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Introduction - 1
Introduction - 2
Introduction - 3
Introduction - 4
Introduction - 5
Introduction - 6
Introduction - 7
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
Introduction - 10
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.
Introduction - 12
Retaining Plate
Introduction - 13
Vent System
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Introduction - 14
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Introduction - 17
Applications
A320-200
MD-90-30
MD-90-50
A319
A319
A320-200
A321-200
Take-off rating (lb.) (equivalent @ 0.2 Mn) Certification date Bypass ratio Overall takeoff pressure ratio Min. cruise SFC** Total powerplant wt (lb.) Fan diameter (in.)
25,000 *
25,000
28,000
22,000
23,500
26,800
31,400
33,000
0.543 7400 63
Identical powerplant
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GENERAL
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Introduction - 21
ENGINE MODULES
Squeeze film oil damping Single track roller bearing Radial support for the front of the LP turbine shaft
Single track ball bearing HP shaft axial location bearing Mounted in a hydraulic damper Takes the thrust loads of the HP shaft Radial support for the front of the HP shaft
4 5
Single track roller bearing Radial support for turbine end of HP shaft Squeeze film oil damping Single track roller bearing Radial support for the turbine end of the LP shaft
No. 2 Bearing
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Introduction - 22
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ENGINE MODULES
polyurethane finish, the fairing is titanium. A rubber de-icing tip is bonded to the front of the inlet cone. The fairing provides an aerodynamic flow over the annulus fillers and into the LP Compressor.
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
The external gearbox assembly, which includes the high speed gearbox and angle gearbox, is installed at the bottom of the intermediate module. It houses and drives multiple engine and airframe accessories and is directly driven from the HPC. It has four support links that have spherical bearings at each end to allow mount flexibility.
The high speed (HS) gearbox is installed to the intermediate case flange by three joint links and the angle gearbox support is attached by one link. The angle gearbox support is a casting and houses the layshaft and it rigidly connects the angle gearbox to the main gearbox. Accessories mounted on the gearbox have drives sealed by carbon seal assembly. A manual HP system crank (turning) port is located on the front face of the gearbox between the starter and EEC alternator.
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GEARBOX LUBRICATION
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Introduction - 31
ENGINE MODULES
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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 Active clearance control (ACC) Variable stator vane system (VSV)
Automatic engine starting Compressor handling bleed valves Booster stage bleed valve (BSBV) Oil and fuel temperature management Turbine cooling (10th stage make-up air system)
EEC
FOR TRAINING PURPOSES ONLY 542 SEPTEMBER 2009
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
FOR TRAINING PURPOSES ONLY 542 SEPTEMBER 2009
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
FOR TRAINING PURPOSES ONLY 542 SEPTEMBER 2009
Introduction - 38
EEC CONNECTIONS
28V DC is required for some specific functions, which include the thrust reverser, fuel on/off and ground test power for EEC maintenance. In the event of a dedicated alternator total failure, the EEC is supplied from the aircraft 28V DC power.
The cooling shroud must be oriented correctly for the differing variant engines, therefore it must be clamped with the arrow on the shroud aligned with the number 1 indicated position for the A1 and A5 applications.
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
Introduction - 64
ACC Valve
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Introduction - 65
After the two offtakes come together as one there is a Pressure Regulating Valve (PRV). A switch located in the flight deck controls the PRV.
Introduction - 66
ACAC
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Introduction - 67
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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.
FOR TRAINING PURPOSES ONLY 542 SEPTEMBER 2009
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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.
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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
V2500 Simplified Oil System
The oil system provides reliable lubrication, cooling, and cleaning of all bearings and gears in all operating conditions. Oil cooling is controlled by a heat management system which maintains engine oil, IDG oil and fuel temperatures at acceptable levels. The engine oil system can be divided into three sections: Pressure Feed, Scavenge, and Venting The Pressure Feed system uses the pressure pump to generate oil flow. The pressure pump moves the oil through the pressure filter and onto the air cooled oil cooler (ACOC). The oil flows from the ACOC to the fuel cooled oil cooler (FCOC). From the FCOC the oil is then distributed to the engine bearings, main gearbox, and angle gearbox. The Scavenge system returns the oil that is in the bearing chambers and gearbox to the oil tank for cooling and recirculation. There are six scavenge pumps that are designed to suck oil out of the bearing compartments and gearboxes. The oil flows by the magnetic chip detectors, through a scavenge filter, and then by a master chip detector before it enters the oil tank.
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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Master MCD
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The pressure transmitter and low oil pressure switch differential pressures are sampled from:
Pressure feed to the No. 4 bearing Scavenge oil from the No. 4 bearing
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FCOC
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Starter Duct
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Engine Starter
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Introduction - 108
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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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Relay Box
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RELAY BOX
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