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Introduction - 1
Introduction
On March 11, 1983, five companies signed a 30 year
collaboration agreement to produce an engine for the single isle
aircraft market. The five companies were:
Rolls Royce - United Kindom
Pratt & Whitney - USA
Japanese Aero Engines Corporation (JAEC) - Japan
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Introduction - 3
Introduction - 4
PROPULSION SYSTEM
Components
The major components of the nacelle are:
Intake Cowl
It permits the efficient intake of air to the engine while
minimizing nacelle drag. The intake cowl contains the P2/T2
probe and the thermal anti-icing ducting and manifold.
Fan Cowl Doors
They protect and allow access to the units mounted on the fan
case and external gearbox. The fan cowl doors are hinged to the
aircraft pylon in four positions and are held open by support
struts. There are four adjustable quick release latches that secure
the fan cowl doors in the closed position.
Thrust Reverser C-Ducts
They allow access to the core engine. The two C-ducts are
hinged to the aircraft pylon at four positions per C-duct and are
secured in the closed position by six latches. They also provide
for reverse thrust during landing.
Common Nozzle Assembly (CNA)
It exhausts both the fan stream and core engine gas flow through
a common propulsive nozzle.
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Introduction - 6
AIRFRAME INTERFACE
General
The airframe interfaces provides a link between the engine and
aircraft systems.
The components of the airframe interface are the:
fuel supplies
bleed air off-takes
starter motor air supply
hydraulic fluid supplies
FADEC system interfaces
front and rear engine mounts
Integrated Drive Generator (IDG) electrical power
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Introduction - 8
Introduction - 9
Engine Mounts
Forward Engine Mount
The forward and rear engine mounts suspend the engine from the
aircraft strut. They transmit loads generated by the engine during
aircraft operation.
The forward engine mount is designed to transmit thrust loads,
side loads, and vertical loads.
The forward engine mount is installed at the rear of the
intermediate case and adjacent to the core. The forward mount is
secured to the intermediate case in three positions:
A monoball type universal joint that gives the main support at
the forward engine mount position
Two thrust links that are attached to the cross beam of the
mount and to support brackets on either side of the monoball
location on the intermediate case
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Introduction - 11
Engine Mounts
Rear Engine Mount
The forward and rear engine mounts suspend the engine from the
aircraft strut. They transmit loads generated by the engine during
aircraft operation.
The rear engine mount is designed to transmit torsional loads,
side loads, and vertical loads.
The rear engine mount has a diagonal main link that gives
resistance to torsional movement of the casing as a result of the
hot gas passing through the turbines.
Two side links provide extra vertical support and limit the engine
side to side movement.
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Retaining
Plate
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Vent System
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GENERAL
V2500 Models
The V2500 engine is designed primarily for the 150 seat, short to medium range aircraft. The engine is an axial flow, high by-pass ratio,
twin spool turbo fan.
V2500-A1
V2525-D5
V2528-D5
V2522-A5
V2524-A5
V2527-A5
V2530A5
V2533-A5
Applications
A320-200
MD-90-30
MD-90-50
A319
A319
A320-200
A321-100
A321-200
25,000 *
25,000
28,000
22,000
23,500
26,800
31,400
33,000
Certification date
Jun 88
Nov 92
Nov 92
Dec 97
April 96
Nov 92
Nov 92
Aug 96
Bypass ratio
5.4
4.8
4.7
4.9
4.9
4.8
4.6
4.5
29.7
27.2
30.0
32.8
26.5
27.4
31.6
33.4
0.543
0.543
0.543
0.543
0.543
0.543
0.543
0.545
7400
7900
7900
7500
7500
7500
7500
7500
63
63.5
63.5
63.5
63.5
63.5
63.5
63.5
Identical powerplant
Identical powerplant
Identical turbomachinery
Introduction - 18
GENERAL
Airflow/Thrust Production
Introduction - 19
GENERAL
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ENGINE MODULES
Features
No. 2 Bearing
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ENGINE MODULES
General
The 22 hollow fan blades are retained in the disc radially by
the dovetail root and axially by the retaining ring. Twenty
two (22) annulus fillers are installed between adjacent blades
forming a platform between each blade. These fillers form
the fan inner annulus. A rubber seal is bonded to each side of
the annulus fillers to prevent air leakage between each blade
and filler.
The LP Compressor (fan) compresses air which flows into the
engine through the nacelle intake cowl.
The larger part of the compressed air goes through the fan
duct which gives the primary part of the engine thrust. The
smaller part of the compressed air is compressed again when
it goes through the LP compressor booster stages.
Inlet Cone
The inlet cone and fairing smooth the airflow into the fan.
The inlet cone is made of a glass, fabric laminate with an
epoxy varnish and
LP Compressor (Fan)
Introduction - 24
LP COMPRESSOR (FAN)
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Introduction - 25
COMBUSTOR SYSTEM
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Introduction - 26
ENGINE MODULES
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ENGINE MODULES
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Introduction - 30
GEARBOX LUBRICATION
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Introduction - 31
ENGINE MODULES
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Introduction - 33
FADEC SYSTEM
General
The V2500 uses a Full Authority Digital Electronic Engine
Control (FADEC) system. The primary component of the FADEC
system is the EEC unit.
The FADEC System contains:
Electrical harnesses
Engine and Aircraft sensors and data input and feedback
devices
Electronic engine control (EEC) unit and the output devices,
which include solenoids, fuel servo operated actuators and
pneumatic servo operated devices
The FADEC calculates the power setting (EPR), the acceleration
and deceleration times, the idle speed governing, and the
overspeed limits (N1 and N2).
It provides control for the following functions:
Fuel flow
Thrust reverser
EEC
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Introduction - 34
EEC
General
The primary component of the FADEC system is the EEC unit
which is a fan case mounted unit. The EEC is a dual channel
control unit that uses a split housing design. It is shielded and
grounded to protect against EMI mainly lightning strikes.
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.
Each of the EEC channels can exercise full control of all engine
functions. Control alternates between Channel A and Channel B
for consecutive flight, the selection of the controlling channel
being made automatically by the EEC itself. The channel not in
control is the back up channel.
EEC
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Introduction - 35
Introduction - 36
EEC
EEC
Introduction - 37
EEC CONNECTIONS
The DEP links the coded data inputs through the EEC by the use
of shorting jumper leads which are used to select the plug pins in
a unique combination.
The DEP must always stay with the engine if the EEC is
replaced.
EEC
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Introduction - 38
EEC CONNECTIONS
Introduction - 39
FUEL SYSTEM
General
The components on the left hand side of the engine:
Fuel pump
Fuel Metering Unit
Fuel Flow Meter
Fuel Cooled Oil Cooler
Fuel Diverter and Return to Tank Valve
BSBV Actuator
Fuel Injectors
VSV Actuators
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Fuel Pump
General
The fuel pump ensures the fuel system receives fuel at a
determined pressure in order to allow the atomization of fuel in
the combustion chamber.
The combined fuel pump unit consists of low pressure and high
pressure stages that are driven from a common gearbox, output
shaft.
LP Stage
The LP stage is a shrouded, radial flow, centrifugal impeller, with
an axial inducer. It boosts fuel pressure to maintain adequate fuel
flow through FCOC and LP fuel filter and provides fuel to the
inlet of the HP stage pump at a pressure that prevents cavitation.
HP Stage
It is a two gear (spur gear) pump that provides mounting for fuel
metering unit (FMU). It has an integral relief valve. It increases
the fuel pressure to make sure there is adequate fuel flow and
good atomization at all engine operating conditions.
Fuel Pump
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Introduction - 44
FUEL PUMP
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Introduction - 45
FCOC
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Introduction - 46
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The FMU meters the fuel supply to the fuel spray nozzles under
the control of the EEC.
Excessive HP fuel supplies that are not required, other than that
for actuator control and metered fuel to the combustor, is
returned to the LP system through the spill valve.
FMU
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FMU
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AIR SYSTEM
General
The air system, controlled by the EEC, is comprised of two air
bleed systems and a variable stator vane (VSV) system. The
three systems are:
HP compressor air bleeds system on stages 7 and 10
LP compressor air bleed system located at engine station 2.5
and known as the booster stage bleed valve (BSBV)
The variable stator vane (VSV) system which controls variable
inlet guide vanes, at the inlet to the HP compressor, and 4 stages
of variable stator vanes on the A1 and 3 stages on the A5 engines.
The three systems are used to improve engine stability and
performance which provide:
Improved engine starting characteristics
Surge Recovery - re-stabilizing the engine if surge occurs
Stable airflow through the compressor at off design
conditions
Smooth, surge free, accelerations and decelerations (transient
conditions)
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BSBV ACTUATORS
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Introduction - 60
VSV HARDWARE A5
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Introduction - 61
General
Handling bleed valves are fitted to the HP compressor to improve
engine start and prevent engine surge.
All the bleed valves are spring loaded to the open position and
will always be in the correct position (open) for starting.
The bleed valves are arranged radially around the HP compressor
case. Silencers are used on some bleed valves.
A total of four bleed valves are used, three on stage 7 and one on
stage 10.
Introduction - 62
General
The handling bleed valves are two position only fully open or
fully closed. They are operated pneumatically by their respective
solenoid control valve. The solenoid control valves are
scheduled by the EEC as a function of N2 and T2.6 (N2
corrected).
When the handling bleed valves are open, HP compressor air
bleeds into the fan duct through ports in the inner barrel of the
C ducts. The servo air used to operate the bleed valves is HP
compressor delivery air known as P3 or Pb.
The EEC will close the remaining valves at the correct time
during acceleration. The handling bleed valves are closed by the
EEC, which energizes the solenoid control valves. Energizing
the solenoid control valve vents the P3 servo air from the opening
chamber of the bleed valve to close the valve.
Valve 7B is only open for engine start and closed before idle is
reached.
During engine deceleration, the opposite operation occurs and the
handling bleed valve opens as required to maintain surge margin.
Introduction - 63
General
The engine secondary air systems are:
10th stage make up air system
Introduction - 64
ACC Valve
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Introduction - 65
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ACAC
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Introduction - 67
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General
The speed indicating system provides N1 and N2 shaft speeds.
The N1 and N2 speeds are used for the ECAM display and the
EEC control. The trim balance probe is used for fan balance.
The N1 speed probes provides N1 speed signals. They are
located in the front bearing compartment attached to the No. 2
bearing support.
A trim balance probe is also attached to the No. 2 bearing
support.
The dedicated EEC generator, on the front of the main gearbox,
provides the N2 speed signal.
Introduction - 69
Introduction - 70
N1 and N2 Systems
N1 System
The N1 indication is supplied by three pulse probes. The pulse
probes operate by monitoring the passage of a phonic wheel. The
phonic wheel passage across the pulse probe generates an output
signal relative to a percentage of a revolution. For example, the
phonic wheel has 60 teeth, then 60 pulses represent a complete
revolution of the N1 shaft.
N2 System
The N2 indication is supplied by a dual output signal from
channel B of the dedicated generator. One output goes to the
channel B side of the EEC, and the other goes to the engine
vibration monitor unit (EVMU).
Fan Trim Balance
This probe monitors fan unbalance and cannot be used to give N1
speed indication. A datum tooth on the phonic wheel, that is in
line with the number one fan blade, allows the probe to detect the
angular position of fan unbalance. The phonic wheel is part of
the stub shaft assembly.
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Introduction - 72
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General
The EGT is measured by 4 thermocouples which are located in
the support struts of the turbine exhaust case (engine station 4.9).
The four thermocouples are connected by a harness to a junction
box at the bottom of the turbine exhaust case. The junction box
is connected by a harness to both channels of the EEC. The
materials used for the thermocouples and harnesses are Chromel
(CR) and Alumel (AL).
The EGT is displayed to the flight deck via the ECAM system to
give the flight crew and indication of the engine temperature.
This allows the engines to be operated within the temperature
limitations as advised by IAE.
Make sure that the small and large nuts that secure the EGT leads
to the junction box and thermocouple probes are secured and
torqued per engine manual to prevent EGT fault messages.
Introduction - 75
Introduction - 76
General
EPR (P4.9/P2) is used to set and control the engine thrust.
The EPR system uses a P2/T2 probe located in the intake cowl, at
approximately 12 oclock, to measure P2. It also uses the P4.9
pressure rakes, located in the exhaust duct of the LPT, to measure
P4.9. The EEC uses these two pressures to calculate EPR. EPR
is the ratio of: P4.9 / P2.
Channels A and B of the EEC carry out this operation
independently.
The EEC processes the pressure signals and transmits the actual
EPR value to the ECAM for display on the upper screen on the
flight deck as an engine thrust parameter.
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P2/T2 PROBE
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OIL SYSTEM
The Venting system is designed to allow the air and oil mix that
develops in the bearing compartments and gearbox to escape to
the deoiler. The No. 4 bearing relies on the build up of air
pressure in the bearing compartment to force the air and oil
through the No. 4 bearing scavenge valve, and then into the
deoiler.
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Oil Tank
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EXTERNAL GEARBOX
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ACOC
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FCOC
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DEOILER
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Location
Master
No. 1, 2, 3 Bearing
LH HS Gearbox
Angle Gearbox
No. 5 Bearing
RH HS Gearbox
No. 4 Bearing
Master MCD
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General
The heat management system provides cooling of the engine oil
and fuel. This must be done while minimizing the fan air offtake.
The three sources of cooling are LP fuel passing to the engine
fuel system, LP fuel returned to the aircraft fuel tank, and fan air.
There are different modes of operation that vary the cooling
capacity of the system. The EEC controls valve operation based
on oil and fuel temperatures to set the different modes.
In normal mode, all of the heat from the engine oil system and
the IDG oil system is absorbed by the LP fuel flows. Some of the
fuel is returned to the aircraft tanks where the heat is absorbed or
dissipated within the tank.
This mode is maintained if the following conditions are satisfied:
Engine not a high power setting (example: take off and early
part of climb [not below 25,000 ft.])
Cooling spill fuel temperature less than 100 deg. C
Fuel temperature at pump inlet less than 54 deg. C
FCOC
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Starter Duct
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Engine Starter
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Introduction - 109
The relay box is located on the right hand side of the engine fan
case and the high energy ignition units (HEIUs) are located on
the right hand side of the core engine. The igniter plugs are
located on the combustion diffuser casing.
The ignition exciters provide approximately 22.26 Kv and the
igniter discharge rate is 1.5/2.5 sparks per second at fuel spray
nozzle positions No. 7 and 8.
The ignition system can operate in various modes including dual
igniter select, single igniter select, and continuous ignition select.
Dual ignition is selected for all in flight starts and manual start
attempts. Single alternate igniter is selected for autostarts.
Continuous ignition is automatically selected during engine antiice, takeoff, approach, landing, and EEC failure. Continuous
ignition may also be selected manually.
Introduction - 110
IGNITION SYSTEM
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Introduction - 111
Relay Box
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RELAY BOX
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Introduction - 113