Type of A/C → A320-214 A320-232 A320-271N A320-251N/ A321- PW127M

A320-271NX 251NX
A320-252N

26 Fire Detection System Fan, Core and Pylon, Fan, Core and Pylon, Core AGB, Core Vent and Pylon, Two sensor in (Fan & AGB), Core and Pylon,
All three have same resistance All three have same resistance value All three have Different resistance All Four have Different resistance value
value value
TYPE-pneumatic continuous-loop
systems are also known by their
manufacturers' names Lindberg, Systron-
Donner, and Meggitt Safety Systems.
Inside- hydrogen
Outside- helium.
30 NAI Air HPC 5th + 7th stage .+ 1 A-ice v/v (RH side of fan case HPC 6+ 2 PRSOV. HPC 7th + 2 PRSOV
9th Stg Muscle 04:00 ALF)
Cone cooled by 2.5 bleed Booster splitor ANTI. ICING THROUGH
Solenoid energized- valve closed BAIV v/v

Solenoid de-energized- valve OPEN

The engine anti-icing valve has a micro switch

which will feedback the valve position in
relation to the selector switch position.
When the engine anti-ice valve is selected ON,
an ECAM memo
message appears on the lower right side of the
upper ECAM
screen.
• ENG A ICE

36 BMC P/N 733901-1/2 733901-1/2 70418A020101 70418A020101

36 BMC SW N/A N/A LIE27L70418AAAP LIE27L70418AAAP
P/N Same as 271N
36 Customer Bleed 5th & 9Th of HPC 7th & 10Th of HPC 3 & 8Th of HPC 4th & 10Th of HPC

The BMC receives information from the

following components:
• Temperature Limiting Thermostat TLT-

TLT will start to close the

PRV to reduce pressure at 245°C. The TLT over
 temperature is
247°C. Above this value it will reduce PRV
pressure to 17.5 psi.
The TLT maximum temperature is 257°+/- 3 C.
After a 60-second
delay above this value, the PRV is closed by the
BMC.
• Temperature Controlling Thermostat TCT-

TCT will regulate the temperature of the air

entering the aircraft system to 200 +/- 15 deg
.C. The TCT controls the opening/closing of the
FAV to regulate the fan airflow through the
pre-cooler.

• Pressure sensor downstream of the HPV-

Two pressure sensors provide feedback
pressure signals to the BMC for monitoring
purposes. One sensor monitors pressure
downstream of the HPV and the other sensor
monitors pressure downstream of the PRV.

• Pressure sensor downstream of the PRV

71 Engine Model CFM 56-5B4/3 IAE V2527 PW1127GA-JM LEAP-1A26/1A32. LEAP-1A26G07.
or P N1 trim 3 for #1,
5 for #2 on VT-ISO

71 Engine Type HI BYPASS TURBOFAN HI BYPASS TURBOFAN ULTRA HI BYPASS TURBOFAN HI BYPASS TURBOFAN

71 Manufacture CFM (GE & SNECHMA) IAE (RR,PW, MTU, JAEC, FIAT) PRAT & WHITNEY CFM (cold section : SAFRAN, Hot
section: GE).

71 N1 Idle/HP limit 19/84 104% 19/84 100% / 5650 19/84 NK /10047 19/84. NK /3851
71 N2 Idle/HP limit 60/89 105% 60/89 NK / 14950 60/84 100% /22300 60/ NK / 16645
71 HP Non test Engine 60% N1 1.08 EPR 50% N1. 60% N1.
71 Front to aft L1-L2--L3 (TOTAL 3) L1-L3-L2 (3 latch)
FAN cowl opening /closing FWD TO AFT
opp.
71 C-duct 3-2-56-4-1 (six latch in five cavity) L5-L4-L3-BIFF LATCH-L2-L1A-L1B L1-L2—L3.1-L3.2-L4.1-L4.2-LACC1-LACC2(TOTAL 8)
Opening (TOTAL 7)
3- middle bifurcation AFT TO FWD FWD TO AFT
2- fwd bifurcation APPROACH FROM LH
 56- translating sleeve double latch APPROACH FROM RH
4-Aft bifurcation
1-V groove LTC- LATCH TRANSCOWL
APPROACH FROM RH LACC-LATCH AFT CORECOWL
71 Cowl opening angle 45°
71 EGT
Value Idle HP
T/O-950 T/O-635 -Takeoff-1083 -Takeoff-1060
MCT-915 MCT-610 -Max Contin-1043 -Max Contin-1025
GRND STRT-725 GRND start-635 -Ground Start- 1083 -Ground Start- 750.
Pre start - 250 Inflight start-1083 -Inflight-875
stabilizes at 550-
600.
72 MODULE 3 Modules 7 10 3 major Modules 2 module
• Low Pressure Compressor (LPC) fan

• LPC booster
19 sub module
• High Pressure Compressor HPC
-Fan and Booster Module,-
• Diffuser and combustor -Core Engine Major Module,
- Low Pressure Turbine (LPT) Major Module.
• High Pressure Turbine HPT

• Low Pressure Turbine LPT

• Turbine Exhaust Case TEC.

ANGLE GEARBOX and ACCESSORY GB(MGB) ANGLE GB & MGB TGB & ACCESSORY GB

72 BORO PORT 16 Including 2 ignitor.

72 FAN BLADE Mid-Span shrouded fan blade Single stage, wide chord, shroud less fan. Single stage, wide chord, shroud less 3D Wooven, Wide chord fan blade.
fan.
72 No. of Engine Fan Blade 36, Titanium alloy blade 22, Titanium hollow blades and a 20, Hollow aluminium blades with 18, Composite blade with titanium leading edge. 6
titanium disk. titanium reinforced leading edge. 586F

72 No. of LP/HP Fan +4, 9, 1, Fan+4, 10, 2, 5 Fan +3, 8, 2, 3 Fan +3, 10, 2, 7 1,1,1,1 /2 free turbine
Stages 4
72 LPC 5 including Fan blade 4 Stages (1.5, 2, 3 Stages 3 Stages 1 Centrifugal
Titanium 2.3, 2.5) IBR Rotor-spool-blade
72 HPC 9 Stages 10 Stages 8 STAGES (1-7-One 10 Stages 1 Centrifugal
piece CONSTR
Titanium (3-8 drum) -axial dove tail slot& All IBR 1 & 2 BLISK
(9-12 drum).-circumferential dove tail slot. Titanium 3-4 BLISK
 Titanium, In between that vortex reducer Is 5 BLISK
there.. 6to 10 IBR
72 CC Annular (SAC Annular Design CC is a TALON, Float wall design) Twin Annular Premixing swirler Reverse flow
/DAC)
REACH-QUENCH-LEAN Shorter length then other
LEAN-LEANER-LEANEST

HPT 1 NOZZLE part of these

72 HPT 1 Stage 2 single crystal Assy. 2 stage 2 stage 1

BTWN CC & TCF

72 LPT 4 stage 5 Stage Nickel Alloy 3 stage (Nickel ally shrouded 7 Stage. 1. / 2 free turbine
balade)
72 Fan bypass ratio 5.4 – 6:1 4.8 : 1 12: 1 11: 1 N/A
72 22:1
Compression ratio
72 compressor Axial flow dual Axial flow dual Axial flow contra rotating Axial flow dual rotor Centrifugal flow
72 CONE CONICAL ELIPTICAL CONEPTICAL
72 design rotor Rotor N1 & N2 shafts D29 variable stator
72 strut OGV STRUT
Strut 1--12 oclock don’t have any part
Strut 5—6 oclock scavange tube
Strut 6—8 oclock drive shaft

FAN HUB STRUT

Strut 2—no 1 vib sensor
Strut 4-no1 speed sensor
Strut 5 – scavange tube
Strut6—radial drive shaft
Strut 8—oil supply for sump A

72 Bearing 5 Bearings 5 7 5

1-2-3/4/5 (center of Itrmdtcase/diffuser/TEC) 1-1.5-2-3/ 4/5-6 1-2-3/4/5

B-R-B/R/R TR-TR-B-B/R/R-R R-B- 3B3R/4R/5R

2-3-5 → OIL dampened bearing 1-2-3-4-6 1-3R-5 squeeze filmed damped bearing (SFD)
Oil damped bearing
1) Ball

• Takes thrust loads of the LP stub shaft

• Provides axial and radial support for the

 LP stub shaft and LPC rotor

2) Roller, oil dampened • Provides radial

support for front of the LPT shaft and rear of LP
stub shaft

3) Ball, oil dampened

• Takes thrust loads of the HPC

• Provides axial and radial support for front

of HPC

4) Roller • Provides radial support for rear of

HPC shaft

5) Roller, oil dampened • Provides radial

support for rear of LPT shaft
72 BEARING SEAL FRONT COMPARTMENT

2.5 bleed →CARBON—1 –-2 --HYD SEAL -–3—

CARBON 2.5 bleed

MID BEARING COMP.

CARBON --- 4----CARBON

AFT BEARING COMP.

CARBON SEAL---5---BEARING COVER PLATE

72 PMA/ Oil Cooled, Provides power at >12 Air Cooled, Provides Power 28 V DC at >10% Internally Oil Cooled, Provides Power at Internally Oil Cooled,
% N2 RPM, N2 >12% N2 RPM, Cuts Provides Power at 8% N2 RPM, Cuts
Cuts off at RPM, Cuts off at <10%. off at <12%. off at <15%.
<15%. Installed at the front of MGB 7 O’clock
Known as engine dedicated position. 3 PHASE Y connected winding
alternator(EDA)
AUTO DEPOWER
also provides N2 Speed signal -5 MIN AFTER ENG S/D
-ENG FIRE pb
cooling shroud is located around the
-FADEC POWER P/B OFF
housing and directs air
 provided by the fan exit airstream (P12.5)
to flow around the

housing to decrease the power stator

winding temperature
72 Mount front engine mount is located at the rear of the
intermediate
case. Transmit thrust, side and
vertical loads.

The rear engine mount is located on the TEC at

Top Dead Center (TDC). transmit torsional, side
and vertical load
73 EEC P/N 2044M38P07/0 824972-11- 1020420-2-116 2500M34P08
8 022/024

Upper half CH A
LOWER HALF CH B

73 FADEC ECU & its peripheral EEC & its peripheral components EEC, PMHU and its Sensors Two Separate EEC (EEC A & EEC B), PSS &
Component components ODMU.
Channel A and Channel B for
consecutive flights selection is Normal mode- active/stby
automatically -feedback failure-retrived from Normal mode- active/stby
stby channel But goes into active/active in case of NAI
Active - stby -if output failure ACTIVE/ACTIVE and TCM.
Active – e.g. TCM

73 EEC Control mode EPR

 N1RATED
N2 RATED.
73 EEC SW ECU 5BS2/ 5BTF1 SCN21/22 FCS5.0 2590M00P11
2590M01P10
2784M64P06 FCS7.0
73 EEC interface FWC,ADIRS
EIU
DMC
FMGC
ADIRS
73 EEC/PSS PRESSURE SENSOR On eec both channel in one container. On EEC (Both channel in one container) ON PSS ( two different container for A & B)

Pressure sensor P ambient- on channel A P0—AMBIENT AIR

PS14 – on channel B fan exit pressure P3B-COMP. BLEED PRESSURE AIR
PS3—COMP. DISCHARGE AIR
P amb - ambient PS12—FAN INLET AIR
Pb P3/T3
P 12.5 FAN RAKE ---intmdt strut no 1.
P2 P2/T2
P2.5 P2.5
P5 P4.9 -----TEC strut 4,7,10.

73 Other sensor to EEC 1)TEMP SENSOR 1)TEMP SENSOR

-T2---fan inlet ( 01:00 ALF) -T12---fan inlet (12:00 ALF)
-T2.5---HPC INLET (CIC 01:00 ALF) -T25---HPC INLET (FAN HUB 03:00 ALF NEAR VBV)
-T3----HPC OUTLET ( DIFFUSER CASE 01:00 -T3----HPC OUTLET ( Combustor Diffuser Nozzle
OCLOCK) (CDN) case and the combustor outer liner. It is
-EGT (T5) installed at the 8 o'clock position)
-fuel temp. -T48---EGT
-FRTT temp sensor -fuel temp.
-NAI/overheat at fan case. -NAI/overheat at fan case.
-MOT sensor -oil temp sensor
2) SPEED SENSOR 2) SPEED SENSOR
-N1 -N1
-N2 -N2
-Nf 3) FUEL FLOW TRANSMITER
-starter speed sensor to monitor operation 4) PRESSURE SENSOR
3) FUEL FLOW TRANSMITER -Fuel pressure sensor
4) PRESSURE SENSOR -fuel DPS
-P burner -NAI
-P3 -oil filter DPS
-P2.5 (CIC 01:00 ALF) -starter pressure transducer to monitor
-Fuel pressure sensor operation
-fuel DPS 5)VIBRATION SENSOR
 -NAI (PRSOV) -TCF connected to EEC A
-IDGFOHE DPS -FWD vib sensor at bearing 1 connected to EEC B
-OIL Filter DPS 6)OIL LEVEL
-MOP sensor -oil level sensor
-AOP Auxiliary oil pressure sensor
5)VIBRATION SENSOR
-TCF connected to EEC A
-FWD vib sensor to PHMU
-AFT vib sensor to PHMU.
6)OIL LEVEL
-oil level sensor
73 Data Plug J14 Engine Identification J6, J99, Data Storage Unit (DSU) attached to RATING PLUG
Plug,Push-Pull Data Entry Plug, channel A, Software Programming for installed on PSS Socket, Programmed by Push-
& Fused Link - Pin Programming for ESN, ESN, N1 Mod , Thrust Setting & Fault. Pull link (N1 Trim & ENG Hardware Config) &
-EPR Modifier data & Fused Link.
-Thrust Setting.
-bump (1)
DEP is located on the Channel B electrical The DSU has the subsequent purposes: The rating plug gives the engine rating, thrust bum
connector LH side of EEC. - p and N1 trim levels.
Selection of engine thrust rating The rating plug is installed on the PSS box.
Contains shorting jumper leads. -
Records the engine serial number
-
Selection of N1 modification data
-
Selection of engine performance package.
(2)
The DSU is installed on the EEC "A" channel c
over. The DSU has a single Electronically Era
sable Programmable Read-Only Memory (EE
PROM) and is installed on the EEC channel A.
(3)
The engine gets a correct DSU in the process
of the initial test cell operation.
(4)
The N1/thrust relation is compared.
(5)
The DSU must remain with the engine if the E
EC is replaced.
(6)
The DSU is installed on the engine fan case w
ith a lanyard.
(7)
 The DSU is installed on the engine fan case w
ith a lanyard.
(8)
The DSU has a hardware part number, softw
are part number, engine serial number, N1 cl
ass and the class it is rated in stamped on it.
(9)
If the DSU is not installed, the EEC will not all
ow the engine to start.
(10)
If the DSU disconnects in flight, the EEC will u
se the information that is stored in the EEC m
emory.
(11)
The engine serial number is aided by the DSU
to help monitor engine condition.

73 No. of fuel Nozzle 20 20 18 19 (ALL duplex) 14

All simplex distributed by 10 manifold divided 6-simplex (sec) 15 – non enriched
in 20 12- dulpex (primary+ sec.) 10-prim+sec
4-enriched At engine start & idle
During Start only primary Surrounding of ignitor plug 4-sec only

Above idle all 18 nozzle

73 Fuel flow 400/4000 400/4000 350/3500 350/3500
TRANSMITTER (HPSOV-FFT-FDV) (HPSOV-FFT-FUEL TEMP SENSOR-PMV)
FMU→ FFT→FDV Turbine case 02:00 ALF Compressor case 11:00 ALF
73 Heat exchanger in fuel 1- FCOC 1-IDGFOHE 1- IDG oil cooler 4-
system 2- IDFFCOC 2-ENGINE FOHE 2- Main heat exchanger
3- Servo fuel heater(heat fuel and ensure +ve
fuel temp at inlet of FMU.
73 Fuel filter and differential Downstream of LP pump Downstream of LP pump MFF is Downstream of HP pump
pressure switch
1 bypass v/v 1 diff pressure switch 1 bypass valve and 1 DP sensor 2 bypass valve and 1 DP sensor

Fuel filter located below FCOC and pressure

switch located on FCOC housing.
73 Return to tank valve Diverter v/v solenoid operated RTT FRV(fuel return valve)
Electro-hydraulic.
Operated by solenoid Operated by TM (fuel operated)
RTV is torque motor operated -zero flow
 -low flow
-high flow
73 Fuel temperature sensor Down steram of fuel filter schematically Upstream of FMV Upstream of SCU/SVA& downstream of FMU
Resistive thermal device consist of 2 sensing
Location- on FCOC near fuel filter outlet element
-give signal to EEC A & B
LP pump (150 psi) centrifugal →fuel filter→
temp sens. → HP pump(1000 psi) gear type
73 Fuel pressure sensor No fuel pressure sensor No pressure sensor Inside SCU/SVA& downstream of PMV.
74 Ignition System High tension , RH CH A) LH (CH B) High tension , Upper (CH A) Lower (CH B) two Low tension , Upper (CH A),Lower (CH B) High tension , Upper (CH A) Lower (CH B)
two Exciters in Fan. Exciters with Air cooling in Core with one Common Exciters on Fan case , Two Exciters in on e box I n Core with cooling
A A B B. Relay box( hermetically sealed) in Fan, A A B B. at 4 oclock ALF,
A B A B. No cooling A A B B.
IGNITOR BOX Cooled by VBV Duct
Location- On HPC case AT 03:00 ALF Ignitor at 4 and 5 o’clock ALF.
IGNITOR- 5 OCLOCK 6 OCLOCK ALF

Fan air is directed to each exciter through a

flexible conduit where it enters the exciter
cooling box. Cooling air passes over the exciter
and exits through a connector cooling jacket
surrounding the ignition lead connector and
enters a flexible conduit which surrounds the
lead. Cooling air then flows around the lead to
the igniter plug and excits through the igniter
cooling jacket.

Dual Igniter
• All in-flight starts
• Manual start attempts
• Continuous ignition

Single Alternate Igniter

• Auto starts

Continuous Ignition
• Engine anti-ice
• Take-off
• Approach
• Landing
 • EIU failure
• Flameout

The ignition exciter is a capacitor discharge

sys. igniter discharge rate is 1.5/2.5 sparks per
second, delivering 4 joules of energy.
Output voltage is 22 to 26KV.

The plugs are located on the RH side of the

diffuser case at 5:00.
Operation - When a high voltage pulse from the
ignition exciter is delivered to the igniter plug,
the surface gap at the spark end is ionized and
becomes conductive. The capacitor in the
ignition exciter discharges stored energy
across the surface gap. This gives off a high-
energy spark to ignite the fuel/air mixture in
the diffuser case.

75 Handling Bleed 7A-10-7B(RH) 6th ACTIVE &PASSIVE 7th stage by SB/BAI V/V ( fail safe open)
to unload the compressor during engine 7C(LH) (Active operate passive) both RH( spring VALVE HAS FOUR POSITION (2:30 ALF ON TURBINE)
decelerations for increased stall margin. loaded to open)
Solenoid in FAN cowl
Normally open but fully closed for starting TBV 10TH Stage bleed unload air into turbine rear
HP-7A-7C-7B and frame during start and deceleration(1;00 ALF ON
fail safe is Closed. HPC) IGO opted only two TBV duct on RH side only
10-make up (lower bracket)
TBV TM operated by SCU/SVA
Normally closed but fully open for starting and
fail safe is open FOR ALL V/V ( 7A-7B-7C-10)
75 ACC Two valve is there Fan air to HPT And LPT ACC by One butterfly Fan air to HPT AND LPT case split up into two part
Operated by one actuator valve which after that it split into two duct by two v/v(fail safe CLOSED) operated by
for ACC. SCU/SVA.
Fan air is used for ACC
RH 1:00 ALF LH 11:OO ALF
In the failsafe position, the actuator position is
such that the HP valve is closed and the LP
valve is 44 percent partially open

The actuator is mounted on the right hand side

of the HP
compressor casing at 5:00.
75 HPT 1 NGV COOLING HPC 10 STAGE Air from combustor( 8th HPC ) coming from 10 stage air by two modulate turbine cooling
downside actuator MTC actuator use to cool HPT 1 blade
The internal vane baffles and airfoil cooling cooling operation by SCU/EVA
holes permit cool air from the diffuser case to (FAIL SAFE FULLY OPEN )
go through the vane and over the external
airfoil to decrease metal temperature. Sheet cooling flow from the HPC 10th stage to the HPT
metal seals between adjacent vane platforms 1st stage turbine blades is increased by the
decrease leakage of the cool air. opening of the two MTC Valves (MTCVs) at high
power two MTC actuator.
The Stage 1 HPT cooling duct assembly carries
HPC discharge air from the diffuser case, and Fail safe fully open
sends it through the metered nozzle known as
the Tangential Outboard Injector (TOBI) duct. The Max cooling at T/O & climb
air is used to cool the front face of the Stage 1 Reduced cooling at cruise descent
turbine rotor and Stage 1 turbine blades.
Possible to lock the actuator to put into open
position by disconnecting it from actuator and
max cooling will available.
75 EEC COOLING By compartment air By compartment cooling Out side air by 2 blower fan (temp over 70°C on
grnd)
75 Turbine cooling The Stage 1 HPT blades are cooled by the HPC 6th stage HPC to 2nd stage HPT Vane 4th stage HPC TO TCF Strut cooling
discharge air Which flows through the Stage 1
HPT cooling duct assembly. The Stage 2 vane 3rd HPC to TIC and LPT rotor case 7th stage HPC TO cooling HPT case
clusters are cooled by Stage 10 compressor air
that Flows in through the center of the vanes. 8th stage for HPT nozzle cooled by 10th stage bleed goes to HPT1 vanes vie modulated
compressor discharge turbine cooling actuator MTC
Stage 2 HPT blade cooling air is a mixture of
HPC discharge air

10th stage make up air( located on HP casing

12:00 ALF)
 The 10th Stage Make-up Air System provides
cooling airflow to the
rear face of the HPT Stage 1 disk, the front face
of the HPT Stage 2
disk, and the HPT Stage 2 blades

The 10th Stage make-up valve supplies

supplemental air to normal
airflows around the No. 4 Bearing housing and
the HPT disks and
blades.

And Stage 10 compressor air. This air moves

through holes in the

Stage 1 HPT (front inner) air seal and the Stage

1 turbine hub into

The area between the hubs. The air then goes

into the Stage 2

Blade root and out the trailing-edge cooling

holes.

75 Bearing COOLING
75 Cooling of zone Zone 1 Ventilation FAN

Ram air enters Zone 1 through an inlet located

on the upper left
side of the air intake cowl. The cooling air
circulates through the fan compartment and
exits at the exhaust located on the bottom rear CORE COMPARTMENT VENTILATION (CCV)
CCV system is a passive system that redirects a
small flow from the fan stream via six cooling
Zone 2 Ventilation holes drilled in the Fan Extension Ring (FER) to the
core compartment. The air is then discharged
Metered holes within the inner barrel of the C- overboard through an annular gap at the rear of
duct allow Pressurized fan delivery air to enter the engine formed by the Inner Fixed Structure
the Zone 2 area. Air exhausted (IFS) and the Nozzle
From the Active Clearance Control (ACC) system
around the turbine CORE COMPARTMENT COOLING BY VBV
Area also provides ventilation air for Zone 2. The CCC system is a passive system that directs
air circulates Through the core compartment part of three VBVs air discharge to three
and exits through the lower independent manifolds to blow the related
 components. The bottom manifold provides
Bifurcation of the C-ducts via the thrust cooling to the inside of the exciter box and
recovery duct. the ignition leads, the right one provides
During ground running, Zone 2 engine core cooling to the SBV/BAIV and the TBV and
ventilation is provided By fan duct pressure the left one provides cooling to the NAIV,
center line of fan cowl doors. LPTACCV and HPTACCV. The CCC system is
only supplied by booster air discharge when
the VBV doors are open (at ground idle, up
to accelerated N1)
75 VSV actuator One actuator with EEC controlled 2 torque motor HPC( vane scheduling based on N2) HPC( vane scheduling based on N2,T25,P0)
to control the amount of airflow through the HP first four HP Compressor stages of variable
Compressor, in order to provide optimum 7 O clock ALF stator vanes
compressor performance and to prevent first five HP Compressor stages of variable stator
compressor stall. Fail safe fully open vanes
Master (2 O’clock RH)
Slave (9 O’clock LH)
2

LPC-(vane scheduling based on N1) one CORE

actuator 4 & 8 CLOCK ALF
(10 O’clock on CIC) FAILSAFE- CLOSED
75 VBV actuator 2 actuator 1 actuator 2
To increase the booster surge margin, part of the 4 & 8 o’clock ALF.
primary airflow is bled into the secondary gas Ring type 10 o’clock possible
path, through the Variable Bleed Valves (VBV)
system
Master LH (torque motor) & slave RH (
synchronised with master by fuel line )
Open – during start
And scheduled flight operations, deceleration,
reverse thrust.

Closed- T/O & Cruise

Master – LH 09:00 ALF

Slave - RH 03:00 ALF
75 Transient bleed valve Only open and closed position Start Bleed/Booster Anti Ice (SB/BAI) system
Improve starting and prevent engine surge when bleeds 7th stage air from the HP compressor
compressor is operating at off design speed. during transient starting conditions in order to
improve the starting performances or to provide
heating air to the booster during icing conditions.
single inlet (7th stage) and two outlets.
two exit ports: one to the core compartment for
start bleed function and the other one to the flow
splitter leading edge for booster anti-ice function
BAI, the HPC 7th
SB, the bleed air exits the valve and is vented
through a pepper pot device that diffuses the air
under the cowling in the core area.

Operated pneumatically by respective solenoid

v/v by P3 air
Spring loaded to open

solenoid de energized to open V/V when engine

running
According to schedule requirements, the bleed
valves will
Close progressively during the starting cycle in
the sequence 7B, 10, and
7C. The 7A valve stays open up to and above idle
75 Nacelle air temp sensor Core The nacelle air temperature sensor detects Green pulsing when exceed NEAR IFPC EEC A receives the sensor signal and shares it with
Compartment overheat conditions in EEC B for display on ECAM SD ENGINE page. The
(allow early maintenance Zone 2’s core engine area, and displays advisory 03:00 ALF sensor has no engine control function.
corrective maintenance information on The ECAM. The sensor sends an
action) analog signal to the Engine 02:30 ALF
Interface Unit (EIU). The EIU converts this signal
into digital form.

Flashes when 320°C reached.

NAC TEMP indication replaced with start v/v
position when starting engine.

POSITION- CORE 06:00 ALF BELOW 7C BLEED V/V

76 THRUST Aprox 27000 Aprox 26500 24000-35000 LBS. 23000-33000. 2750 HP single engine

2475 when both Engine r

76 RATING of thrust EPR

Auto thrust wont be avail in N1 reversion

N1 rated—when P2 OR P4.9 lost

- EPR XX
- N1 LIMIT DISPLAYED
- WHITE CIRCLE PREDICTED N1 DISPLAYED.
-

N1 UN RATED – if either T2 or ALTITUDE data lost

in addition to EPR data then comes to these
mode

- EPR XX
- N1 LIMIT XX
- THRUST LIMIT MODE CHANGES FROM CYAN
TO AMBER.
76 IGO THRUST 27 26.5 27 ----26.8 LEAP-1A26 -26.6 2750 HP single engine

33 ----32.7 LEAP-1A32- 32.1

LEAP-1A30-30.3
2475 when both Engine r

76 THRUST MODE
77 Total Nine EGT T/C Total Four pairs of EGT T/C, connected in Total Four EGT T/C, (two LH for CH A & two Total Eight ITT T/C connected in parallel (At 8,
EGT connected in parallel at J13 (Shared parallel separately at J4 (CH A), J10 RH for CH B) Cold Junction in MOT sensor 10,
System Plug) Cold Junction in EEC (CH B) Cold Junction in EEC in Lube Unit. 11, 1 O’clock Pos for CH A) and (No. 2, 4, 5, 7
O’clock Pos for CH B, Cold Junction in EEC.
T5 PROBE
EGT sensors (also named T48 sensors)
identical and fully interchangeable
77 ENG No. 1 Bearing VIB Sensor Double Channel Vibration Sensor in LH Fan FWD (N2) & AFT No.1 Bearing VIB sensor FWD inside (8 O’clock).
Vibration monitoring System & (LRU) (N1) Vibration Sensor in core area (LRU) & Turbine Centre frame (TCF) Accelerometer
TRF Computer : EVMU Computer: PHMU.
Vibration sensor(LRU),
77 N1 Sensor Installed in the Fan frame strut No. Installed in line with an LP Compressor Installed to the Compressor It is a two channel magnetic reluctance sensor NL speed sensor
6 at the 5 O’clock position. It is an Phonic wheel attached to the LP stub shaft. intermediate case (CIC) at 3:30 O’clock (phonic wheel) fitted on the Fan hub located on
induction type tachometer. Not an LRU. position. It is a dual channel Sensor that the No. 4 strut (ALF*) 4: 30 O’clock position.
has magnet stacked with two isolated
coil.
77 N2 Sensor Installed at 6:30 O’clock position on Forth winding of the EDA provides a single Installed to the Angle gear box (AGB) at It is two channel magnetic reluctance sensor NH speed sensor
the AGB rear face. It is an induction phase AC analog Signal proportional to the the 5 O’clock position. It is a speed Coil (phonic wheel locked on one of the TG shaft)
type Tachometer. N2 speed. which transmits torque from high rotor fitted on the TGB transfer tube located on AGB
Frequency of this signal is 0.2376 of N2 of MGB. on fan case.
RPM.

N2 Signal for CH A – provided by

frequency of dedicated single phase
winding in stator housing

N2 Signal for CH B- From one the the ch B

power generation 3 phase winding.

If N2 fails for both CH synthesized value

will be used.

Separate stator winding of N2 for EVMU.

77 N1VIB SENS LH 7 O clock on fan case Installed internally on the N° 1 Bearing support
The PHMU has the capability to monitor at 8 o’clock No.1 bearing accelerometer
 the following: · Oil debris · Vibrations · transmits signals to Electronic
Anomaly detection. Engine Control (EEC) unit channel B

its lead cable goes through the Fan Hub Strut 2

for the external connection. The NO 1
accelerometer is not a LRU
.
77 N2 VIB SENS On TIC 3 o’clock TCF accelerometer converts the vibration
accelerations
Prognostic and Health Monitoring Unit 11:00 ALF
(PHMU) receives signals from the Oil Sensed in its sensitive axis (engine radial axis)
Debris Monitoring System (ODM), engine into a proportional
accelerometers and other engine Electrical signal and transmits this signals to
sensors and sends prepared output EEC unit channel A
signals to the Electronic Engine Control That are used to indicate the N2 rotor vibration
(EEC). condition

78 Thrust Reverser 4 Blocker 2Translating Sleeves with 20 cascade 2Translating Sleeves, 10 blocker Doors 2Translating Sleeves, 10 blocker Doors with
doors, 4 vain, with electro- Hydraulic Track lock Electrical Tertiary lock &
Hydraulic Latch, 2 LVDT upper actuator Valve & Synchronized a l l 4 locking& 1 ) u ppe r 2 Synchronized locking feedback
4 Stow Switch 2 proximity Sensor lower actuator upper 2feedback Actuators. Actuators.(SLFA)
2 Deploy Switches. Two upper feedback and NON-locking & 2)Lower 2 non locking in that
LH is SNLA and RH lower is SMLA (MDU ATTACHED
lower 2 locking actuator With proximity sensor WITH BOTH
to detect lock and unlock condition
MDUs are used only for ground maintenance.
flex shaft all 4 actuator synchronised. One MDU is sufficient to deploy and stow the
cowl without a hydraulic o r an electric power
source. The ICU must be in the deactivated
position and the synchro nized locking
feedback actuators and the tertiary lock
system must be unlocked before t he MDU is
used.
78 TR Operation Lever lock up EEC sense reverse thrust.
78 Thrust reverse ops The EEC has main control of the thrust reverse
system operation for deploy and stow.
• The EIU has a inhibit relay that controls the
power supply signal from the EEC to the DCV.
• The flight crew have control of reverse thrust
power selection.
 The EEC will check that the aircraft is on the
ground by checking the LGCU signal of the
aircraft computers. • The EEC will check that the
engine is running by means of a N2 signal.
• The EIU will look for the signal from the
throttle control unit for energising of the inhibit
relay.
• The SEC signal for opening the shut off valve.

78%deploy REV become green

The SEC is signaled to open the shut-off valve by

pulling up the thrust reverse select levers if the
following conditions are met.
• Spoilers and elevators are
extended.
• TLA is less than -3°.
• Ratio altimeter confirms altitude is
less than 10 feet.
• TLA of the opposite engine is less
than 30°.
The thrust reverse levers must be in the forward
thrust position to close the shut-off valve.

Manual bypass non return valve

The non-return valve provides a one-way

directional flow for hydraulic fluid for normal
thrust reverser operation. When in bypass
position, the valve allows easier flow of
hydraulic fluid during manual deployment and
stowage of the thrust reverser.
79 Heat exchanger in oil system 1- ACOC
2- FCOC
79 OIL LEVEL SENSOR ON oil tank pressurized at 6 PSI exceess ON oil tank On oil tank
pressure vent to deoiler
79 Oil Pre red/id/hp limit 14 82 250 50 64/166 259 17
OIL PRESSURE AND TEMPERATURE SENSOR (OPTS)
SENSOR MOP OIL PRESSURE on OCM LOWER SIDE Temp and Pressure both in one unit
Min oil pressure – 60psi 09:00 ALF

AOP Auxiliary oil pressure sensor

Belo VORV/JSOV to monitor pressure going
to FDGS.
79 Oil temp 140- 150 156 (amber)- 165(red) 90 / 170 140/ 155.
Max
SENSOR Schematically- TEMPERATURE SENSOR ON TOP OF OCM OIL PRESSURE AND TEMPERATURE SENSOR (OPTS)
Scavange pump → temp sensor→ Scavange 09:00 ALF Temp and Pressure both in one unit
filter

Physically-mounted on scavenge filter

housing
79 No 4 bearing pressure NO 4 BEARING BEARING PRESSURE NA NA
transmitter. TRANSMITTER USED FOR MONITIRING OF 4
BEARING SCAVENGE VALVE AND TO DETECT NO 4
BEARING CARBON SEAL FAILURE.

LOWER RIGHT SIDE FAN CASE ABOVE DE OILER

05:30
79 OIL SCAVENGE FILTER DIFF. AHEAD OF FCOC BOTH NEAR BY (09:00 ALF) ON LSOP 08:00 ALF ON LUBE UNIT adjacent to lube filter08:30 o clock
PRESSURE TRANSDUCER
79 OIL LOW PRESSURE SWITCH Below FCOC BOTH NEAR BY (08:00) ON OCM adjacent to MOP On FAN case near AGB 08:30 ALF

For low pressure warning. On upper ECAM

79 Oil pressure transmitter DIFFERENTIAL OILPRESSURE TRANSMITTER

(ECAM)
Below FCOC BOTH NEAR BY (08:00)
79 SAV 50 / 20 43 / 10 51 / 10. 60 / 20.
Close/re- engage
79 ANTI LEAK VALVE Anti syphoninng NOT AVAILABLE *Anti leak valve prevent oil seapage when pump
not running
 *Oil pressurising valve create higher pressure at
1-3-5 to dampen vibration
79 OPV NOT AVAILABLE NOT AVAILABLE Oil Pressurizing Valve (OPV) at the oil outlet of the
MHX, enables pressurized oil to feed the engine oil
dampers.
79 NRV NOT AVAILABLE NOT AVAILABLE NRV prevents oil from draining from heat
exchangers (located above the supply pump)
down to the AGB through the Lube Unit.
The non-return valve function is to prevent the
engine oil drainage and siphoning in the AGB when oil supply line downstream the Lube Unit, at 9
engine is shutdown. O'clock aft looking forward.
79 Oil cooling ACOC ACOC SACOC
Having air modulating valve.
Oil will continuous flow whether air modulating
valve is open or closed.
79 Scavenge system . Oil Scavenge
A. )Scavenge oil from the No. 1, No. 1.5, No. 2
bearings, and the FDGS bearings goes to the
lubrication and scavenge pump and from
there to the oil tank deaerator.
B. )The scavenge pump pulls scavenge oil
from the No. 3, No. 4, No. 5/6 bearing
compartments, AGB and main gearbox. The
scavenge pump also supplies this scavenge
oil to the oil tank.
C.) All scavenge oil flows back to the oil tank
through one main scavenge line. Between
this main scavenge line and the oil tank is
the Oil Debris Monitor (ODM).
D. )The ODM supplies “real time” monitoring
of oil for metallic deposits and is monitored
by the FADEC. E. The oil tank pressure valve
lets some of this air and oil vapor flow to the
gearbox and overboard through the deoiler.
79 Scavenge pump & filter Six scavenge pump gear type Ge-rotor- 6 Ge-rotor -5
Sump A
 - 2 for MGB (LH & RH) -FDG and No. 1, 1.5 and 2 bearings · SUMP B
- 1 for AGB, -No. 3 bearing SUMP C
- 1 each for forward bearing comp. -Angle gearbox · AGB
- 1 aft bearing compartment -Main gearbox and deoiler · TGB
- 1 for de-oiler. -No. 4 bearing
Bearing no. 4 compartment doesn’t have -No. 5 and 6 bearings. EXTRA STAINER BEFORE EACH PUMPWHICH IS NOT
scavenge pump. AVAILABLE IN PW1127

Scavenge oil filter behind OIL TANK( 30 MICRON) No scavenge filter available
having diff pressure switch.

79 Pressure pump & Pressure Pressure pump is in FWD side of AGB 1 included in OCM Gerotor-1
filter PUMP ( gear type)And FILTER( 125 micron) is one
assy. THESE ASSY HAVING COLD START LIMITING Pressure filter is part of LSOP
VALVE WHICH WILL SEND OIL BACK TO TANK
DURING COLD START TO PREVENT CLOGING

PRESSURE FILTER Don’t have diff pressure

switch
79 Siphon Anti siphon BEA NRV

When there is no oil pressure it will close and

prevent downstream oil to
79 TANK VENTING TANK SCAVENG LINE fitted with a Tank Pressure

↓
TANK

MGB--- -→DEOILER--→ OVERBOARD

Valve (TPV) and an Oil Debris Monitoring Sensor
(ODMS).

↑ mist of air and oil is centrifugally separated. The

NO 3 BEARING COMPARTMENT oil is directed to the ODMS and then collected in
the tank, whereas part of the air is used to
pressurize the tank and the excess is vented to
the AGB thanks to the TPV
79 SUMP PRESSURISATION Front bearing compartment – 2.5 bleed air At low power Lower RPM to sump A via EDUCTOR VALVE stage 7
And for no 2 bearing HYD seal HPC STAGE 8 air 1-1.5-2-3-5-6 cooled by HPC 3rd stage air
used. SEPARATE VENT LINE IS THERE ONLY FOR
FWD COMP At High powered 1-1.5-2-3-5-6 cooled by
2.5 bleed
No4 bearing- stage 12 HPC cooled by fan Air At Higher RPM sump A pressurization done by
called buffer air ( ACOC located at core 7 ALF) No.4 Bearing compartment cooled by 3 HPC Stage 2.5 air
rd

Beled which is pass through heat exchanger

SEPARATE VENT LINE NOT THERE VENT WITH
SCAVANGE LINE of 2.5 bleed.
Sump B and sump C ventilated through CVT
Aft bearing- SATGE 8 AIR
eductor valve is to control engine forward sump
pressurization by providing primary air to
SEPARATE VENT LINE NOT THERE VENT WITH an eductor tube in the center vent in order to
SCAVANGE LINE increase delta pressure across engine forward A-
sump seals at low engine speed. It is mounted at 8
NO 4 bearing scavenge valve maintain O'clock aft looking forward, on a bracket fixed to
differential pressure and control compartmet the combustion case and the High Pressure
Turbine (HPT) case.
air oil mixture venting to de-oiler.
There are two position

1) Low engine power.

High scavenge flow will be there so
less diff pressre required at bearing
chamber.

2) High engine power

LOW scavenge flow will be there so
hight diff pressre maintained at
bearing chamber.
Stage 10 pressure is used for operation of these
valve

79 MCD 6 only detect ferrous metal 6 Two Magnetic bar

1- Sump A , Sump B
- 2 for MGB (LH & RH) -FDGS ,AGB
- 1 for AGB, -Angle GB
 - 1 -MGB 2- Sump C
each -No3 bearing ,TGB
for -No4 bearing ( separate)
-No5&6

forward bearing comp.

- 1 aft bearing compartment(near radial
drive shaft)
- 1 for de-oiler. (on de oiler)

1 MMCD (at scavenge filter case)

79 ODM NOT AVAIL ODM sensor is used to find and measure Send signal to EEC B and reset via MCDU
metallic debris in the engine lubrication
system. Debris may be from external ODM SENSOR → ODM UNIT → EEC B → ECAM
sources or made by wear of the engine parts
in the oil system

ODM->PHMU->EEC A
80 Engine SAV/ATS Switch for Valve Open Switch for Valve Open Indication Multifunction. Speed Sensor on Multifunction Pressure Sensor on ATS
Indication ATS
80 Start Duty Cyc 2 Min X 4 rest 20sec 5 Min, 2 Min X 2 15 sec rest +1 starter duty cycle is as follows: 2 Min X3 with gap OF 60 sec then 15 min
Rest 10 Min, Min X1 Cyc than 30 min rest cooling.
15 Min 1)Three starter crank attempts
Rest 15 min 4 Min X 1 -35-second cooling period between each sta EXTENDED DUTY CYCLE-
cycle then 30 min rest rter crank attempt 5 Min X3 with 5 min cooling between each cycle
-15-minute cumulative cranking then 15 min cooling.
-Followed by a 15-minute minimum period w
ABOVE N2 50% AUTO START PROTECTION IS hen the N2 speed is zero (0) RPM.
 CANCELLED. START SHOUL BE ABORTED BY 2)Extended starter duty cycle is as follows:
MOVING MASTER LEVER. -15-minute maximum continuous cranking
-Followed by a 15-minute minimum period w
DE-PULSE FUNCTIONDURING AUTOSTART hen the N2 speed is zero (0) RPM.

The EEC software has a fuel flow

reduction capability upon the detection
of a hung start, impending hot start, or
stall. Fuel is commanded off, then
commanded on within .5 seconds. This is
known as fuel de-pulse. Fuel de-pulse is
provided by the EEC prior to an aborted
start as a means of continuing a failing
start. Only one de-pulse will be provided
per auto start attempt.
80 Start valve monitor by Micro switch in start valve. Starter speed sensor on starter Two pressure transducer in start valve.

Open – valve open 7 deg or more

Closed – valve closed 5 deg or less
80 Starter and start valve Pneumatically operated and electrically The starter speed sensor is a The main function of the SAV is to control the airflo
description controlled. mechanically single and electrically w directed to the air turbine starter during engine
dual channel sensor. The target teeth start
are located on the ring gear of the In addition, the SAV has the capability to open to a
Solenoid energized—valve open. planetary gear system and reads the n intermediate position only during pulse width m
Solenoid de energized – valve closed. starter gearbox output speed into the
odulation. This logic leads to modulating the SAV b
clutch. This is the same speed as the
ased on input from the Engine Electronic Controlle
START VALVE starter output shaft during the start
r (EEC)-channel in control depending on engine th
(1) cycle. The indicated speed of the
starter will go to zero when the engine ermal state and it could be required for sub-idle-s
The starter valve is a butterfly type valve, pneu peed bowed rotor-motoring in advance of the star
speed is more than the starter clutch
matically operated and electrically controlled. T t sequence progressing to light-off. It copes with b
disengagement speed. The signal is
he valve is installed on the air duct on the lower owed rotor issue that results from thermo-elastic
processed by the EEC and used to find
right hand side of the LP compressor case. if the starter is rotating (during start) deformation of core structures during engine soak
(2) or not rotating (during normal engine back.
The starter valve controls the flow of air from th operation). The SAV is a solenoid controlled, air actuated, butt
e air duct to the engine starter. erfly valve. Redundancy is provided by a dual chan
(3) nel solenoid for improved dispatch reliability.
The steel butterfly valve is installed on a stainle Starter Air Control Valve A dual-channel pressure transducer provides clos
ss steel shaft, which is held in PTFE bushes. (1)
ed position indication to both EECs (channel A and
(4) The valve is actuated with a FADEC
channel B). The SAV failsafe position is closed in th
An extension on the valve shaft can be used to m controlled dual coil solenoid
e event of loss of solenoid control or transducer fe
anually operate the valve. This can be done with integrated into the SAV design. The
edback signal.
a 0.375 in. square socket. The extension includes position is determined by the high
rotor speed (N2). The valve also has a An external wrench connection (manual override)
a switch and a visual position indication device. is provided for manual opening or closing of the SA
3/8 inch square drive for manual
As the valve opens more than 7 degrees, the swi V.
override capability.
 tch operates and transmits a position indication (2)
to the EEC. The SAV is a pneumatically actuated
(5) butterfly valve. It connects to a 4 in.
Pneumatic control is given by a two-function dia (101.60 mm) stainless steel duct with
phragm type actuator and a solenoid valve. The a 0.035 in. (0.89 mm) wall thickness.
"V" band flanges (lower starter air
actuator has two pistons of different areas whic
duct) and a flex joint coupling (located
h are installed on the same shaft. Actuator mov
in the upper starter air duct) are used
ement is linked mechanically to the butterfly va with the SAV to enhance system
lve shaft. maintenance.
(6)
The solenoid valve has an electrically operated
solenoid, a ball valve and a plunger loaded by a
spring.

80 Rotor bow prevention N2 AT 20% for 30 sec Dual cooling at N2 <12% , time decided by EEC MTS N2 < 30% , TIME 0-60 SEC.

START SEQUENCE Ignition – after 30 sec of Master ON IGNITION-18 IGN ON-15

Fuel ON -18 FUEL ON- 20 N2
Fuel- after 30 sec of Master ON Ignition cutoff-51 Ignition OFF- 55
Starter cutoff-51 SVA CLOSE -60
Ignition cut off- 43 %

Starter cut-off-43%

IDLE N2 – 60%

NOTE- The EEC will not command ignition and

fuel ON if residual EGT is in excess of 482ºF
(250ºC). The EEC will continue the dry motoring
cycle until the temperature falls below 482ºF
(250ºC) or until the starter duty cycle time is
exceeded