Technical Training lssue 2.04 l January 2010 © SR Technics IDmDI ~~~9P~ EngW ..

COMPONENTS

C OWLS . . . . . . . . ...... . . .. .. .. . . . .. . ... . . . .. . .. . . ... . . .. ... .. . . . . .... . ...... 3 C-Duci .. .... ... .... .... .. ... ...... .. .... .. ... .. .. .. ... .... .. ... .... 3

INLET .. .. ... . . .... ..... .. .. .. .. .. . .. . .... . .. . . .. .. . .. .. .. ..... . . .. .. .. .... .

Nose Cowl .. ....... .. .. ... .. .. .... .. .. ... ...... .. .... ... ..... .. .. Fan

RH E NGINE . ..... .. ................ .... .... .. .. .. ... .. .. .. .. ..... .. .... .

Fan Case ....... .. .. .. ... .... ...... .... .. .. ... ...... ... .... .. .. .. . Core .. .. .. .. .... .. ... .. .. .. ... .. .. .. .. .. .. .. .. ... .. .... ... ...... .... .

LH E NGINE

Fan Case Core

E XHAUST .. . .... .. ......... . .. .. .. ....... .. .... ... .. ... . .. .. ...... ..... .. .

SCHEMATICS

9 9 11 15 15 33 39 39 6 1 71

Engine Change .. .. .. .. .. .... .. .. .. .. .. .. . ..... .. .. .. .. .. .. .... 72 Pylon .... .. ... .. ... ... .. .... ... ... .. ..... ... ... ... .. ...... .... .. ... . 73 Bearings ....... .. ... .. .. .. .. ... ......... .. .... .. ..... ... .... .. .... 74 Stages .... .. ... .. .... .. ... ...... ... .. .. .. .... .. ... .. ... ...... ...... 75 Borescope . . ... .. .. .. ... ... .. . .. .... .. ... ..... . . . .... .. ..... .... . 76 Fuel .. .. .... .. ... .... .. ....... ... ......... .. ... .. ...... ............. . 78 Contrai .... .. .. ..... .. .. ... ... .. .... ... .. .. .. ... .... .. ......... .. ... 80

82 83

~?f~~;:·· · ··· · ····· · · · · · · · ·· · · · ·· · · · · · · · · ·· · · · · ··· ······· · · · ·· ••• • E No.4 Bearing

OMPONENTS

TROUBLESHOOTING

P ROCEDURE . . .... .. .. .. .... ... .... .. ... . . . .... . .. .. .. . . . .. .. ...... .. . .. . 89 Failure Code .. . .. ....... .... .. .. ... .. ..... ..... .. ... ...... .. .. .. 89 Fail Sale .. .. ..... .. ...... .. ...... ... .... ... .. ... .. .. ...... .. .. .. ... 91

FAN BLADE

F AN B LADE .. .. .. .. .. .. .. .. .. .. .. .. . .. .. . .. .. . .. .. .. .. .. .. .. .. . .. .. .. .. .. 93 Replacement .. .. . .. .. .. .. . ..... .. . .... . . .... ... .... .... .. . .. .. . 93 Repair .. .. ....... .. .... ... .. .. .. ..... .. ... ... .. .. ... .... ..... ... .... 95

IN DEX ATA 101

~ J?-1.1' ~~_./ (Jl ,,,h0®

Front Latch with Open lndicator

2 Bifurcation Latch

3 Translating Sieeve Double Latch

4 Take up Device (Auxilliary Latch Assembly) '

' The take up device is a "turnbuckle" arrangement which is used to draw the two "C" ducts together. This is necessary to compress the "C" duct seals far enough to enable the latch hooks to engage with the latch keepers. The take up device is used both when closing and opening the "C" a ucts. The take up device must be disengaged and returned to its stowage bracket, inside the L/H "C" duct, when not in use.

~~ Belare opening:

>> Wing slats must be retracted and deactivated. » Ali 6 latches & take - up device must be released. >> lf reverser is deployed, pylon fairing must be removed. >> Deactivate Thrust Reverser Hydraulic Contrai Unit (HCU) >> FADEC power "OFF" >> Put Warning Notices in the Cockpit

FRONT LATCH

ij Opening l Closing Sequence:

» Opening seq: 3- 2- 5-4 - 1 » Closing seq: 1 - 4 - 5 - 2- 3

to be used for train ing only

SRTedlnfcs {;

® ~

-""' ... .,·<\ ~· l . . ' \ ~ . .

l .) Q v( . \S B\FUACAT\ON E®

LATCH

®

N/A

N/A

N/A

N/A

Fairing Panel 1

2 Access Panel to Manually Bypass Non Return Valve 2

g 1 Upper Fairing Panel musi be removed when opening C-Ducls wilh de­ployed Reverser

NON RETURN VALVE

N/A

N/A

the lairing m.JSI be removed before the reverser is deployed and the c-duci opened!

2 The None Relurn Valve musi be sei lo bypass far reverser manual deploy· meni only.

to be used for training only

SR Tedmlcs (ì

ltem Description FIN

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

HCU l Hydraulic Contrai Unit

Directional Solenoid Valve

lsolation Solenoid Valve

Pressure Switch

Pop-Out Filter

Filter

lsolation Lever with Quick Release Pin set

Blocker Door

Lockout Pin Stowage

SOV l Shut-011 Valve

Filter with Pop-Out

Graphite Composite Cascades

Upper Nonlocking Actuator

LVDT l Linear Variable Differencial Transducer

Flexible Drive Shaft

Lower Locking Actuator

Unlock Lever

Proximity Switch

Manual Drive

lo be used for training only SR Techn/cs ~

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

N/A

P2fT2 Probe 1 N/A

2 Anti Ice Air Outlet N/A

3 Service lnterphone N/A

4 Cover Attachement Point N/A

5 Hoist Point N/A

~ Pre-mod Probe is shorter then the posi- mod Probe. Reference SB 73-0152 and SB NAC-71-0206.

t o be used for training only

SR Tedlnlts {;

lnlet eone 1

2 Soft Rubber eone Tip (lo avoid Ice Bui ld ing)

1 The class-fibre eone smoothes the airflow into the fan . Il is secured to the front biade retaining ring by 18 bolts. The nose eone is balanced during manufacture by applying weights to its in­side surface. The nose eone is unheated. Ice protection is provided by a soft rubber eone ti p. The nose eone retaining bolt flange is faired by a titanium fairing which is se­cured by 6 bolts.

~ Be careful when removing the nose eone retaining bolts. Balance weights may be fitted to some of the bolts. The position of the weights must be marked before removal to ensure they are refitted in the same position.

FRONT BLADE RETAINING RING

CONE

N/A

N/A

[!}J A special tool must be used to remove the lnlet eone to prevent it from damage as the In l et Cone is made from glassfiber.

to be used for training only SR Technlcs {)

(} SJJUI/»ll#S AIUO Bu!U!eJI JOj pasn aq 01

JledatJ 1 )uawaoediE!tJ ape1s ue:J JOI UO!l:JE!S a)emdas aas ~

\f/N

\f/N lOIS 81100

\f/N apBI8 UB:J

~ - , Nl:l ' ,_, ' , uondfJ:>sao wan '• '

Engine Anti Ice Valve 1

2 Deactivation Pin

1 The valve is pneumatically operated, electrically contro/led and spring loaded closed. Upon energization of the solenoid, the valve will close. In case of loss of electrical power supply and pneumatic ai r supply available, the valve will open .

, lt has a "Manual Override and Lock". 1t can be blocked in the OPEN or in the CLOSED position.

7'" stage bleed air

N/A

~~ For each engine, the "ON/OFF" valve is contro/led by a pushbutton. Continuous ignition (A/B) is automatically activated on both engines when the valve is opened.

t o be used for training only SR Tedtnks {;

ACOC O il Temperature Thermocouple 2

2 ACOC l Air Cooled Oil Cooler (Failsafe in open position) 1

1 The ACOC is a additional oil cooler which removes heat !rom the engine lu ­bricating o il using fan air and maintains the oil temperature within the specified range. The l iltered o il flows through the air cooled o il cooler before being cooled aga in through the fu el cooled oil cooler.

401 6KS

6002EM

2 The oil temperature is measured at the ACOC inlet by a thermocouple. The thermocouple is composed ol stainless steel sheathed sensing portion, stain­less steel installing flange with seal spigot and electrica l connector. The temperature is transmitted to the EEC (Eiectronic Engine Contrai). In re­spense to the measured temperature, the EEC sends the signal to the modu­lating air va lve

l o be used !or training only

SRTed!nks (;

lgnition and P2fr2 Heater Relay Box '

2 Channel B Connector

3 Channel A Connector

4 IGN A Connector

5 IGN B Connector

6 P2fr2 Heating Connector

7 P2 pressure (P2fr2 fan in lei probe)

' The P2 l T2 sensor has an anti-icing function accompl ished by a single heat­ing element internally bonded to the sensor. Aircraft electrical power, which is used for the heater, is switched on and off by the EEC depending on TAT (< 7,2 oc heater "ON"), via the relay box.

The relay box also contains the 115VAC lgnition relays.

.• l l<oT•" t o be used for training only

SR Tedlnks {;

4100KS

N/A

N/A

N/A

N/A

N/A

N/A

Il'

ltem Description FIN

Slarle r Valve 1

2 Brealher Air Oullel (!rom De-Oiler)

3 Micro Swilch (leeds back posilion lo EEC)

4 Service lnlerphone Conneclor

5 Drain Masi

6 ACOC l Air Cooled Oi l Cooler (Fai lsafe in open posilion)

' The starter ai r valve can be opened/ closed manually using a 0.375 inch square drive. Access is through a panel in the R. H. fan cowl.

A valve position indicator is provided on the valve body.

Do not operate the va lve without pneumatic pressure available.

·en•T•' to be used for training only SRTedmlcs -

4005KS

N/A

N/A

N/A

N/A

6002EM

EEC l Electronic Engine Control 4000KS

2 Electrical Connector 4000KS-J5

3 Electrical Connector 4000KS-J7

4 Electrical Connector 4000KS-J8

5 N1 Speed Sensor l Electrical Connector 4000KS-J9

6 Data Entry Plug l DEP 4000KS-J1 6 --

7 Electrical Connector 4000KS-J10

8 EEC Cooling Outlet (lnlet on top of EEC) N/A

9 EEC Cooling Outlet N/A

10 PO (amb) ambient air pressure (fan case sensor) N/A

11 Pb burner pressure (air pressure) P3fT3 probe N/A

12 P2 pressure (P2fT2 fan inlet probe) N/A

13 P2.5 booster stage outlet pressure N/A

14 P5 (P4.9) L. P. Turbine exhaust pressure (P5 (P4.9) rake) N/A

15 P1 2.5 fan outlet pressure (fan rake) N/A

·en •T•" t o be used for training only

SRtedrnlts {;

BSBV Slave Actuator l Booster Stage Bleed Valve 1

2 lgnition Box A

3 lgnit ion Box B

4 Cooling Duci

5 N 1 Speed Sensor 2

1 The two actuators are mechanically attached to each actuating rod and the bleed - valve and actuating mechanism. The two actuators are operated by tue l and the Slave actuator is operated by the Master actuator.

FAI L SAFE POSITION : "BSBV OPEN" In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is displayed on the ECAM E / WD.

CHANGE-QVER TERMINAL (FOR ALTERNATIVE

FAN SPEED SENSOR)

FAN SPEED WIRING HARNESS

'fii•Ta.' lo be used for training only SR Tedlnlcs {;

N/A

4000JH1

4000JH2

N/A

N/A

VIEWA

No.4 Bearing Scavenge Valve 1

2 Reed Switch (position feedback lo EIU)

3 No.4 Bearing Pressure Transducer

4 Oil Pressure tube to No.4 Pressure Transducer

5 No.4 Bearing Oil lnlet

6 De-Oiler Case

7 Servo Pressure 1Oth Stage

1 The purpose of the No.4 bearing indicating system is to monitor the corree! operation of the No.4 bearing 2-position scavenge valve and to detect a No.4 bearing carbon-seal fa ilure.

lo be used far training only

SR Tedlnla (;

4006EN

N/A

4005EN

N/A

N/A

N/A

N/A

Starter

2 Fili Plug

3 Sight Glass

4 Drain Plug l Chip Detector

5 EDA l Engine Dedicated Alternator (including N2 Speed Sensor)'

6 P12.5 Cooling Air

The engine dedicated alternator functions are:

>> the primary power source for the Electronic Engine Control (EEG) • N2 signal source for the EEC and Engine Vibration Monitoring Unit (EVMU)

an d the cockpit

t o be used !or training only

SRTedmks {;

100KM

N/A

N/A

N/A

4005EV

N/A

High Stage Bleed Valve Solenoid 1

2 Handling Bleed Solenoid Valve 7 A 2

3 Handling Bleed Solenoid Valve 7C 2

4 Handling Bleed Solenoid Valve 78 2

5 Handling Bleed Solenoid Valve 1 O 2

6 Make-Up Air (10th stage) Solenoid Valve (il installed}

7 Make-Up Air Valve (pre-modification)

8 Continuous Make-Up Air (post-modification)

1 During cruise with norma! bleed cond ition, the solenoid is energized. Th is causes the solenoid opens to ambient the HPV PRV coupling sense line which lets the HPV close pneumatically. lt avoids a permanent HP bleed due to low lP engine pressures.)

Solenoid eneregize condition :

» W Al .!lQl selected ON, and » Norma! Cruise Bleed Config, and » PS3 > 80psi, and >> FLT ALT > 15'00011

4029KS

4020KS1

4020KS3

4020KS2

4023KS

4028KS

N/A

N/A

2 The bleed valve is a two position valve and is either fully open or fully closed. The bleed valve is spring loaded to the open position and so ali the bleed valves will be in the correct position - open - !or the engine start. When the engine is started the bleed air !rom the engine will try to close the valve. The valve is kept in the open position by servo air (P3) supplied !rom the solenoid contro! valve (solenoid de-energised). The bleed valves wi ll be closed at the correct time during an engine acceleration by the EEC, energising the solenoid contro! valve. This vents the P3 servo air !rom the opening chamber o! the bleed valve, an d the bleed valve will move to the closed position.

·e n •n• t o be used !or training only

SRTedlnlcs {)

Handling Bleed Valve 78 4000JM2

2 lgnition B Box 4000JH2

3 lgnition B Lead 4002JH2

4 lgntion A Lead 4002JH1

5 Fuel Distribution Valve 2002EM

6 Fuel Nozzles 2005EM

7 ACC l Active Clearance Contro l Actuator 4027KS

8 HPT ACC plug storage bracket N/A

9 LPT ACC Valve N/A

10 HPT ACC Valve N/A

11 HP Valve (Stage 10 fo r Customer Bleed) 4000HA

12 Bearing 4 Scavenge O il Tube N/A

13 VSV Crank Shaft N/A

14 BuHer Air Duci (Stage 12 Air for Cooling No.4 Bearing) N/A

15 HPT Stage 2 Cooling Air Tu bes N/A

to be used for training only

SRTedlnlcs (;

Handling Bleed Valve 7B

2 Fuel Distribution Valve 1

3 Transfer Tube

4 Fu el Supply Tubes

1 The fu el distribution valve receives fu el through a fuel line from the fu el meter­ing unit. The fuel goes through a 200 micron strainer, and then into ten internai dis­charg e ports. The ten discharge ports are connected to the ten fu el manifolds. Eight of the ten internai discharge ports in the valve are connected alter an engine shutdown. Eight of the fuel manifolds are drained into the engine th rough the lowest fu el nozzle. The two fuel manifolds which remain full help supply fuel for the next engine start.

to be used for training only SRTedlnlcs {;

4000JM2

2002EM

N/A

N/A

Handling Bleed Valve 7 A

2 Handling Bleed Valve 1 O

3 Handling Bleed Valve 78

The bleed valve is a two position valve an d is either fully open or fully closed. The bleed valve is spring loaded to the open position and so ali the bleed valves will be in the corree! position - open - !or the engine start. When the engine is started the bleed air !rom the engine will try to close the valve. The valve is kept in the open position by servo air (P3) supplied from the solenoid control valve (solenoid de-energised) . The bleed valves will be closed at the corree! lime during an engine acceleration by the EEC energising the solenoid control valve vents the P3 servo air !rom the opening chamber of the bleed valve, an d the bleed valve will move to the closed position.

'f ll ioT ... l o be used for training only

SRTedlnlcs {;

4000JM1

4000JM

4000JM2

FCOC l Fu el Cooled Oil Cooler 1

2 Low Pressure Fuel Filter

3 FDRV l Fuel Diverter an d Return Valve (primary component for Heat Management System)

4 FCOC Fuel Temperature Thermocouple (used for Heat Management System)

5 Fuel Filter Differential Pressure Switch (ECAM Clog Message)

6 Fuel Filter Bypass Valve

1 Purpose of Fuel Cooled O il Cooler >> The FCOC cools the oil by using low pressure fuel. >> The FCOC also warms the low temperature fu el to the de-icing level. >> The FCOC has 2 bypass valves.

·en;,y .. - t o be used l or training only

SR TedJn/cs {;

2000EM

4018KS

4017KS

4000EL

N/A

l DG FCOC l lntegrated Drive Generator Fuel Cooled Oil Cooler N/A

2 l DG Oil Temperature Thermocouple 1 4015KS

3 Drain Plugs N/A

4 OiiOutlet N/A

5 Oi l ln let N/A

6 Vibration Pickup N/A

1 This temperature information is send to the EEC and is used !or the heat management system.

2 A dual accelerometer is installed on each engine. Il provides the analog sig­nals of N1 and N2 vibration frequencies. Only one sensor, A or B, of the dual accelerometer is used a t a lime and during one flight. Il is automatically select­ed by the Engine Vibration Monitoring Unii (EVMU) at each flight, the second one is in back-up mode in case of failure. These accelerometers are a Iso used for fan trim balance.

·en•Y ...

NOTE: In case o l sensor failure, the transfer lo the second sensor is carried out on the ground through the MCDU.

te be used far training only

SR~nlcs {;

ltem Description FIN

Drainmast

5 COLLECTOA P LATE-~ ASSEMBLY

3BOLT 14 OFF)

UMP

AIA COOLED OILCOOLED ACTUATOA

AIA STARTEA

Il ~ o o . ----

~o

<!J DAAIN HOLES

~

~FORWARD

For Leak Limits : ref AMM 71-70-00 P.Biock 201

t o be used for training only

SRTedlnlcs (;

4000KS

BIFURCATION PANE L

l AIGHT SIOE l

• Connections are at the accessory mounting pad only

Oil Pressure Transmitter (ECAM lndicalion) 1

2 Low Oil Pressure Swilch (Below 60 psi ECAM alerl) 2

3 Scavenge Oil Pressure Pori

4 Pressure Pori

1 The oil pressure indicating system gives a cockpit indication of the engine oil system working pressure.

» The indication of this pressure comes electrically from an oil pressure trans­mitter on each engine.

» ECAM lndication = Main Oil Pressure - Breather Pressure. » The oil pressure transmitter is connected to the engine oil system by two steel

tu bes. One tube connects to the oil supply tube (to the engine and gearbox bearings). The other tube connects to the No. 4 bearing o il scavenge tube (to the oil scavenge pump).

» Power supply: 28VDC from busbar 101PP (202PP) . » Pressure range: O to 400 psid. ' » Output voltage: 1VDC to 9VDC varying linearly with pressure from O to 400

psid.

4000EN

N/A

N/A

2 The low oil pressure switch is installed on a bracket at the top left side of the engine fan case, beside the oil pressure transmitter. The oil pressure switch is connected between the oil supply tube and the No.4 bearing scavenge tube. When the oil pressure drops below 60 psi the switch closes an d a red warning is triggert in the cockpit. The set point range is between 45psi and 75psi.

·enaT .. • to be used for training only

SR Technlcs {;

EDP Pressure Switch 1

2 Scavenge Fi lter Pressure Switch 2

3 FCOC l Fuel Cooled O il Cooler

4 Low Pressure Fuel Filter

1 The switch monitors the output pressure of the engine drive n pump. lt sends a low pressure signal at 1740 ± 72.5 psi pressure decreasing and stops the signal when the pressure reaches 2200 psi pressure increasing.

1074GK

4001EN

6003EM

2000EM

2 Scavenge Filter Pressure Switch triggers the ECAM OIL FILTER CLOG warn­ing when the filter becomes blocked (12PSI differential press)

·e n•"·· to be used for training only SR Tedmlcs {)

2 Manual Refiller Cap

3 Pressure Refilling Pori

4 O il Quantity Transmitte r

5 Scupper Drain

6 Sight Glass (1 grid = 1 quart)

' The normal max-usable oil quantity in the tank is 25 US qts = >> Where conditions permit, the oi l tank should be checked and oil added, il necessary, with in a period of 5 to 20 minutes alter engine shutdown. Il the engine is stopped !or 10 hours or more, a dry motoring must be performed. This makes su re that the oil level shown in the tank is corree! before oil is added.

•11•1'• t o be used for training only

SR Tedlnlcs {;

N/A

N/A

N/A

N/A

N/A

EDP l Engine Driven Pump

2 Depressu risation Solenoid

3 EDP Case Drain Filter with Clogging lndicator 1

4 Oil Pressure Pump including Filter

5 Seal Drain Connection

1 The l i Iter is equipped with a pop-out clogging indicator. lt operates when the differential pressure across the fi lter is 87 ± 8.7 psi. There is no bypass device il the filter element is clogged. The filtration rating is 15 microns.

to be used for training only

SR Jfthnlcs {)

1030GK

N/A

N/A

N/A

N/A

Oil Scavenge Filter

2 MCD l M aste r Chip Detector 3

3 O il Temperature Sensor 1

4 Pressure tube to Scavenge Ditferential Pressure Switch 2

5 Magnetic Probe

6 Seal Ring l Post-SB (1oft) l Pre-SB (2 otf)

7 Detector Housing

1 Temperature measurement range: ,, 60 deg. C to 250 deg. C.

The analog signa\ from the scavenge oil temperature thermocouple is transmit­ted lo the EIU. The EIU transforms this signa\ into a digitai signa\. This digitai signa\ is then transmitted to the \ower ECAM display unit through the FWCs and the DMC.

2 The scavenge filter differential pressure switch is instal led on a bracket at the top left side of lhe engine fan case, near the FCOC. Il l riggers the ECAM 0\L FILTER CLOG warn ing when the filter becomes blocked (+12PSI or - 2 PSI differential press)

LOCKEO

;~ ~ ~"l":"~~ '~ o M,,<

~ ~ SBE79·0042 (j)

6001EM

N/A

4016KS

4001EN

N/A

N/A

N/A

~ 3 Do not try to install the MCD if the seal rings are not installed. A safety mechanism is installed in the MCD housing to prevent inslallalion of the MCD if the front seal ring is not installed.

lf only the front seal ring is installed, fai lure of this seal ring cou \d resu lt in an in-flighl shutdown of the engine because of oi l leakage.

t o be used far training only

SRTedrnlcs{;

ltem Description FIN

2

3

Oi/ Scavenge Pumps

Chip Detector Gearbox

Chip Detector 1,2 and 3 Bearing Scavenge

··Ila 'f.,..

FUEL METERING UNI T

FORWARD

~

OIL SCAVENGE PUMPS

N/A

N/A

N/A

No 5 BEARING SCAVENGE CHIP

DETECTOR

DE-OILER

~ ~ -fDE-OILER CHIP - , , DETECTOR

STARTER

to be used for training only

SR Tedlnlcs {;

No. 4 BEARING

2 POSITION OIL SCAVENGE VALVE

2 FMU l Fuel Metering Unii 2 4000KC

3 PRSOV l Pressure Raising and Shut Off Valve Connector 1 N/A

4 EEC Channel A Connector

5 EEC Channel B Connector

6 FF l Fuel Flow Meter

1 The PRSOV torque motor is commanded open by the EEC during AUTO start. lt is commanded open by the MASTER SWITCH in the cockpit during MANUAL start. The PRSOV can be commanded closed by the EEC during AUTO start sequences if the sequence has to be stopped for any reason. The EEC's ability to close the shut off valve is inhibited above 43% N2. Above 43% N2, and in flight, the PRSOV can only be closed by the master switch in the cockpit.

FAIL SAFE POSITION OF THE PRSOV: " LAST COMMANDED POSITION "

N/A

N/A

4010KS

2 The three mai n functions of the FMU are:

» metering the fuel supplies to the fuel spray nozzles. >> overspeed protection for both the LP (N1) and HP (N2) rotors . >> isolation of fuel supplies for starting/ stopping the engine.

,, ... ,..- lo be used for training only

SRTechnlcs {)

BSBV Master Actuator l Booster Stage Bleed Valve '

' The airflow contro! system automatically operates to contro! the ai r bled from the LP compressor. The two actuators are mechanically attached to each actuating rod and, the bleed valve and actuating mechanism. The two actuators are connected hy­draul ically and operate together by command and feedback signals from/ to the EEG. FAIL SAFE POSITION: "BSBV OPEN" In case of a malfunct ion "ENG 1 (2) COMPRESSOR VANE" is displayed on the ECAM E / WD.

ce:n;,oy-· t o be used for training only

SRTedmlcs {;

4021KS

Handling Bleed Valve 7C

2 VSV Actuator l Variable Stator Valve Actuator'

3 HPV l High Pressure Valve

4 LVDT l Liner Vaviable Differentia l Transducer

1 The variable geometry operating mechanism for the compressor comprises the following elements: , actuator/crankshaft drag link , crankshaft (steel} , four crankshaft/unison ring drag links , four unison rings , spindle levers (titanium) >> variable IGVs and stage 3, 4, and 5 variable stators

FAIL SAFE POSITION: "V AN ES OPEN"

In case of a malfunction "ENG 1 (2) COMPRESSOR VANE" is displayed on the ECAM E / WD.

t o be used for training only

SR Tedmlcs {;

-­""""" -~ toN..Jo~-:urwo

IJJ(!2J

~

-Qtti'H(Iti'COM"fft SSOII CASI~'DULOOII. F IIOM -·­(lffl'll-1

4000J M3

4022KS

4025KS

N/A

VSV Actuator

ACAC l Air Cooled Air Cooler 1

2 ACAC Exhaust Duct

3 No.5 Bearing Scavenge Oil Line

4 HP Turbine Perforated Cooling Tu bes

5 LP Turbine Perfora led Cooling Tu bes

6 EGT Juction Box l Exhaust Gas Temperature

7 Turbine Cooling Tube 1Oth Stage Compressor Air

1 Stage 12 air is cooled down by fan air to cool down bearing compartment No.4, which is located near the combustion chamber

~~~~g*e ---Ili---vALve

i

·~ ··~ l

to be used !or training only SR Tedmlcs (;

BUFFER AIR COOLER ( ACAC )

N/A

N/A

N/A

N/A

N/A

N/A

N/A

l

Fi re Loop A and B 1

2 Nacelle Temperature Sensor 2

1 Each engine fire detection system consists of two independent loops A and B connected in parallel to the Fire Detection Unit (FDU) . Each loop comprises three fire detectors connected in parallel. Loops A and Bare connected in parallel to the Fi re Detection Unit (FDU).

Each loop comprises: » Fan fire detector , Pylon fi re detector » Core fire detector

4008KS

The Nacelle Temperature Sensor has a Measurement Range of -54°C to 330°C This Signal is led to the EIU and then to the ECAM. The nacelle temperature is displayed only il the system is not in eng ine starting mode and one of the two temperatures reaches the advisory threshold. A advisory indication wi ll be created on the engine system page when the tem­perature reaches approx. 300 - 320°C.

-.-11 &'1' .. - t o be used for training only

SRTedlnlcs {ì

EGT Juction Box l Exhaust Gas Temperature 1

2 ACAC Exhaust Duct

3 EGT Probe / T4.95 (4ea)

4 Alumel Stud

5 Chromel Stud

6 Bearing No.4 Cavity Drain Line (5 o'clock position)

' The measurement channel for the exhaust gas temperature consist of: Four probe assemblies, each comprizing 2 thermocouples. » fou r thermocouples (one from each probe assembly) are used to form an

averaged signa! send to the channel "A" of the EEC. » the remaining four thermocouples (o ne from each probe assembly) are used

to form an averaged signa!, send to channel "B" of the EEC.

The EEC uses the Exhaust Gas Temperature in the engine start contro! logic and also transmits the EGT signa! to the ECAM. The EGT probes are located at engine station 4.95 (LPT exhaust case strut), at 9.5, 7.5, 4.5 and 2 O 'Ciock. The thermocouples are connected, in parallel , to the junction box for each channel, from where two indepent signals are send to the EEC. Each signa! is an average of the four probes.

·e-rraT•' t o be used far training only SR Tedlnlcs {;

A c:::::> 9.5

A

t:? A

2.0

(ID

VIEW WHEN YOU LOOK FROM THE REAR OF THE ENGINE

4012KS5

N/A

N/A

N/A

N/A

FUEL NOZZLE

OIFFUSEA CASE BOSS

FLANGE K

\

GASKET~~· ~~ FUEL SUPPLY ~· •

l\JBE

ltem Description FIN

Fuel Nozzles 1

2 Fuel Manifold

3 Make-Up Air Duct

4 Buffer Air Line to No.4 Bearing Compartment Heatshield

5 Combustion Chamber Locating Pin

1 There are 20 fuel nozzles equally spaced around the diffuser case assem­bly. The tue l nozzles are installed through the wall of the case, and each nozzle is held in position by th ree bolts. The fuel nozzles carry the fuel through a sing le orifice. The fuel is vaporized by high-velocity air as it enters the combustion chamber. The fuel nozzle forms the atomized mixture of fuel and air into the corree! pattern for satisfactory combustion. The design of the fuel nozzle results in fast vaporization of the tue l th rough the fu ll range of operation. This results in decreased emissions, high combustion efficiency, and good start quality. The high-veloc ity flow of fuel prevents formation of coke on areas where fuel touches metal. Heatshields installed also prevent formation of coke.

to be used !or training only

SRTedlnlcs (ì

2005EM (1 -20)

N/A

N/A

N/A

N/A

Bearing No.4 Cavity Drain Line (5 o'clock position)

2 Low Pressure Turbine Stage 7

3 P5 (P4.9) L. P. Turbine exhaust pressure (P5 (P4.9) rake)

4 EGT Probe / T4.95

5 CNA l Common Nozzle Assembly

6 Reverser Blocker Doors

' The Engine Pressure Ratio indicating system consists of one combined P2 l T2 sensor and eight ports located in each of the three LPT exhaust case struts, P4.9. The pressure !rom this sensors are routed to the EEC pressure transducer. The EEC converts the signal lo a digitai formai and process the pressure lo form actual ERP (P 4.9 / P 2) and transmits the ERP value to the ECAM. Each of the two channels performs this operation independently.

to be used for training only

SR~nlcs t';

N/A

N/A

N/A

N/A

N/A

N/A

THRUST RE VERSE R "C" DUCT

FWD B O OTST R~ :· ~

FAN COWL DO OR

HOLD OPEN BRA CE

ENGINE ~ ( li FTIN GCRADLE ~ l FRAME) ----

405 ve: -N°4 BRG PRESS XOCR ~IL PRESS XMTR .()Il TEMP SNSR .OILQTYXMTR -INTERPHONE CNCTN

.C06VC: -TLA EXCITATION

RESETCHANA

401 VC: -FAOEC SUPPl Y

403 VC: ·28 VOC HI INTEGRITY BUS -115 VAC IGN2 -ARINC ADIRS -EEC FAULT -TfR INHIBITION -T/R OIRECTIONAL VALVE

.t08VC: 407 VC: ·FAN CASE FIRE -FAOEC RESET CHAN B DET lOOP B ·TLA EXCITATtON -N2TO EVMU -TRIM BALANCE SNSR

402 VC :

,_-~~ :~~sv~;c~~~~:ls~~~v -ARINC AOIRS ·EEC FAUlT ·TIR INHIBITION

~IJ• of"'r\;:,vv rm -TIROIRECTIONALVALVE

404 VC: . · - -RELAY BOX

t o be used for training only

SRTedlnks (;

-ANTI-IC ING CTL VALVE -FU El FllTER l>PISW -Oil SCAV Fll TER /),p SW .O! L LOW PRESS SW ·N°4 BRG SCAV VALVE POS ..HYO, LP WARN SW ·TIR lH & RH lOCK SNSRs

ENGINE STRUT (P YLON)

REAR BOOTSTRAP

COMMO N NOZZ LE ASSEMBLY

ENGINE TR OLLEY

N"1 BEARING

N•2 BEARING

et=::=;:; : =l_n l ~

STAGE NUMBERING

COMPRESSOR STAGES

t o be used for training only

SR Tedlnlcs (ì

N"4 BEARING

TURBINE STAGES

~A ,~,

~ ~ ;§> ~

~ [Il !Il [§] ~ (f] w l§]

l V2500-A1- l j V2530-A5I PRE SBE 72 -0100

~ () ~ ~@

PRE SBE 7 2-0100

STAGE OF COMPRESSOR TO BE EXAMIND

VIGV TO 3 -LE 3 IO 4 5 IO 6

~ ~~ ~ 61 [Q]

SBE 72-0100

ACCESS PORT TO BE USED

x 8 c

NOTE: Port "8" is avai lable al bolh sides of lhe engine The left hand side is better accessible

~ ~\

~® ~

STAGE OF COMPRESSOR TO BE EXAMIND

3 lo 4 3 lo 4 7 IO 8 8 lo 9

9 lo 10 11 lo 12

~, (//

~ @!'

0 ~

to be used for training only

SR Technlcs {;

ACCESS PORT TO BE USED

A 8 D E

l F G

~ SCREW

~ STAGES -BORESCOPE

ACCESS PORT COVER

0

Press Holding Valve

Tank Fuel Temp Sensor

Fuel Tank No1

LP Fuel Valve

ShutoH Signal from Master Switch

,--1 l l l l l l l

TQffP,I

~=

28V ESS

28V OC2

CENTRAL PEDESTAL 115VU

+ MASTER1 ENG o~ MASTER2

- OFF [ENG] ~ON 115VU.·

~ MODE l ENGI

~CRAN'r(lj)" ~GN 2 OFF l W/ I~T·

T

1 +

+

l ------------i ~--- l

ENG/NE 1 HP FUEL SOV

28VOC ESS

<49VU At

l l l l o

MASTERSW 1

• ......;; .. ·J

11QG RELAY ENG l MASTER 1 123VU 126

EEC

t o be used for training only

SR Tedlnlcs {;

LP FUEL SHUTOFF VALVE 1

HP FUEL so v

CLOSED POS SW's

HP FUEL so v

2 POSTM

P2,5 F FLOW P12,5

401 pp ( FOR E~5~~~S BUS) 1 & 2

202 PP (DC BUS 2 ) FOR ENGINE 2

301 PP (BAT BUS) FOR ENGINE 1

1

.. -~·----..: .... ,-~m'~ ~\ ! t ~ ~ t ~------=IG~NB~ ~ N1

Thrust Reverser

LGCIU '

NOTE: * supplied for 5 min t FLT

L> ~o

l Gli

A/C PIIR UP

SAllE LOGIC AS ABOVE

~ ,.gN2~11Pi-1 FADEC : GEli t AVAILABLE

t o RELEASEO OUT

DEDICATED GEN •

rs~,_QNZ~l0% -1 \:::_} F ADEC 1 GE"

• • AVAIL.ABLE

o RElEASEO OUT

t o be used for training only

SR Tedlnlcs fJ

EEC CHAHNEL

A TRU/ 28V

TR U/ 28V

EEC CHAHNEL

B

l T4.91

~ \ P4.9 (P5)1

THRUST~.) LEVERS ·~l

M~,. l ~~ l l

LANDING GEARS

ENG AN IIIl..l:

A,., .. .--~

l ili~! PACKs

ECS DEMAND

PACK CONT. 1/2

ZONE CONT.

EIU FAULT-

ENGINE FUEL TEMPERATURE

to be used for training only

SR Tethnlcs f)

Reverse Id le

Approach Id le

Min ldle

Bleed Id le

HMS

10TH STAGE SOLENOIT VALVE

MAKE UP AIR VALVE

MAKE UP AIR

N0.4 BEARING SCAVENGE

TLA<· 3.8'

.....__...., FROM

SEC 1, 2, 3

VALVE

~~~~~ie~~~i~~~ea r Contro! i y i

RA: Radio Altimeter TCU : Throttle Contro! Unii TR: Thrust Reverser

B B A A

BEAR!NG 4 COMPARTMENT

+-------- TR POSITION +-------- TR LOCKED

~======= TR POSIT/ON ~ TRLOCKED

t o be used for training only

SR 'lédlnlcs fJ

OIL PRESSURE

LOW OIL PRESS. SWITCH

1 .4~ é .,"_' o ·1} .. •f _, 16 EPR o f 1.2·HFv1 ·;;,1

1 1.06 \ 1 1 .01;

~ l

toEIU

Oll TEMPERATURE SENSOR( HMS }

~~ ·=-o• rrauv~~~ FUEL FILTER l ~ Il~ l ::/1 Il !D

Oll TANK FILLER CAP __ ..:_::::~!-1~~-=~~t~~~:!jl~~~

NO 4 BEARING PRESS XMTR-----1111.1

Valveop&fllled by air supply lromstage 10 HPComprossor

10TH BREATER STAGE AIR AIR

LOWOIL PRESS. WARNING SWITCH ( 60PSI)

OIL PRESS. XMTR

No. 4 Bearing Buffer Air Fftd (Coollng alr)

Max Aow Min Aow

~

t o be used !or training only

SRTedlnks {ì

O l TANK PRESSURIZATION VLV

SCAVENGE FILTER t. P SWITCH ( 12 PSI , ECAM MESS: " Oll FILTER CLOG )"

PANE L

Oll TEMPERATURE SENSOR

FADEC Power should be activatcd prior to cntcri ng CFDS. Eithcr of thc MCDU's may be uscd to interrogate thc FADEC Memory. If a Class 1 or an ·s Ts· Class II Engi nc mcssagc has appcarcd on thc uppcr ECA M. Thc Post Flight Rcport (PFR) should be revicwcd for Clcar Language Mcssagcs associated with the Engine. For each or thc Clcar Languagc Mcssagcs thc associatcd fault cci i should be rcvicwcd and fa ult ccii data recordcd. 13oth Channds or the FA DEC should be in tcrrogated. The Troublcshooting Manual providcs. ror cach ATA assuc iatcd with thc Clcar Languagc Mcssagc and fault acronym. a procedure fur n;~ tificat ion of thc fault . Thc follow ing procedure should be uscd to interrogate CFDS.

h M 11. r o i

correcf Cell Number you will find tlie Fault Acronym 'SVAL:. A detailed list can be found ref. t o TSM 73-00-00/301.

AMM extract· SPVWAF Torque Motor Wraparound Fa1led· Logic changes the AAC torque-motor­

cunent feedback-voi/age lo a digita! torque motor cunent value. This va/ue is compared lo the commanded torque mo/or cwrent. This fault code is se/ if the feedback voi/age is out of range check lilmrs or the comparison 1dentifies a fa1lure.

SPVXCF SPV Feedback Crosscheck Fa1led' This fau/1 code is set 1f the foca/ and

STBWPF

STHUNI

STVFCL

STVFLL

STVFOP

STVWAF

STVXCF

~

SVATK

crosslink feedback values for the Spill Valve LVDT does no/ agree for more !han a specified lime period Status Buffer or Watchdog/parity Fau/1: Logic clears the system Status Word and hardware depower word and then does a check lo see if the two words are cleared This fau/1 code is set1f the two words are no/ c/eared Hung Starl in Channel in Contro!.· Aag se//he channel in contro/, N2 is va/id and /ess /han 1500 rpm, and the starler air valve has been commanded on for more /han 20 seconds. Starler Valve Fai/ed C!osed· This fau/1 code is se/ if the starler valve is com­manded closed bui sensors do no/ agree. Starler Air Valve Fai/ed· Log1'c compares the foca! and crosslink feedback signals of the starler air valve to each other and to a synthesised va/ue. This fault code is set 1f these values are differen/ from each other by more /han a specified value. Starler Valve Failed Open: This fault code is set 1f the starler air valve is commanded open but the sensors do no! agree. Engine Starler Valve Wraparound Fai/ed· Logic compares the state of the wraparound discrete to the state of the commanded device. This fault code is set 1f the position of the de111'ce does not agree Wlfh the wraparound dis­crete. Starler Air Valve Poslfion Crosscheck Failed· This fault code is set 1f the s/arler air valve position foca! and crosslink feedback di'sere/es do no/ agree for more !han a specified lime period Resolver Feedback: Logic compares /he foca! and crossb'nk feedback sig­na!s of /he SVA LVDT to each other and to a synthesised va/ue. Th1's fault code 1's set 1f these signals are different from each other by more !han a specified value. SVA Track Check Fa1lure: Th1's fault 1's set 1f the sensed poslfion.

Based on Celi Number select either GROUND or FLIGHT DATA. Select co r-1 rect Celi Number using 'Next Page' but­ton on MCDU

Select LAST LEG REPORT to identify Celi Number associated with CLM. Return to Screen 5, then select TROUBLESHOOTING. Ce lls 1-45 = FLIGHT Cells 46-60 = GROUND Cells 61 -69 = CLASS 3 Cells 92-151 = SMR (Scheduled Maint.

Report) O Fault Celi Number :::! CLM: Clear Language Message

Ref. to TSM task 75-30-000810-843 Failure of the Variable Stator Vane Actuator on Engine 1, Channel A to find the correct TSM procedure far this trouble.

TSM extract· (3) lf the FADEC 1A menu gives the fault code SVAL· - disconnectthe elec/n'cal hamess connector (4000KS-J2) from lhe EEG (4000KS) - atthe electrical connector (4000KS-J2), do a check of the resistance between: pins H and S (850 lo 1100 ohms) pins U and T (250 lo 340 ohms).

(a) lf the resistance between the pins H and S 1's not between 850 and 1100 ohms: - disconnect the electrical hamess connector (4022KS-A) from the VSV actuator (4022KS). - do a check of the resistance between pins A and B. - if the res1'stance 1's not between 850 and 1100 ohms remove and replace lhe A C TUA TOR- VSV (4022KS) AMM TASK 75-32-41-000-010 and AMM TASK 75-32-41-400-010 . - lf the res1'sfance is between 850 and 1100 ohms then do a check and repair the wiring from the VSV actuator (4022KS) to the EEG (4000KS) pins A/A,B to pins J2/h,s - connec/the electn'cal connector (4000KS-J2) to the EEC (4000KS) AMM TASK 70-23-15-912-010 .

(b) lf the res1's/ance be/ween the pins U and T 1's not between 250 and 340 ohms: - Disconnectthe e/ectrical hamess connector (4022KS-D) from the VSV actuator (4022KS). - Do a check of the res1's/ance between pins DandE. - lf the resistance 1's not be/ween 250 and 340 ohms remove and replace the ACTUATOR-VSV (4022KS) AMM TASK 75-32-41-000-010 and AMM TASK 75-32-41-400-010 . - lf the res1'stance 1's between 250 and 340 ohms then do a check and repair the wiring from the VSV actuator (4022KS) to the EEG (4000KS) pins A/0, E to pins J2/L/, T. - Connect the electn'ca/ connector (4000KS-J2) to the EEC (4000KS) AMM TASK 70-23-15-912-010.

to be used far training only

···· ·· ···· ····· ··- --- ---------- -------- --------- --: FADEC 1 B ... l__...-- PageoneoltheCell 31

: FLIGHT DATA PG:01..-r-FAoec FAULT CELL~ : Fau lt Code

N1 RPM---- ; CELL: 31 FAULT: WOFWAF~ N2RPM

~ RPM: N1 = 5326 N2 = 14392 ~ TS Temperature ~ ~ T2 Temperature ( Eng. lnlet)

Cold Juncll~~\~~~~r~ture---- , DEG C: T5 = 554.0 T2 = 26.0 : Fll ght Phase

( Actual Temp. In EEC l ---. TCJC : 42.0 Fl TPH = 3~ Alr Pressure on Eng. Statlon 3 ~ :. : __...-- Tota l Alr Pressure ( Eng. Stat lon 2 )

( PB = Burner Pressure ) ~P SIA: PB : 458.5 P2 : 14.62~ Mach Number ~ :. .....---+--- EEC Operatlng Hours

~MN = .117 HOURS = 571.0 . . ' ' ' . ' ·-.. -....... -- ...... .. ...... .. ...................... .. .................... .. ........ ·'

·· -------------- -------- ---------------·----- -- ---: FADEC 1 B ... l __...-- Pagetwo oltheCell 31

. FLIGHT DATA PG:02 r FAO EC Fault Celi ----------..l .i.----- Fault Code

Standart AIIItude : CELL: 31 FAULT: WQFWAF J..-------EPR ( Indlcated )

Stator vane Actuator -------...1 ALT: = 336.0 FT EPRI = 1.562 ; Channelln Control

( Feedback) -------...: SVA : = 1.906 IN CH IN COM = 1 J..-------1

= Yes '0

= No Fuel Flow ---------.J : N1 Mode

2.5 BieedActuator Feedback ---- ; FF = 11162 PPH BACKUP=~ ~ ~ ~~s( EPRMode) -----.: B 25 = 1.218 INCH LEG = 398.0;. Fllght Legs

' . ' Welght on Wheels : : 1 = Yes ( Ground) -------...: WQW _ 1 : O = NO ( Fllght ) : -

' ' ' '·················································

Note: The Abbrevialions used in the GROUND DATA are the same

Components Fail Safe State Components Fai l Safe State

Metering Valve

Variable Stator Vane Actuator

2.5 Bleed Actuator l BSBV

7th Stage Handling Bleed Valves

1Oth Stage Handling Bleed Valve

HPT ACC Valve

LPT ACC Valve

ACOC Ai r Valve

1Oth Stage Make-Up Ai r Valve

Fuel Diverter Valve

Fuel Return Valve

lgnition -Starter Air Valve

P21T2 Probe Heat

Thrust Reverser Contro! Uni!

Min Flow

Vanes Open EIU Signals

Bleed Open

Bleed Open

Bleed Open ADC Signals

Valve Closed

Valve Partially Open -45%

Open Bot h TLA

Open

FMU Return Flow through FCOC (Mode 4 or 5) Solenoid de-energized

One TLA Closed (Mode 3 or 4)

O n Both 115VAC

Closed

Oli Both 28 VDC

Reverser Stowed

Disagreement between TRA

t o be used for training only

, No Engine starting , No Autothrust on both En-

gines , No Reverse Thrust , Modulated ldle no! available , Continuous lgnition

ECU uses Engine Sensors

,, In Reverse: Il Reversers in­adverently deploys and both Reverser feedbacks are in­valid, Power is set to Id le

, O n Ground: Se! to ldle , In Flight: A! Take 011 freeze

las! valid TLA, then select MCT at Sia! Retraction

The EEC uses the redundant Sensor

, No lgnition , No Probe P2/T2 Heating

, No Star! , Run on Alternator above 10%

N2

, On Ground: Se! Forward ldle , In Flight: Select Larger Value

but Limi! this to MCT , On Reverse: Select Reverse

Id le

TRIM BALANCE WEIGHT ( 3,0 gml TRIM BALANCE WE IGHT ( 9,0 gm) TRIM BALANCE WEIGHT (15,0 gml TRIM BALANCE WEIGHT 125.0 gml l .

BOLT

b

Removal

~

The Nose eone is secured to the front biade retaining ring by 18 bolts. Be careful when removing the nose eone retaining bolts.

"T"

Balance weights may be fitted to some of the bolts. The position of these weights must be marked belare removal to ensure they are refitted to the same position. The biade retaining ri ng is secured to the fan disc by a ring of 36 bolts. A sec­ond (outer) ring of bolts passes through the retaining ring and screws into each of the 22 annuius fillers. Bot h rings of bolts must be removed belare attempting to remove the front retaining ring. Alter ali the securing bolts (22 + 36) have been removed the retaining ring can be removed by srewing pusher bolts into the 6 threaded holes provided far this purpose. Balance weights , il required are located on the retaining ring. The fan blades and annulus filler positions are not identified. Far this reason it is important to identify the biade and annulus filler position, relative to the numbered slots in the fan disc, belare disassembly. Remove the annulus fillers an either side of the biade to be removed. The annulus fillers can be removed as follows: , lilt the front end of the annulus filler 3 lo 4 inches. , twist the annulus filler through about 60 deg counter - clockwise , draw the annulus f iller forward lo clear the blades The biade to be removed can then be pulled forward to clear the dovetail slot in the fan disc.

STAGE 1 (AN BLAOE

MOMENT WEIGHT

STAGE 1 FAN DISK

lnstallation

Alter the new biade and the annulus fillers are fitted, The front biade retaining ring can be fitted. The front biade retaining ring can only be fitted in one position which is deter­mined by three oli - set locating dowells an the fan disc. The T-Mark printed o n the retaining ring , identifies No 1 fan biade position.

~ Fan biade lnspection l repair are described in the AMM 72-31-11 Page block 800.

~ The moment weight al the fan biade is written o n the root surface.

t o be used far training only

SRTedlnks

' 1 gE~irL;~~~~~i~AND

ZONE AD ZONE ~D Il TRAILING EDGE TO IVHEN RE~IOVING DAMAGE IN

0.17011 1 {•1 . 32 nun)~ ~ BLEND ALL DRESSING SMOOTHLY INTO AIRFOIL

2.000 l u (:i0.80 mm)

ZONE AC

6 .850 In ( 17 3 .991um)

r-- •1.350 In . {110.49 mm)

70NE AB

ZONE AA DEPTH AE-J-.!-.._

ZONE A1\ l ONL Y ONE SCALLOP ON 'Ili E LE.-'\DING EDGE ILE) OH TRAILING EDGE fi'F) IS ZONE AIJ PEI{/\II'ITED. SCALLOPS ON !10TH TIIE LE ANO TE AI~E NUT PER~II'ITEIJ .

ZONE AD l NO f..IORE TI-! ANONE BLENDED AREA ON TI-lE LE AND ONE 13LENDEIJ AIU:J\ ON

TIIE TE IS PERMI'ITED.

ZONE AC SCALLOPS Alm J\LLOW ED ON TH E TE ANO LE 1F ZONE AD l lAS NOT BEEN l.ILENDEIJ. YOU CAN HA VE T\\'0 SCALLOPS ON 130TII T I·IE LE ANO TE.

FAN BLADE SCALLOPING Llt-.IITS

• .,1-11 FanBiade lnspection 7Repair Before any repair is carried out, reference must be made to the AMM Chapter 72-31-11 Page Block 800. Repair Damage on the Low Pressure Compressor (LPC) Fan Blades by Local Materia! Removal

~ » YOU MUST USE SILICON CARBIDE TYPE ABRASIVE WHEELS,

STONES » ANO PAPERS TO DRESS, BLEND ANO POLISH THIS COMPONENT. » IF THE MATERIAL SHOWS A CHANGE IN COLOR, TO DARKER THAN A , LIGHT STRAW COLOR, THE COMPONENT IS TO BE REJECTED. " DO NOT USE FORCE WITH MECHAN ICAL CUTTERS, OR THE MATE­

RIAL » WILL BECOME TOO HOT. » LP COMPRESSOR FAN BLADES MUST BE REPAIRED AS SOON AS

DAMAGE OR WEAR IS MONITORED, TO GET BACK LP COMPRESSOR EFFICIENCY ANO EXTEND THE ROTOR BLADE LIFE .

» THE MAXIMUM NUMBER OF DRESSED BLADES FOR A GIVEN THE LP COMPRESSOR FAN BLADES SET IS THE EQUIVALENT OF THREE

» BLADES DRESSED TO THE MAXIMUM LIMIT. ALL THE REMAINING BLADES MUST NOT BE DRESSED.

>> THE MAXIMUN NUMBER OF DRESSED BLADES MUST BE OBEYED, TO PREVENT A RISK OF ENGINE VIBRATION.

Procedure This repair lets you scallop the leading edge, remove damage from the airfoil surface and if damage is found in Zone AD, then you musi blend parallel with the leading edge, to remove any materia! above the repaired area by materia! re m ovai.

A . Chemically Clean the Blades 1. Use alkali cleaner (Materia! No. V01-300), alkani cleaner (Materia! No. V01-

339) or alkani cleaner (Materia! No. V01-422) and prepare the solution (Ref. AMM TASK 70-11·50-100-010) .

. Wash the repaired area with a cloth soacked in the solution .

. Use a cloth soaked in clean cold water until the area is fully cleaned .

. lf necessary repeat steps (2) and (3). Wipe the area with a clean dry cloth.

MAX DEPTH AE VARIES WITH ZONE

FAN BLADE BLEND DETAILS

B-.-oD a LocalPimetrant Crack Test o n the Damaged Blades 1. Use flu orescent penetrant (Materia! No. V06-022) and do a penetrant in­

spection of the damaged area (Ref. SPM 702305).

C. Examine the Biade Airfoil 1. Examine the biade airfoil for crack indications. Use X10 binocular under ultra

viole! light. lf a biade is cracked, reject it. 2. Examine the biade for damage (Ref. TASK 72-31-11-200-010). lf a biade is

damaged, do step (4.0.) that follows.

D. Remove Local Damage on the Leading Edge 1. Remove damage on the leading edge by remova l of minimum materia!. Continue to remove damage until ali the damage is removed. Use portable grinding equipment. lf damage is shown in Zone AD, you must blend the damage parallel with ~ the biade leading edge, to remove any materia! above the repaired area.

lf you blend in Zone AD, you can only have one scallop in Zone AC, Zone ~ AA and Zone AB, can each have a scallop, independently of the repair of

· Zones AD and AC. 1. Remove damage as necessary on the airfoil surface by the removal of mini­

mum materia!. Continue to remove damage until ali the damage is re­moved. The maximum depth to remove the damage musi not be more than 0.01 5 in. (0.38 mm). The diameter of the repaired area is to be 50 times the depth.

2. Make smooth the repaired area's. Make sure ali the damaged marks are completely removed and the surface finish is made the same as the ad­jacent materia!. Use waterproof abrasive paper (Materia! No. V05-021), waterproof abrasive paper (Materia! No. V05-020) and l or waterproof abrasive paper (Materia! No. V05-064).

3. Polish the repaired area's, to remove scratches and make the surface finish the sa me as the adjacent materia l. Use waterproof abrasive paper (Male­riai No. V05-021), waterproof abrasive paper (Materia! No. V05-020) and l or waterproof abrasive paper (Materia l No. V05-064).

to be used for training only SRTédlnlcs fJ

D

BLENDING OF SURF1\ CE DRESSING

~·I EASU IH!D ON BLADE

Sllll rCE

l 700 In {43. 18 uun)

2 .850 In . {72.39 nu n )

l \ DH E.SSJNG (I NCLU D INC

BLEN IJING) NOT T O EXCEED TIIIS BOUNDAHY.

f MAX 0.0 15 io. (0.38 uuu)

SUHFACE DHESSING

FAN BLAIJE SURFACE DRESSING FO R PRESSlJRE FACE ANIJ NON PRESSUHE FACE

t:. c xaminetiie LP Compressor Fa n

PERr-.IIlTED PRO!= ILE

POLISJI A urrLE OFF Al L AROUND TI lE NOSE TIIE F!NISI IED PROFILE MUST GIVE A NOSE DOVm CONDITION 01~ BE IN A FULL RADIUS

v FULL RADIUS

CONCAVE SURFACE

(PI!ESÌUR<l

CONVEX SURFACE~ {SUCI\ON)

NDT PER~I ITIEIJ PROFILE

THESE FAULTS CAN BE SEEN \\ ITII l"! lE NAKFD EYE

~ ~ AVOlO FLATS DU NUT ~\1\KE TI! E NOSE UNDULY BLUNT

v v AVOIIJ A NOSE UP TENDENCY DO NOT t-.'IAKE Tf-IE NOSE VEI~Y Sl-lt\RP

1. Visually examine and measure the dimensions of the scallop on the leading edge and the airfoil surface. Make sure the maximum depth of the repair on the airfoil surfaces is not more than 0.015 in. (0.38 mm). Discard the blades, if they are not in the limits speci fied. Use workshop inspection equipment.

BEFORE ----~-----------------------------t------F. Do a Locaf Penetra n! Crack Test o n the Damaged Bfades 1. Use fl uorescent penetrant (Materia! No. V06-022) and do a penetrant in­

spection of the damaged area (Rei. SPM 702305) .

G. fdentify the Repair 1. A log book entry is necessary when you have completed this repair. Write

VRS1506 in the engine log book. 2. At the next shop visit make a mark VRS1506 adjacent to the part number.

Use vibro-engraving equipment.

~ Blades repaired to this scheme, must be swab etched and inspected as - specified in the (Ref. EM 72-31-11-300-025) (VRS1026) and glass bead

peened a t the next shop visit, to the instructions specified in the (Rei. EM 72-31-1 1- 300-016) (VRS1724) .

AFTER----~~----------------------------r----

TYPICAL EXAMPLE OF DAMAGE BEFORE ANO AFTER SCALLOPING

t o be used for training only SR Technks tJ

.....

MIN R=7xAE

l

1oxAE-

lL AE

PERMITIED ONLY IF EXTENTS OF BLEND RADIUS DO NOT OVERLAP

MAX =A E +0.064 in. p ,63 mm) __.,.;__,___ MI N =A E

AE --:--;---

TYPICAL BLENDING AREA

lo be used for training only

SRTedlnlcs tJ

EXTENT OF BLEND RADIUS

23

Servi cc lntcrphonc 9

26

Enginc Fire Bumlcs 5 Fire Loop A and Il 65

29

Deprcssurisation Solcnoid 5 1 EDP Case Dmin Fiher 5 1 EDP l Enginc Drivcn Pump 51 EDP Prcssure Switch 47

30

Ami Ice Air Outlct 9 Engine An ti Ice Valve 15

36

High Stage l31eed Valve Solcnoid 31 HPValve 33 HPV l High Prcssurc Valve 61

71

Aux illiary Latch Asst.:mbly Covcr Attachemcnt Point 9 Drainmast 43 Hoist Poilll 9 Latch 3 Takc up Dcvk e 3

72

Annulus Fillcr 13 Cumbustion Chamhcr Locat ing Pin 69 Dove Slot 13 Fan Biade 13 lnlet Cone I l Sofl Rubbcr Cune Ti p I l

73 39. 47

Low Oil Prcssurc Switch 45 MCD l Mastcr Chip Detec tor 53 No.4 Bcaring Prcssurc Transduccr 27 No.4 Bearing Scavcngc Valve 27 Oil Prcssurc Pump 51 Oil Pressurc Transmillcr 4.'5 Oil Quanti ty Transm ittcr 49 Oil Scavengc Filtcr 51 Oil Scavcngc Pumps 55 Oi l Tank 49 Oi l Temperature Scnsor SJ Recò Swi tch 27 Scavcngc Filtcr Prcssurc Switch 47 Sight Glass 29. 49

80

p

Chip Detector 29 Startcr 29 Staner Valve 21

P MA. Siehe EDA l E n gine Dedicated Alternator

FF l Fucl Flow Mcter 57 FMU l Fucl Mctcring Uni t 57 Fucl Distribution Val ve 33. 35 Fud Filter Diffcrcnt ial Prcssurc Switch 39 Fuel Manifold 69 Fud Nozzles 33. 69 Fuel Pump Uni t LP/HP 57 IDG FCOC 41 !DG Oil Temperature Thcrmucouplc 4 1 Low Prcssurc Fut.:l Fi ltcr 39. 47 PRSOV 57

74 lgni tion and P2ff2 Hcatcr Rclay Box 19 lgnition 13 Box 33 lgnition B l .cad 33 lgnition Box A 25 lgni tion Box B 25 lgntion A Leali :n

75

ACAC l Air Coolcd Ai r Coolcr 63 ACAC Exhaust Duci 63. 67 ACC l Activc Clcan.mcc Contro\ Actuator 33 IJSBV M as ter Actuator 59 IJSIJV Slave Actuator 25 lluffer Air Due t 33 Buffer Air Li ne 69 Handli ng lllecd Solenoid Valve 7A 3 1 Handling 13\ccd Solcnoid Valve 713 31 Halllll ing Blccd Snlcnoid Valve 7C 3 1 1-!andli ng ll\ccd Solcnoid Valve IO 3 1 Handling IJ iecd Va lve 7A 37 Handl ing llleed Valve 713 33. 35. 37 Handl ing Bleed Valve 7C 6 1 Handling Blced Valve IO 37 HPT ACC plug sturagc brackct 33 HPT ACC Valve 33 H l'T Stagc 2 Cooling Air Tu bes 33 LI'T ACC Valve 33 Make-Up Air Due t 69 Make-Up Air Solcnoid Valve 3 1

t o be used for training only

SR Tedlnlcs fJ

Makc-Up Ai r Valve 3 1 Turbinc Cooling Tube 63 VSV Actuator 61 VSV Crank Shafl 33

76

Data Entry Plug l DEl' 23 EDA l Enginc Dcdicatcd Ahcrnator 29 EEC l E\cctronic Enginc Contro! 23 lgnition ami P2{f2 Heatcr Rclay 13ox 19 l'O (amb) 23 P2.5 boostcr stage out lct prcssurc 23 1'2 pressure 19. 23 P5 (P4 .9) L. P. Turbine cxhaus t prcssurc 23. 71 P l2.5 fan outlct prcssure 23 Ph burncr prcssure 23

77

EGT Juction llox 63. 67 EGT l'robe 67. 71 N l Speed Sensor 23 . 25 N2 Specd Sensor 29 Naccllc Temperature Scnsor 65 Vibrmion Pickup 41

78

Bypass Non Rcturn Valve CNA l Common Nnzzlc Asscmbly 7 1 Fairing Pancl 5 Graph itc Composite Cascadcs 7 HCU l Hydraulic Control Uni t 7 Lowcr Luck ing Actuator 7 Rcvcrscr Blockcr Doors 7 1 SOV l Shut-Off Valve 7 Upper Nunlocking Actuatur 7

79

ACOC l Air Coolcd Oil Coolcr 17 ACOC Oil Temperature Thermocouplc 17 IJcaring No.4 Cavity Drain Li ne 67. 71 llreather Air Outlet 21 Chip Detector 1.2 and 3 Bcaring Scavcngc .'5.'5