british cfm 56

B r i t i s h A i r w a y s E n g i n e e r i n g T r a i n i n g

Your Course NotesThese notes have been prepared by BritishAirways Engineering Training to provide asource of reference during your period oftraining.

The information presented is as correct aspossible at the time of printing and is notsubject to amendment action.

They will be useful to you during yourtraining, but I must emphasise that theappropriate Approved Technical Publicationsmust always be used when you are actuallyworking on the aircraft.

I trust your stay with us will be informativeand enjoyable.

JOHN QUINLISKTraining and Quality Delivery Manager

POWER PLANT (CFM56-5B)

FADEC

FADEC Presentation (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2FADEC Architecture (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4FADEC Principle (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8ECU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10EIU Interfaces (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12ECU Electrical PWR SPLY Control (3) . . . . . . . . . . . . . . . . . . . . . . . 16

ENGINE CONTROLS

Engine Thrust Management (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18

ENGINE INDICATING

Engine Warnings (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36Engine Monitoring D/O (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54

MAINTENANCE COURSE - T2 (CFM56-5B/ME) 70 - POWER PLANT (CFM56-5B)

TABLE OF CONTENTS May 11, 2006Page 1

SINGLE AISLE TECHNICAL TRAINING MANUALU

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FADEC PRESENTATION (1)

GENERAL

The Full Authority Digital Engine Control (FADEC) system controls theengine. FADEC also interfaces with aircraft signals.The FADEC system of each engine consists of a dual channel ElectronicControl Unit (ECU), with its associated peripherals.The ECU is the computer of the FADEC system and is located on theengine fan case.

FADEC FUNCTIONS

The FADEC provides the regulation and scheduling of the engine systemsto control the thrust and optimize engine operation.The FADEC system performs engine control functions and engine/A/Cintegration.The Engine control functions include:- Power management control,- Variable Bleed Valves (VBVs) control,- Variable Stator Vanes (VSVs) control,- Transient Bleed Valve (TBV) control,- Fuel control regulation,- High Pressure Turbine Active Clearance Control (HPTACC),- Low Pressure Turbine Active Clearance Control (LPTACC),- Fuel Return Valve (FRV) control.Engine/A/C integration includes:- Engine indication,- Engine maintenance data,- Automatic and manual starting,- Thrust reverser control,- Autothrust,- Condition monitoring data.

POWER SUPPLY

Each ECU is powered by a three-phase permanent magnet alternatorwhen the engine N2 > 15%. The FADEC Control Alternator provides anindependent power supply to both ECU channels.


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FADEC ARCHITECTURE (1)

DUAL CHANNEL

The Full Authority Digital Engine Control (FADEC) system is fullyredundant and built around two independent Electronic Control Unit(ECU) control channels.Dual inputs, dual outputs, and automatic switch over from one channelto the other, eliminates any dormant failure.The ECU consists of two channels (A and B). Each channel can controlthe different components of the engine systems.Channels A and B are permanently operational. The channel in controlmanages the systems.

DUAL INPUTS

All control inputs to the FADEC system are dual. Only some secondaryparameters used for monitoring and indicating are single.To increase the fault tolerant design, the parameters are exchangedbetween the two control channels (inside the ECU) via the cross channeldata link. Each channel can also operate independently, without crosschannel data link.

HARDWIRED INPUTS

Most of the communication between the A/C systems and the ECU istransmitted over digital data buses.In addition, some signals are hardwired directly from the A/C to the ECU.

DUAL OUTPUTS

All of the ECU control outputs are dual. The channel that is in controlsupplies the control signals to the various components such as torquemotors and solenoids.The other channel calculation is used for crosschecking.

BITE CAPABILITY

The ECU is equipped with a Built-in Test Equipment (BITE) systemwhich provides maintenance information and test capabilities via theMCDU.

FAULT STRATEGY

The ECU can detect and isolate failures using the BITE system.The BITE system allows the ECU to switch engine control functionsfrom a faulty channel to the healthy one.

FAIL SAFE CONTROL

If one channel is faulty, and the channel that is in control cannot ensurean engine component function, the component is moved to a fail-safeposition.Example: if one channel is faulty and the other channel is unable to controlthe Variable Bleed Valve (VBV) position, the VBVs are set to the fail-safeopen position.


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FADEC ARCHITECTURE (1)

MAIN INTERFACES

The ECU performs its tasks by interfacing with A/C system computers,either directly, or via the Engine Interface Unit (EIU). The EIU is aninterface concentrator that serves as the communication link, betweenthe A/C systems and the FADEC system. There is one EIU for eachengine.The ECU receives inputs from:- Air Data Inertial Reference Units (ADIRUs),- Flight Control Unit (FCU),- Environmental Control System (ECS) computers,- Centralized Fault Display Interface Unit (CFDIU),- Landing Gear Control and Interface Units (LGCIUs),- cockpit engine controls including fire, anti-ice systems and ThrottleLever Angle (TLA).The ECU sends outputs to:- Flight Data Interface and Management Unit (FDIMU),- Flight Warning Computers (FWCs),- Display Management Computers (DMCs),- Flight Management and Guidance Computers (FMGCs),- Centralized Fault Display Interface Unit (CFDIU),- Bleed air Monitoring Computers (BMCs) through the EIU.




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FADEC PRINCIPLE (2)

GENERAL

The Full Authority Digital Engine Control (FADEC) system managesthe engine thrust and optimizes the performance.

FADEC

The FADEC consists of the Electronic Control Unit (ECU) and itsperipheral components and sensors used for control and monitoring.The ECU interfaces with the other A/C systems through the EngineInterface Unit (EIU).The primary parameters (N1, N2, Exhaust Gas Temperature (EGT) andFuel Flow (FF)) are directly sent by the ECU to the ECAM. The secondaryparameters are sent to the ECAM trough the EIU.

ENGINE INTERFACE UNIT

Each EIU, located in the avionics bay, is an interface concentrator betweenthe airframe and the corresponding ECU located on the engine.There is one EIU for each engine. It interfaces with the correspondingECU.

POWER MANAGEMENT

The FADEC provides automatic engine thrust control and thrust parameterlimit computation.The FADEC manages power according to two thrust modes:- manual mode depending on Throttle Lever Angle (TLA),- autothrust mode depending on autothrust function generated by theAuto Flight System (AFS).The FADEC also provides two idle mode selections: minimum idle andapproach idle, obtained when the slats are extended. The idle can also bemodulated up to approach idle depending on: air conditioning demand,wing anti-ice demand, engine anti-ice demand and oil temperature (forIntegrated Drive Generator (IDG) cooling).

ENGINE LIMIT PROTECTION

The FADEC provides overspeed protection for N1 and N2, in order toprevent the engine from exceeding certified limits and also monitors theEGT.

ENGINE SYSTEM CONTROL

The FADEC provides optimal engine operation by controlling:- FF,- Turbine Clearance and Compressor Airflow.

STARTING AND IGNITION CONTROL

The FADEC controls the engine start sequence.It monitors N1, N2, and EGT parameters and can abort or recycle anengine start.The FADEC controls the starting and ignition in automatic mode wheninitiated from the ENG start panel (115 VU) or manual mode wheninitiated from the ENG MAN START panel.

THRUST REVERSER

The FADEC entirely supervises the thrust reverser operation.In case of malfunction, the thrust reverser is stowed.


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ECU INTERFACES (3)

GENERAL

The Electronic Control Unit (ECU) interfaces with various systemsthrough channels A and B.

ECU CHANNEL A INPUTS

Channel A receives via bus network:- The anemometric parameters for thrust calculation from the Air DataInertial Reference System (ADIRS),- The A/C command signals from the Engine Interface Unit (EIU) forengine control.Each ECU receives a single hardwired signal from the instinctivedisconnect push buttons. The Throttle Control Unit sends the ThrottleResolver Angle (TRA). Each ECU also receives signals from enginesensorsNOTE: The relationship between the Throttle Lever Angle (TLA) andTRA is linear and: 1 degree TLA is 1.9 degrees TRA.The ECU is electrically supplied via the EIU only when N2 is below12%. The ignition is supplied by 115 VAC.

ECU CHANNEL B INPUTS

Channel B has the same inputs as channel A from the ADIRS, EIU,Throttle Control Unit, autothrust disconnect switches and engine sensors.

ECU CHANNEL A OUTPUTS

Channel A provides outputs via ARINC buses to the: EIU, Flight DataInterface and Management Unit (FDIMU) - DMU part, Flight WarningComputers (FWCs), Display Management Computers (DMCs), FlightManagement and Guidance Computers (FMGCs).Channel A also provides outputs to the engine controls (torque motorsand solenoids).

ECU CHANNEL B OUTPUTS

Channel B provides outputs via ARINC buses to the: EIU, FWCs, DMCs,and FMGC. It also provides outputs to the engine controls.


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EIU INTERFACES (3)

INPUTS

The Engine Interface Unit (EIU) receives digital, discrete and analoginputs.

DIGITAL INPUTSThe Engine Interface Unit (EIU) receives digital inputs from:- the Centralized Fault Display Interface Unit (CFDIU) for enginetroubleshooting and test,- the Air Conditioning System Controller (ACSC), for bleed airdemands of the air conditioning system,- and the Flight Control Unit (FCU) for the auto-thrust function.The EIU also receives data from each channel of the Electronic ControlUnit (ECU).

DISCRETE INPUTSThe EIU receives command signals from the following control panels:- wing anti-ice,- engine anti-ice,- Full Authority Digital Engine Control (FADEC) ground power panel,- engine fire panel,- engine start panel,- Throttle Control Unit thrust reverser microswitch.It also receives specific signals of A/C configuration from thefollowing computers:- Landing Gear Control Interface Unit (LGCIU),- Slat and Flap Control Computer (SFCC),- Fuel Level Sensing Control Unit (FLSCU).

OTHER DISCRETE INPUTSOther discrete inputs are provided for the engine oil low pressurewarning.

ANALOG INPUTSThe EIU receives analog signals corresponding to values of secondaryparameters from engine sensors, for display on the ECAM enginepage.

OUTPUTS

The EIU sends digital and discrete outputs.

DIGITAL OUTPUTSThe EIU sends digital outputs to:- the Bleed Monitoring Computer (BMC) for pneumatic valveoperation,- the Flight Warning Computers (FWC) for alarms and indication,- and, the Centralized Fault Display Interface Unit, (CFDIU) for faultmessages.Other digital outputs are sent to channel A and channel B of the ECU.

DISCRETE OUTPUTSThe EIU provides the following discrete outputs to other A/C systemsfor some required commands and specific engine operations:- start valve closure,- thrust reverser inhibition,- APU boost demand,- oil low pressure,- HP fuel Shut-off Valve (SOV) closed,- N2 at or above minimum idle,- Throttle Lever Angle (TLA) in takeoff position,- engine FAULT light on.

SUPPLY MODULE

The EIU contains a power supply module that is used to supply electricalpower to the ECU and the ignition systems.


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NOTE: If the EIU electrical power is lost, the EIU fails and enginerestart is not possible.




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INPUTS ... SUPPLY MODULE




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ECU ELECTRICAL PWR SPLY CONTROL (3)

GENERAL

The Electronic Control Unit (ECU) is supplied from the aircraft electricalpower when the engine is shut down or when N2<15%. The PermanentMagnet Alternator (PMA) supplies the ECU when the engine is runningand N2>15%.

POWERING N2<15%

Each channel is independently supplied by the aircraft 28 VDC throughthe Engine Interface Unit (EIU). At initial A/C power-up, both engineECUs are supplied with aircraft power for 5 minutes.Aircraft 28 VDC is used for:- power-up check of the Full Authority Digital Engine Control (FADEC)before engine start,- engine starting,- powering the ECU while the engine is running below 15% N2.Note that the EIU takes its power from the same bus bar as ECU.

POWERING N2>15%

As soon as engine is running above 15% of N2, the PMA is able todirectly supply the ECU.The PMA supplies each channel with three-phase AC power. Twotransformer rectifiers provide 28 VDC power supply to channels A andB.Above 15% of N2, the ECU logic automatically switches to PMA supply.The supply from the aircraft network is cut off through the EIUde-powering function.Note that in case of PMA failure, the ECU will automatically receive, asback-up, the 28 VDC power from the aircraft network through the EIU.

AUTO DE-POWERING

The FADEC is automatically de-powered on the ground, through theEIU, after engine shutdown.ECU automatic de-powering on the ground:- five minutes after aircraft power up,- five minutes after engine shut down.Note that releasing the ENGine FIRE P/B out provides ECU power cutoff from the aircraft network.

FADEC GROUND POWER PANEL

For maintenance purposes and MCDU engine tests, the ENGine FADECGrouND PoWeR P/B on the MAINTenance panel (50VU) permitsFADEC power supply to be restored on the ground with engine shutdown.When the corresponding ENGine FADEC GrouND PoWeR P/B is pressedON the ECU receives its power supply again. The ECU will bede-powered after 5 minutes of the engine shutdown to allow the engineparameters monitoring.Also note that the FADEC is repowered as soon as the engine start selectoris selected to CRANK or IGNition START or the MASTER switch isselected ON.


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ENGINE THRUST MANAGEMENT (3)

BASIC INFORMATION

Some basic information about Engine Thrust Management is shown inthis module.

PREDICTED N1The predicted N1 is indicated by a white circle in case of classicECAM version and by a blue circle in case of enhanced ECAMversion, on the N1 indicator and corresponds to the value determinedby the Throttle Lever Angle (TLA).


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BASIC INFORMATION (continued)

THRUST LIMIT MODEThe throttle levers are used as thrust limit mode selectors. Dependingon the throttle lever position, a thrust limit mode is selected andappears on the upper ECAM display.If the throttle levers are set between two detent points, the upper detentwill determine the thrust limit mode.The thrust limit modes are: Climb (CL), Flexible Take Off orMaximum Continuous Thrust (FLX/MCT), or Take Off Go Around(TOGA).




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BASIC INFORMATION - THRUST LIMIT MODE




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N1 LIMITFor each thrust limit mode selection, an N1 limit is computedaccording to the Air Data Reference (ADR) and appears on the upperECAM display near the thrust limit mode indication.




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N1 TARGETIn Autothrust (A/THR) function, the Flight Management and GuidanceSystem (FMGC) computes an N1 target according to air data andengine parameters and sends it to the Electronic Control Unit (ECU).




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BASIC INFORMATION - N1 TARGET




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N1 COMMANDThe N1 command, used to regulate the fuel flow, is the FMGC N1target when the A/THR function is active.When the A/THR function is not active, the N1 command is the N1corresponding to the TLA.




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BASIC INFORMATION - N1 COMMAND




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ACTUAL N1The actual N1 is the actual value given by the N1 speed sensor.This actual N1 is displayed in green on the N1 indicator and this actualN1 signal is also compared to the N1 command.




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AUTOTHRUST CONTROL MODE

The A/THR function is engaged manually when the A/THR P/B isselected or automatically at take off power application.

AUTOTHURST ACTIVEWhen engaged, the A/THR function becomes active when the throttlelevers are set to CLimb detent after take off. The N1 command is theFMGC N1 target.A/THR function is normally active when the throttle levers are setbetween IDLE and CLimb (including CLimb).The A/THR active range is extended to MCT in the case of singleengine operation.When the throttle levers are set between two detent points, the N1command is limited by the throttle lever position.Note: In Alpha Floor condition the A/THR function becomes activeautomatically. The N1 target is TOGA.




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AUTOTHRUST CONTROL MODE (continued)

AUTOTHRUST NOT ACTIVEWhen engaged, the A/THR function becomes inactive when thethrottle levers are set above CLimb with 2 engines running.The N1 command corresponds to the TLA. A/THR function is notactive above MCT in case of single engine operation.The A/THR function is disengaged when the throttle levers are set atIDLE stop.




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MANUAL CONTROL MODE

Manual mode when A/THR not engaged.The ECU processes the N1 command signal according to the TLA.




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MANUAL CONTROL MODE




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ENGINE WARNINGS (3)

LOW N1

In case of low N1 warning, the MASTER CAUTion comes on and theaural warning sounds.The failure is shown amber on the upper ECAM display, and the lowerECAM SD ENGINE page appears.This warning appears when there is a low N1 rotation speed during enginestart.This warning is inhibited in flight phases 4, 5, 6, 7, 8, 9, and 10.


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ENGINE WARNINGS (3)

EGT, N1 OR N2 OVERLIMIT

In case of Exhaust Gas Temperature (EGT), N1 or N2 over limit warning,the MASTER CAUTion comes on and the aural warning sounds.The EGT indication is shown red and the failure message appears amberon the upper ECAM display.This warning appears when EGT exceeds 950 degrees Celsius.The over limit for N1 is 104% and the corresponding message is 'ENG1 (2) N1 OVER LIMIT".The over limit for N2 is 105% and the corresponding message is 'ENG1 (2) N2 OVER LIMIT".This warning is inhibited in flight phases 4, and 8.




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ENGINE WARNINGS (3)

THROTTLE LEVER DISAGREE

In case of throttle lever disagreement warning, the MASTER CAUTioncomes on and the aural warning sounds.The failure is shown amber on the upper ECAM display, and the lowerECAM SD ENGINE page appears.This warning appears when there is a disagreement between both resolversof a throttle lever.This warning is inhibited in flight phases 4, 5, and 8.




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THROTTLE LEVER DISAGREE




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ENGINE WARNINGS (3)

THROTTLE LEVER FAULT

In case of throttle lever fault warning, the MASTER CAUTion comeson and the aural warning sounds.The failure is shown amber on the upper ECAM display.This warning appears when both resolvers on one throttle lever are lost.This warning is inhibited in flight phases 4, 5, and 8.




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THROTTLE LEVER FAULT




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ENGINE WARNINGS (3)

OIL LOW PRESSURE

In case of oil low pressure warning, the MASTER WARNing flashesand the aural warning sounds.The failure is shown red on the upper ECAM display, and the lowerECAM SD ENGINE page appears.This warning appears when the oil pressure is lower than 13 PSI.This warning is inhibited in flight phases 1 and 10.




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ENGINE WARNINGS (3)

OIL HIGH TEMPERATURE

In case of oil high temperature warning, the MASTER CAUTion comeson and the aural warning sounds.The failure is shown amber on the upper ECAM display, and the lowerECAM SD ENGINE page appears.This warning appears when the engine oil temperature is between 140degrees Celsius and 155 degrees Celsius for more than 15 minutes, or ifthe oil temperature is greater than 155 degrees Celsius.This warning is inhibited in flight phases 4, 5, 7, and 8.




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ENGINE WARNINGS (3)

OIL FILTER CLOG

In case of oil filter clog warning, the failure is shown amber on the ECAMdisplays.This warning appears when the pressure loss across the main supply oilfilter is excessive (differential pressure greater than 25.5 PSI).This warning is inhibited in flight phases 4, 5, 7, and 8.




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ENGINE WARNINGS (3)

FUEL FILTER CLOG

In case of fuel filter clog warning, the failure is shown amber on theECAM displays.This warning appears when the pressure loss across the fuel filter isexcessive (differential pressure greater than 11.5 PSI).This warning is inhibited in flight phases 4, 5, 7, and 8.




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ENGINE MONITORING D/O (3)

INTRODUCTION

The engine monitoring is carried out by means of the Electronic ControlUnit (ECU) and the vibration monitoring system with a display on theECAM.The ECU receives engine inlet condition data from the Air Data/InertialReference System (ADIRS), operational commands from the EngineInterface Unit (EIU), and monitoring parameters from the variousdedicated engine sensors.


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PRIMARY PARAMETERS

The engine primary monitoring parameters displayed on the ECAM EWDare:- Low Pressure (LP) rotor speed indication (N1),- Exhaust Gas Temperature (EGT) indication,- High Pressure (HP) rotor speed indication (N2),- Fuel Flow (FF) indication,- thrust limit mode,- N1 rating limit.




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PRIMARY PARAMETERS




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PRIMARY PARAMETERS (continued)

ROTATIONAL SPEED PARAMETERS DESCRIPTIONThe N1 speed sensor is installed in the fan frame strut No.6 at the5:00 o'clock position. It senses the LP rotor assembly rotational speedand transmits the corresponding signals to the Engine VibrationMonitoring Unit (EVMU) and the ECU. The N1 rotational speedindication is shown in the ECAM EWD by a needle and a N1 digitalindication display.The N2 speed sensor is installed at 6:30 o'clock on the AccessoryGearbox (AGB) rear face. The N2 speed sensor detects the rotationalspeed of the HP rotor assembly and transmits the signal to the EVMUand the ECU. The N2 rotational speed is indicated in the ECAM EWD.




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PRIMARY PARAMETERS - ROTATIONAL SPEED PARAMETERS DESCRIPTION




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LPT SECTION PARAMETERS DESCRIPTIONThe engine EGT is sensed and averaged by 9 thermocouple probeslocated in the T49.5 plane of Low Pressure Turbine (LPT) stage-2nozzle assembly. The actual engine EGT is displayed in the ECAMEWD by a needle and an EGT digital indication.




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PRIMARY PARAMETERS - LPT SECTION PARAMETERS DESCRIPTION




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FUEL FLOW PARAMETER DESCRIPTIONThe FF transmitter (XMTR) is mounted at 4 o'clock on the enginenext to the AGB and does not require an electrical power input. Themaximum flow across this XMTR is 6360 kg/hr (14000 lb/hr). TheFF is shown in the ECAM EWD by a FF digital indication.




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PRIMARY PARAMETERS - FUEL FLOW PARAMETER DESCRIPTION




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SECONDARY PARAMETERS

The engine secondary monitoring parameters are displayed on the ECAMlower SD when it is selected manually or automatically.The engine secondary parameters that appear permanently in the ECAMENGINE page are:- fuel used indication,- oil quantity indication,- oil pressure indication,- oil temperature indication,- ignition indication,- start valve position indication,- engine bleed pressure,- vibration indication.The engine secondary parameters non permanently displayed on the SDare:- oil filter clog indication,- fuel filter clog indication,- nacelle temperature indication.On the enhanced system, the same information is provided with a differentdisplay presentation.Fuel used, oil quantity and vibration indications are also displayed onthe ECAM CRUISE page.




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SECONDARY PARAMETERS (continued)

OIL PARAMETERS DESCRIPTIONThe oil quantity XMTR is located in the oil tank. It is displayed onECAM SD.The oil pressure XMTR is located on the lubrication unit outlet line.It is displayed on ECAM SD.An oil temperature sensor for the Engine Condition Monitoring (signalto EIU) is located on the main oil pressure filter housing of thelubrication unit, downstream of the pressure pump oil system. It isdisplayed on the ECAM SD.An oil differential pressure switch (also named oil clogging switch)is installed on the lubrication unit. The pressure switch signal is usedby the ECAM system to generate the main oil filter clog indicationwhen the oil differential pressure across this filter is comprisedbetween 29 psig (2 bar) and 33 psig (2.28 bar).An engine oil temperature sensor for the Integrated Drive Generator(IDG) cooling system control (signal to ECU) is located above the oiltank.




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SECONDARY PARAMETERS - OIL PARAMETERS DESCRIPTION




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VIBRATION PARAMETERS DESCRIPTIONThe No. 1 bearing sensor is formed by an accelerometer located at9:00 o'clock position on No. 1 and No .2 bearing support and a sensorcable that is routed through the fan frame. The No. 1 bearing vibrationsensor permanently monitors the vibrations from No. 1 bearing andthe vibrations from LPT and High Pressure Turbine (HPT) shafts. It'salso used to the fan trim balance procedure.The Turbine Rear Frame (TRF) vibration sensor is installed at 12o'clock on the front flange of the TRF. The TRF vibration sensor isused as back-up of N1 bearing accelerometer to monitor and, ifnecessary, reduce the engine vibration level using the trim balanceprocedure.The aircraft EVMU uses the vibration and the rotational speed signalsto extract all the vibration signals and compute the position and theamplitude of the unbalanced signals.As normal vibration is depending on rotor speed, for each speed, theEVMU processes the ratio actual value/maxi value. This ratio ismultiplied by 10 and is available on the EVMU output for display onECAM SD.




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SECONDARY PARAMETERS - VIBRATION PARAMETERS DESCRIPTION




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FUEL PARAMETERS DESCRIPTIONThe fuel used value computed by the Full Authority Digital EngineControl (FADEC) is displayed in green on the ECAM SD.A CLOG message appears in amber, associated with an ECAMmessage only when the differential pressure across the fuel filter isexcessive.




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SECONDARY PARAMETERS - FUEL PARAMETERS DESCRIPTION




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NACELLE TEMPERATURE INDICATIONThe nacelle temperature is monitored by a temperature probe installedin the ventilated core compartment.The nacelle temperature sensor can provide indication to the ECAMSD.




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SECONDARY PARAMETERS - NACELLE TEMPERATURE INDICATION




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OPTIONAL PARAMETERS

The T5 sensor is an optional monitoring sensor that meters the turbineexhaust temperature.The P25 optional sensor measures the air pressure downstream of thebooster or the High Pressure Compressor (HPC) inlet.PS13 is an optional sensor.




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OPTIONAL PARAMETERS




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COMBUSTION AND HPT SECTION PARAMETERSDESCRIPTION

Tcase sensor is located between the combustion chambers and the HPT.The T3 sensor measures the compressor discharge temperature.The PS3 sensor meters the compressor discharge pressure.




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COMBUSTION AND HPT SECTION PARAMETERS DESCRIPTION




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COMPRESSOR SECTION PARAMETERS DESCRIPTION

The T12 sensor is made to measure the engine intake air temperature. Itis installed on the engine fan inlet case at the 1:00 o'clock position.The PS12 sensor measures the static pressure from the fan inlet.The T25 sensor is located at 4:30 o'clock upstream of Variable BleedValve (VBV) in the fan frame. The sensor measures the air temperaturedownstream of the booster or HPC inlet.




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COMPRESSOR SECTION PARAMETERS DESCRIPTION




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british cfm 56

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