed in green on the N1 indicator and in percentage in the N1 box indicator.

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ENGINE THRUST MANAGEMENT - GENERAL

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Engine Indicating – Level 1

General
The engine indicating system consists of:
• Power indicating system (N1 and N2 sensors).

• Exhaust Gas Temperature (EGT) sensors.
• Core Compartment Temperature (CCT) sensor.
• Vibration analysers (bearing No.1 and Turbine Centre Frame (TCF)).
The engine indicating system provides the speed, temperature and vibration parameter signals of the engine rotors to the Electronic Engine Control (EEC)
units for regulation and maintenance purposes.

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ENGINE INDICATING - GENERAL

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POWER INDICATING
N1 and N2 Sensors – General
N1 and N2 sensors send LP and HP rotor speeds to the EEC channels.
These two rotor speeds are used for engine control, vibration monitoring and balancing and flight deck indication.
Both sensors send dual redundant signals to both EEC channels.
The Low pressure rotor speed sensor (N1) is located within the 4 o'clock strut of the fan frame.
The core speed sensor (N2) is located on the Transfer Shaft (TS) housing, between the Accessory Gearbox (AGB) and the Transfer Gearbox (TGB).
N1 Sensor
The low rotor N1 speed sensor (N1) sends redundant low rotor speed (N1) signal to the Electronic Engine Control (EEC).
The signals are used for engine control (i.e. thrust setting) and vibration monitoring.
The AC voltage generated is directly proportional to the low pressure rotor speed.

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N1 SENSOR

Engine
N2 Sensor
The low rotor N2 speed sensor (N2) sends redundant low rotor speed (N2) signal to the Electronic Engine Control (EEC).
The AC voltage generated is directly proportional to the transfer gearbox shaft speed and consequently to the high pressure rotor speed.
The signals are used for engine control (i.e. thrust setting) and vibration monitoring.
The sensor has two independent sensing elements.

Engine
N2 SENSOR

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TEMPERATURE INDICATING
EGT System (T48)
The Exhaust Gas Temperature (EGT) is measured by the EGT sensors or T48 sensors.
They are used to determine the EGT margin and to judge the progress of the engine start or relight and the operating T48 temperature.
There are 8 identical EGT sensors, located on the engine Turbine Centre Frame (TCF), four equally spaced on each side of the core.
Each EGT sensor has a single sensing element which is a thermocouple probe. Inside the element the hot junction is split to ensure a good measurement of
the temperature within the exhaust gases.

Engine
EGT GENERAL

Engine
Vibration Analysers – Level 1

VIBRATION SENSORS
General
The purpose of the analysers is to provide the Electronic Engine Control (EEC) with the Low Pressure (LP) (N1) and High Pressure (HP) (N2) rotors vibration
signatures. It includes:
• #1 bearing accelerometer which provides the LP rotor vibration signature (to channel B).
• Turbine centre frame accelerometer which provides the HP rotor vibration signature (to channel A).
The EEC uses signals from the vibration sensors in conjunction with N1 and N2 speed sensors signals to calculate and isolate the engine vibration levels and
to supply vibration data to the aircraft.
The two vibration sensors can back up each other in the event one fails.
Turbine Centre Frame Accelerometer (N2)
The turbine centre frame accelerometer provides HP rotor (N2) vibration signal to the EEC channel A. The turbine centre frame accelerometer is installed on
the turbine centre frame and goes through the core.
The TCF accelerometer is a single-axis Piezo-electric sensor.
It sends signals to the Electronic Engine Control (EEC) unit channel A.

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TURBINE CENTER FRAME ACCELEROMETER (N2)

Engine
#1 Bearing Accelerometer
The #1 bearing accelerometer provides an LP rotor (N1) vibration signal to the EEC channel B.
The #1 bearing accelerometer is installed on the #1 bearing support at 8 o'clock aft looking forward and goes through the fan hub strut 2.
It sends signals to the Electronic Engine Control (EEC) unit channel B.
The #1 bearing accelerometer is not a Line Replaceable Unit (LRU) and can only be replaced in the engine shop.
The two vibration sensors can back up each other in the event one fails.

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#1 BEARING ACCELEROMETER (N1)

Engine
Engine Indication and Warning - Level 1

DESCRIPTION
Introduction
The Electronic Centralized Aircraft Monitoring (ECAM) system receives information from the EECs to provide the flight deck crew with indication and
warning displays and information to the CFDIU for fault recording and maintenance action via the PFR (Post Flight Record).
The Electronic Instrument System (EIS) system displays information to the aircraft flight deck through the Flight Warning System (FWS) from the FADEC
system (EEC, sensors and control).
Primary parameters are displayed on the ECAM Engine Warning Display (EWD).
Secondary parameters are displayed on the ECAM System Display (SD).
Addition messages and alerts may be also displayed on the EWD and SD.
Also the aircraft will alert the crew via:
• The master caution or warning glare shield attention getters and associated audible chimes.
• The Status Box (STS) displayed after landing.
• As an advisory (or in an Advisory box (ADV) in certain modes to draw the pilot’s attention to a situation that requires monitoring.

Engine
ENGINE INDICATION AND WARNING - INTRODUCTION

Engine
Thrust Reverser - Level 1

THRUST REVERSER SYSTEM
Introduction
The Thrust Reverser (T/R) system is of the aerodynamic blockage type.
For each engine, it consists of two translating sleeves linked mechanically, ten blocker doors and twenty cascade vanes to redirect fan discharge airflow.
Each Thrust Reverser Actuation System (TRAS) is pressurised by its dedicated hydraulic power source:
• Green hydraulic pressure for engine 1.

• Yellow one for engine 2.

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THRUST REVERSER SYSTEM – INTRODUCTION

Engine
System Layout
Each system consists of:
• An Isolation Control Unit (ICU) and a Directional Control Unit (DCU).

• Four worm drive actuators (2 per side):
o Upper Actuators: Two Synchronization Locking Feedback Actuator (SLFA).
o Bottom Actuators: One Synchronization Manual Locking Actuator (SMLA) and one Synchronization Non Locking Actuator (SNLA).
• Three synchronisation flex shafts.
• Locking and monitoring devices.
Operation
The thrust reverser system is controlled by the Electronic Engine Control (EEC) in response to pilot and airframe/engine inputs.
To avoid inadvertent deployment in flight, the system operates under multiple and independent commands of various components. It comprises three lines of
defence: the Engine Interface Unit (ECU) control on the ICU and DCU, the Electronic Engine Control (EEC) control on the ICU and DCU, and Spoiler Elevator
Computer (SEC) control on the Electrical Tertiary Lock (ETL).

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THRUST REVERSER BASIC SYSTEM LAYOUT

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THRUST REVERSER MAINTENANCE PRACTICES – LEVEL 2
OPENING THE THRUST REVERSER (T/R) FOR ACCESS
Latches
Each thrust reverser half can be opened for maintenance by releasing 8 latches along the centre line at the 6 o’clock position.
The latches are numbers L1, L2, L3.1, L3.2, L4.1, L4.2, LACC (Lower Aft Cowl Catch)-1, LACC-2.
There are two latch access panels, one for L2 latch and one for L3-1 and L3.2.
The LACC latches are located in the cold stream.
Note: After flight it is normal to see the red-pop pin of the T/R actuator extended. Connect the hand pump to dissipate the pressure before releasing the
latches.

Engine
LATCHES

Engine
Actuators
A hydraulic actuator on each T/R half opens their respective halves using a GSE mechanical or electric pump.
The actuator incorporates a red pop-out which indicates when it is pressurised.
Each T/R half is held open with a Hold Open Rod (HOR).
Due to the proximity of the standoff for the T/R HOR and the fan cowl door HOR, the standoffs and the HOR are colour coded (green and yellow).
Note: After flight it is normal to see the red-pop pin of the T/R actuator extended. Connect the hand pump to dissipate the pressure before releasing the
latches.

Engine
ACTUATORS

Engine
Oil System – General – Level 1

Description
The oil system is composed of three sub-systems:
• Distribution.
• Storage.
• Indicating.
The majority of the oil system components are on the left hand side of the fan frame, with the oil tank being on the right hand side.
The oil system cools down and lubricates engine bearings and gears. It is also used as part of the heat management system of the fuel system (see ATA 73).

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OIL SYSTEM - SUBSYSTEMS

Engine
Oil System - Basic Layout
The oil is stored in a tank on the fan case at the 4 o'clock position. It passes through a strainer and then to a dual rotor pressure pump in the lubrication unit
(located on the rear of the Accessory Gearbox (AGB), fan case, 8 o'clock).
Pressurised oil passes through the oil filter mounted on the lubrication unit and the heat of the oil is used to heat the servo fuel in the Servo Fuel Heater
(SFH).
Additionally, cooling of the oil is provided firstly by the Surface Air Cooler Oil Cooler (SACOC) mounted in the cold stream of the bypass duct and then through
the Main Heat Exchanger (MHX) which uses HP fuel after (downstream of) the Main Fuel Filter (MFF).
Oil is then supplied to the main components and scavenged by 5 dependent pumps on the lubrication unit (all fitted with debris screens and magnetic chip
detectors) before being returned to the oil tank via the Oil Debris Monitoring System (ODMS) (or Main Chip Detector), where vent air/oil is also removed.

Engine
OIL SYSTEM - BASIC LAYOUT

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OIL SYSTEM –COMPONENTS
Oil Tank
The oil tank is located on the rear of the fan frame, right-hand side, at the 4 o'clock position. It is mounted to the fan frame via three brackets.
It has a total volume of 23.7 US quarts (22.4 litres), with a minimum capacity of 21.3 US quarts (20.2 litres).
WARNING: WAIT 5 MINUTES BEFORE OPENING THE OIL SERVICING CAP AFTER SHUTDOWN.

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OIL STORAGE COMPONENT - OIL TANK

Engine
Lubrication Unit
The oil lubrication unit is mounted on the aft face of Accessory Gearbox (AGB) at the 7 o'clock position. The AGB mounts to the fan frame.
To prevent the Main Heat Exchanger (MHX) from draining and siphoning the AGB when the engine is shutdown a Non Return Valve (NRV) is installed in the
oil supply line after (downstream of) the oil lubrication unit and before (upstream of) the Servo Fuel Heater (SFH).
The NRV is installed in the supply pipe, attached to the fan frame at the 9 o’clock position.
An educator valve, installed at the 8 o’clock position of the High Pressure Turbine (HPT) case controls the pressurisation of the ‘A’ sump at low engine speeds.
It is a mechanical device with no control or feedback to the FADEC system
The oil lubrication unit pressurises the oil, filters it and then lubricates/cools the following components:
• The three engine sumps, ‘A’, ‘B’ and ‘C’.

• Accessory Gearbox (AGB).
• Internal Gearbox (IGB).
• Transfer Gearbox (TGB).
The purpose is to lubricate and cool the gears and bearings inside these components.

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LUBRICATION UNIT

Engine
Oil Filter & Scavenge Screens
The oil filter cartridge is located in the oil lubrication unit.
Two scavenge screen plugs are located on the rear face of the oil lubrication unit on the AGB at 7 o'clock. The scavenge screen plugs contain 5 individual
strainers.
A magnetic bar is installed inside each scavenge screen plug attracts and hold magnetic debris.

Engine
OIL FILTER & SCAVENGE SCREENS

Engine
Eductor Valve
The educator valve controls the de-pressurisation of sump ‘A’ at low engine RPM. This increases the delta Pressure (delta P) across the ‘A’ sump seals and
prevents oil leakage/loss.
It uses HPC 7th stage air. The valve is mechanical and has no inputs/outputs to the EECs.

Engine
EDUCTOR VALVE

Engine
Oil Debris Monitoring System (ODMS) – Level 1

INTRODUCTION
Description
To ensure the continued safe operation of the engine, the Oil Debris Monitoring System (ODMS) is installed. It monitors the scavenge oil returned to the oil
tank for metallic particles.
Components - General
The Oil Debris Monitoring System (ODMS) consists of the following components:
• Air oil separator mounted on top of the oil tank.

• An ODM sensor mounted on side of the air/oil separator.
• An ODM signal conditioner unit mounted at the 4 o'clock position, at the rear of the fan case (below the PSS box).

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OIL DEBRIS MONITORING SYSTEM (ODMS) - GENERAL

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Maintenance Performance- Level 2 & 3

INTRODUCTION
The LEAP-1A engine maintenance schedule is based upon the "on-condition" concept.
This means that most in-depth maintenance will only be performed when necessary or when called for by the engine monitoring systems.
With the LEAP-1A, repetitive inspections and tests are performed to determine whether the components, of the engine are serviceable and can continue in-
service.
The engine has no periodic overhaul schedule and can remain on the wing (subject to meeting the test/inspection criteria) until the lifetime limits of parts and
assemblies are reached.
Specifically, to ensure continued in-service operation, the preventative maintenance performed Includes
• Borescope inspection,
• Oil particle analysis (in conjunction with the Oil Debris Monitoring System (ODMS).
• Engine health condition & performance trend monitoring,
• Engine vibration monitoring,
• EEC BITE (initialisation tests and periodic tests) and troubleshooting investigation.

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MAINTENANCE PERFORMANCE

Engine
PERFORMANCE - LIMITS
The LEAP-1A engine is a two spool axial flow turbofan.
The Low Pressure (LP) and High Pressure (HP) rotors turn in the clockwise direction Aft Looking Forward (ALF).
Engine pressure ratios are:
• Bypass pressure ratio: 11:1.

• Core pressure ratio: 22:1.
Rotating speeds and limits are:
• Low Pressure rotor (N1) 100%: 3850 RPM.

• Maximum High Pressure rotor (N2) 100%: 16640 RPM.
• Maximum Low pressure rotor (N1) RPM 3890 (101%).
• Maximum High pressure rotor (N2) RPM 19390 (116.5%).
Exhaust Gas Temperature (EGT) limits are:
• 1060°C.
• Air Start: 875°C.
• Ground start 750°C.
Engine deterioration is directly related to engine hot section time & temperature (EGT) operation. Rapid temperature changes also increase the deterioration
rate of hot parts.
The corner points indicate where the flat rated thrust decreases. At a certain ambient temperature, maximum EGT is reached and therefore fuel flow is
reduced (as ambient temperature continues to rise) to compensate. This has the obvious effect of a reduction in maximum thrust.
• The take-off corner point ambient temperature (at sea level): from 30°C (LEAP-1A35) to 45°C (LEAP-1A23).
• The maximum continuous corner point ambient temperature (at sea level): 10°C.

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PERFORMANCE – FIGURES/LIMITS

Engine
MAINTENANCE - BORESCOPE INSPECTION PORTS
General
The borescope ports allow access to the internal sections of the engine for scheduled and unscheduled inspections. Borescoping forms part of the “on-
condition” maintenance system for the LEAP-1A, meaning that if all inspections are in limits, the engine may remain in operation.
Additionally the ports give access to the borescope-blending tools which allow blade rework (subject to AMM limits) if necessary. This specialist task can be
performed on-wing.
Locations
In total, there are 26 borescope ports; see attached diagram.
Most ports are on the right hand side of the engine
The igniter mounts are also used as borescope inspection points.
All ports are fitted with self-locking plugs, except ports A and B.

Engine
MAINTENANCE - BORESCOPE INSPECTION PORTS - 1

Engine
Engine Modules - Level 2

GENERAL
Modular Breakdown - Modules
The LEAP-1A engine is designed as a modular engine.
The engine consists of 3 Major Modules (MM):
• Fan major module.

• Core engine major module.
• Low Pressure Turbine (LPT) major module, and the accessory drives.
The 3 Major Modules (MM) and the accessory drives are divided into 19 Minor modules (Mm).
Description
With this modular approach, it is possible to replace a damaged minor or major module.
This allows the engine to be maintained more efficiently and improves Turn around Time (TAT).

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MODULAR BREAKDOWN - MODULES

Engine
Engine Assemblies
The LEAP-1A engine consists of:
• The Low Pressure (LP) rotating system (N1 speed).

• The High Pressure (HP) rotating system (N2 speed).
• 5 bearings contained within 3 sumps.
• 3 structural frames.
• The accessory drives and Accessory Gearbox (AGB).

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ENGINE ASSEMBLIES

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Mandatory Maintenance - Life-Limited Parts
The Air Transport Association (ATA) Chapter 05 identifies the life limits for critical engine parts such as those that rotate (spools, shafts and blisks) and those
that are static (Combustor Diffuser Nozzle (CDN) case) and lists the approved mandatory inspection intervals if any apply.
Note: A blisk (blade-and-disk) is a compressor rotor stage made from a single machined piece of metal which replaces the convention disk and blades design.
The life of these parts is given in flight cycles and therefore those parts are serialised for tracking purposes.
The cycles for these serialised parts must be counted and recorded continuously from the part’s first entry into service.
A cycle is defined as a:
• Flight which has a take-off and landing.

• Touch-and-go landings and take-offs that are utilised during pilot training.
Note: It is the operator’s responsibility to maintain accurate records (keep a life–limited parts list) of these parts and their total number of cycles operated
and the number of cycles they have remaining.

Engine
MANDATORY MAINTENANCE - LIFE-LIMITED PARTS LIST

Engine
Engine Sumps and Bearings - Level 2 & 3

GENERAL
The two engine rotors are supported by five bearings:
• Low Pressure (LP) rotor (N1) is supported by bearings #1, #2 and #5.
• High Pressure (HP) rotor (N2) is supported by bearings #3 (#3B + #3R) and #4.
These five bearings are located in three different sumps:
• ‘A’ sump (forward), that includes two ball bearings (#2 and #3B) and two roller bearings (#1 and #3R).
• ‘B‘ sump (middle sump), that includes one roller bearing #4.
• ‘C’ sump (rear sump), that includes one roller bearing #5.
The A sump is located inside the fan and booster module and the fan frame module.
The B sump is located inside the Turbine Centre Frame (TCF).
The C sump is located inside the Turbine Rear Frame (TRF).

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ENGINE SUMPS AND BEARINGS

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Description
There are five bearings support the LP and HP rotors. The #3 bearing is a dual roller and ball assembly. The function of the bearings is to support axial and
radial loads from both of the engine rotors (LP & HP).
• Roller bearing #1 supports radial loads from rotors N1 & N2.

• Ball bearing #2 supports axial and radial loads from rotors N1 & N2.
• Roller bearing #3R supports radial loads from rotors N1 & N2.
• Ball bearing #3B supports axial and radial loads from rotors N1 & N2.
• Roller bearing #4 supports radial loads from the rear end of rotor N2.
• Roller bearing #5 supports radial loads from the rear end of rotor N1.
The function of the engine sumps is to:
• Isolate the bearings and oil area with a sealed device that prevents oil leaks to other engine areas and minimize engine oil consumption,
• Supply the bearings with permanent oil lubrication.
Operation
Sump A is sealed by two carbon seals & one air seal. Sump B is not pressurized and is sealed by a carbon seal and an air/oil seal.
Sump C is not pressurized and is sealed by a carbon seal and an air/oil seal.
To reduce rotor vibration level, roller bearings #1, #3R and #5 are Squeeze-Film Damped (SFD) bearings. The air comes from the Oil Pressurisation Valve
(OPV) located in the Main Heat Exchanger (MHX) - see ATA 79.
Ball bearing #3B is installed on a spring-design support.

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ENGINE SUMPS AND BEARINGS

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Engine Sumps Seals – General
‘A’ Sump
The ‘A’ sump is vented and its pressurisation is controlled via the educator valve (see ATA 79).
The ‘A’ sump sealing is performed with a Segmented Radial Seals (SRS) and a classic abradable/seal tooth seal. The Segmented Radial Seal (SRS) is
composed of a carbon seal and a labyrinth seal. Additionally an intermediate classic abradable/seal tooth seal is located upstream the #3 bearing and
downstream (to the back of the sump) is a SRS to ensure correct sealing at the back of the sump.
‘B’ Sump
The non-vented B sump sealing is done by an abradable/seal tooth seal upstream and a SRS downstream.
‘C’ Sump
The non-vented C sump sealing is done by an abradable/seal tooth seal upstream and a SRS downstream.
Operation
The sump seals prevent any oil leaks from the engine sumps.

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ENGINE SUMPS SEALS

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Air Inlet Section - Level 2 & 3

GENERAL
The air inlet section is located at the front of the engine. The air inlet consists of the following main modules.
• The fan case module.

• The fan frame module.
• The fan and booster module.
• The bearing #1 and #2 support module.
FAN CASE AND FAN FRAME MODULES
The air inlet section supplies the HPC with compressed air, contributes to the engine thrust and provides structural attachment for the front of the engine.
The fan case module supports the air intake cowl, contains the fan blades in the event of failure.
The main functions of the fan frame module are to direct and ensure a smooth aerodynamic airflow, support the engine, transmit the power plant thrust to
the aircraft and provides attachment points for the engine ground handling (engine trolley).

Engine
AIR INLET SECTION – GENERAL

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FAN & BOOSTER MODULE
The main functions of the fan and booster module are:
• Provides the majority of engine thrust from the fan blades.

• Increases the kinetic energy of the airflow.
• Provides air pressure to the HPC module through the booster.
The main function of the #1 and #2 bearing support module is to support the Low Pressure Compressor (LPC) Rotor.

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FAN & BOOSTER MODULE

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LOW PRESSURE COMPRESSOR – OPERATION
Description
The Low Pressure Compressor (LPC) comprises 4 stages (one fan and 3 booster).
The Low Pressure Compressor (LPC) is driven by the 7 stage Low Pressure Turbine (LPT) via the LP shaft.
Operation
As the LPC rotates, the 18 fan blades accelerate the air. The air is divided by the booster inlet splitter.
Some of the air enters the booster and is compressed (to be used in combustion). This is primary airflow.
The rest of the air enters the bypass and is used for thrust. This is secondary airflow.
The by-pass ratio is approximately 11:1.
Within the primary airflow path, the fan and booster module accelerate the air ready for entry to the High Pressure Compressor (HPC).

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AIR INLET SECTION - OPERATION

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Fan and Booster Module - Level 2 & 3

GENERAL
Description
The fan and booster module consists of:
• Front spinner.
• Platform front shroud.
• Flow splitter.
• Fan blade platform.
The front spinner is located at the front of the engine; it is bolted to the platform shroud.
The platform front shroud is then subsequently bolted to the fan disk.
The 18 fan blades are carbon fibre with titanium leading edges and are secured into the fan disk using dove tail slots and fan blade locks.
Between each fan blade is a fan blade platform. These platforms are held in place by the platform front shroud.
The flow splitter is located behind the fan blades, at the front of the booster.

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FAN AND BOOSTER MODULE – GENERAL

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Description
The fan blades provide energy to the airflow by accelerating the airflow and increasing the airflow pressure.
The front spinner:
• Directs and smoothes the airflow aerodynamically to feed the fan stage.
• Protect the booster against Foreign Object Damage (FOD) and icing.
• Reduces noise levels.
The platform front shrouds:
• Provide a smooth aerodynamic surface for the airflow.

• Provides holes to mounts the fan blade balance weights that are used to balance the engine.
• Mechanically secures the fan blade platform position.
The fan blade platforms:
• Smoothes the aerodynamic surface for the airflow to the booster.
Operation
The curved design of the spinner helps debris to be guided into the secondary air flow and not the primary airflow.
The platform front shroud secures the fan blade platforms and is designed with aerodynamic protrusions in line with the fan blades to assist the smooth
passage of air into the fan stage.

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FAN AND BOOSTER MODULE

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Description (continued)
The flow splitter:
• Separates the primary and secondary airflows.

• Provides anti-icing protection (using engine bleed air) – see ATA 75.

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FLOW SPLITTER

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Front Spinner and Platform Front Shroud - Interfaces
The front spinner rear flange is connected to the platform front shroud by radial screws and cup washers.
The platform front shroud rear flange shroud is connected to the fan disk by axial screws. The screws connect to barrel nuts held in the fan disk. Once
secured by the screws and barrel nuts, the platform front shroud mechanically holds the fan blade platforms in place.
The platform front shroud holds the fan blade balance weights (x72). There are three combinations; no bolt, bolt or bolt and weight.
Construction
The spinner is an aerodynamic fairing made of anodized aluminium alloy.
The platform front shroud is made of titanium. It additionally has aerodynamic portions that align with the base of the fan blades to smooth the airflow over
the blades. The balance weight positions are engraved every 5th position on the shroud (e.g. 0-5-10-15….).
Maintenance Tip
A dimple on the front platform shroud indicates the position of blade #1. The adjacent bolt hole for the spinner is offset to be fool proof when installing
the spinner.

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FRONT SPINNER AND PLATFORM FRONT SHROUD

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Fan Blade and Fan Blade Platforms - Description
The fan blades are solid, wide chord, 3D-designed parts. They are made of 3D woven composite material and have a titanium leading edge.
The fan blades are covered with a black rubberised coating for wear protection.
To reduce fretting against other components, wear strips are added to the surfaces that touch:
• Fan disk.
• Fan blade platforms.
• Fan blade locks.
• Booster spool.
Note: The carbon fibre parts may appear black with white marks. The black strips are the interwoven carbon fibres while the white is the injected resin.
The fan blade platforms are also composite parts with wear strips and blade seals which seal between the platforms and the blades.
The blades and the platforms are weighted parts and care should be taken when removing and installing.
The wear strips do not lubricating.

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FAN BLADE

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Fan Blade Installation
Each fan blade is installed in a fan disk slot with:
• A spacer to keep the blade in the correct radial position.

• A fan blade lock to keep the blade in the correct axial position.
The blade lock has a honeycomb front edge to absorb forces in the event of blade detachment.
The fan blades are separated by the fan blade platforms and the fan disk shields.
The rear section of the fan blade touches the booster spool.
Maintenance Point
No lubrication of the fan blade root is necessary. Do not lubricate the wear strips on the blades or the platforms. Be careful not to damage the wear strips.
The Fan Disk Shields have sharp edges.
The Fan Blade Platforms have blade seals for sealing along the blade edges. These must be seated correctly (down against the blade).

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FAN BLADE INSTALLATION

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Fan Blade Spacers
The spacers hold the blades in the correct radial position. They are carbon fibre.
The fan disk shields protect the fan disk.
Barrel nuts are held in the fan disk. These are used to secure the platform front shroud.
The barrel nuts are removed to install the specific GSE tool to remove the spacers. Each spacer has a removal slot for the tool attachment point.
Maintenance Point
Do not use a slide hammer to remove the carbon fibre spacers.

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FAN BLADE SPACERS

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FLOW SPLITTER
Description
The flow splitter is a one-piece machined titanium part. The flow splitter is connected to the #1 and #2 stator flange of the booster by axial bolts.
The flow splitter receives hot air from the High Pressure Compressor (HPC) 7th stage for anti-icing protection.
To pipe the anti-ice air, six holes for the connection with the anti-ice supply tubes from the Start Bleed/Booster Anti-ice (SB/BAI) Valve) – see ATA 75 are
present.
For even distribution, 188 notches under the leading edge exhaust the HPC 7th stage anti-icing air into the primary airflow.

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FLOW SPLITTER

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FAN CASE ASSEMBLY
Description
The fan case is located between the air intake section and the fan frame module. It is manufactured of a composite material.
The main functions of the fan case are to ensure fan blade containment, to support the air intake cowl and to aerodynamically duct the air for primary and
secondary airflows.
Attached to the fan case are the acoustic shroud, the abradable liner and the five aft acoustical panels.
The one piece acoustic shroud is in front of the fan blades while the abradable liner is radially in line with the fan blades. The five aft acoustical panels are to
the rear and are located on the inner surface of the fan case
Operation
The main function of the acoustic shroud and aft acoustical panels is to reduce engine noise.
The main function of the abradable liner is to provide a wear surface between the fan case and the fan blade tips.
The common function of all these parts is to provide a smooth aerodynamic surface for the secondary airflow.
Maintenance Point
The acoustic shroud is a single piece which requires the inlet cowl to be removed when changing. Beware of damaging the shroud when entering the intake.
Note: Original engines are supplied with a blue abradable liner; on later engines this is black.

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FAN CASE ASSEMBLY

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ABRADABLE LINER
Description
The forward and aft flanges of the fan case are connected to the air intake cowl and the fan frame by bolted flanges.
The components on the inner surface of the fan case are:
• Acoustic shroud.
• Abradable liner (it is adhesive-mounted).
• Aft acoustical panels.
On the outer surface of the fan case are:
• Two threaded hoisting points for engine ground handling purposes at 2 and 10 o'clock.
• Several mountings for engine equipment such as the Accessory Gearbox (AGB).

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ABRADABLE LINER

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ACOUSTIC SHROUD
Description
The acoustic shroud is connected to the forward inner surface of the fan case by thirteen brackets. The acoustic shroud is a one-piece barrel, made of
honeycomb and carbon fibre skin.
Maintenance Point
The acoustic shroud is a single piece which requires the inlet to be removed when changing. Beware of damaging the shroud when entering the intake.

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ACOUSTIC SHROUD

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AFT ACOUSTICAL PANELS
Description
Each aft acoustical panel is attached by six bolts across the aft inner surface of the fan case and the inner surface of the fan frame shroud. The aft acoustical
panels are made of honeycomb and carbon fibre skin.

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AFT ACOUSTICAL PANEL

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Fan Frame Module

Description
The Outlet Guide Vanes (OGVs) are located after the fan blades. They direct the secondary airflow exiting the fan blades.
They connect the fan frame shroud to the fan hub providing the structural support for the fan frame. The inner shroud of the fan frame is known as the fan
frame shroud.
They are evenly distributed over the circumference of the fan hub.
In total there are 44 OGVs.
This includes 41 OGVs and 3 OGV struts:
• OGV Strut #1 is located at 12 o’clock.

In-between the 44 OGVs are 44 OGV platforms.
At the three OGV strut locations, are the three strut assemblies which include a strut and a shroud. The shrouds provide aerodynamic properties for the
secondary airflow around the struts and also contain pipes and controls for the core of the engine.
Around the centre are five shroud segment panels that form the central shroud of the engine kit. These contain vents for the engine air systems.

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FAN FRAME MODULE

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Outlet Guide Vanes (OGV), Outlet Guide Vane Struts, Platforms
The Outlet Guide Vanes (OGV) and OGV struts connect to the fan frame shroud by four radial bolts and to the fan hub by two radial bolts and two axial bolts.
The OGVs and the OGV struts are separated by OGV platforms with an OGV seal on their inner air foil section.
The OGV platforms are located after the acoustic panels and before the fan frame flow path panels and the Surface Air Cooling Oil Cooler (SACOC) segments
(see ATA 79).
Outlet Guide Vanes (OGV)
The OGVs are hollow constructed of aluminium covered by an aluminium sheet, including a stiffening rib. They come in nine different profiles dependent on
their radial position around the fan hub.

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OUTLET GUIDE VANE, STRUTS AND PLATFORMS

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Outlet Guide Vanes (OGV) Struts
The three OGV struts (#1, 5 and 6) are made of titanium.
The #5 OGV strut houses the oil return tube.
The # 6 OGV strut houses the Radial Drive Shaft (RDS) for the accessory drives.
The struts are positioned axially by a groove.

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OUTLET GUIDE VANES (OGV) STRUTS

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STRUTS AND SHROUDS SEGMENTS
Description
Behind the three OGV struts (#1, 5 and 6) are the struts.
The struts are connected to the fan frame shroud by radial bolts on their outer platform and to the to the central shroud (made of the five shroud segments)
by radial screws on their inner platform.
Flow path panels are installed on both sides of strut #1 and strut #5.
The central shroud is located between the fan hub and the Thrust-Reverser (T/R).
The struts (#1, 5 and 6) and the five centre shroud segments are made of titanium.
The five segments of the central shroud have cut-outs to house:
• Eight Variable Bleed Valve (VBV) outlet ducts all around the central shroud (see ATA 75).
• The inlet duct for the Low Pressure and the High Pressure Turbine Active Clearance Control (ACC) (see ATA 75).

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STRUTS AND SHROUDS SEGMENTS

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High Pressure Compressor Module - Level 2 & 3

GENERAL
Description
The High Pressure Compressor (HPC) increases the pressure of the booster discharge air for combustion. It is located between the air inlet and the
combustion section. It forms part of the High Pressure (HP) assembly (N2).
The HPC module consists of:
• Two case sections. Forward and rear compressor stator assembly located between the air inlet and the combustion section.
• HPC rotor assembly located in the forward and rear compressor stator assembly, comprising 10 stages.
Function
The main functions of the High Pressure Compressor (HPC) are:
• It increases the pressure of the booster discharge air for combustion.

• It provides air for cooling and customer bleed (see ATA 30 & 36).
• Provides the rotation energy to drive the Accessory Gearbox (AGB).
The 10 stages of the High Pressure Compressor (HPC) rotor assembly increase the velocity and pressure of the airflow. An Inlet Gearbox (IGB) positioned at
the front of the HPC transmits rotation energy (torque) from the turbine section (HP parts) to the drive shafts to power the Accessory Gearbox (AGB).
The forward and rear compressor stator assembly converts air velocity into an increase in pressure. The air is then directed onto the next higher HPC stage.
There are five stages or adjustable vanes at the front of the HPC, one stage of IGVs (Inlet Guide Vanes) and four stages of VSV (Variable Stator Vanes) –
(see ATA 75).

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HIGH PRESSURE COMPRESSOR MODULE - GENERAL

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High Pressure Compressor Module - Interfaces
Forward Connections
(Static parts):
The High Pressure Compressor (HPC) module is connected to the fan frame module.
(Rotating parts):
The HPC module is connected to the Inlet Gearbox (IGB) within the fan frame module.
Rear Connections
(Static parts):
The HPC module is connected to the Combustor Diffuser Nozzle (CDN) assembly, as part of the combustion section.
(Rotating parts):
The HPC module is connected to the High Pressure Turbine (HPT) rotor assembly, a part of the turbine section.
The compressor control system parts which operate the Inlet Guide Vanes (IGVs) and Variable Stator Vanes (VSVs) are mounted on the HPC module.
Air Bleeds
The following bleeds come from the HPC module.
• Engine air system.

• Customer bleeds (4th & 10th Stage – see ATA 36).
• Nacelle anti-ice system (see ATA 30 & ATA 75).
• Engine compressor control (see ATA 75).

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HIGH PRESSURE COMPRESSOR MODULE

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Operation
The HP turbine turns the HP compressor which increases the pressure of the airflow to feed the combustion section.
The blade stages of the HPC rotor assembly accelerate the airflow, while the matching stator vane stages of the forward and rear compressor stator assembly
straighten and direct this airflow onto the next higher stage.
In order to optimize the HPC module operation, the positions of the IGVs and VSVs are modulated by the compressor control system. When the speed of the
HPC rotor assembly increases, the IGVs and VSVs are axially open and axially closed when the HPC rotor assembly speed decreases.

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HPC OPERATION

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High Pressure Compressor Rotor Assembly - Interfaces
Front Interface:
The High Pressure Compressor (HPC) rotor assembly is supported through the front shaft by #3 ball bearing (3B - thrust) the #3 and roller bearing (3R). The
bearings are located within the Inlet Gearbox (IGB).
Rear Interface:
The HPC rotor assembly is connected to the High Pressure Turbine (HPT) stage 1 disk forward flange by a bolted flange.
The HPC rotor assembly interfaces with the HPC stator assembly through air seals, and the forward section of the HPT air duct.
Description
The 10 stage HPC rotor assembly consists of six parts, which are bolted together by three flanges:
• Stage 1 compressor rotor blisk that is a single titanium component making up the front shaft, disk, blades, seal teeth and rear arm,
• Stage 2 compressor rotor blisk that is a single titanium component making up the disk and blades,
• Stage 3-4 compressor rotor blisk that is a single titanium component making up the stage 3 disk, stage 3 blades, stage 4 disk and stage 4 blades,
• Stage 5 compressor rotor blisk that is a single Inconel component making up the disk and blades,
• Stage 6-10 compressor rotor spool that is a five-rotor disk one-piece component. Each disk has axial grooves to hold the dovetail blades. At each
Stage, the rotor blades are secured with two locking lugs;
• And the Compressor Discharge Pressure (CDP) rotating air seal.
All the rotating blades of the HPC rotor assembly have the latest technology 3D-aero design.
Inside the HPC rotor assembly, fourteen HPC outer impeller tubes extend radially outward-from and perpendicular-to the impeller tube support. Each HPC
outer impeller tube is retained in the impeller tube support. Damper tubes are installed within the HPC outer impeller tube (at the base of the impeller tube
support) to dampen vibrations of the HPC outer impeller tubes.

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HIGH PRESSURE COMPRESSOR ROTOR ASSEMBLY

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Forward Compressor Case - Description
The forward compressor stator case consists of two matched halves.
Each Inlet Guide Vane (IGV) and Variable Stator Vane (VSV) has:
• An inner trunnion for the connection with the inner compressor stator shrouds.
• An outer trunnion for the connection respectively with the fan hub and forward compressor stator case.
• A lever arm connection.
The IGVs are made of aluminium alloy, the first three VSV stages are made of titanium alloy and stage 4 VSVs are made of nickel alloy.
The air seals at the inner diameter of stage 1-4 compressor stator shrouds prevent air from leaking into the previous High Pressure Compressor (HPC) stage.
The five stages of the rear compressor stator assembly are individual stages kept together by bolted flanges. Each stage has fixed compressor stator vanes.
For assembly, the two parts that have a mounting flange for the connection with the forward compressor stator assembly and the CDN assembly are:
• The aft compressor stator extension case linked to stage 7 compressor stator vane.
• The wishbone aft inner compressor stator case linked to stage 9 compressor stator vane.
Air seals at the inner diameter of each compressor stator stationary seal prevent air from leaking into the previous HPC stage.

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FORWARD COMPRESSOR STATOR ASSEMBLY

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Combustion Section - Level 2 & 3

GENERAL
The combustion section mixes the fuel and the HPC discharge air for efficient and uniform combustion.
The annular combustion chamber is located within the Combustor Diffuser Nozzle (CDN) assembly. The CDN is located between the HPC and HPT stator cases
and provides the structural load path between these assemblies.
The combustion chamber assembly provides containment of high pressure and high temperature air during the combustion process. Cooling galleries are
incorporated into the CDN.
The Combustor Diffuser Nozzle (CDN) assembly has mounting locations for the nineteen fuel nozzles and the two igniters.
The fuel nozzles are of a unique design, Twin Annular Premixing Swirler (TAPS) and is covered in ATA 73.

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COMBUSTOR DIFFUSER NOZZLE (CDN)

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COMBUSTION SECTION - DESCRIPTION
Forward Connection:
The combustion section is connected to the rear compressor stator assembly of the High Pressure Compressor (HPC) module.
Rear Connection:
The combustion section is connected to the stage 1 and stage 2 nozzle assembly of the High Pressure Turbine (HPT) module.
The Combustor Diffuser Nozzle (CDN) assembly interfaces with the engine air system, fuel nozzles and ignition system igniters.
The CDN assembly interfaces with the engine High Pressure Compressor (HPC) rotor through the Compressor Discharge Pressure (CDP) air seal.
The combustion section receives a compressed airflow from the HPC module and delivers the gas resulting from the combustion to the HPT module.

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COMBUSTION SECTION - DETAILS

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Operation
The air flow coming from the HPC module enters the combustion section through the Outlet Guide Vanes (OGV). The OGV direct the air flow axially into the
combustion section.
Then the air flow goes through the diffuser, which reduces the velocity and increases the static pressure of the compressed air.
Airflow from the diffuser is directed to the radial mixer before being mixed with the fuel coming from the fuel nozzles. The mixing occurs within and around
the nozzle (discussed in ATA 73).
The fuel/air mixture is burnt in the combustion chamber to produce high energy gases.
These gases travel onwards towards the HPT module by the combustion chamber dome and the inner and outer liners.
The other part of the air flow (HPC discharge air) flows from the diffuser to the space between the inside surface of the Combustor Diffuser Nozzle (CDN)
case and the inner and outer baffles. This airflow cools the combustion chamber through the cooling holes located in the inner and outer liners and baffles.
Additionally some of the HPC discharge air is used to cool the first stage of the HPT hub and blades. This flow is controlled by the MTC Modulating Turbine
Cooling System (see ATA 75).

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OPERATION

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COMBUSTOR DIFFUSER NOZZLE (CDN) ASSEMBLY
Description
The Combustor Diffuser Nozzle (CDN) assembly is located between the High Pressure Compressor (HPC) rear stator assembly and the forward face of the
High Pressure Turbine (HPT) stator case. Both connections are via a bolted flange.
The inner diameter of the CDN assembly is connected to the forward face of the stage 1 HPT nozzle support of the turbine section and to the inner combustor
forward manifold (engine air system) by a bolted flange.
Additionally the CDC has mounting points for:
• Four borescope ports for the combustion chamber.

• PS3 sensor pipe (compressor discharge pressure port (see ATA 77)).
• Two igniter ports.
• HPC 10th stage bleed port.

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COMBUSTOR DIFFUSER NOZZLE (CDN)

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Combustion Chamber Assembly - Description
Each Twin Annular Premixing Swirler (TAPS) fuel nozzle is surrounded by a radial mixer mounted on the combustion chamber dome.
The inner and outer liners form the inboard and outboard portions of the combustion chamber assembly. The liners have cooling holes and are covered with a
Thermal Barrier Coating (TBC) to protect them from the heat energy generated by the combustion process. The liners have baffles with cooling holes for
improved cooling efficiency.
The outer liner has local holes for the igniters and the borescope ports.

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COMBUSTION CHAMBER ASSEMBLY

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Turbine Section - Level 2 & 3

GENERAL
The turbine section comprises the 2 stage High Pressure Turbine (HPT) and the 7 stage Low Pressure Turbine (LPT) sections.
The turbine section converts the energy of the hot gases produced during combustion into rotational energy to drive the HP and LP shaft. This then turn the
High Pressure Compressor (HPC) module, fan and booster module.
Description
The air from combustions enters the HP turbine.
The HPT stage 1 nozzle assembly directs the flow of combustion air to the 1st stage HPT rotor blades.
The HPT stage 2 nozzle assembly then directs the air to the HPT 2nd stage rotor blades.
The Turbine Centre Frame (TCF) assembly supports the bearing #4 support housing, giving radial support to the HP shaft. The structural support given by
the TCF also minimises the HPT blades clearances.
The air then travels into the LP turbine.
The LPT stage 1 nozzle module supplies the next higher stage with the correct airflow angle. This happens through all 7 stages
The LPT shaft transmits the LPT torque to the fan and booster.
The main components of the turbine section are:
• HPT stage 1 nozzle assembly • LPT stage 1 nozzle module

• HPT rotor assembly • LPT shaft module
• HPT stage 2 nozzle assembly • LPT rotor and stator module
• TCF assembly • TRF module

Engine
TURBINE SECTION

Engine
Operation
The combustion gases flow through the turbine stages. Each blade of the turbine is forced to react and changes the gas flow into rotational energy. The
matching nozzle stages expand and direct the flow onto the next higher rotor stage which repeats the process.
The LP and HP turbines work the same.
The HPT rotor (N2) drives the 10 stages of HPC through the HP shaft.
The LPT rotor (N1) drives the 4 stages of LPC (fan and booster) through the LP shaft.

Engine
TURBINE SECTION - OPERATION

Engine
Turbine Centre Frame Assembly - Level 2 & 3

Description
The front flange of the Turbine Centre Frame (TCF) assembly is connected to the rear flange of the High Pressure Turbine (HPT) stage 2 nozzle assembly by
a bolted flange.
The rear flange of the TCF assembly is connected to the front flange of the Low Pressure Turbine (LPT) rotor and stator module.
The TCF assembly interfaces with the HPT rotor assembly through roller bearing #4 and air seals.
It also hosts the mounting points for the 8 Exhaust Gas Temperature (EGT) sensors T48 sensors (see ATA 77) and cooling ducts that bleed air from the High
Pressure Compressor (HPC) 4th stage.
Components
The Turbine Centre Frame (TCF) assembly consists of:
• TCF case.
• LPT transition duct.
• TCF transition duct seal.
• HPT stator stationary seal.
• Bearing #4 air seals.
• Bearing #4 oil seals.
• Roller bearing #4.
The struts of the TCF case provide support for the bearing #4. They are located within the LPT transition duct to the LPT assembly and therefore the local
temperature is lower and a provides a better location for the oil tubes.

Engine
TURBINE CENTER FRAME ASSEMBLY

Engine
Turbine Rear Frame (TRF) Module – Level 2 & 3

Description
The Turbine Rear Frame (TRF) module is located between the Low Pressure Turbine (LPT) stator and the exhaust components by bolted flanges.
The rear flanges of the Turbine Rear Frame (TRF) are connected by bolts to the following exhaust components:
• Exhaust nozzle.
• Exhaust plug.
• Central ventilation tube (CVT) - for ‘A’ sump ventilation.
The rear mount attaches to the Turbine Rear Frame (TRF) module via three clevis mounts (two main, one failsafe).
The TRF supports roller bearing #5 and the associated oil feed/return pipes.
• Oil pressure/scavenge.
• Drain.
Additionally, there is the Venturi connection at the 9 o’clock position (see ATA 79) for the A sump depressurisation (through the eductor valve).

Engine
TURBINE REAR FRAME (TRF) MODULE

Engine
Accessory Drives - Level 2 & 3

GENERAL
The Accessory Gearbox (AGB) is mounted on the fan frame at the 7 o’clock position.
To drive the AGB, an Inlet Gearbox (IGB) (which is part of the #3 bearing assembly) at the front of the N2 HP rotor drives the Radial Drive Shaft (RDS) to the
Transfer Gearbox (TGB).
The TGB then drives the AGB.
The Accessory Gearbox (AGB) drives the N2 HP rotor during starting using the Pneumatic Air Starter (PAS) – (see ATA 74 & 80), in the reverse of the process
above.

Engine
ACCESSORY DRIVES – GENERAL

Engine
Accessory Drives - Description
The IGB consists of a housing including an horizontal bevel gear connected to the HPC front shaft and a pinion bevel gear connected to the Radial Drive Shaft
(RDS).
Note: Bearing #3 is the combination of one roller bearing and one ball bearing (3B and 3R).
The RDS is composed of two alloy steel parts, the radial inner shaft and the outer radial outer.
The TGB consists of a cast housing including a bevel gear connected to the RDS and a bevel gear connected to the TS. There is a short transfer shaft
between the TGB and the AGB.
The AGB consists of a cast housing including a series of spur gears that distribute the torque to the associated engine component and ancillary systems (fuel,
oil hydraulic etc.).
The Transfer Gearbox (TGB) is also the mounting point for the N2 speed sensor (see ATA 77).
The AGB is secured to the fan frame at three points (top, mid and bottom). It additionally has a central damping mount.
Additionally, the AGB has a manual cranking location on the front face for hand turning the HP rotor for maintenance purposes.
Maintenance Point
The hand crank cover includes an interference fool proof design. Ensure the seal is fitted correctly before refitting the panel.

Engine
ACCESSORY DRIVES

Engine
Accessory Gearbox - Rotating Seals
Accessory Gearbox (AGB) has four rotating seals.
Three are located on the AGB front face for the:
• Engine Driven Pump (EDP) location.

• Manual crank pad (turning point).
• Integrated Drive Generator (IDG) location.
One seal is located on the AGB rear face:
• Main Fuel Pump (MFP) location.
Operation
The rotating seals prevent oil and fuel leakage from around the AGB rotating shafts. They are kept in position by retainer rings.
The rotating seal assembly uses a carbon seal with grooves knurled on one surface (the alveolus area). This acts as a pump and creates an air film on which
the mating rotating-seal ring rides on.
The rotating seal consists of a mating ring section and a housing section.
Maintenance Point
The rotating seals must be handled correctly. Incorrect installation or installation of a dirty seal may lead to oil leaks and potential Inflight Shutdown
(IFSD).
Use the correct tools (different tools for mating ring section and the housing sections) when removing/installing and beware of unsecured seals falling
from the AGB when the tool is removed.
The seals are not all the same part number.

Engine
ACCESSORY GEARBOX - ROTATING CARBON SEALS

Engine
Engine Drains - Level 2 & 3

DRAIN PIPES
General.
There are two drain masts, one for the fan zone and one for the core zone.
The drains system is split left and right. Each system (left or right) uses both drain masts.
Drain Pipes - Left Hand Side
The Left Hand Side (LHS) drain system is split into two zones the fan zone and the core zone.
Fan Zone Core Zone
• Engine Driven Pump (EDP) drain line • LHS Variable Stator Vane (VSV) actuator drain line
• Fuel pump drain line • LHS Variable Bleed Valve (VBV) actuator drain line
• Hand cranking pad drain line • High Pressure Turbine Active Clearance Control (HPTACC) valve
• Integrated Drive Generator (IDG) drain line (between the 6 drain line
o'clock and 8 o'clock positions) • Low Pressure Turbine Active Clearance Control (LPTACC) valve
drain line
• the LHS Modulating Turbine Cooling (MTC) actuator
• Pylon drain line
• Sump ‘A’, (between the 6 o'clock and 12 o'clock positions) drain
line

Engine
FAN DRAIN MAST

Engine
Drain Pipes - Right Hand Side
The Right Hand Side (LHS) drain system is split into two zones the fan zone and the core zone.
Fan Zone Core Zone
• Oil tank scupper drain tube (between the 3 o'clock and 6 o'clock • RHS Variable Stator Vane (VSV) actuator
positions) • RHS Variable Bleed Valve (VBV) actuator
• RHS Modulating Turbine Cooling (MTC) actuator (removed)
• Transient Bleed Valve (TBV)
• Booster Anti Ice/Start Bleed Valve (BAI/SBV)
• Pylon
• Sump ‘B’, (between the 1 o'clock and 6 o'clock positions)

Engine
CORE DRAIN MAST

Engine
INTENTIONALLY LEFT BLANK

A320LEAP1A-B12-0008.1 70-72 Eng Gen R2 010118

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Airbus A319/A320/A321 (CFM LEAP-1A) - "NEO"

TECHNICAL TRAINING MANUAL

CFM LEAP-1A 70-72 Power Plant General

Airbus A319/A320/A321 (CFM LEAP-1A)

I trust your course with us will be informative and enjoyable.

Ben Greenaway, Training Manager, UK.147.0057

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Part-66, App III Revision and Date Summary of Revision

3 R1, Monday, 22 May Initial Issue in new format.

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N1 Sensor ......................................................................................................................................................................................................... 100

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Oil System - Basic Layout.................................................................................................................................................................................... 122

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General ................................................................................................................................................................................................................ 146

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Fan Blade Spacers .............................................................................................................................................................................................. 170

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High Pressure Compressor Module - Interfaces ..................................................................................................................................................... 192

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General ................................................................................................................................................................................................................ 218

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CFM LEAP-1A Acronyms

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INTENTIONALLY LEFT BLANK

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Introduction to the LEAP-1A Family - Level 1

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INTRODUCTION TO THE LEAP-1A FAMILY

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Introduction to the LEAP-1A Family - Level 1

The overall dimensions of the engine are as follows:

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SPECIFICATIONS, OVERALL DIMENSIONS AND GROUND CLEARANCE

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The LEAP-1A is a high bypass, twin spool engine.

The mechanical arrangement is:

• Low Pressure Compressor (LPC) - 4 stages.

• The primary airflow.

The airflow is then mixed with fuel and ignited.

The by-pass ratio is approximately 11:1.

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HAZARD AND DANGER AREAS

Engine noise can cause temporary and/or permanent loss of hearing.

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Power plant General - Level 1

The LEAP-1A provides:

• Forward thrust to the A320NEO.

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Power plant – Systems – Level 1

The engine systems are:

• ATA chapter 70-72: Engine General/Construction.

• ATA chapter 24: Electrical power