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International Aero Engines AG and may not be copied, or
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than that for which it is supplied without the express written
consent of International Aero Engines AG.
Whilst this information is given in good faith, based upon the
latest information available to International Aero Engines AG,
no warranty or representation is given concerning such
information, which must not be taken as establishing any
contractual or other commitment binding International Aero
Engines AG or any of its subsidiary or associated companies.
This training manual is not an official publication and must not
be used for operating or maintaining the equipment herein
described. The official publications and manuals must be used
for those purposes: they may also be used for up-dating the
contents of the course notes.
V2500 A1/A5 (Airbus A319/320/321)
Line & Base Maintenance Course
Time Table
Day 6 Secondary Air System Anti-icing System Engine Systems Indication Starting & Ignition
PREFACE
SECTION 13 INSTRUMENTATION
SECTION 16 TROUBLESHOOTING
INTRODUCTION
IAE International Aero Engines AG 2000
V2500 Line and Base Maintenance Introduction
----------------------------------------------------------------------------
IAE International Aero Engines AG (IAE) Rolls Royce plc - High Pressure Compressor.
On March 11, 1983, five of the worlds leading aerospace Pratt and Whitney Combustion Chamber and High
manufacturers signed a 30 year collaboration agreement Pressure Turbine.
to produce an engine for the single isle aircraft market with
the best proven technology that each could provide. The Japanese Aero engine Corporation (JAEC) - Fan and
five organisations were: Low Pressure Compressor.
Rolls Royce plc - United Kingdom. Motoren Turbinen Union (MTU) - Low Pressure
Turbine.
Pratt and Whitney - USA.
Fiat Aviazione - External Gearbox.
Japanese Aero Engines Corporation.
MTU-Germany.
Note: Rolls Royce have developed and introduced the
Fiat Aviazione -Italy. wide chord fan to the V2500 engine family.
In December of the same year the collaboration was The senior partners Rolls Royce and Pratt and Whitney
incorporated in Zurich, Switzerland, as IAE International assemble the engines at their respective plants in Derby
Aero Engines AG, a management company established to England and Middletown Connecticut USA. IAE is
direct the entire program for the shareholders. responsible for the co-ordination of the manufacture and
The headquarters for IAE were set up in East Hartford, assembly of the engines. IAE is also responsible for the
Connecticut, USA and the V2500 turbofan engine to power sales, marketing and in service support of the V2500.
the 120-180 seat aircraft was launched on January 1st
1984. Note: Fiat Aviazione have since withdrawn as a risk-
Each of the shareholder companies was given the sharing partner, but still remains as a Primary Supplier.
responsibility for developing and delivering one of the five Rolls Royce now has responsibility for all external gearbox
engine modules. They are: related activity.
Take-off thrust 25,000 22,000 24,000 26,500 31,400 33,000 25,000 28,000
(lb)
Bypass ratio 5.4 4.9 4.9 4.8 4.6 4.5 4.8 4.7
Cruise sfc 0.543 0.543 0.543 0.543 0.543 0.543 0.543 0.543
(lbf/lb/hr)
C Enhanced version 27E for hot and high operators and 27M available for
corporate jet A319 application with increased climb rate faciltiy.
The FADEC system uses pressures and temperatures of Stages (1-2) - HP Turbine Stages.
the engine to control the various systems for satisfactory Stages (3-7) - LP Turbine Stages.
engine operation. The sampling areas are identified as
stations and are common to all variants of the V2500
engine. V2500-A1 V2527-A5
The following are the measurement stations for the V2500 EIS May 89 Dec 93
engine:
Take-off thrust (lb) 25,000 26,500
Station 1 - Intake/Engine inlet interface.
Flat rate temp (C) 30 45
Station 2 - Fan inlet.
Fan diameter (ins) 63 63.5
Station 2.5 LPC Outlet Guide Vane (OGV) exit.
Airflow (lb/s) 792 811
Station 12.5 - Fan exit/ C-Duct by-pass air.
Bypass ratio 5.4 4.8
Station 3 - HP Compressor exit.
Climb-pressure ratio 35.8 32.8
Station 4.9 - LP Turbine exit.
Cruise sf (lbf/lb/hr) 0.543 0.543
Engine stage numbering
Power plant wt. (lb) 7400 7500
The V2500 engine has compressor blade numbering as
follows:
Stage 1 - Fan.
Stage 1.5 - LPC booster
Stage 2 - LPC booster.
Stage 2.3 - LPC booster (A5 Only).
Stage 2.5 - LPC booster.
Stages (3-12) - HPC Stages.
Note the HPC is a ten-stage compressor.
The V2500 engine has turbine blade stage numbering as
follows:
Revision 2 Page 1-12
V2500 Line and Base Maintenance Introduction
Airframe Interfaces
Purpose
The airframe interfaces provide a link between the engine
and aircraft systems.
Description
The following units form the interface between the aircraft
and engine:
The front and rear engine mounts.
The bleed air off-takes.
The starter motor air supply.
Integrated Drive Generator (IDG) electrical power.
Fuel supplies.
Hydraulic fluid supplies.
FADEC system interfaces.
Propulsion System Core Engine Access Propulsion System Materials and Weights
Purpose Intake cowl
The propulsion system can be opened to allow access for The intake cowl is made up of the following materials:
engineers both to the fan case and core engine.
Intake D section is aluminium.
Description
Intake cowl is carbon fibre.
Fan cowl doors
Intake cowl weight is 238 lbs. (107.98 Kg).
The fan cowl doors are hinged from the aircraft strut at the top
and are secured by four latches at the bottom. Fan cowl doors
When in the open position they are supported by two support The fan cowl doors are made up of the following materials;
struts per Fan Cowl. Carbon fibre and aluminium.
Thrust reverser C ducts LH fan cowl door weight is 93 lbs. (42 Kg).
The Thrust Reverser C-ducts are hinged from the aircraft strut RH fan cowl door weight is 105 lbs. (47 Kg).
at the top by four hinged type brackets and are secured by six
latches at the bottom. Thrust Reverser C-ducts
When in the open position they are supported by two support The thrust reverser C ducts are made up of the following
struts per C-duct. materials;
C-duct structure and translating cowls are carbon fibre and
aluminium.
The thrust reverser C-duct weight is 561 lbs. (257 Kg).
Common nozzle assembly (CNA)
The CNA is made up of the following material;
Titanium.
The CNA weight is 213 lbs.
Intake Cowl
Purpose
To supply all the air required by the engine, with minimum Strut brackets to provide location for the left and right
pressure losses and with an even pressure face to the fan. hand fan cowl door support struts (front struts only).
Nacelle drag is also minimised due to the aerodynamically
streamlined design.
Location
The inlet cowl is bolted to the front of the LPC case (Fan).
Description
The intake cowl is constructed from hollow inner and outer
skins. These are supported by front (titanium) and rear
(Graphite/Epoxy composite) bulkheads.
Inner and outer skins are manufactured from composites.
The leading edge is a 'one piece' pressing in Aluminium.
The cowl weight is approximately 238 lbs.
The intake cowl has the following features:
Integral thermal anti-icing system.
P2T2 Probe.
Ventilation Intake.
Interphone socket.
Engine attachment ring with alignment pins to ensure
correct location of the cowl on to the fan case.
Door locators that automatically align the fan cowl doors
to ensure good sealing.
Engine Mounts A monoball type universal joint. This gives the main
support at the front engine mount position.
Purpose
Two thrust links that are attached to;
The engine mounts suspend the engine from the aircraft
strut. The cross beam of the engine mount.
The engine mounts transmit loads generated by the
engine during aircraft operation.
Location
Support brackets either side of the monoball location.
The front engine mount is located at the rear of the
intermediate case at the core engine.
Rear engine mount
The rear engine mount is located on the LPT casing at
TDC. The rear engine mount is designed to transmit the
following loads;
Description
Torsional loads.
Forward engine mount
The forward engine mount is designed to transmit the Side loads.
following loads; Vertical loads.
Thrust loads. The rear engine mount has a diagonal main link that gives
resistance to torsional movement of the casing as a result
Side loads.
of the hot gas passing through the turbines.
Vertical loads.
There is further support from two side links. These limit the
The front mount is secured to the intermediate case in engine side to side movement and give vertical support.
three positions;
Open the latch access panel and engage the auxiliary Check front latch has not fouled.
latch and take up the tension of the two thrust reverser Disengage the hand pump and engage all latches and
halves. lock them in the following sequence; 1, 4, 5, 2, 3.
Release the latches in the following sequence; 3, 2 ,5, Ensure latch unlock indicators are engaged.
4, 1.
Disconnect auxiliary latch and stow.
Dis-engage the auxiliary latch.
Close the thrust reverser access panel.
Attach the hand pump and extend the thrust reverser
C-ducts to the open position. Reactivate the HCU (78-30-00-010-010)
Engage the rear then the front support struts in position Close the fan cowl doors (71-13-00-410-010).
and then decay the hydraulic pressure to rest the units
Return the aircraft back to its usual condition.
on the support struts.
Revision 2 Page2-33
IAE International Aero Engines AG
IAE V2500 Line and Base Maintenance Propulsion System
Revision 2 Page2-34
IAE International Aero Engines AG
IAE V2500 Line and Base Maintenance Propulsion System
Location
Description
Master switch light illuminates. Fire warnings in flight and on the ground are the same.
MECHANICAL ARRANGEMENT
(Chapter 72)
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Mechanical Arrangement
The engine is an axial flow, high by-pass ratio, and twin Gearbox
spool turbo fan.
Radial drive via a tower shaft from H.P. Compressor shaft
The general arrangement is shown below. to fan case mounted Angle and Main gearboxes.
L.P. System Gearbox provides mountings and drive for the engine
driven accessories and the pneumatic starter motor.
L.P. compressor - comprising:
1 Fan stage
L.P. Compressor (booster) consisting of (4 stages A5
derivative) (3 stages A1 derivative) driven by:
Five stage L.P. Turbine
Handling bleed valve at stage 2.5.
H.P. System
Combustion System
No 2 Bearing
Bearing Compartments
Front Compartment
Gearbox Drive
Bearing Compartments
Engine Internal Cooling and Sealing Airflows Buffer air is used to provide:
Purpose Cooling, sealing and scavenge air for the No.4 Bearing
Chamber.
Sealing airflows provide positive air pressure to the
bearing chambers to prevent oil loss. LPC stage 2.5 air is used to:
Seal for the front and rear of the Front Bearing
Cooling airflows provide cooling air for the engines internal Chamber. Note: (HPC stage 6 air seals the FBC on
components keeping them within designed operating the early A1 engines only).
temperatures.
HPC stage 7 air is used for:
Location Airflow control for compressor stability, thermal anti-
icing and aircraft services bleed supply.
The air used for internal cooling and sealing is taken from
the compressor stages of: HPC stage 8 air is used to:
Seal between the LP & HP shaft in the Front Bearing
LPC stage 2.5. Chamber at the hydraulic seal and the sealing at the
HPC stage 6 (A1only). front of No. 5 Bearing Chamber.
HPC stage 8.
HPC stage 10. HPC stage 10 air is used for:
HPC stage 12. Airflow control and aircraft services supply.
The fan bypass provides external cooling air. Make up air supply for the HPT stage 2 disc and
blades.
Description Cooling air for the HPT stage 2 NGVs.
Modular Construction
Module Designation
Module No Module
31 - Fan
32 - Intermediate
40 - HP System
41 - HP Compressor
45 - HP Turbine
50 - LP Turbine
60 - External gearbox
Module 31
Description
The nose cone and fairing smooth the airflow into the fan.
Fan Case
Fan Duct
Fan Outlet Guide Vanes (OGV)
LP Compressor (A5 variant - 4 stages)
(A1variant 3 stages)
LP Compressor Bleed Valve (LPCBV)
Front engine mount structure
Front bearing compartment which houses Nos. 1, 2
and 3 bearings
Drive gear for the power off-take shaft (gearbox drive)
LP stub shaft
Inner support struts
Outer support struts
Vee groove locations for the inner and outer barrels of
the 'C' ducts
P12.5
P2.5
T2.5
The rear view of the intermediate case is shown below.
Module 40 HP Compressor
Description
The HP compressor assembly (Module 40 is a 10 stage
axial flow compressor. It has a rotor assembly and stator
case. The compressor stages are numbered from the
front, with the first stage is stage being designated as
stage 3 of the whole engines compressor system. Airflow
through the compressor is controlled by variable inlet
guide vanes (VIGV); variable stator vanes (VSV) and
handling bleed valves.
Module 40 HP Compressor
The five inner cases are bolted together, with the front
support cone bolted at the stage 7 case and the stage 11
case bolted to the rear outer case. The five inner cases
contain the stages 7 to 11 fixed stator vanes.
HP Compressor
Compressor Drums - (Rotor)
The rotor assembly is in two parts-
HP Compressor-Blades
Combustion Section
Diffuser Casing
Combustion Liner
Operation
HP Turbine
Description
The primary parts of the HP turbine rotor and stator The primary parts of the stage 2 rotor assembly are:
assembly are:
Stage 2 Turbine Hub
The HP Turbine Rotor Assemblies (Stage 1 and 2) 72 Blades
Stage 2 Blade Retaining Plate
The HP Turbine Case and Vane Assembly
The inner and outer HPT air seals are installed on the front
The HP turbine rotor assemblies are two stages of turbine of the stage 1 hub. The stage 1 blades are installed in
hubs with single-crystal, nickel-alloy blades. The two-hub slots on the hub. The blades are held on the forward side
configuration removes a bolt flange between hubs. This by the outer HPT air seal. The stage 2 HPT air seal is
decreases the weight and enables faster engine assembly. installed on the rear of the stage 1 hub. This air seal holds
the stage 1 blades on the rear side. Stage 1 blades and
The blades have airfoils with high strength and resistance Nozzle Guide Vanes are cooled using H.P. Compressor
to creep. Satisfactory blade tip clearances are supplied by discharge air.
Active Clearance Control (ACC) to cool the case with
compressor air. The stage 2 turbine hub is installed behind the stage 1 hub
and the stage 2 HPT air seal. Stage 2 blades are installed
The primary parts of the stage 1 rotor assembly are: in slots in the hub. The blades are held on the forward side
by the stage 2 HPT air seal. The blades are held on the
Stage 1 Turbine Hub rear side by the stage 2 blade retaining plate.
Inner and Outer HPT Air Seals
64 Blades Stage 2 HPT blade cooling air is a mixture of HPC
Rear HPT Air Seal discharge air and stage 10 compressor air. This air passes
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.
LP Turbine
The five LPT disks are made from high heat resistant
Description
nickel alloy. The LPT blades are also made from nickel
The primary parts of the Low Pressure Turbine (LPT) alloy and are attached to the disks by firtree type roots.
module are: The blades are held in axial position on the disk by the
rotating air seals (knife-edge).
LPT Five Stage Rotor
LPT Five Stage Stator Vanes
Air Seals
LPT Case
Inner and Outer Duct
LPT Shaft
Turbine Exhaust Case (TEC)
Engine View Right Hand Side 19. LPT and HPT active clearance control valves (ACC).
The following components are located on the right hand 20. HPC stage 10 handling bleed valve.
side of the engine. 21. Engine rear mount.
1. Stage 10 make-up air valve for supplementary turbine 22. Booster bleed valve slave actuator.
cooling.
23. Front engine mount.
2. IDG harness interface.
24. HPC 10th stage cooling air for the HPT 2nd stage NGVs.
3. Harness interface.
25. Solenoids for the three off HPC 7th stage handling
4. Start air and anti ice ducting interface. bleed valves.
5. Electrical harness interface. 26. Solenoid for the HP10 make-up cooling air control
6. Air starter duct. valve.
7. Engine electronic control. 27. Solenoid for the HP10 cabin bleed PRV/Shut-off valve.
8. Anti ice duct.
9. Relay box.
10. Anti ice valve.
11. Starter valve.
12. 10th stage handling bleed valve solenoid.
13. No.4 bearing scavenge valve.
14. Air-cooled oil cooler (ACOC).
15. Intergrated drive generator (IDG).
16. Exciter ignition boxes.
17. Fuel distribution valve.
18. HPC stage 7B handling bleed valve.
Engine View Left Hand Side 20. HPC 7th stage bleed valve (HPC7 C).
The following components are located on the left-hand 21. HPC 7th stage cabin bleed non-return valve (NRV).
side of the engine. 22. VIGV/VSV actuator.
1. Fan cowl door hinged brackets (4 off). 23. Fuel pumps and fuel metering unit.
2. Thrust reverser hydraulic control valve (HCU). 24. High speed external gearbox.
3. Hydraulic tubes interface. 25. Hydraulic pump.
4. Fuel supply and return to wing tank. 26. Engine oil tank.
5. C duct front hinge. 27. IDG oil cooler.
6. Thrust reverser hydraulic tubes interface. 28. LP fuel filter.
7. Over pressuerization valve (OPV). 29. Fuel cooled oil cooler (FCOC).
8. 2.5 bleed master actuator. 30. Savenge oil filter pressure differential switch.
9. C Duct floating hinges. 31. Fuel return to tank valve (part of item 32).
10. Fan Air Valve (FAV). 32. Fuel diverter valve (part of item 31).
11. C Duct rear hinge. 33. Oil pressure differential transmitter.
12. Opening actuator mounting brackets.
34. Low oil pressure switch.
13. C Duct compression struts (3off).
14. Cabin bleed air pre cooler duct interface.
15. Cabin bleed air system interface.
16. Pressure regulating valve (PRV).
17. Air-cooled air cooler (ACAC).
18. HPC 10th stage cabin bleed offtake pipe.
19. HPC 10th stage pressure regulating/shut-off valve
(PRSOV).
Note:
During the removal of the borescope ports the old jointing
compound must be cleaned off.
(Chapter 71)
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance LP Compressor (Fan) Maintenance
Nose Cone
The Glass-fibre cone smoothes the airflow into the fan. It is
secured to the front blade-retaining ring by 24 bolts. A
Fairing is attached to the front blade-retaining ring by 6
bolts.
Note:
Balance weights must not be placed at these 6 bolt
locations on the fairing.
The Nose Cone is balanced during manufacture by
applying weights to its inside surface.
The nose cone is un-heated. A soft rubber cone tip
provides ice protection. As ice builds up on the tip, it
becomes un-balanced and flexes. This causes the ice to
be dislodged from the rubber tip and is then ingested by
the fan before it has built up to a significant mass. The
Nose Cone retaining bolt flange is faired by a titanium
fairing which is secured by six bolts.
The arrangement is shown below.
Note:
Take care when removing the Nose Cone retaining bolts.
Balance weights may be fitted to some of the bolts. The
position of these bolts with their respective weights must
be marked before removal, so as to ensure they are
refitted to the same position.
EVMU
Engine Unbalance
Read Eng 2
< RETURN
Annulus Fillers
After removal of the Front Blade retaining ring the Annulus
Fillers can be removed as follows:
lift the front end of the Annulus Filler 3 to 4 inches
twist the Annulus Filler through about 60 degrees
counter-clockwise
draw the Annulus Filler forward to clear the blades
Remove the annulus fillers on either side of the blade to be
removed. The blade to be removed can than be pulled
forward to clear the dovetail slot in the fan disc.
Examine the outer surface of the Annulus Filler for cracks,
nicks, dents and scores.
Limits in the AMM can be applied to assess the damage for
accept or reject.
If the surface coating of the annulus filler is damaged to the
point of requiring a repair the AMM has a procedure that
allows this to be done.
AMM ref 72-31-11-300-010 gives comprehensive instructions
as to the correct procedure for repair.
Annulus Fillers
Caution:
When re-fitting the Annulus Fillers, it is extremely
important that correct location of the Annulus Fillers into
the Rear Retaining Ring is achieved.
If the Annulus Filler is not correctly installed, it is possible
that when the Front Retaining Ring is subsequently torque
tightened in place onto the Fan Disk, it may result in the
deformation and displacement of the Rear Retaining Ring.
This could cause it to come into contact with the inlet
housing of LP Compressor Module.
Fan
An example of balance weight fitted to positions on the
22 Bolt Hole Flange.
In this example the balance weights are positioned to
supplement the radial moment weight of a replacement
blade that has a lower radial moment weight than that of
the damaged blade replaced.
Press the ON switch, the display shows RRM THOR Press the ON switch.
UNIT Press the EXEC switch. The display will show the value
Press the MENU switch, the display shows SYSTEM or message after approximately 4 seconds.
TEST. If the display shows more than 700 dB/sec, reject the
engine as per AMM recommendations.
Press the EXEC switch, the display shows the
SYSTEM OK. Repeat for all 22 fan blades.
Press the OFF switch.
Functional Check of the TAP Test Set
Apply a small amount of ultrasonic couplant to the TAP
test block.
Put the test block on a flat surface and attach the probe
to the centre of the test block.
Press the ON switch, the display shows RRM THOR
UNIT.
Press the EXEC switch, the display shows a value -
make sure this is within the values engraved on the
side of the test block.
Hand abrade the disk and rear ramp bonding area, Use finger pressure to hold the rear ramp in position for
using a scotch brite pad (material No. V05-126) or three minutes.
garnet paper (Material No. V05-017) Cure the adhesive for one hour at room temperature
Swab degrease the disk and rear ramp bonding areas, between 21 deg. C. and 25 deg. C.
using a clean lint-free cloth made moist with methyl Visually and dimensionally examine the bonded rear
ethyl keytone (material No. V01-076) ramp.
Caution: Install the stage 1 fan blade to the fan disk assembly.
Mating surfaces of the component must be scrupulously
clean and contact surfaces must not be touched by hand
or otherwise contaminated. Bonding must be carried out
immediately following surface preparation
=419.9 mils/sec
Additional information for reference use only
= 0.42 inches of movement per second
Definitions:
Electronic Engine Control Introduction Has three control modes in each channel. Engine
The V2500 uses a Full Authority Digital Electronic Engine Pressure Ratio (EPR) which is the Primary thrust
Control (FADEC). control Mode. N1 Rated and Un-rated and also
provides Auto Starting and Thrust Reverser control. (To
The FADEC comprises the sensors and data input, the be covered in detail later).
electronic engine control unit (EEC) and the output
devices, which include solenoids, fuel servo operated Schedules engine operation to provide maximum
actuators and pneumatic servo operated devices. The engine performance and fuel savings.
FADEC also includes electrical harnesses. Provides improved engine starting (Auto Start) and
Engine Electronic Control transient characteristics (acceleration/deceleration).
The heart of the FADEC is the Engine Electronic Control Provides maximum engine protection and is more
(EEC) unit - shown below. The EEC is a fan case mounted flexible to readily adapt to changes in engine
unit, which is shielded and grounded as protection against requirements.
EMI - mainly lightning strikes.
Features
Vibration isolation mountings.
Shielded and grounded (lightning strike protection).
Size - 15.9 X 20.1 X 4.4 inches.
Weight - 41 lbs.
Two independent electronic channels.
Two independent power supplies, the EEC utilises
67.53 Watts of power from either the three phase AC
from a dedicated engine mounted alternator, or 28
Volts DC from an aircraft source.
Six screened pressure ports provide the required
pressure inputs to both channels.
Built in handle facilitates removal and handling.
The Engine Electronic Control (EEC) Description Each of the EEC channels can exercise full control of all
engine functions. Control alternates between Channel A
The EEC is a dual channel control unit that utilises a split
and Channel B for consecutive flights, the selection of the
housing design.
controlling channel being made automatically by the EEC
The assembled unit is sealed with a housing seal and a itself.
protective shield provides channel separation.
The channel not in control is nominated as the back up
The control assembly is separated into two modules, each channel.
containing one control channel.
Each module contains two multi-layer printed circuit
.
boards assemblies, which enable it to function
independently of the other channel.
A mating connector provides Crosstalk, for partial or
complete channel switching and fault isolation logic when
the two modules are joined.
This connector also provides for the exchange of cross-
link data, cross wiring and hardwired discretes between
the two channels.
The EEC has two identical electronic circuits that are
identified as Channel A and Channel B. Each channel is
supplied with identical data from the aircraft and the
engine.
This data includes throttle position, aircraft digital data, air
pressures, air temperatures, exhaust gas temperatures
and rotor speeds.
The EEC, to set the correct engine rating for the flight
conditions uses this data. The EEC also transmits engine
performance data to the aircraft.
This data is used in cockpit display, thrust management
and condition monitoring systems.
Pamb ambient air pressure - fan case sensor J7 E.B.U. 4000 KSB
Revision 2 Page 5 -8
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Electronic Engine Control
Select aircraft electrical supplies to the EEC. Process data for fault annunciation.
Supply data directly to other aircraft systems. Generate actions necessary for associated fault.
Spoilers Elevator Computer (SEC).
Display Management Computer (DMC) Landing Gear Control Interface Unit (LGCIU).
Three DMCs are fitted to the aircraft and their main function Bleed Monitoring Computer (BMC)
are to:
Flight Control Unit (FCU).
Receive and process data from other aircraft systems.
Centralised Fault Display Interface Unit (CFDIU).
Format and display the data on the 6 display units.
Multipurpose Control and Display Unit (MCDU).
Flight Management and Guidance Computer (FMGC)
Two FMGCs are fitted and their main functions are:
Flight Management, Navigation, performance optimisation
and display management.
Flight guidance, autopilot and thrust commands to the
EEC.
Other aircraft systems interface with the EEC through the EIU.
These are:
Electronic Engine Control (EEC) Data Entry Plug connector with the EEC and hand tighten the connectors.
Purpose Then using the EEC Harness Wrench torque tighten the
DEP connector to 32 lbf in.
The Data Entry Plug (DEP) provides discrete data inputs
to the EEC. Located on to Junction 6 of the EEC. it The DEP links the coded data inputs through the EEC by
provides unique engine data to Channel A and B. The data the use of shorting jumper leads which are used to select
transmitted by the DEP is: the plug pins in a unique combination.
EPR Modifier (Used for power setting). During the life of an engine, it may be necessary to change
the DEP configuration, either during incorporation of
Engine Rating (Selected from multiple rating options). Service Bulletins or after engine overhaul, when the EPR
Engine Serial No. Modifier code may need to be changed.
Location
The data entry plug is located on the channel B side
electrical connectors of the EEC. This is accomplished by changing the configuration of the
During removal/replacement of the DEP it is necessary to jumper leads in accordance with the relevant instructions.
use an EEC harness wrench, as it is imperative that the Service Bulletin V2500-ENG-72-0285 contains the specific
connectors are tight. detail of the process involved for modifying the Data Entry
On fitment of the DEP to the EEC align the main key of the Plug.
Dedicated Alternator
Cooling Shroud Location
It is important that the cooling shroud is orientated
correctly for the differing variant engines. The shroud must
be clamped with the arrow on the shroud aligned with the
number 1 indicated position for A5 and A1 applications.
For D5 applications only the arrow on the clamp must align
with the number 2 indicated position.
With the arrow aligned make sure that the dowel on the
shroud engages in the adjacent cooling hole on the casing,
this correctly aligns the cooling air inlet on the shroud with
the cooling hole in the casing. Tighten the nut on the
shroud to hold the shroud firmly in the correct position.
Torque the nut on the alternator shroud to 180 220 lbfin
(20 25 Nm)
Connect the tube to the alternator shroud and torque
tighten the tube nut to 283 310 lbfin (32 35 Nm) Safety
the tube with locking wire.
Connect the electrical connectors and torque them to 16
lbfin (1,8 Nm)
If this is not carried out, the cooling airflow may not be able
to enter the stator housing due to the cooling air hole on
the stator being masked by the clamp body of the cooling
shroud.
The diagram below shows both arrangements and their
relevant application.
POWER MANAGEMENT
(Chapter 76)
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Power Management
Power Management
Purpose
The power management system is designed to allow the
control of engine power by either manual or auto throttle
control.
Location
The aircraft throttle is located in the flight deck. This is in
reference to the TLA resolvers.
The EEC is engine intermediate case mounted. This is in
reference to the TRA signal that is derived from TLA.
Description
The throttle control lever (Thrust Lever) is based on the
"fixed throttle" concept; there is no motorised movement of
the throttle levers.
Each throttle control lever drives dual throttle resolvers;
each resolver output is dedicated to one EEC channel.
The throttle lever angle (TLA) is the input to the resolver.
The resolver output, which is fed to the EEC, is known as
the Throttle Resolver Angle (TRA).
The relationship between the throttle lever angle and the
throttle resolver angle is linear therefore:
1 deg TLA = 1.9 deg TRA
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IAE V2500 Line and Base Maintenance Power Management
Unrated N1 Mode
Alternate Engine Control If in addition to losing EPR parameters either T2 or Altitude
N1 Reversion data is lost, then the EEC automatically reverts to unrated N1
thrust setting.
At the reversion to N1 mode (rated or unrated) an equivalent
thrust to that achieved in EPR mode is provided until a thrust The unrated N1 thrust setting requires the thrust to be set
lever position change. manually to an N1 speed. An over boost situation can occur in
this mode at the full forward thrust lever position.
With both engines now selected to N1 rated thrust control,
they will now be controlled to provide the required thrust levels The N1 mode indication previously displayed in blue on the
dictated by thrust lever physical position. upper ECAM is no longer displayed in unrated N1 mode.
As N1 mode is selected on both engines, the EPR indication Note:
of both engines is not available on the upper ECAM screen. This mode is a non-dispatchable mode.
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IAE V2500 Line and Base Maintenance Power Management
Thrust Modes
Manual Mode After Takeoff
The engines are in the manual mode provided the A/THR The pilot can change from the FLX to MCT by moving the
function is: thrust lever to the Take Off Go Around (TOGA) or Climb
(CL) detent, then back to MCT. After that, they cannot use
Not armed or
the FLX rating.
Armed and not active (Thrust lever not in the operating
Note! Setting the thrust lever out of the FLX/MCT detent
range and no alpha floor).
without reaching the TOGA or CL detent has no effect.
In these conditions each engine is controlled by position of its
The pilot can always demand Maximum Take Off thrust by
thrust lever. The pilot controls thrust by moving the thrust
pushing the thrust lever all the way forward, to the TOGA
lever between IDLE and TOGA positions. Each position of the
position.
thrust lever within these limits corresponds to an EPR.
When the thrust lever is in a detent, the corresponding EPR is
equal to the EPR rating limit computed for that engine.
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IAE V2500 Line and Base Maintenance Power Management
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IAE V2500 Line and Base Maintenance Power Management
Thrust Modes
Automatic Mode
In the Autothrust mode (A/THR function active), the FMGC
computes the thrust, which is limited to the value
corresponding to the thrust lever position (unless alpha-floor
mode is activated
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SECTION 7
FUEL SYSTEM
(Chapter 73)
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Fuel System
Fuel metering unit (FMU). The distribution valve filters the fuel and splits the supply
into ten separate outlets.
Fuel distribution valve.
The ten outlets supply fuel to two fuel spray nozzles per
Fuel injectors (20). outlet. The fuel spray nozzles have small filters within
Fuel diverter and back to tank valve (FDRV). them. This gives last chance filtration prior to fuel
atomisation.
The fuel system controls are on the centre control pedestal
and the indications are in the form of an annunciator light
and ECAM messages.
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Fuel System
Controls
The fuel metering valve position is controlled via the EEC Fuel valve failed to open:
from the movement of the thrust lever located on the
centre control pedestal. Master lever switch set to ON
The EEC has biased control of the FMU PRSOV for fuel Fault light illuminates and master caution light illuminates
selection to on and fuel selection to off, if N2 is below 50% accompanied by an audible tone.
and the start sequence is in auto. Upper ECAM message of;
The command for fuel selection to off when the indicated ENG 1 FUEL VALVE FAULT
N2 speed is above 50% is from the master lever.
-FUEL VALVE CLOSED
Indications Fuel valve failed to close
The fuel temperature sensor is used by the EEC for the Master lever switch set to OFF
function of the heat management system.
Fault light illuminates and master caution light illuminates
The fuel filter differential pressure switch annunciates to accompanied by an audible tone.
the lower ECAM screen a message of FILTER CLOG. This
message is located in the right hand upper memo box. Upper ECAM message of;
The message of FILTER CLOG will occur when the fuel ENG 1 FUEL VALVE FAULT
filter differential pressure exceeds 5 psi. -FUEL VALVE OPEN
If there is a disagreement between the selection of the The fuel valve fault indications are inhibited during flight
master lever and the PRSOV position then a fault exists. phase 3, 4, 7 and 8.
Note:
Amber caution with audible tone is a Class 1- Level 2
ECAM alert.
Pre-SB ENG-79-0085
SB ENG 79-0085
Fuel Filter Cap
Adapter Views
Purpose
The FMU has three functions for fuel control. They are; Excessive HP fuel supplies that are not required, other
than that for actuator control and metered fuel to the
Fuel metering to the combustion chamber.
combustor, is returned to the LP system via the spill valve.
Control of the opening and closing off of the fuel supply In addition to the fuel metering function the FMU also
to the combustion chamber. houses the overspeed valve and the pressure raising and
Overspeed protection. shut off valve.
Location The overspeed valve under the control of the EEC
The FMU is mounted on the combined fuel pumps provides overspeed protection for the LP (N1) and HP (N2)
assembly. rotors.
The combined fuel pumps assembly is located on the rear The pressure raising and shut off valve provides a means
face of the high-speed gearbox, left hand side. of isolating the fuel supplies to start and stop the engine.
Description Note:
The FMU is the interface between the EEC and the fuel There are no mechanical inputs to, or outputs from, the
system.
All the fuel delivered by the HP fuel pumps, which is more
than the engine requires is passed to the FMU.
The FMU, under the control of the EEC, meters the fuel
supply to the fuel spray nozzles.
The HP fuel pressure also provides a servo operation
(muscle) for the following actuators;
Booster stage bleed valve (BSBV) actuators.
Variable stator vane (VSV) actuator.
Active clearance control (ACC) actuator.
Air cooled oil cooler (ACOC) actuator.
Fuel Metering Unit (FMU) FMU Part Number Position Setting Letter
Service Bulletin V2500-ENG-73-0172 FMU 8061-636 0
This Service Bulletin introduces a Woodward Governor FMU 8061-637 X
Company FMU similar to the existing unit except for a (i)To switch 8061-636 to 8061-637, carryout
Common Flow/High Flow maximum fuel flow stop switch procedure in accordance with Woodward
assembly. This allows the unit to be switched to suit all Governor Company Service Bulletin 83724-73 Fuel
V2500-A5 model applications. This is considered
Metering Unit (FMU)
logistically advantageous for mixed fleet operators.
Service Bulletin V2500-ENG-73-0172 (Continued)
The changes introduced are:
a) The external single set fuel flow stop mechanism
has been deleted. (ii) To switch 8061-637 to 8061-636, carryout
switch procedure in accordance with
b) An external switchable two-position maximum
Woodward Governor Company Service
fuel flow stop has been introduced which can be
Bulletin 83724-73-0004.
set for either A319/A320 or A321 aircraft
applications a) Re-connect engine harness and LP fuel tube
(Refer to AMM 73-22-52)
c) A single reversible nameplate is introduced
which, in conjunction with stop setting letter and b) Close access to the engine (Refer to AMM
FMU dataplate directive, will facilitate clear 71-13-00)
unambiguous identification of each flow setting. c) Do an idle check (Refer to AMM 7100-00)
d) A security seal system is introduced onto the or a wet motor leak test (Refer to AMM 71-00-
above switchable fuel flow stop and reversible 00)
nameplate. d) Do the operational tests of the starter and
e) To facilitate installation of the security seal lock FMU (Refer to AMM 80-13-51)
wire, the two existing retaining cap screws have Do the operational FADEC test as per (AMM 73-22-00)
been replaced by lockwire compatible
equivalents.
Note: The PRSOV will remain open due to the small amount of fuel
that is allowed to flow by the shutoff vale
It should be understood that this device is not incorporated to
provide the usual N1/N2 red line limiting of max TO speed of The microswitch gives valve positional feedback to the EEC.
100%.
The EEC will act through the Fuel Metering Valve to trim the
fuel flow if N1 or N2 reach 100%.
Operation
The overspeed valve is spring loaded to the closed position, it
is opened by increasing fuel pressure during engine start and
during normal engine operation is always fully open.
In the event of an overspeed condition (>109% N1 or
>105.7% N2 ) the EEC sends a signal to the overspeed valve
torque motor which changes position and directs HP fuel to
the top of the overspeed valve thus fully closing the valve.
A small by-pass flow is arranged around the overspeed valve
to prevent engine flame out.
The overspeed valve is hydraulically latched in the closed
position, thus preventing the engine from being accelerated.
The recommended procedure is for the flight crew to close the
engine down, and not re-start.
Closing down the engine is the only way to release the
hydraulic latching.
Remove the electrical connectors and the tubes from the Caution:
FMU (73-22-52). Hold the weight of the LP/HP fuel pump during installation.
Clamp to prevent damage to the pump shaft and spline.
Remove the FMU from the fuel pump.
Put the clamp around the flanges of the adapter and the
Remove the fuel flow transmitter and associated tubes
fuel pump.
(73-31-17).
Tighten the stiff-nut to engage with the fail-safe latch of the
Note:
clamp.
It is necessary to remove the fuel flow transmitter to make
sufficient space to remove the fuel pump. Note:
The fail-safe latch makes clicks when it is engaged.
Disengage the fail-safe latch of the clamp with a
screwdriver. Torque load with limits quoted in the Aircraft Maintenance
Manual.
Remove the stiff-nut from the T bolt.
Install the fuel flow transmitter and associated tubes.
Remove the clamp.
Install the FMU to the fuel pump.
Remove the fuel pump.
Install the tubes and electrical connectors.
Caution:
Hold the weight of the LP/HP fuel pump during removal. Do idle leak check or wet motor leak check.
Clamp to prevent damage to the pump shaft and spline. Note:
(Weight 30.5 lb. (13 kg).
Fuel pump failure can cause multi actuator failure.
Discard all used gaskets and packing and replace with
new items on reassembly.
Upper ECAM message ENG 1(2) OIL HI TEMP-Class 1, Scavenge filter clog
Level 2. If the filter differential pressure is greater than 12 psi oil
Single chime. filter clog message appears on Engine page, lower ECAM.
Oil low temperature alert; throttle above idle and engine Acceptable oil use is not more than 0.6 US pts/hr (0.5 Imp
running. pts/hr). Oil increase of 100 ccs or more analyse sample for
fuel contamination.
Upper ECAM message ENG 1(2) OIL LO TEMP-Class 1,
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Oil System
Oil System Bearings and Gears Lubrication Scavenge oil recovery by the scavenge pumps.
Front Bearing Compartment (Bearings no. 1, 2, 3) Vent air outlet to allow the sealing air to escape to the
Purpose de oiler.
Oil System Bearings and Gears Lubrication pressure in the bearing compartment forcing the air
and oil out. The air and oil passes through the no.4
Centre Bearing Compartment (Bearing no.4)
bearing scavenge valve and then into the de oiler.
Purpose
Bearings require oil for:
Lubrication.
Cooling.
Location
The following bearing is located in the centre bearing
compartment:
Roller bearing no.4. (HP Radial)
Description
The centre bearing compartment is the hottest
compartment in the engine.
In order to maintain the bearing at an acceptable operating
temperature HPC12 air is taken from the engine, it is
cooled by an air cooled air cooler (ACAC) and passed
back into the engine.
This cooling and sealing air is called buffer air.
The buffer cooling air supply flows around the outside of
the bearing in a cooling type jacket.
In addition to cooling the buffer air is allowed to pass
across the carbon seal and pressurise the no.4 bearing.
This bearing compartment has the following:
Oil fed from the pressure pump.
Scavenge oil and vent air recovery by the build up of
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Oil System
Oil System Bearings and Gears Lubrication Splash lubrication caused by the motion of the gears.
High speed external gearbox The high speed external gearbox has:
Purpose Oil fed from the pressure pump.
Gears require oil for: Scavenge oil recovery by two scavenge pumps.
Lubrication. Vent air outlet to allow the vent air to escape to the de
Cooling. oiler.
Vibration suppression.
Location
The following module is located at the six oclock position
on the intermediate module.
Description
The high speed external gearbox is a one piece casting
consisting of the following;
Gear trains.
Oil jets.
Two scavenge outlets with strainers.
Vent out to the de oiler.
Integrally mounted oil tank.
Angle gearbox.
Mounting pads for the accessory units.
The gear ratios differ to suit the rotational operating
speeds of the accessory units.
The high speed external gearbox gears are lubricated by:
Oil jets directing the oil onto the gears.
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Oil System
Oil Tank
Purpose
To store the dedicated engine oil supply. On early A1 engines the oil tanks were fitted with a
Prismalite oil level indicator, no sight glass was fitted.
Location
Located to the top LH side of the external gearbox.
Description
The engine oil tank has the following features:
Pressurised hot tank.
Oil quantity transmitter.
Gravity fill port with safety flap.
Sight glass oil level indicator.
Internal 'cyclone' type de aerator.
Tank pressurisation valve (6 psi) ensures adequate
pressure at inlet to oil pressure pump.
Strainer in tank outlet to pressure pump.
Provides mounting for scavenge filter and master
magnetic chip detector (MCD).
The oil tank has the following for oil capacity:
Tank capacity is 29 US quarts.
Usable oil 24 US quarts.
There is an anti siphon tube that supplies a small flow of
oil back to the tank.
This flow of oil splashes across the sight glass providing a
cleaning action that prevents the build up of impurities.
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IAE V2500 Line and Base Maintenance Engine Oil System
De oiler
Purpose
To separate the air and oil mixture that develops in the
bearing compartments and gearbox.
To return the oil back to the oil tank and eject the air
overboard.
Location
The de oiler is located on the front face of the high speed
external gearbox, right hand side.
Description
The de oiler has the following features:
Provides mounting for the No.4 bearing chamber
scavenge valve.
Overboard vent.
Provides location for No.4 bearing Magnetic Chip
Detector housing.
The de oiler is also called a centrifugal separator. This due
to the fact that it relies upon the high rotational speed to
centrifuge out the heavier weight oil from the lighter weight
air.
The oil is centrifuged outwards and into the gearbox and
then scavenged back to the tank.
The air is forced inwards by weight of continuos, flow
through the rotor discharge slots, and then overboard via
the vent pipe.
.
Scavenge Filter
Purpose
To trap solid contaminants.
Location
Mounted to the rear of the oil tank.
Description
The scavenge filter has the following features;
The filter is a disposable mesh type filter with a nominal
30 micron filtration capability.
A differential pressure switch monitors the flow through
the filter for of blockage by contamination.
A by pass valve, which opens when the filter flow is
restricted due to contamination.
The master magnetic chip detector housing is located
on the filter housing.
LOW FLOW
HIGH POWER
NO.4 BEARING
SCAVENGE VALVE
OUTLET TO DE OILER
HIGH FLOW
LOW POWER
HPC10 SERVO
AIR IN
DETV250373
SCAVENGE VALVE VALVE POSITIONAL
FEEDBACK TO EIU
DETV252106
Notch 1
26 litres
27 US Quarts
5.7 Imp Gal
Notch 2
23 litres
24 US Quarts
5.1 Imp Gal
Notch 3
20 litres
22 US Quarts
4.5Imp Gal
Disconnect the air cooled oil cooler oil supply tube. Do an idle leak check (71-00-00-710-012) or do a dry
motor leak check (71-00-00-710-045).
Remove six nuts.
Caution:
Hold the weight of the oil pressure pump and filter
assembly during the removal of the nuts.
Remove the pump assembly
Discard all used gaskets and packing and replace with
new items on re assembly.
Caution:
Make sure that the sleeve and suction strainer do not fall
during the removal of the oil pressure pump
Use a tool with a blunt edge (for example a smooth putty
knife) to separate the pump from the gearbox flange. You
must make sure that you do not damage the sealing
surfaces of the pump piloting diameter.
Installation AMM ref. 79-21-41-400-010.
Install new packings.
Install sleeve and suction strainer.
Install the oil pump and filter assembly.
Connect the air cooled oil cooler supply tube.
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Oil System
Use a tool with a blunt edge (for example a smooth putty Connect the adapter to the angle gearbox.
knife) to separate the pump from the gearbox flange. You Install the scavenge oil tube to the scavenge oil pump.
must make sure that you do not damage the sealing
surfaces of the pump piloting diameter. Install the scavenge oil filter housing.
11 quarts + estimated consumption during flight. Total Acid Number given in mg/g (KOH) and viscosity
usually given in Centistokes (cSt) at 100 deg. C.
(Max average consumption 0.3 qts/hr.).
ACC ACTUATOR
ACC ACTUATOR
MODULATING AIR
CONTROL VALVE TORQUE MOTOR
FAN BYPASS
AIR INLET
LVDT FEEDBACK
SERVO
SERVO
FUEL
FUEL
SUPPLIES
SUPPLIES
DETV250282
Aircraft Services Air Offtake System Operation The PRV will regulate airflow to 44 +/- 3 psi.
The following is the operation of the aircraft services air The PRV starts to open at approximately 8 psi.
offtake system.
Over pressure valve (OPV)
The bleed monitoring computer (BMC) controls the The OPV will start to close at 75 psi. (Depending on mod
opening and closing of the; standard 79 psi)
Over pressure valve (OPV). The OPV will be fully closed at 85 psi.
Pressure regulating valve (PRV) a selector switch in the The OPV will reopen at 35 psi. (Depending on mod
flight deck also controls (this. standard 20 - 57 psi)
Fan air valve (FAV). Temperature limiting thermostat (TLT)
High pressure valve (HPV). The TLT will start to close the PRV to reduce pressure at
The bleed monitoring computer monitors the following: 235 deg.c.
Temperature limiting thermostat (TLT). The TLT over temperature is 247 deg.c. Above this value
will reduce PRV pressure to 17.5 psi.
Temperature controlling thermostat (TCT).
The TLT maximum temperature is 257 +/- 3 deg.c. (60 sec
Pressure sensor downstream of the HPV. delay) Above this value and the PRV is closed.
Pressure sensor downstream of the PRV. Temperature controlling thermostat (TCT)
The selection of HPC stage 7 (also called IP bleed air) or TCT will regulate the temperature of the air entering the
HPC stage 10 is automatically done by the BMC. aircraft system to 200 +/- 15 deg.c. The TCT controls the
High pressure valve (HPV) opening/closing of the Fan air valve to regulate the fan
airflow through the Pre cooler.
The HPV will regulate HPC stage 10 air to 36+/- 3 psi.
The pressure sensors feedback pressure signals to the
The HPV will close if upstream pressure is greater than BMC.
100 +/- 5 psi and/or downstream HPC stage 7 greater than
36 +/- 3 psi.
Pressure regulating valve (PRV)
The PRV is spring loaded closed when there is no
pneumatic air available.
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Secondary Air Systems
CENTRE BEARING
COMPARTMENT COOLING
JACKET
AIR COOLED AIR COOLER (ACAC)
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Secondary Air Systems
Component Description
Anti Icing Control Valve
Purpose
The anti icing control valve allows the flow of HPC stage 7
air to enter the TAI manifold in the intake cowl.
Location
The anti icing valve is located on the right hand side of the
fan case in the 4 oclock position.
Description
The anti icing control valve has the following function:
On/off selection from the flight deck to allow the flow of
warm air to the TAI manifold.
The anti icing valve is made up of the following items:
Valve body.
Linear moving piston.
Control solenoid.
Air filter.
Butterfly valve.
Micro switch.
Manual override (as per MMEL requirements).
ELECTRICAL
CONNECTOR
LOCKOUT PIN
VALVE BODY
ENGINE
ENGINE ANTI
ANTI ICE
ICE VALVE
VALVE
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Ice Protection System
Operation
Valve closed Manual override
The control solenoid is energised. The valve has provision for being secured in either the;
The ball valve of the control solenoid is hard against the Locked position.
ambient vent outlet. This prevents upstream air from
Open position.
escaping to vent.
This requirement is necessary when a valve has failed.
The pressure acting on the piston at position area A is
The MMEL will advise of the actions required to allow
greater than the pressure acting on position area B. This
despatch of the aircraft.
along with spring pressure holds the butterfly valve in the
closed position.
Valve open
The control solenoid is de energised.
The ball valve is no longer held by the control solenoid
against the ambient vent. The ball valve moves by spring
pressure against the orifice, which allows upstream air to
enter area A.
This now prevents air passage to area A of the piston.
The air pressure now remains at piston area B only. This
pressure is greater than the spring pressure alone therefor
the piston moves against the spring pressure.
The resultant movement opens the butterfly valve and
allows HPC stage 7 air to flow towards the TAI manifold.
Fail safe position
The fail safe position is as follows:
Solenoid de energised.
Servo air pressure at piston area B only.
Butterfly valve in the open position.
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Ice Protection System
ECAM Indications
The engine anti icing valve has a micro switch, which will The message is status related it therefore becomes a
feedback the valve position in relation to the selector despatch critical message. Advice from the MMEL is
switch position. required.
When the anti icing system is functioning normally a Note:
caption will appear: It is advisable not to lock the TAI valve in the open position
ENG A. ICE for the higher thrust engines.
The caption appears on the upper ECAM lower right hand If the valve fails in the closed position it is advisable to
side. avoid icing conditions.
The selector switch will have the on indicator illuminating If the valve fails in the open position there will be a thrust
in the colour of blue. limit penalty.
If a disagreement exists between the selector switch and One or both may be inoperative provided the valve has
the microswitch output signal to the EEC a fault has been failed in the open position and the performance penalties
detected. The fault detection occurs when one of the are applied and OAT does not exceed ISA +35 deg.c.
following situations exists: Engine anti ice valve fault:
A valve failure to open. For ER operations only one valve allowed to be failed in
A valve failure to close. the closed position and providing the aircraft is not
operating in icing conditions.
The fault portion of the selector switch will illuminate in the
colour of amber when a disagreement exists. Engine anti ice fault light:
Th upper ECAM screen will display a WARNING and One or both valves may be inoperative provided the faulty
STATUS message of: valve is deactivated and considered inoperative in the
open position.
ENG 1(2) VALVE CLSD.
ENG 1(2) VALVE OPEN.
These messages relate to the switch position and the
intended valve position.
The messages are engine specific.
ANTI ICE
VALVELOCKOUT PIN DEACTIVATION
HOLE
ENGINE INDICATIONS
(Chapter 77)
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance l Engine Indications
The upper ECAM CRT display is also used to give warning The NAC will appear on the lower ECAM CRT depending
information of class ONE alerts. This is given in the form of on modification standard of the aircraft. Pre mod standard
a message. indicates NAC only when an exceedance has occurred of
320C. Post mod standard has the NAC indicated all the
Note: time.
A1 series of engines have bump switches to enhance the During engine start up the start air valve position, bleed air
take off performance. Whenever the bump is selected the pressure and igniter selection are displayed in the NAC
alpha B will appear next to the EPR gauge. position.
The B will disappear when:
Mn of 0.45 is reached.
EGT over-temperature is the red mark. If an over- N2 indication is highlighted and boxed grey during engine
temperature occurs a red mark appears at the max value start sequence.
achieved. It will disappear after a maintenance action Thrust limit mode
through the MCDU.
TOGA, FLX, MCT, CL and MREV are displayed in blue.
Max permissible EGT red line at beginning of red arc.
EPR rating limit is displayed in green.
During engine start the max permissible will be at starting
De rate temp indication is displayed in blue.
value.
Max EGT is the thick amber index. This is not displayed Actual fuel flow
during engine start. Actual fuel flow is displayed in green and gives real time
indication of fuel flow for left and right engines.
DETV250377
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IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance l Engine Indications
At 5 quarts the advisory level is reached and the indication Nacelle temperature (NAC)
pulses. The pre mod standard aircraft NAC is not normally
At 7 quarts and above the pulsing stops. displayed. It will appear pulsing green (advisory) when an
exceedance has occurred. The post mod standard aircraft
Oil pressure the NAC indication is there all the time displayed in green
The oil pressure indication is normally green. Vibration
The indication pulses if the oil pressure exceeds 390 psi Vibration indication is normally green.
increasing or 385 psi decreasing.
The indication pulses green if vibration is above 5.0 units
Between 80 and 60 psi the indication is amber. (advisory).
Below 60 psi the indication is red. Oil filter and fuel filter
Oil temperature No indication if both filters are normal.
Oil temperature indication is normally green. The message CLOG will appear in amber when the
The indication pulses above 156 deg.c increasing and 150 differential pressure across the filter has been exceeded.
deg.c decreasing. An ECAM message will also be generated.
The indication becomes amber with an ECAM warning if
temperature exceeds 165 or above 156 for more than 15
minutes or the temperature is below minus10 deg.c.
DETV250381
Revision 2
ECAM AIRCRAFT/ENGINE SYSTEM PAGES Page 13-12
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance l Engine Indications
DETV250380
P3/T3 Sensor
Purpose
To give the EEC an input signal of;
P3 pressure for fuel scheduling and surge detection.
T3 temperature for trend monitoring.
Location
The P3/T3 sensor is located on the combustor casing at
the one oclock position.
Description
The P3/T3 sensor is a dual-purpose aerodynamically
shaped probe. It measures the pressure and temperature
of the air stream at the inlet of the diffuser case.
The resultant data is transmitted to the EEC for control
purposes. At the EEC the pressure enters a transducer.
The temperature signal is received as a resistance value.
The P2/T2 Probe measures P2. EPR reference is the predicted EPR value according to
TRA.
A pressure rake measures P4.9.
The pressures from these sensors are routed to the EEC.
The EEC processes the pressure signals to form actual
EPR and transmits the EPR value to the ECAM for display
on the upper screen.
Each of the two EEC channels carries out this operation
independently.
Starter Motor
Operation
The starter is a pneumatically driven turbine unit that When the starter output drive shaft rotational speed
accelerates the HP rotor to the required speed for engine increases above a predetermined rpm, Centrifugal force
starting. overcomes the tension of the clutch leaf springs, allowing
the pawls to be pulled clear of the gear hub ratchet teeth
The starter comprises of the following:
to disengage the output drive shaft from the turbine.
A single stage turbine.
A reduction gear train.
A clutch and an output drive shaft.
These are all housed within a case incorporating an air
inlet and exhaust.
Compressed air enters the starter, impinges on the turbine
blades to rotate the turbine, and leaves through the air
exhaust.
The reduction gear train converts the high speed, low
torque rotation of the turbine to low speed, high torque
rotation of the gear train hub.
The ratchet teeth of the gear hub engage the pawls of the
output drive shaft to transmit drive to the external gearbox,
which in turn accelerates the engine HP compressor rotor
assembly.
When the air supply to the starter is cut off, the pawls
overrun the gear train hub ratchet teeth allowing the
turbine to coast to a stop.
The engine HP turbine compressor assembly, the external
gearbox and starter output drive shaft continue to rotate.
The purpose of ground operation of an aero engine is to It is advisable to carry out an engine passages
prove the integrity for continued use. inspection prior to engine running.
Diagnosis of faults can be determined through ground Ground running in icing conditions requires the use of
operation. the anti icing system. Icing conditions exist when the
OAT is 5.5 deg.c or less with visible moisture present.
General procedures
Engine running should be kept to a minimum. The
Apply the brakes and position the wheel chocks. AMM advises for engine warm up, operation at high
Inspect the ground run area for loose debris. power, throttle movement rates and engine cool down
prior to shut down.
Avoid obstructing the air intake area.
Be aware of the imbalance caused by single engine
Head the aircraft into the wind wherever possible. The high power running. The AMM advises on the
AMM will advise if this is not always possible. conditions of engine running required of the opposite
Cross wind conditions may cause parameter engine.
fluctuations in adverse conditions. Refer to the diagram below, which illustrates the inlet
Cross wind conditions can cause the engine to surge. suction hazard areas for the conditions at idle and take-off
A roaring type noise is evidence of an unstable thrust.
condition that can lead to surge.
Be aware of the jet wake generated with the engine
running.
There are minimum and maximum safe distances for
power conditions between low idle and take off. The
AMM will advise.
Be aware of the hazard radius area about the air
Revision 2 Page 14-19
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Starting and Ignition System
Engine Rating N1 N2 EGT Max EGT Cont. EGT Start Pre start N1 Vib N2 Vib
EGT
The following operating limits apply to all engine ratings for the oil system.
Min start Min to Min to T/O Max trans Max limit Minimum Maximum
1.3EPR
Oil temperature -40 deg.c -10 deg.c 50 deg.c 156 deg.c 165 deg.c red
amber
Revision 2
ENGINE GROUND OPERATION Page 14-23
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Starting and Ignition System
Engine Operation
Purpose
The purpose of engine operation on the ground is to The rotary switch has three positions:
validate non FADEC detected faults (mechanical failures)
Crank.
and to prove the integrity of an LRU or system after
maintenance has been carried out. Mode norm.
Flight deck Ign/start.
The flight deck is where the engines are operated. There The crank position allows operation of the starter motor
are two panels utilised for starting the engine. These only.
panels are:
The mode norm sets the ignition to auto function, for
The auto mode select panel (auto starts). example when anti icing is selected the ignition comes on
to a continuous operation.
The manual start panel.
The ign/start allows the engine to be started. This switch
Auto mode select panel
must be in the ign/start position before selecting the
The auto mode select panel has the following: master levers to the on position.
Two main engine master switches. Manual start panel.
Rotary switch. The manual start select panel allows the engine to be
started in the non-auto function or manual mode.
The engine master switches have two positions:
Note:
Cut off.
The EEC software has a fuel flow reduction capability
On. upon the detection of a stall. This is known as fuel
These switches activate the start air valve and the FMU, depulse.
via the EIU and EEC, when in the auto mode. The de-pulse logic is designed to assist the engine in
These switches activate the FMU, via the EIU and EEC, recovery from a stall during starting.
when in the alternate (manual) mode.
The V2500 engine can be dry motor operated by carrying Aircraft booster pumps set as necessary.
out the following: Wet motor procedure
Pre start checks Select the crank position on the auto mode select
Thrust levers at idle. panel.
Master switch set to off. Select manual start push button on.
Auto mode selector set to normal. Observe the engine rotor speeds for correct indication.
Manual start push buttons set to off. Check engine vibration for within limits for engine start.
Aircraft booster pumps set as necessary. Select the engine master switch to the on position.
Engine Operation Auto Start The engine will not light up if the residual EGT is in excess
of 250 deg.c. The EEC will continue the dry motor cycle
AMM Ref. Ch 71-00-00-710-043
until the temperature falls below 250 deg.c.
The V2500 engine can be started automatically by carrying
out the following: At 43% N2 the EEC signals the starter motor to cut off.
Pre start checks Above 50% N2 the EEC no longer has capability of
closing the FMU. This function becomes sole priority of
Thrust levers at idle.
the flight crew.
Master switch set to off.
At idling conditions check that the indicated parameters
Auto mode selector set to normal. are within acceptable limits.
Manual start push buttons set to off. If at any time the engine experiences a non normal event
such as:
Aircraft booster pumps set to on.
Hot start.
Auto start procedure
Stall.
Select the ign/start position on the auto mode select
panel. No N1 or N2 indications.
By selecting the ign/start position the lower ECAM screen Starter valve failure.
goes to the engine page.
Ignition failure.
Select the engine master switch to the on position.
PRSOV failure.
Observe the engine rotor speeds for correct indication.
The EEC will abort the start sequence.
Check engine vibration for within limits during the
Manual start
engine start.
AMM Ref. Ch 71-00-00-710-047
The HP system is rotated for 30 seconds to remove Using the manual start push buttons to do a manual start.
rotor bow.
The procedure requires that the manual start push buttons
After 30 seconds the fuel and ignition are selected on. should be selected on before selecting the master switch
When ignition of the fuel takes place the engine to the on position. During the manual start the EEC does
accelerates towards minimum idle not have auto shut down priority all non normal events
have to be monitored by maintenance personnel.
Revision 2 Page 14-29
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Engine Starting and Ignition System
DETV250262
V2500
V2500 THRUST
THRUST REVERSER
REVERSER SYSTEM
SYSTEM
Revision 2 Page 15-2
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Thrust Reverser System
Movement towards the maximum throttle stop for thrust Reverser Fault.
reverse is possible but the engine will only accelerate Rev pressurised.
when the EEC has feedback of the translating sleeve
status. The translating sleeve must be beyond 78% of the Rev Switch Fault.
fully deployed position. By entering the CFDS screens the faults can be
Stowing the thrust reverser requires the latching select interpreted to pinpoint the location.
levers to be pushed down and the main throttles will revert
back to normal forward thrust. This will also stow the
reverser system.
Indications
The thrust reverser system indications appear on the
ECAM CRTs. The EPR indication is used to display the
status of the thrust reverser.
Hydraulic System
The hydraulic system provides the force required to move The HIV controls the presence of high pressure hydraulic
the translating sleeves for both deploy and stow fluid in the thrust reverser system. The energising of a
conditions. control solenoid valve controls this valve. For stow and
deploy conditions this valve must be energised.
The hydraulic system comprises of the following;
The DCV controls the flow direction of the high pressure
Linear motion actuators.
hydraulic fluid once it is in the thrust reverser system.
Flex shaft.
The DCV will direct the high-pressure hydraulic fluid to
Hydraulic control unit comprising of a HIV and DCV. both the stow and deploy sides of the system for
deploy conditions.
Linear Motion Actuators
There are four linear motion actuators per C duct set. The DCV will direct the high-pressure hydraulic fluid to
the stow side of the system for stow conditions.
The two upper actuators are non-locking and incorporate
LVDTs for feedback to the EEC.
The two lower actuators are locking they incorporate
proximity sensors to give indication to the EEC of lock and
unlock conditions.
Flex shaft
The four linear motion actuators are kept in
synchronisation movement by flexible shafts that have a
high torsion resistance.
Hydraulic Control Unit
The hydraulic control unit comprises of the following items;
Hydraulic isolation valve (HIV).
Directional control valve (DCV).
Hydraulic Control Unit Operation The restrictors in the deploy supply tube to the DCV delay
Deploy the pressure build up to the deploy side so the pressure
present on the stow side can push the locking actuators
When the thrust reverser select levers are moved to the up towards the stow. This releases the pressure acting on the
position the EEC detects that the thrust reverser system is tine locking mechanism.
required.
Stow
The EEC has selection control over the HIV.
To stow the thrust reverser the select levers are moved to
The EIU has selection control over the DCV. the down position.
The HIV control solenoid will be energised. This moves a The EEC has selection control over the HIV.
lockpin away from the pilot valve chamber orifice. High
pressure hydraulic fluid enters the left hand side of the The EIU has selection control over the DCV.
chamber and forces the pilot valve to move to the right. The DCV control solenoid is de-energised. The pilot valve
The pilot valve moves against a spring that exerts a moves to the right due to spring pressure alone. This
pressure on the right hand side of the pilot valve. leaves high pressure hydraulic fluid present in the stow
The pilot valve recess moves in line with the hydraulic fluid side of the system.
supply tube. This admits high pressure fluid into the thrust When the thrust reverser system has fully stowed the EEC
reverse system and initially to the stow side of the system. will sense this by a feedback signal coming from the
The pressure switch moves to the high pressure indicating unlock sensors. The EEC will then de-energise the HIV
position. control solenoid.
The DCV control solenoid will be energised. This moves a The control solenoid pilot valve will move to the right due
lockpin away from the pilot valve chamber orifice. High to spring pressure alone and the high pressure hydraulic
pressure hydraulic fluid enters the left hand side of the fluid is cut off from the thrust reverser system.
chamber and forces the pilot valve to move to the right. HIV Deactivation
The pilot valve moves against a spring that exerts a The deactivating lever prevents the HIV pilot valve from
pressure on the right hand side of the pilot valve. moving. This prevents high pressure hydraulic fluid from
The pilot valve recess moves in line with the hydraulic fluid entering the thrust reverser system.
supply tube. This admits high pressure fluid into the thrust
reverse system deploy side of the system.
There is now pressure present in both the stow and deploy
sides of the system.
Revision 2 Page 15-13
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Thrust Reverser System
Deploy Stow
Pulling up on the thrust reverse select lever in the flight To stow the thrust reverse system the flight crew will return
deck will send a signal for thrust reverse select to the EEC the throttles to the idle detent position and select levers to
and EIU. This will also put the main throttles in the reverse the down position. This will put the throttles back to the
thrust quadrant. forward thrust quadrant.
The EEC will look for the following conditions before thrust The DCV solenoid will be de-energised as commanded by
reverse will be allowed; the EEC via the EIU inhibit relay. This will leave high
pressure hydraulic fluid present on the stow side of the
The EEC will check that the aircraft is on the ground by reverser system only.
checking the LGCU signal of the aircraft computers.
As the translating sleeves move from deploy back to stow
The EEC will check that the engine is running by means the flight deck indication will change from green to amber
of a N2 signal. on the REV indication.
The EIU will look for the signal from the throttle control
unit for energising of the inhibit relay. When the thrust reverser has reached the fully stowed
position the amber REV will go and the EPR gauge will
The SEC signal for opening the shut off valve. return to normal indication.
The hydraulic isolation valve solenoid and the directional This will indicate that the thrust reverser is fully stowed and
control valve solenoid will both be energised for a deploy locked.
condition. This will admit high pressure hydraulic fluid to
the stow and deploy sides of the thrust reverse system.
The lower locking actuators will unlock and the EEC sees
Revision 2 Page 15-27
IAE International Aero Engines AG 2000
IAE V2500 Line and Base Maintenance Thrust Reverser System
DETV250263
The thrust reverser can be deployed and stowed manually Deactivate the system if maintenance is necessary. This is
for maintenance and trouble-shooting operations. done in order to maintain safety during maintenance
activities.
Manual Deploy (AMM ref. 78-32-00-860-010)
Manual Stow (AMM ref. 78-32-00-860-011)
The procedure is as follows;
Open and tag the following circuit breakers for the
Open and tag the following circuit breakers for the appropriate engine.
appropriate engine.
Open the left and right hand fan cowls.
Open the left and right hand fan cowls.
Move the thrust reverser hydraulic control unit de-
Move the thrust reverser hydraulic control unit de- activation lever to the deactivated position and insert
activation lever to the deactivated position and insert lockout pin.
lockout pin.
Disengage the locks on the two locking (lower)
Disengage the locks on the two locking (lower) actuators and insert pins to ensure locks remain
actuators and insert pins to ensure locks remain disengaged.
disengaged.
Position the non return valve in the hydraulic return line
Position the non return valve in the hydraulic return line to the by pass position.
to the by pass position.
Insert 3/8 inch square drive speed brace into external
Insert 3/8 inch square drive speed brace into external socket and rotate speed brace to Stow the translating
socket and rotate speed brace to deploy the translating sleeve as required.
sleeve as required.
Return the aircraft and engine back to its usual condition.
Note:
Thrust Reverser Power Deploy and Stow Note: Do not deploy the thrust reverser translating sleeve
The thrust reverser system can be operated by using the while the thrust reverser C ducts are open. Damage
hydraulic system for control. This is possible with both the to the synchronisation cables and the hinged
engines running and shut down. access panels can occur.
The advantage of the operation of the thrust reverser Be aware of the dangers surrounding the area of
system with the engine shut down is to conserve engine the thrust reverser while operating the unit.
life.
If maintenance is to be carried out with the translating
sleeves in the deploy position then the thrust reverser
Power Deploy
system must be deactivated for maintenance.
Refer to (AMM ref. 78-32-00-860-012) for this
Remove the hinged access doors (HAD) if thrust reverser
procedure.
C ducts are required to be open when the translating
sleeves are deployed.
Power Stow
Refer to (AMM ref. 78-32-00-860-013) for this
procedure.
DETV250263
TROUBLESHOOTING
IAE International Aero Engines AG 2000
V2500 Maintenance Special Troubleshooting
From this menu it is possible to enter into the trouble shooting 3. LOCAL WARNINGS (Panel Lights and Standby
process with information derived from a variety of sources: Indicators).
1. ECAM WARNINGS: These are the messages Lists the entry into the Trouble Shooting procedure.
that appeared on the Upper ECAM Screen during operation Given indicated engine related faults. (This has limited use).
and show the symptom or system, which has been degraded
Valves and Anti-Ice Valve problems.
by a fault.
STATUS
INOP SYSTEM
G+B HYD
MAX SPD.250/.85 CAT 3
G RSVR
APPR PROC DUAL HYD LO PR L+R AIL
-IF BLUE OVHT OUT: SPLR 1+3+5
-BLUE ELEC PUMP.. ON L ELEV
-LG..GRVTY EXTN AP 1+2
-LDG SPD INCRMT10 KT ENG 1 REV
NORM BREAK
SLATS SLOW NW STEER
CAT 1 ONLY MAINTENANCE
CANCELLED CAUTION APU
NAV IR 2 FAULT AIR COND
ENG 1 FADEC
PSI 35 Class 2 Failure of the
Engine Number Ones
FADEC System
(fig. 2) (fig.3)
Fig 4 Fig 5
73-13-42
and the Source:
EIU2FAD
is copied into the text boxes as shown on (fig. 6) opposite.
Fig. 6
7. None
In selecting the menu option of None the user is presented
with the screen shown below (fig. 7)
Fig 7 Fig 8
E V2500 Troubleshooting
Centralised Fault Display System (CFDS)
The purpose of the CFDS is to give the maintenance
engineers a central maintenance aid to intervene at system or
sub-system level from a Multipurpose Centralised Display Unit
(MCDU) located on the flight deck.
The MCDU allows the engineer to;
Interrogate a variety of systems using Built in Test
Equipment (BITES) for maintenance information.
To initiate system return to service tests.
The detection of the failures, processing and formatting of the
failure messages to be displayed is carried out in each
systems individual systems BITE.
There are two MCDUs and either the Captain or First
Officers MCDU can be used.
Annunciators
Printer
MCDUs
Failure Classifications
There are three (3) levels of Failure Classifications and these
are signified by the method of notification of their existence to
the Flight Crew or to the Maintenance Engineer during ground
operation and testing.
Class 1
Failures are indicated, by means of the upper ECAM display
or local warnings. Procedures to be followed by the operator
to help to ameliorate the problem may also be displayed.
Class 2
The operator is informed of a Class 2 failure on the ECAM
STATUS page, which only shows the system, affected by the
Class 2 failure. A white STS symbol appears on the upper
ECAM.
Class 3
The operator is not informed of Class 3 failures. Class 3
failures are only accessible through the Centralised Fault
Display System (CFDS) via the MCDU in menu mode
FADEC XX
MAIN MENU
(Screen 6)
LAST LEG PREVIOUS LEG TROUBLESHOOTING GROUND SYSTEM TEST SCHEDULED CLASS 3
REPORT REPORT (Screen 8) SCANNING MAINT REPORT (Cells 61-69)
(Screen 7)
ENGINE PARAMETERS
WHEN FAULT RECORDED
< FMGC
Before entering
< ACARS
CFDS, ensure that
the FADEC power < CFDS
supply is on
< AIDS
Revision 2
IGNITOR TEST INDICATIONS Page 16-26
IAE International Aero Engines AG 2000
V2500 Maintenance Special Troubleshooting
Trouble Shooting FADEC Faults and Failure types Crosscheck Failure (XX.XCF)
The majority of FADEC failures take the form of the following A detected difference in the feedback from the sensors of
Acronym ending. These assist in describing the fault. Channel A and Channel B e.g. LVDTs, thermocouples or
micro-switches.
When attached to the end of the abbreviation of the system
that is experiencing the problem it is possible to anticipate the The EEC compares the input (positional feedback signal) from
troubleshooting process. Channel A to that of the input from Channel B.
A complete listing of all FADEC fault acronyms and a This is only carried out on a EEC input circuit.
description of what they relate to can be found later in this Example:
section.
Clear Language Message (CLM) ATA ACRONYM
Track Check Failure (XXXTK).
VSVA ACT/HC/EEC# 753241 SVAXCF
Crosscheck Failure (XX.XCF).
Stator Vane Actuator Crosscheck Failure.
Wrap-Around Failure (XXXWAF).
Input Latched Failed (XXXL).
Track Check Failure (XXXTK)
Failure of a system to follow the commands of the EEC within
a specified time. The EEC compares the input (positional
feedback provided by the LVDT) against commanded position
from the EEC. For example;
Clear Language Message (CLM) ATA ACRONYM
VSVA ACT/HC/EEC# 753241 SVATK
Stator Vane Actuator Track Check Fault.