Primary (pylon box) and Secondary Structure (front and rear) with its fairings. Primary carries mechanical loads, secondary has equipment. Pylon also has aft pylon fairing called lower fairing
3 mounts. Forward ( on fan hub. Vertical and side loads), aft (On turbine exhaust case. Vertical, side and torsional) and strut ( X 2 each side of Fan Hub. thrust loads)
2 components. Shackle and Mount beam
4 components. Monolythic Mount beam, 2 Boomerangs and 1 central link
3 components. 2 connecting rods and 1 cross beam. It remains with engine for QEC
Fail-safe or Dual load path with spherical bearing. Allows for axial thermal expansion and some movement between engine and pylon.
LHS pneumatic and electrical. RHS Fuel/ Hydraulic and VFG feeder cables. On front secondary are FADEC on RHS and Hyd on LHS
Fan to pylon secondary, Exhaust to pylon primary
Air intake has fan cowl switches, Antice outlet and antice access panel. L Fan Cowl has oil tank access and 1 vent inlet. I/b exhaust has 3 thrust reverser actuator access panels.
Air intake has fan cowl sw and T12 access panel and I/p jack. R Fan Cowl has vent inlet. R exhaust has 3 reverse thrust actuator access.
Slats retracted and locked out. Elec power avail. Open latch access (later engines only) and 4 latches 4-1-3-2 (back/front back/front). 40-49 degs is temp pos only. < 49 is red > 49 is green
Cascade type with translating cowls and blocker doors. 4 hinges, 2 are attached to floating rods.
on the exhaust cowl
Latches L1 to L7. Opened using COS Power Unit to convert AC to 270VDC. L2,3,4 in latch access door.
2 rotors. LP (24 blade Fan and 5 stage comp, 6 stage Turbine. Roller bearing at second stage of comp Ball at last stage of LPC and roller at rear end.) and HP (9 stage comp, 2 stage turbine. Ball and roller at front, Roller at rear) on 6 bearings. Both rotate Clockwise VFR. F5926
Bevel Gear Assy (in Fan hub frame), Lower bevel gear, Verticle Tower Shaft, Angle GB, GB drive shaft and main GB.
Below HPC case. Has 6 point mount system.
EDPs, Lubrication and scavenge oil pump, PMA, De-oiler and Manual crank pad.
VFG Starter Main Fuel Pump.
Main oil filter Fuel filter FMU Servo fuel heater.
2.0=Core Inlet. 2.5=HPC inlet. 3.0= HPC exit. 4.6=LPT 2nd stage. 12.0=Fan inlet
1 roller (gives radial support to LP fan Frame), 2 ball (radial and axial to LP fan Frame), 3/3 roller/ball (HP rotor support. Front of HP. Fan frame. Roller is oil damped), 4 roller (radial to HP, turbine centre frame), 5 roller (LP radial turbine ex case)
Fuel filter and clogging delta px sw, Filter, MFP (2 pumps oil line ), FMU, Main FOHE and Servo Fuel Heater, Servo Valve ASSY.
Main supply to Fuel pump Boost stage. Then to FOHE. Then to strainer and to FP gear stage. Then to High PX filter. (Gear stage protected by o/px relief which returns fuel to inlet of gear stage). Then to FMU and a small amount to wash servo filter. In FMU fuel accross EEC controlled metering valves. And also Px and SO Valve (connected to MASTER LEVER and EEC) and to manifold
28
Some fuel doesn’t go to FMU but goes to servo fuel heater for SVA and HPT ACC valve actuator, Start bleed valve actuator LPT ACC and FMU metering Valve servo valve and FMU PC regulator
The failsafe is LPT ACC, HPT ACC, and Start Bleed valve actuators.
EEC and VMU
EEC is A/C power via EIPM until N2 > 12% then PMA (12.5% accel, 10.5% decel). EMER BUS to CHA and NORM BUS to CHB. VMU is A/C 115V from EIPM
A429 to EIPM from CHA
From TRA analogue signals from dedicated resolvers independent of the ACDN
Hard wired to EEC
Separately Hard wired to CHA and B of EEC for reset and for AFDX failure
The HSPOV
EIPM via IOMs
AICU to EEC <————— check this!
In ENG order 1234 = 2B,1A,2A,1B (2121 BAAB not ABBA!!!!) IOMs are 56/12/56/12
ENG 1234 = 2A1A2B1B (2121 AABB)
The electrical power to EEC, COS, ETRAC, VMU and Exciters
From a Discrete Signal Input group the EIPM generates Discrete Signal Output group for A/C interface.It also exchanges A429 for the usual OMS shit
28VDC normal bus.
Gives 2 indépendant 3 phase power to CHA and B. 1 phase is dedicated to N2 sensing
For 15 mins after A/C power up. START Sw to Crank or IGN/START. MASTER Lever to ON. On GND moving it to OFF removes the power after 15mins. Using ENG FADEC GND PWR P/B which auto turns off after 10mins not being used.
On GND only if MASTER LEVER off and START in NORM and GND FADEC off. In air and on GND the fire handle kills power to EEC
A/C power is avail for EEC and VMU
If 1 winding fails EEC will change channel. If both fail EIPM will use airframe
PMA(7 O’clock on AGB). SVA Compressor Case 12 O’clock. 4(of 8) x T4.6 EGT probes in LPT case 7,8,9,11 O’clock. P/T2.5 Px/T sensor on FHF 8 O’clock. T3 Temp on Combustion case at 8 O’clock. N1 sp sensor FHF 7 o’clock. N2 sp sensor Angle GB 6:30 o’clock. PS12 sensor at Fan Case 11 o’clock.
Fixed setting using fusible links and user programmable using push pull pins.
During each GND power up it is read into EEC non volatile memory. If it fails it uses defaults. But will be nil dispatch
Sub idle on ground only.
TCMA(Thrust Control Malfunction Accommodation) and EOS (Electronic Overspeed System)
Shuts off fuel using FMU HPSOV. Dual wound torque Motors (CHA & B). Monitors N1. TCMA in either CHA or B (regardless which is stby) can initialise a cut back or a shutdown. Inactive above 15000ft or over Mach 0.40. Calcs N1 overspeed but 110% is max. Needs N1, Mach and Alt or it’s a No Go. I/Ps, cut back and Shut down tested during GND start
If Engine Overspeed detected uses FMU HPSOV to shut off fuel engine. It is a separate self contained circuit card called General Purpose Board. Once active remains in shutoff until metering vlv closes. BITE during ENG start. 1 CH is dispatchable, 2 are not
EIPM using date from EEC.
THR, N1(LP Fan speed) , EGT
Using ACUTE ( Airbus Cockpit Universal Thrust Emulator ) 100% is max thrust with bleed off in TOGA
On SD ENGINE or CRUISE page
N2, FF, Oil qty, Oil PX, Oil T, VIB N1, VIB N2 and NAC (replaced with start params during start).
FF, F.USED, TOTAL F.USED (inc APU), ALL ENG (exc APU)
0(Idle), CL, FLEX/MCT TOGA
On the EWD as a little cyan circle on the THR ind.
It is at the top of the EWD
Direct to EEC
To sense commands and generate electrical signals
4 independent groups of 2 resolvers and 3 pots. T/R is by sw through pots. 1 per lever.
0 stop. IDLE REV detent, MAX REV stop
Between the pylon air duct and starter duct.
Left side of combuster diffuser nozzle 10->7 o’clock pos.
Vlv is on starter at 6 o’clock pos. Sensor is on vlv
58.4% N2
Aft face of AGB at 6 o’clock
Either channel can control either or both ignitors
A/C normal or Emergency. 115V managed by EIPM
On SD page replacing NAC. It is IGN A and/or B , PSI of starter and SAV pos
MASTER lever OFF. ENG START to NORM. MAN start not illuminated. ENG START to START. ECAM is displayed and AGU FCV closes. ENG MAN to ON, SAV opens. At N2 20% MASTER on. A and B IGN begin LP and PRSOV open. FF increases. Within 30S EGT rises(max 745). At 55.7% IGN stops. At 58.4% SAV closes. MAN to OFF. START to NORM. AGU reopens and ECAM ENGINE page goes.
Dry crank for 30s (5mins max) for cooling.
30s to 5mins max
ECAM Eng page appears
ECAM Eng page disappears
Set ENG MASTER to ON @ N2=15% for 15s then to OFF. After the wet CRANK a 10 minute ‘Bake Run @ idle must be carried out
Manual starts, Auto restarts and in-flight starts
ENG START sw to IGN/START
115VAC from EIPM and EEC
CHA->1, CHB->1, CHA->2, CHB->2
It is the ACC (Active Cooling Control) system consisting of HPTACC and LPTACC (High/Low Pressure Turbine Active Clearance Control)
Fan air
EEC controls SVA (Servo Valve Assy) that operate HPTACC and LPTACC actuators air valves. The actuators feedback to EEC
2.5 Bleed system, The start bleed system, The compressor stator vane control.
Controls LP compressor operating line to provide optimum LP performance and prevention stalls using 5th stage LP compressor air. Attached to FHF at 11 o’clock
Open at shutdown and gradually becomes completely closed at TO power. Open for rev thrust and low power icing and decent to reduce FOD damage
Release 7th stage air of HP comp to give additional stall margin during start. EEC controls best position. Attached to Air duct aft of HF at 12 o’clock
Open only during start as determined by EEC. Spring biased closed by fuel px.(along with LPT and HPT ACC vlvs)
Dual LVDT
Operates VIGV/VSV actuation to vary angle-of-attack for first 4 stage of HP compressor. (First 4 being IGV to 3rd stage!!)
to the SVA(servo vlv assy)
N2 and T25 I/Ps
A single LVDT on actuator. Left(CHA) is at 2 o’clock and right (CHB) at 7 o’clock
Closed
From AFS, TCA, KCCU enters TO data.
Transitive mode between A/T and manual. Prevents sudden Thrust changes by using last known N1 ACTUAL
When EEC can’t tell ambient conditions from ADIRU(PS PT TAT ) and engine sensors (P0 P12 T12 ) fro 2s or more
N1_UNRATED
It remains Latched in N1 degraded mode
Usually engine params are compared to ADIRU params via AFDX. Ps to P0, Pt to P12 and TAT to T12
7 sources… 4 EECs and 3 ADIRUs used to compare and set N1
PRIMs
ENGAGED+ACTIVE, ENGAGED+NOT ACTIVE, DISENEGANGED
Throttles control thrust.
The detent position of the Thrust Lever. (Usually the highest)
The little cyan circle representing the throttle pos
The PRIMs throttle request represented by a thin green lion
The actual current Thrust represented by a thick green lion
LP vlv and MPSOV
Sets starting mode and does reset
Hardwired to HMU
Via switch slave relay (for 60s only)
Hard wired to each channel. Each CH also tells the other CH. It is also hard wired to IOM to EEC
If MPSOV pos disagreed with ML pos and also for start faults. It is managed by EIPM looking at data from EEC via IOM
Dual prox sensor
PRIMs for TLS, EIPM for TRPU power (270VDC) and DEPLOY/STOW from EEC to ETRAC
Electronic Thrust Reverser Actuation Controller. On right hand T/R cowl 3 o’clock
Thrust Reverser Power Unit. RHS T/R cowl 4 o’clock
RHS 1 o’clock
Prevents overspeed if motor control lost
LHS T/R cowl 6 o’clock
270VDC from ETRAC does RH lock. TRPU does the LH
It is energised
Middle actuator has MDU (manual drive device)
2 resolver sensors on lower actuators
—4.5 TLS, -7 TRPU/ETRAC, EEC to ETRAC.
1 lube 5 scavenge
325-400psi. At 325 it begins to return to inlet
Dual element main filter
Grouped into 3 sumps. A, B, C. 123, 4, 5 (3 is actually 2 bearings)
Dampens bearings 3 and 4
Before each bearing sump
It is on the Oil Flow Management Valve. Reports to EEC CHA and CHB
4
123 sump, angle GB sump/Main GB sump, 5 sump
EEC CHA
123 (via vent tube) and MGB to de oiler. 4,5 and Angle GB is returned to oil tank air/oil separator with scavenge oil
10psi