Primary structure (called pylon box).Carries the mechanical loads. The secondary structure. Has space fairings and space for component. Also has aft pylon fairing
3 mount assy. Fwd mount attached to intermediate case and carries vertical and side loads. Aft mount attached to tail support and carries vertical, side and torsion loads. 2 Strut mount left and right each side of intermediate case for engine thrust
Left side for secondary pneumatic and electrical, right side fuel and hydraulic. Below are pneumatic
Fan cowl switches and inter phone jack
Starter valve manual override
3 accesses for thrust reverser actuators
Fan cowl switches and P20/T20 probe access
Oil access, fan cowl latches
Latch access/blow out door and 3 accesses for thrust reverser actuators
4132 (back/front back/front)
Wind speed < 45knots, Slats retracted and locked out
2314. (Inner front/back, outer front/back)
40degs locked = intermediate no indication as does 40->50degs, red unlocked, green locked at 50degs
The thrust reverser has an 8th latch which must be opened first and closed last
(8), 1, 6.1(does 7), 6.2, 5.2, 5.1, 4, 3, 2 --->(1,6,5,4,3,2)
2,3,4,5.1,5.2,6.2,6.1,1,(8)
3 rotors. LP (1-5) 3 bearings RBR CCW , IP (8-1) 3 bearings RBR CCW, HP(6-1) 2 bearings BR CW. (1,8,6 5,1,1)
24
Also called location bearing. Support axial and radial
Support radial and allow for axial thermal expansion
HP to Internal GB, Radial shaft, Intermeadiate GB, external GB driveshaft, Transfer Box and AGB
Ded gen, Starter, Hyd pumps
VFG, oil pump, breather, fuel pump, HMU
By hydraulics only
Fuel manifold and HMU
IP8 air to labyrinth seals
0 (intake, fan in) 20, 24(iP in) 25(HP in), 30 (HP exit), 40(combustion exit), 50 (LP exit) , 160 (fan stream)
Metered for combustion, cooling oils, powering servos for actuators
HMU and fuel pump.
3. Low Press pump (LPP) single stage centrifugal, Main High Pump (Main HPP) spur gear and feeds HMU, Servo High Pressure Pump (Servo HPP) spur gear feed to HMU to drive VSV.
They are combined in a single unit on the rear face of the AGB
LPP around 175psid max main HPP increases it to 1720psid. Servo HPP is 1825psid
HPP pumps 2250 and 2350psid
LP at exit from fuel tank, HP in HMU
EEC can shut HP, Master sw closes both
40 micron with diff press transducer set at 5psid. Bypass at 25psid
In the inlet to fuel manifold. 250micron cleanable.
Flexible hoses at equal distance around combustion outer case to 20FSNs
RHS of fan case below oil tank
LPP pump and include the LP filter which is sealed by a spring loaded pressure plate reacting against the filter housing end cap bolted in to position
4. Fuel Metering, Overspeed protection, Fuel High Px control, VSVA control
EEC
The constant pressure drop principle. It varies bypass return flow back to HP inlet . PRV maintains a constant pressure drop across metering valve
LVDT
Airframe Shutdown Solenoid is energised. Pressure drops at the PRV and Minimum Pressure & SOV (MPSOV) closes by spring.
Dual proximity probe
Normal shutdown, N1 or N2 overspeed, LP turbine Overspeed, Thrust Control Malfunction (TCM)
TCM during start, Overspeed during shutdown.
PRIM needs to ok shutdown otherwise just reduced fuel flow.
EEC and EMU on left side of fan case 10oClock position
2 channels A and B. 2 PSU PX sensors etc. Talks to ADCN for ADIRU etc
17 electrical receptacles (9A 8B). THE Data Entry Plug (DEB) is on the B side but on top.
Yellow stripe for A. Green stripes for B
One is control the other stby
Engine Interface Power Management. Delivers A/C power to the EEC EMU and engine. Avionic bay
EIPM 1 for ENG 2+4 and EIPM 2 for ENG 1+3
28VDC DC1 but provides 115VAC from aircraft to EEC
PMA normally or EIPM if unavailable(< 8%N3 or u/s) (emergency bus 115v AC CH A. AC2 for CH B). EMU by 115V A/C power.
Stator and rotor independent 3 phase generator. N3 > 8% the EEC shares this and A/C power. One phase is just for N3 sensing
Dual channel memory device (EEPROM) that stores the engines particular data and gives it to each. EEC channel on Start up. Engine S/N, ratings EGT trim, Idle trim etc
LP and IP have 60 tooth phonic wheels. LP at rear of roller bearing case, IP on compressor front stub shaft. 4 speed probes each shaft in relevant bearing housing (2 probes to each channel). HP uses Dedicated Alternator frequency from 2 separate windings for A and B
The book doesn’t say!) to right of TDC. Measures intake Px and Temp.
Using 2 independent platinum resistant elements.
Via a pipe to a single sensor in the EEC CH A which kindly allows B to have it to. It is noise filtered so as no to hurt the poor lil EEC
115V. EEC determines based on A/C in flight and N1>10%, On GND with N3>45% and N1>10%. Any other time it is off
Inlet to LP turbine (T44) LP1 NGV. Uses 14 thermocouples connected in parallel in 2 groups of 7. Left group to CH A right group to CH B
2 sheathed elements (Chromel and Alumel) at different depths to a common pair of terminals. Connect to EEC via terminal block
As a parameter for TPR for monitoring and FD indication
IGN selected EEC and EMU powered. When in NORM EECs powered, EMUs off. With MASTER on EEC and EMU powered for 15 mins only. FADEC GND PWR P/B ON powered for 10mins if not put into interactive mode. ENG RUNNING… Fire push button kills all power instantly. If EIPM fails 115V from A/C will be avail at all times. If one PMA winding fails the other CH operates. If both fail a/c wiring takes over via EIPM
LP,IP o/speed (monitors N1&N2 shaft speed) auto shut down.. LP Turbine o/speed (duh). TCM. EEC monitors ENG Thrust and N1 speed. Will either reduce power or shutdown if PRIM signal permits
A Programmable Logic Array is used. Needs both channels PLA to close its enable switches before the protection operates. (Unless on only one channel working the only 1 needed)
THR. N1, EGT on EWD
N2, N3 F/F, Oil Qty, Oil Px, Oil Temp, VIB N1, N2, N3, NAC Temp. On engine or Cruise page
NAC Temp is replaced by Starting Parameters
FF, Fuel Used, APU and ENG fuel consumption (T. FUEL USED) ENG consumption( all ENG)
Ratio of Combustion Chamber to intake pressure corrected by intake and turbine gas temperature
As a % of THR available (FWD or RVRS)
ACUTE (Airbus Cockpit Universal Thrust Emulator) It provides the indications of thrust, thrust selection (REF) and thrust mode to the pilots via the EWD
Turbofan Power Ratio though this is not displayed in cockpit
0(idle), CL (climb), FLX/MCT and TO/GA
A cyan circle on THR gauge and THRUST MODE top with %
Idle to Climb
Idle to FLX/MCT
Anytime thrust levers are not at idle.
To sense the commands and generate electric signals.
4 independent groups of ---> 2 resolvers and 3 potentiometers (8 + 12) and 2 switches for thrust reverse
Auto or Manual GND start, ENG Crank, InFlight Start, Cont Ign, Auto relight.
Butterfly type, Electrically controlled (coil to EEC A and another to B) pneumatically operated. Lower left of compressor case
IGN sys (A and/or B), Bleed pressure, SCV position
Master SW=OFF. ENG START=NORM. ENG START=IGN/START. (ECAM ENG page appears and AGU stops) MASTER=ON. LP VLV and SCV opens. At N3=25% and EGT<150 ignition starts, HP SOV opens, FF and EGT increases. Max EGT is 700degs. N3=48% SCV closes Ignitors stop, AGU starts again. ENG START=NORM (ECAM page goes)
Hot Start/Stall or Hung Start(EEC does shutdown and then dry crank until EGT < 150degs then tries again), No light up, locked N1, SCV fail. High N3.
Very similar to auto start except… Manual switch on… At N3=25% and EGT<150 Master=ON. A and B ignition ON. Start Chrono and <30s EGT increases to max 700degs at 48%. SCV closes and set MANUAL start to off. At N3=50% ENG start to NORM
ENG MASTER= OFF. START=CRANK. ENG MAN START=ON. 30s to 5 mins.
5 mins in a 35 min period.
Everything off engine wise. ENG START=CRANK. When N3=33% MASTER=ON. When done(obeying time limits) MASTER+OFF. After 30s MAN Start to OFF. Switches to normal
Commanded valve positions and flow detection in the state air ducting detect this. Cabin bleed and cross flow close prevent starter overspeed.
Fan air (LP compressor)
3 IP bleed valves @ IP 8, 3 HP bleed valves @ HP3, 1 stage of IP VIGVs, 2 stages of IP VSVs.
Protection against surge and stall
VIGV/VSV control valve in the HMU, 2 VIGV/VSV acuators, a VIGV/VSV actuating mechanism
IP shaft speed and acceleration, LP shaft speed, altitude and T20. EEC directs HP servo pressure from HMU
Extended at low speed and retract as IP shaft speed increases. They are at 3 and 9 o’clock on IP comp case. Left just above centreline, right just below. Connected by 3 o/p rods to the unison rings
LVDT single channel. Left to Ch A Right to Ch B
“Transient” for acceleration change, surges, reverse thrust etc. “Failsafe” if IP speed not avail is to use LP speed and bring engine to idle. If power fails then it retracts the actuators (High speed position) and allows eng ops to continue
VIGVs and VSVs all open. Allows IP rotor to be turned manually.
2 Bleed Valve Solenoid Units. Upper left and right of IP compressor case. Each uses HP3 air and 2 electrical connectors (CHA and CHB) Each solenoid is dual wound for CHA or CHB control.
Eng. off = opened by spring pressure. Engine running = closed. HP3 Pressure is required to force them open.
By-pass duct
EEC knows if continuity to solenoid is good but doesn’t know its position. It will show itself as.. Open When should be Closed = higher TGT (pilot will see and CMS too). Closed when should be Open = Hung/hot starts. A GND test can do one at a time and spot which one.
TCA positions and AFS N1 target signal
ACUTE (Airbus Cockpit Universal Thrust Emulator) displayed using AFDX and CDS
Manual = Throttle Resolver Angle (TRA). Automatic = N1 target set by AFS and TRA for thrust limitation and to display thrust mode
When ALPHA FLOOR protection is commanded.
T/O
Engaged Active, Engaged Inactive, Not Engaged. Decided by the PRIMS
A transition mode between Autothrust and Manual. EEC locks N1 speed to last Auto level to prevent sudden thrust changes to the Current TCA position
Turbofan Power Ratio law is normal thrust computation using P20/T20, P30 and EGT. N1 is the backup to TPR.
Rated N1 reversionary and Unrated N1 reversionary. Rated is simple tabled conversion from TPR to N1. Unrated sets idle throttle position to engine idle and max T/O to equal red line N1 and corrected for altitude
Yes so long as no more than 2 engines in N1 mode.
P0 and P20/T20 are compared to 3 independent ADIRU signals Ps Pt and TAT
A sensor on the EEC to measure undercowl ambient
3 ADIRUS and 4 EECs
TPR = P30*(TGT/P20)*T20
By A/THR button or pushing throttle to TOGA or FLX whilst on GND. Also during ALPHA FLOOR protection.
At the thrust reduction altitude the lever in CLimb. Also during ALPHA FLOOR protection when it orders TOGA thrust
Primarily with Instinctive push buttons on throttles, Secondly with A/THR P/B, Auto when all throttles to idle, or 2 to reverse or when more than 1 engine not in A/T mode or a failure of more than 1 engine.
Hard wired to LP SOV solenoid in HMU, MPSOV (for 1 minute if OFF selected), Hard wired to EEC (each EEC CH also tells the other CH) for memory reset
LP S/O
When MPSOV disagrees or any starting fault. The EIPM manages it via IOM
EIPM 1A(eng2) & 1B(eng4) -> IOM 1+2 , EIPM 2A(eng3) & 2B(eng1) -> IOM 5+6 (12 14 12 and 23 21 56)
ETRAC, TRPU, PDU, PLS (L and R), TLS, Flex shafts, Actuators and Manual drive units, 6 ballcsrew actuators operating through a flexible power train system
Electrical Thrust Reverse Actuation Controller.
3 separate commands. PRIM commands TLSPU to unlock TLS. EIPM to supply 115V to TRPU. EEC to command deploy to ETRAC. Called lines of defence
Mechanically by locks in the upper actuators Called PLS and an electrical lock TLS
PRIM gives Flt/gnd to TLS
EIPM gives 115v to TRPU
EEC commands ETRAC
A/C on GND, ENG running, THRUST REV selected.
A motor, disc brake and a resolver
It needs to be energised to release. It holds the T/R closed and fully deployed
PDU is on top L side and 2 flex shafts connect to middle actuators, which then use 2 flex shafts each to power upper and lower actuators
Upper has the locks, Middle drives the upper and lower, lower has the positions resolvers
2 primary lock prox sensors on upper actuators and the lower actuator position resolvers
It is Left T/R cowl middle. Does not control the Tertiary Lock
L PLS directly and R PLS and PDU brake through the TRPU
Left hand side 8 O’clock
Tertiary lock in on L translating cowl at the bottom (L 6 Oclock Beam). Locked until energised. It mechanically locks and is electrically released. Has 2 prox sensors A + B
2 TLS prox sensors
Switches in the Throttle Control Assembly
3rd Line of defence -> TRA < -4.5 / Rad ALT < 6ft / PRIM lets SSPC send 115V to TLS which is rectified by TLS PU. 2nd line of defence -> EIPM powers TRPU when TRA < -7 / on GND from LGERS / EIPM sends 28v to ETRAC. 1st Line of Defence -> EEC gets ON GND from LGERS, 1 ENG on and TRA = -9 deploy (-8 stow) EEC commands ETRAC to deploy. PDU brake releases and ETRAC powers PDU.
270VDC from the TRPU to release and sends feedback via a resolver
270VDC from ETRAC does LH lock. TRPU does the RH
Feed/cooling, Return, Vent/de-aeration/Breather
RHS of fan case
Centrifugal on rear face of gearbox
FOHE Right Hand fan cowl
Pressure filter. Scavenge filter on rear of oil tank (15micron). Line filters
13 psid unless oil temp low when inhibited by EEC
20psid
Pressure pump and 9 scavenge pumps
Front Bearing Housing, Internal GB front, IGB back, HP, IP, TBH , Centrifugal Breather, AGB, LBB
2(CHA +CHB) installed on FOHE. Measure differential px between oil pump o/p and IGB scavenge line.
Ratiometric devices with constant V and variable R which is read by EEC
25psid. On FOHE measuring same as the transducers. It feeds directly to AFDX and then to EEC
Oil px less than an N3 related value (Amber) and oil pressure less than minimum (red). Between amber and red a maint message is set. To set RED warning 2 I/Ps (of the 3 from the 1 px switch and 2 tranducers) are needed